Shift control method and device for vehicle and vehicle

Abstract

The application provides a gear shifting control method and device of a vehicle and the vehicle, and belongs to the technical field of vehicle control. The method comprises the following steps: in response to the vehicle meeting a preset gear shifting inhibition condition, determining a target gear of the vehicle according to running state data of the vehicle; if the target gear is inconsistent with a current gear of the vehicle, matching corresponding gear control actions based on gear shifting execution state data of the vehicle, the target gear and the current gear; and executing the gear control actions to terminate a current gear shifting action of the vehicle, complete the current gear shifting action or maintain an intermediate gear between the current gear and the target gear. The embodiment of the application can realize smooth transition of power in the case of triggering gear shifting inhibition, avoid power impact and jerk feeling in the case of gear shifting interruption, and improve driving smoothness and safety.

Description

Technical Field

[0001] This application relates to the field of vehicle control, and more specifically, to a method, apparatus, and vehicle for shifting control of a vehicle in the field of vehicle control. Background Technology

[0002] During vehicle operation, the automatic transmission control unit will temporarily block or postpone the upshift or downshift request that should occur based on the overall vehicle conditions, and will not execute the shift operation of the theoretical target gear, in order to suppress shifting.

[0003] In related technologies, shift suppression only issues static commands to maintain the gear position, without considering the actual shifting process of the transmission. This accelerates vehicle mechanical wear, shortens transmission life, and affects the user's driving experience. For example, if the shifting process is deep, forcibly terminating the shift will cause wear on the vehicle's hardware and generate shift shock. Furthermore, if there is a large gear difference between the currently suppressed gear and the theoretical target gear saved in the background, once the suppression condition is lifted, the large gear difference will trigger multiple consecutive upshifts. This causes repeated operation of actuators such as clutches and hydraulic valves, which not only shortens transmission life but also leads to frequent shifting causing repeated increases and decreases in engine torque, resulting in frequent power delivery jerks. This severely affects driving comfort and indirectly increases overall vehicle fuel consumption, reducing powertrain stability and economy, and urgently needs improvement. Summary of the Invention

[0004] This application provides a vehicle shift control method, device, and vehicle. The method can determine the user's pedal control intention by recognizing the vehicle's state data, and after triggering the shift suppression function, it can intervene in the shift process by combining the target gear, the current gear, and the shift execution state. In this way, while ensuring power response, unnecessary shift actions are reduced to the greatest extent, core component wear and fuel consumption are reduced, and the overall vehicle smoothness and driving experience are improved.

[0005] In a first aspect, a vehicle shift control method is provided, the method comprising: in response to the vehicle meeting a preset shift suppression condition, determining a target gear of the vehicle based on the vehicle's operating state data; if the target gear is inconsistent with the vehicle's current gear, matching a corresponding gear control action based on the vehicle's shift execution state data, the target gear, and the current gear; and executing the gear control action to terminate the vehicle's current shift action, complete the current shift action, or maintain an intermediate gear between the current gear and the target gear.

[0006] The above technical solution can identify the user's pedal control intention by recognizing the vehicle's status data. After triggering the shift suppression function, it can intervene in the shift process by combining the target gear, the current gear, and the shift execution status. This reduces the additional wear and impact caused by forced interruption of shifting. It can also reduce the gear difference between the actual gear and the target gear by maintaining an intermediate gear, weakening the multi-stage continuous upshifts after the suppression is released, reducing repeated actions of the transmission actuators, alleviating shift jerks, improving driving comfort, reducing overall vehicle fuel consumption, improving the stability and economy of the powertrain, and enhancing the smoothness and driving experience of the entire vehicle.

[0007] In conjunction with the first aspect, in some possible implementations, the step of matching the corresponding gear control action based on the vehicle's gear shift execution state data, the target gear, and the current gear includes: determining whether the vehicle meets a preset direct gear shift execution condition based on the target gear and the current gear; if the preset direct gear shift execution condition is met, determining the vehicle's gear control action based on the vehicle's gear shift execution state data; if the preset direct gear shift execution condition is not met, determining the vehicle's gear shift process at the time of the first gear shift based on the gear shift execution state data; determining whether the vehicle meets a preset gear shift cancellation condition based on the gear shift process; if the preset gear shift cancellation condition is met, determining the gear control action to terminate the vehicle's current gear shift action; if the preset gear shift cancellation condition is not met, taking the gear after the first gear shift as the intermediate gear, and determining the gear control action to maintain the intermediate gear.

[0008] The above technical solution enables the identification of the shift process and the verification of cancellation conditions by combining shift execution status data and the identification of complex downshift scenarios, so as to distinguish different working conditions after the shift suppression is triggered.

[0009] In conjunction with the first aspect, in some possible implementations, determining the vehicle's gear control action based on the vehicle's gear shift execution state data includes: determining the gear shift stage of the current gear shift action based on the gear shift execution state data; if the current gear shift action is in the inactive gear shift stage or the gear shift preparation stage of the gear shift stage, determining that the gear control action is to terminate the current gear shift action of the vehicle; if the current gear shift action is in the middle stage of the gear shift execution stage, determining whether the current gear shift action meets a preset cancellation condition based on the gear shift execution state data, obtaining a determination result, and controlling the vehicle to cancel the current gear shift action or complete the current gear shift action based on the determination result.

[0010] The above technical solution can identify the current shifting process and determine the corresponding shifting action according to the shifting stage. It can directly cancel the shifting action in the early stage, evaluate the cancellation conditions in the middle stage, or allow the shifting action to be completed. This avoids the power shock and mechanical interference caused by forced interruption at critical nodes of the shifting process, improves the smoothness of the shifting process, and extends the service life of the actuator.

[0011] In conjunction with the first aspect, some possible implementations further include: after executing the current gear shifting action and determining that the vehicle does not meet the preset gear shifting suppression condition, obtaining the vehicle's current actual gear and current output shaft speed; determining a corresponding upshift speed threshold based on the current actual gear; if the current output shaft speed is less than the upshift speed threshold, prohibiting the vehicle from responding to an upshift request and maintaining the current actual gear, wherein the upshift request is obtained from a new target gear calculated from the vehicle's new operating state data; and if the current output shaft speed is greater than or equal to the preset upshift speed threshold, allowing the vehicle to execute the upshift request.

[0012] The above technical solution can prevent the vehicle from responding to a new upshift request under unsuitable operating conditions by comparing and verifying the output shaft speed with the upshift speed threshold after the shift suppression condition is released, so that the shift action after the suppression is released is always within a reasonable speed range.

[0013] In conjunction with the first aspect, some possible implementations further include: acquiring pedal control data of the vehicle used to characterize the pressed states of the accelerator pedal and brake pedal; using the pedal control data to determine whether the vehicle meets the preset shift suppression condition, so as to determine the target gear of the vehicle based on the vehicle's operating state data if the preset shift suppression condition is met.

[0014] The above technical solution can be used to identify the user's pedal control intention by utilizing the press-down state data of the accelerator pedal and brake pedal, so as to determine whether the shift suppression function can be triggered.

[0015] In conjunction with the first aspect, in some possible implementations, determining whether the vehicle meets the preset shift suppression condition using the pedal control data includes: determining the current opening of the accelerator pedal of the vehicle based on the pedal control data, and calculating the rate of change of the accelerator pedal opening of the vehicle; matching a corresponding accelerator pedal opening rate of change threshold based on the current opening of the accelerator pedal; and determining that the preset shift suppression condition is met if the rate of change of the accelerator pedal opening is greater than the accelerator pedal opening rate of change threshold.

[0016] The above technical solution can be used to identify suppression triggering scenarios such as rapid release of the accelerator pedal by matching the current opening degree of the accelerator pedal with the corresponding change rate threshold.

[0017] In conjunction with the first aspect, in some possible implementations, determining whether the vehicle meets the preset shift suppression condition using the pedal control data includes: determining the current opening of the vehicle's brake pedal based on the pedal control data; determining the current braking pressure of the vehicle based on the current opening of the brake pedal; and determining that the preset shift suppression condition is met if the current braking pressure is greater than or equal to a preset pressure threshold.

[0018] The above technical solution can convert the brake pedal opening into braking pressure and compare it with a threshold to determine whether the intermittent braking has reached the condition intensity for triggering suppression.

[0019] In conjunction with the first aspect, in some possible implementations, after determining the target gear of the vehicle based on the vehicle's operating status data, the method further includes: obtaining the slope value of the road where the vehicle is currently located; calculating the limit gear of the vehicle based on the slope value and the current braking pressure; comparing the limit gear with the target gear; and updating the target gear using the limit gear if the limit gear and the target gear are inconsistent.

[0020] The above technical solution uses the road gradient value and the current braking pressure to calculate the limit gear, and then uses this to correct the target gear, avoiding the selection of an unsuitable gear that is too high or too low on the slope.

[0021] Secondly, a vehicle shift control device is provided, comprising: a first determining module, configured to determine a target gear of the vehicle based on the vehicle's operating state data in response to the vehicle meeting a preset shift suppression condition; a matching module, configured to match a corresponding gear control action based on the vehicle's shift execution state data, the target gear, and the current gear when the target gear is inconsistent with the vehicle's current gear; and a first controlling module, configured to execute the gear control action to terminate the vehicle's current shift action, complete the current shift action, or maintain an intermediate gear between the current gear and the target gear.

[0022] In conjunction with the second aspect, in some possible implementations, the matching module includes: a judgment unit, configured to determine whether the vehicle meets a preset direct shift execution condition based on the target gear and the current gear; a first determination unit, configured to determine the vehicle's gear control action based on the vehicle's shift execution state data if the preset direct shift execution condition is met; a second determination unit, configured to determine the vehicle's shift process during the first shift based on the shift execution state data if the preset direct shift execution condition is not met; a third determination unit, configured to determine whether the vehicle meets a preset shift cancellation condition based on the shift process, and if the preset shift cancellation condition is met, to determine that the gear control action is to terminate the vehicle's current shift action; and a fourth determination unit, configured to, if the preset shift cancellation condition is not met, to take the gear after the first shift as the intermediate gear and to determine that the gear control action is to maintain the intermediate gear.

[0023] In conjunction with the second aspect, in some possible implementations, the first determining unit includes: a first determining subunit, configured to determine the shifting stage of the current shifting action based on the shifting execution state data; a second determining subunit, configured to determine, when the current shifting action is in the inactive shifting stage or the shifting preparation stage of the shifting stage, that the gear control action is to terminate the current shifting action of the vehicle; and a judging subunit, configured to, when the current shifting action is in the middle stage of the shifting execution stage, judge, based on the shifting execution state data, whether the current shifting action meets a preset cancellation condition, obtain a judging result, and control the vehicle to cancel the current shifting action or complete the current shifting action based on the judging result.

[0024] In conjunction with the second aspect, some possible implementations further include: a first acquisition module, configured to acquire the vehicle's current actual gear and current output shaft speed after executing the current gear shifting action and determining that the vehicle does not meet the preset gear shifting suppression condition; a second determination module, configured to determine a corresponding upshift speed threshold based on the current actual gear; a second control module, configured to prohibit the vehicle from responding to an upshift request and maintain the current actual gear when the current output shaft speed is less than the upshift speed threshold, wherein the upshift request is obtained by calculating a new target gear from the vehicle's new operating state data; and a third control module, configured to allow the vehicle to execute the upshift request when the current output shaft speed is greater than or equal to the preset upshift speed threshold.

[0025] In conjunction with the second aspect, some possible implementations further include: a second acquisition module, used to acquire pedal control data of the vehicle that characterizes the pressed states of the accelerator pedal and brake pedal; and a third determination module, used to use the pedal control data to determine whether the vehicle meets the preset shift suppression condition, so as to determine the target gear of the vehicle based on the vehicle's operating status data if the preset shift suppression condition is met.

[0026] In conjunction with the second aspect, in some possible implementations, the third determining module includes: a calculation unit, used to determine the current opening of the accelerator pedal of the vehicle based on the pedal control data, and calculate the rate of change of the accelerator pedal opening of the vehicle; a matching unit, used to match a corresponding accelerator pedal opening rate threshold based on the current opening of the accelerator pedal; and a fifth determining unit, used to determine that the preset shift suppression condition is met when the rate of change of the accelerator pedal opening is greater than the rate of change of the accelerator pedal opening.

[0027] In conjunction with the second aspect, in some possible implementations, the third determining module includes: a sixth determining unit, configured to determine the current opening of the vehicle's brake pedal based on the pedal control data, and determine the current braking pressure of the vehicle based on the current opening of the brake pedal; and a seventh determining unit, configured to determine that the preset shift suppression condition is met when the current braking pressure is greater than or equal to a preset pressure threshold.

[0028] In conjunction with the second aspect, some possible implementations may further include: a third acquisition module, used to acquire the slope value of the road where the vehicle is currently located; a calculation module, used to calculate the vehicle's limit gear based on the slope value and the current braking pressure; a comparison module, used to compare the limit gear with the target gear; and an update module, used to update the target gear using the limit gear if the limit gear and the target gear are inconsistent.

[0029] Thirdly, a vehicle is provided that includes the means in any possible implementation of the second aspect described above.

[0030] Fourthly, a computer program product is provided, comprising: computer program code, which, when run on a computer, causes the computer to perform the methods described in the first aspect or any possible implementation thereof.

[0031] Fifthly, a computer-readable storage medium is provided that stores computer program code, which, when executed on a computer, causes the computer to perform the methods described in the first aspect or any possible implementation thereof. Attached Figure Description

[0032] Figure 1 This is a flowchart of a vehicle shift control method according to an embodiment of this application; Figure 2 This is a schematic diagram illustrating the principle of a direct gear shifting scenario according to an embodiment of this application; Figure 3 This is a flowchart of a vehicle shift control method according to an embodiment of this application; Figure 4 This is a schematic diagram of the structure of a vehicle shift control device according to an embodiment of this application; Figure 5 This is a structural schematic diagram of a vehicle provided according to an embodiment of this application. Detailed Implementation

[0033] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0034] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0035] With the iterative upgrade of automotive powertrain technology, multi-speed automatic transmissions have become increasingly popular due to their advantages such as close-proximity gears, wide speed ratio range, excellent fuel economy, and strong adaptability to high-speed conditions.

[0036] In actual vehicle operation, especially under normal conditions such as urban road coasting, coasting with the accelerator released, short-term braking, and small fluctuations in vehicle speed, the original dynamic shift suppression and shift line calculation control logic of the 9AT transmission in related technologies has many defects: The shift suppression mechanism only considers the target gear, not the actual gear or shift status. This means that once the dynamic function is disengaged, it triggers a series of upshifts. The dynamic function fails to accurately identify the user's true intentions and cannot dynamically correct based on the real-time shift status. When the user quickly presses and releases the accelerator, triggering the "Fast Off" function, or uses the "Brake Upshift Suppression Function" to decelerate the vehicle, the dynamic shift suppression strategy is activated to maintain the target gear. Once the dynamic function meets the disengagement conditions, the transmission will execute a series of upshifts, resulting in frequent shifts.

[0037] Frequent gear shifting not only causes frequent operation of core actuators such as the transmission clutch, shift solenoid valve, and hydraulic valve body, accelerating mechanical wear and shortening the transmission's lifespan, but also leads to uneven power delivery and increased shift jerking, severely impacting ride comfort. Furthermore, frequent gear shifting causes the engine to repeatedly request torque reduction and increase, indirectly increasing fuel consumption and negatively affecting the stability and economy of the powertrain.

[0038] To address the aforementioned technical issues, this application embodiment can determine whether to activate the shift suppression function based on vehicle pedal-related data. Upon activation, it synchronously monitors the real-time shifting process of the transmission, retrieves the shift diagram, and dynamically determines whether the currently executing shifting action is an invalid or redundant shift based on multi-dimensional parameters. For shifting commands deemed unnecessary or prone to frequent switching, a gear cancellation strategy is implemented to maintain the current driving gear. This avoids the frequent shifting problem of the 9AT transmission in scenarios such as low-speed coasting, coasting with the accelerator released, and short-term braking, reducing the frequency of transmission shifting, reducing the wear and tear of core components such as the clutch and valve body due to repeated operation, and improving the overall vehicle driving smoothness and power response consistency.

[0039] Figure 1 This is a schematic flowchart of a vehicle shift control method provided in an embodiment of this application.

[0040] For example, such as Figure 1 As shown, the method includes the following steps: In step S101, in response to the vehicle meeting the preset shift suppression condition, the target gear of the vehicle is determined based on the vehicle's operating status data.

[0041] In actual implementation, the embodiments of this application can determine whether the shift suppression function needs to be activated based on the user's operation intention. The activation determination method will be described below.

[0042] During vehicle operation, this embodiment can determine whether to activate the shift suppression function by detecting control data of the pedals, such as the opening degree of the brake pedal and the rate of change of the accelerator pedal release speed. During the activation of the Fast Off function, the target gear is maintained before Fast Off activation by releasing the accelerator, locking the current target gear for steady-state driving. This avoids ineffective upshifting and frequent gear skipping in coasting scenarios where the user has no need for upshifting or acceleration, effectively improving the smoothness of driving during coasting and reducing unnecessary movement losses in the transmission shifting mechanism.

[0043] After confirming the activation of the shift suppression function, this embodiment of the application can determine the target gear of the vehicle by retrieving the shift diagram and combining it with the vehicle's operating status data.

[0044] Optionally, in one embodiment of this application, the method further includes: acquiring pedal control data of the vehicle to characterize the pressed state of the accelerator pedal and brake pedal; using the pedal control data to determine whether the vehicle meets a preset shift suppression condition, so as to determine the target gear of the vehicle based on the vehicle's operating state data if the preset shift suppression condition is met.

[0045] The shift diagram gear calculation is the core logic of the transmission in determining the driving gear, serving as the basis for all shift actions. The main logic is as follows: The original 9AT transmission shift diagram is retrieved in real-time, and parameters such as the vehicle's output shaft speed and the current target gear are collected to calculate the target gear. An upshift request is triggered when the output shaft speed exceeds the calibrated upshift speed threshold; a downshift request is only issued when the output shaft speed is below the calibrated downshift speed threshold. Finally, the theoretical shift diagram gear corresponding to the current operating condition, i.e., the target gear, is output.

[0046] Optionally, in one embodiment of this application, determining whether a vehicle meets a preset shift suppression condition using pedal control data includes: determining the current opening of the accelerator pedal based on the pedal control data, and calculating the rate of change of the accelerator pedal opening; matching a corresponding accelerator pedal opening rate threshold based on the current opening of the accelerator pedal; and determining that the preset shift suppression condition is met if the rate of change of the accelerator pedal opening is greater than the accelerator pedal opening rate threshold.

[0047] During vehicle operation, the transmission controller monitors the rate of change of the accelerator pedal opening in real time to determine the user's intention to coast or decelerate by quickly releasing the accelerator. Considering the characteristics of the 9AT multi-gear transmission—closely spaced gears and sensitive operating conditions that easily trigger redundant upshifts—differentiated accelerator release rate thresholds are preset based on low, medium, and high accelerator ranges. When the accelerator release rate is detected to exceed the corresponding gear threshold and is determined to be a rapid accelerator release condition, the shift suppression function is activated.

[0048] Optionally, in one embodiment of this application, determining whether a vehicle meets a preset shift suppression condition using pedal control data includes: determining the current opening of the vehicle's brake pedal based on the pedal control data; determining the vehicle's current braking pressure based on the current opening of the brake pedal; and determining that the preset shift suppression condition is met if the current braking pressure is greater than or equal to a preset pressure threshold.

[0049] The embodiments of this application can collect braking pressure to activate the braking function when the braking pressure is greater than 0, thereby determining to activate the shift suppression function.

[0050] Optionally, in one embodiment of this application, after determining the target gear of the vehicle based on the vehicle's operating status data, the method further includes: obtaining the slope value of the road where the vehicle is currently located; calculating the limit gear of the vehicle based on the slope value and the current braking pressure; comparing the limit gear with the target gear; and updating the target gear using the limit gear if the limit gear and the target gear are inconsistent.

[0051] This embodiment of the application can, after triggering the shift suppression function following braking, compensate for the downshift speed in real time according to different braking pressures and gradient values, while maintaining the lowest target gear during braking, blocking the active upshift request program satisfied by the shift line, and prohibiting the transmission from performing upshifting actions during the braking deceleration phase. This solves the problem of upshifting and then decelerating during vehicle braking, triggering downshifting, and ensuring gear stability during braking. It is widely used in urban following, cornering deceleration, and coasting braking conditions.

[0052] When the gear calculated using the gradient value differs from the target gear calculated using the gear position chart, the gear calculated using the gradient value takes precedence.

[0053] In step S102, if the target gear is inconsistent with the vehicle's current gear, then a corresponding gear control action is matched based on the vehicle's shift execution status data, the target gear, and the current gear.

[0054] Understandably, the relevant technology has the following drawbacks: The Fast Off function only monitors the target gear to suppress upshifts, without considering the shift state or the actual gear position. This means that if you quickly press the accelerator in a high gear, triggering a downshift, and then release the accelerator, the transmission will suppress the upshift to a lower gear. If you then press the accelerator again during gear suppression, it will trigger a series of upshifts. For example, if you press the accelerator in 7th gear to trigger a 7-4 overtaking maneuver, and then immediately release the accelerator to abandon the overtaking maneuver, a 7-4 downshift will be triggered. If you want to maintain a constant speed by pressing the accelerator slightly to exit Fast Off, the vehicle will perform shifts in 4th to 5th, 5th to 6th, and 6th to 7th. Therefore, this overtaking and cancellation process involves a total of four shifts: 7th to 4th, 4th to 5th, 5th to 6th, and 6th to 7th. When the brake upshift suppression function is activated, it only monitors the lowest target gear during braking, without considering the shifting state or the actual gear position. There is a possibility that when braking quickly from a high gear, triggering a downshift, and then releasing the brake, the transmission will downshift after the brake is released. If the accelerator is pressed during gear suppression, the brake upshift suppression function will disengage, triggering a series of upshift actions. For example, if braking in 7th gear triggers a 7-4 deceleration, and the driver releases the brake immediately after applying it, a 7-4 downshift is triggered. If the driver wants to accelerate to maintain a constant speed or maintain vehicle speed, the brake upshift suppression function will disengage, resulting in a 4-5, 5-6, and 6-7 shift. Therefore, the process of canceling the brake upshift adds a total of four shifts: 7-4, 4-5, 5-6, and 6-7. Upshifting is triggered when the output shaft speed exceeds the upshift speed limit, while downshifting occurs when the output shaft speed falls below the upshift speed limit. If Fast Off is triggered during throttle release and the shift diagram satisfies the upshift action, the transmission will maintain the lower gear. When the vehicle decelerates, the output shaft speed will be lower than the upshift speed but not lower than the downshift speed. When the accelerator is pressed to exit Fast Off, the vehicle will perform an upshift action. For example, in 2nd gear at 1800 rpm, releasing the accelerator corresponds to a vehicle speed of 20 kph, satisfying the shift diagram for 2-3. Due to Fast Off activation, the gear remains in 2nd gear, and the downshift speed during coasting is 850 rpm, corresponding to a downshift point of 13.5 kph. When the vehicle coasts to 14 kph and the accelerator is applied to follow the vehicle, Fast Off is exited. Since the shift diagram does not satisfy the 3-2 downshift to maintain 3rd gear, a 2-3 shift will be performed at 14 kph, making this upshift completely unnecessary.

[0055] Similarly, when activating brake upshift suppression, if the output shaft speed is already lower than the upshift speed during braking, the downshift action will be executed by verifying the output shaft speed and the upshift speed. When the brake suppression shift function is disengaged by pressing the accelerator, the upshift action will not be triggered because the shift gear is close to the downshift speed.

[0056] To address this issue, the embodiments of this application can integrate the vehicle's shift execution status data, target gear, and current gear to match corresponding gear control actions, thereby intervening in the shift process. This minimizes unnecessary shift actions while ensuring power response, reducing wear and tear on core components and fuel consumption, and improving overall vehicle smoothness and driving experience.

[0057] Optionally, in one embodiment of this application, matching a corresponding gear control action based on the vehicle's gear shift execution state data, target gear, and current gear includes: determining whether the vehicle meets preset direct gear shift execution conditions based on the target gear and current gear; if the preset direct gear shift execution conditions are met, determining the vehicle's gear control action based on the vehicle's gear shift execution state data; if the preset direct gear shift execution conditions are not met, determining the vehicle's gear shift process during the first gear shift based on the gear shift execution state data; determining whether the vehicle meets preset gear shift cancellation conditions based on the gear shift process; if the preset gear shift cancellation conditions are met, determining the gear control action to terminate the vehicle's current gear shift action; if the preset gear shift cancellation conditions are not met, using the gear after the first gear shift as the intermediate gear, and determining the gear control action to maintain the intermediate gear.

[0058] During gear shifting, there may be two modes: direct shifting and complex shifting. The core difference lies in the number of clutches involved and the execution steps. Direct shifting requires only one disengaging clutch and one engaging clutch. The shift is completed by switching between these two clutches, resulting in a simple and fast shifting process. For example, downshifting from 9th to 7th gear only requires switching between clutches B1 and C3, which is a direct shift. The structure is as follows: Figure 2 As shown, complex gear shifting requires the participation of four clutches: two sets of disengaging clutches and two sets of engaging clutches. It cannot be completed in one step and requires multi-stage, step-by-step gear changes. For example, downshifting from 9th to 6th gear requires two steps: D9-D7 and D7-D6, or D9-D8 and D8-D6, involving the switching of four clutches: B1, C2, C1, and C3. This is what constitutes complex gear shifting.

[0059] Since different downshift modes have different requirements for shift cancellation, the embodiments of this application can first determine the actual downshift mode of the vehicle. If it is a direct downshift, the shift stage is determined based on the shift execution status data to determine the corresponding gear control action. If it is a complex downshift, different actions are matched depending on whether it is the first shift or the second downshift.

[0060] To address complex gear shifting, a strategy is added to cancel the target gear and replace it with the currently executing intermediate target gear: When the active gear shift is a complex shift (such as D9-D6) and the first gear shift (D9-D7) is being executed, if the gears in the shift diagram meet the requirements of D9-D6-D9, and if cancellation is allowed during the downshift of D9-D7, then D9-D7-D9 is executed, maintaining 9th gear. If the downshift cancellation requirement of D9-D7 is not met, then after the downshift of D9-D7 is completed, the target gear D6 is executed to cancel the downshift, and the target gear is executed to maintain D7. This effectively reduces the two gear shifts executed after exiting the dynamic function: D7-D6 and D6-D7.

[0061] Optionally, in one embodiment of this application, determining the vehicle's gear control action based on the vehicle's gear shift execution state data includes: determining the gear shift stage of the current gear shift action based on the gear shift execution state data; if the current gear shift action is in the gear shift stage before gear shift or the gear shift preparation stage, determining the gear control action to terminate the current gear shift action; if the current gear shift action is in the gear shift execution middle stage, determining whether the current gear shift action meets a preset cancellation condition based on the gear shift execution state data, obtaining a determination result, and controlling the vehicle to cancel the current gear shift action or complete the current gear shift action based on the determination result.

[0062] This application embodiment can achieve safe and controllable cancellation of invalid gear shifts based on gear shift execution status data. This application embodiment can divide the complete gear shift process into four states: no gear shift, gear shift preparation stage, mid-gear shift execution, and gear shift completion, based on transmission hydraulic pressure signals, clutch engagement stroke signals, and gear shift solenoid valve operating status signals. During the revocable window of the gear shift preparation stage (gear shift command generated, solenoid valve ready to operate, hydraulic pressure completed filling but torque not transmitted, torque interaction stage not yet started switching), the system is allowed to execute a gear cancellation strategy. For the mid-gear shift execution stage where torque switching has started or speed regulation has already switched, a threshold for allowed cancellation can be set based on the interaction or synchronization process. If the mid-gear shift or speed regulation process exceeds the set threshold for allowed cancellation, any cancellation operation is prohibited. This control mechanism completely eliminates redundant gear shifts while also preventing gear shift jerks.

[0063] In step S103, a gear control action is performed to terminate the current gear shifting action of the vehicle, complete the current gear shifting action, or maintain the intermediate gear between the current gear and the target gear.

[0064] The embodiments of this application can control the vehicle to perform gear control actions, so as to terminate the current gear shifting action when it can be undone, complete the current gear shifting action when it cannot be undone, or maintain an intermediate gear between the current gear and the target gear during complex gear shifting.

[0065] Optionally, in one embodiment of this application, the method further includes: after performing the current gear shifting action and determining that the vehicle does not meet the preset gear shifting suppression condition, obtaining the vehicle's current actual gear and current output shaft speed; determining the corresponding upshift speed threshold based on the current actual gear; prohibiting the vehicle from responding to the upshift request and maintaining the current actual gear when the current output shaft speed is less than the upshift speed threshold, wherein the upshift request is obtained by calculating a new target gear from the vehicle's new operating state data; and allowing the vehicle to execute the upshift request when the current output shaft speed is greater than or equal to the preset upshift speed threshold.

[0066] As one possible implementation method, embodiments of this application can activate the current actual gear and output shaft speed to verify whether the gear in the shift diagram meets the requirement of downshifting when the output shaft speed is lower than the upshift speed, based on the Fast Off and brake upshift suppression flags, thus avoiding triggering upshifting immediately when the Fast Off or brake upshift suppression function is disengaged.

[0067] Combination Figure 3 As shown, the working principle of the vehicle shift control method of this application embodiment will be described in detail with reference to one embodiment.

[0068] like Figure 3 As shown, it includes the following steps: Step S1: Acquire multi-source vehicle signals. This embodiment of the application can acquire multi-source vehicle signals in real time, including throttle signal, brake signal, vehicle speed signal, axle speed signal, gradient signal, gear status signal, function flag signal, gear signal, etc., to determine whether to activate the shift suppression function. After the shift suppression function is subsequently activated, these signals are used for target gear calculation, shift stage (shift process) determination, etc.

[0069] Step S2: Determine whether the shift suppression function is activated. By combining the throttle and brake signals, determine the user's actual control intention to decide whether to activate the shift suppression function.

[0070] Step S3: Calculate the target gear. Determine the target gear using data such as the shift diagram and vehicle speed.

[0071] Step S4: Calculate the lowest gear based on the slope value to optimize the target gear. When the vehicle is on a slope, calculate the lowest gear based on the slope and braking pressure to optimize the target gear.

[0072] Step S5: Determine if it is a complex gear shift. This is determined by the number of clutches involved in the shift and the steps involved in the shift.

[0073] Step S6: Obtain the first gear shift process. In complex gear shifting scenarios, this application embodiment can add a cancellation target gear for complex gear shifting and use the currently executing intermediate target gear as a replacement strategy: when the activated gear shift is a complex gear shift (such as D9-D6), and the first gear shift (D9-D7) is being executed, the process of the first gear shift is obtained to determine the subsequent control actions.

[0074] Step S7: Obtain the shifting process. In the direct shifting scenario, this embodiment of the application can divide the complete shifting process into four states: shifting not started, shifting preparation stage, shifting execution in the middle stage, and shifting completed, based on the transmission hydraulic pressure signal, clutch engagement stroke signal, and shift solenoid valve working status signal.

[0075] Step S8: Generate shift control actions. For direct shift scenarios, during the revocable window period of the shift preparation phase (shift command generated, solenoid valve ready to operate, hydraulic pressure completed filling but torque not yet transmitted, torque interaction phase not yet started switching), the system is allowed to execute the gear cancellation strategy. If the mid-shift torque switching has started or the speed regulation phase has already switched, a threshold for allowing cancellation can be set based on the interaction or synchronization process. If the mid-shift torque switching or speed regulation phase process exceeds the set threshold for allowing cancellation, any cancellation operation is prohibited. This control mechanism completely eliminates redundant shifting while also preventing shift jerks.

[0076] For complex shifting scenarios, if the shift diagram meets the requirements of D9-D6-D9, and if the downshifting process of D9-D7 is allowed to be cancelled, then D9-D7-D9 will be executed to maintain 9th gear. If the downshifting cannot be cancelled during D9-D7, then after the downshifting of D9-D7 is completed, the target gear D6 will be executed to cancel the downshifting and the target gear will be executed to maintain D7. This effectively reduces the two shifts between D7-D6 and D6-D7 after exiting the dynamic function.

[0077] After generating the shift control action, the TCU (Transmission Control Unit) can be used to drive the valve body, solenoid valve, and clutch to execute the shift control action.

[0078] In summary, the embodiments of this application can fuse dynamic functions and shift diagram related signals to achieve a technical solution that enables controllable shifting process, shift diagram gear calculation based on dynamic function correction, and dynamic correction of complex shift target gears. Combined with real-time verification of actual gear position and output shaft speed, it can automatically correct downshifting based on actual gear position and output shaft speed, solve the problem of redundant upshifting from the algorithm, and optimize shifting frequency.

[0079] To address the issue of frequent upshifts that easily occur after the 9AT's close gear ratios and the expulsion of dynamic functions following multiple downshifts, this application's embodiment can terminate the entire process of lower-level downshifts if revocable, and lock the intermediate gear if irrevocable. This avoids the redundant shifting defects of multiple downshifts and subsequent multiple upshifts, reducing shifting frequency. It effectively solves the problem of continuous upshifts in scenarios such as releasing the accelerator to abandon overtaking, short-term braking deceleration, and driving with small speed fluctuations, eliminating the defect of 3-4 invalid shifts in a single operating condition. The shifting logic is more accurate, and the operating condition is more stable.

[0080] Figure 4 This is a schematic diagram of the structure of a vehicle shift control device provided in an embodiment of this application.

[0081] For example, such as Figure 4 As shown, the vehicle's shift control device 10 may include: Specifically, the first determining module 100 is used to determine the target gear of the vehicle based on the vehicle's operating status data in response to the vehicle meeting the preset shift suppression conditions.

[0082] The matching module 200 is used to match the corresponding gear control action based on the vehicle's shift execution status data, the target gear, and the current gear when the target gear is inconsistent with the vehicle's current gear.

[0083] The first control module 300 is used to execute gear control actions to terminate the current gear shifting action of the vehicle, complete the current gear shifting action, or maintain the intermediate gear between the current gear and the target gear.

[0084] Optionally, in one embodiment of this application, the matching module 200 includes: The judgment unit is used to determine whether the vehicle meets the preset direct shift execution conditions based on the target gear and the current gear.

[0085] The first determining unit is used to determine the vehicle's gear control action based on the vehicle's gear shift execution state data, provided that preset direct gear shift execution conditions are met.

[0086] The second determining unit is used to determine the shifting process of the vehicle during the first shift based on the shifting execution status data when the preset direct shifting execution conditions are not met.

[0087] The third determining unit is used to determine whether the vehicle meets the preset shift cancellation condition based on the shift process. If the preset shift cancellation condition is met, the gear control action is determined to terminate the current shift action of the vehicle.

[0088] The fourth determining unit is used to determine the gear position after the first gear shift as the intermediate gear position when the preset shift cancellation condition is not met, and to determine the gear control action as maintaining the intermediate gear position.

[0089] Optionally, in one embodiment of this application, the first determining unit includes: The first determining subunit is used to determine the shifting stage of the current shifting action based on the shifting execution status data.

[0090] The second determining subunit is used to determine the gear control action as terminating the current gear shifting action of the vehicle when the current gear shifting action is in the gear shifting stage of the gear shifting phase or the gear shifting preparation stage.

[0091] The judgment subunit is used to determine whether the current gear shifting action meets the preset cancellation condition based on the gear shifting execution status data when the current gear shifting action is in the middle stage of the gear shifting process. The judgment result is then used to control the vehicle to cancel the current gear shifting action or complete the current gear shifting action based on the judgment result.

[0092] Optionally, in one embodiment of this application, the vehicle's shift control device 10 further includes: The first acquisition module is used to acquire the vehicle's current actual gear and current output shaft speed after executing the current gear shifting action and determining that the vehicle does not meet the preset gear shifting suppression conditions.

[0093] The second determining module is used to determine the corresponding upshift speed threshold based on the current actual gear position.

[0094] The second control module is used to prohibit the vehicle from responding to upshift requests and maintain the current actual gear when the current output shaft speed is less than the upshift speed threshold. The upshift request is obtained by calculating a new target gear from the vehicle's new operating status data.

[0095] The third control module is used to allow the vehicle to execute an upshift request when the current output shaft speed is greater than or equal to a preset upshift speed threshold.

[0096] Optionally, in one embodiment of this application, the vehicle's shift control device 10 further includes: The second acquisition module is used to acquire pedal control data of the vehicle that characterizes the pressed state of the accelerator pedal and brake pedal.

[0097] The third determining module is used to determine whether the vehicle meets the preset shift suppression conditions using pedal control data, so as to determine the target gear of the vehicle based on the vehicle's operating status data if the preset shift suppression conditions are met.

[0098] Optionally, in one embodiment of this application, the third determining module includes: The calculation unit is used to determine the current opening of the accelerator pedal of the vehicle based on the pedal control data, and to calculate the rate of change of the accelerator pedal opening.

[0099] The matching unit is used to match the corresponding accelerator pedal opening rate threshold based on the current opening of the accelerator pedal.

[0100] The fifth determining unit is used to determine whether the preset shift suppression condition is met when the rate of change of accelerator pedal opening is greater than the threshold of the rate of change of accelerator pedal opening.

[0101] Optionally, in one embodiment of this application, the third determining module includes: The sixth determining unit is used to determine the current opening of the vehicle's brake pedal based on the pedal control data, and to determine the current braking pressure of the vehicle based on the current opening of the brake pedal.

[0102] The seventh determining unit is used to determine whether the preset shift suppression condition is met when the current braking pressure is greater than or equal to the preset pressure threshold.

[0103] Optionally, in one embodiment of this application, the vehicle's shift control device 10 further includes: The third acquisition module is used to acquire the slope value of the road where the vehicle is currently located.

[0104] The calculation module is used to calculate the vehicle's limit gear based on the gradient value and the current braking pressure.

[0105] The comparison module is used to compare the limit gear position with the target gear position.

[0106] The update module is used to update the target gear using the limit gear when the limit gear and the target gear are inconsistent.

[0107] Figure 5 A schematic diagram of the structure of a vehicle provided in an embodiment of this application. The vehicle may include: The memory 501, the processor 502, and the computer program stored on the memory 501 and capable of running on the processor 502.

[0108] When processor 502 executes the program, it implements the vehicle shift control device provided in the above embodiments.

[0109] Furthermore, the vehicle also includes: Communication interface 503 is used for communication between memory 501 and processor 502.

[0110] The memory 501 is used to store computer programs that can run on the processor 502.

[0111] Memory 501 may include high-speed RAM memory, and may also include non-volatile memory, such as at least one disk storage device.

[0112] If the memory 501, processor 502, and communication interface 503 are implemented independently, then the communication interface 503, memory 501, and processor 502 can be interconnected via a bus to complete communication between them. The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of representation, Figure 5The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

[0113] Optionally, in a specific implementation, if the memory 501, processor 502, and communication interface 503 are integrated on a single chip, then the memory 501, processor 502, and communication interface 503 can communicate with each other through an internal interface.

[0114] Processor 502 may be a central processing unit (CPU), an application specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of this application.

[0115] Furthermore, this application also protects an apparatus that may include a memory and a processor, wherein the memory stores executable program code, and the processor is used to call and execute the executable program code to perform the vehicle shift control method provided in this application.

[0116] This embodiment can divide the device into functional modules based on the above method example. For example, each module can correspond to a separate function, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0117] When each functional module is divided according to its corresponding function, the device may also include a determining module, a matching module, a control module, etc. It should be noted that all relevant content of each step involved in the above method embodiments can be referenced to the functional description of the corresponding functional module, and will not be repeated here.

[0118] It should be understood that the device provided in this embodiment is used to execute the above-described vehicle shift control method, and therefore can achieve the same effect as the above-described implementation method.

[0119] When using integrated units, the device may include a processing module and a storage module. When applied to an automobile, the processing module can be used to control and manage the vehicle's movements. The storage module can be used to support the vehicle in executing program code, etc.

[0120] The processing module may be a processor or a controller, which can implement or execute various exemplary logic blocks, modules, and circuits as disclosed in this application. The processor may also be a combination of computing functions, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc., and the storage module may be a memory.

[0121] In addition, the device provided in the embodiments of this application may specifically be a chip, component or module. The chip may include a connected processor and a memory. The memory is used to store instructions. When the processor calls and executes the instructions, the chip can execute the vehicle shift control method provided in the above embodiments.

[0122] This embodiment also provides a computer-readable storage medium storing computer program code. When the computer program code is run on a computer, the computer executes the above-described related method steps to implement a vehicle shift control method provided in the above embodiment.

[0123] This embodiment also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned steps to implement a vehicle shift control method provided in the above embodiment.

[0124] In this embodiment, the device, computer-readable storage medium, computer program product, or chip are all used to execute the corresponding methods provided above. Therefore, the beneficial effects they can achieve can be referred to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0125] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0126] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0127] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A method for controlling gear shifting in a vehicle, characterized in that, The method includes: In response to the vehicle meeting the preset shift suppression condition, the target gear of the vehicle is determined based on the vehicle's operating status data; If the target gear is inconsistent with the vehicle's current gear, then a corresponding gear control action is matched based on the vehicle's shift execution status data, the target gear, and the current gear; The gear control action is executed to terminate the current gear shift, complete the current gear shift, or maintain an intermediate gear between the current gear and the target gear.

2. The method according to claim 1, characterized in that, The matching of corresponding gear control actions based on the vehicle's gear shift execution status data, the target gear, and the current gear includes: Based on the target gear and the current gear, determine whether the vehicle meets the preset direct gear shift execution conditions; Under the condition that the preset direct shift execution conditions are met, the gear control action of the vehicle is determined based on the vehicle's shift execution state data; If the preset direct shift execution conditions are not met, the shift process of the vehicle at the first shift is determined based on the shift execution status data. Based on the shifting process, it is determined whether the vehicle meets the preset shift cancellation condition. If the preset shift cancellation condition is met, the gear control action is determined to terminate the current shifting action of the vehicle. If the preset shift cancellation condition is not met, the gear after the first shift is taken as the intermediate gear, and the gear control action is determined to maintain the intermediate gear.

3. The method according to claim 2, characterized in that, The step of determining the vehicle's gear control action based on the vehicle's gear shift execution state data includes: Based on the shift execution status data, the shift stage of the current shift action is determined; If the current shifting action is in the shifting phase of the inactive shifting phase or the shifting preparation phase, the gear control action is determined to terminate the current shifting action of the vehicle. When the current gear shifting action is in the middle stage of the gear shifting process, the system determines whether the current gear shifting action meets the preset cancellation condition based on the gear shifting execution status data, obtains the determination result, and controls the vehicle to cancel the current gear shifting action or complete the current gear shifting action based on the determination result.

4. The method according to claim 1, characterized in that, Also includes: After executing the current gear shifting action and determining that the vehicle does not meet the preset gear shifting suppression condition, the current actual gear and current output shaft speed of the vehicle are obtained. Based on the current actual gear position, determine the corresponding upshift speed threshold; If the current output shaft speed is less than the upshift speed threshold, the vehicle is prohibited from responding to the upshift request and the current actual gear is maintained, wherein the upshift request is obtained by calculating a new target gear from the new operating status data of the vehicle; If the current output shaft speed is greater than or equal to the preset upshift speed threshold, the vehicle is allowed to execute the upshift request.

5. The method according to claim 1, characterized in that, Also includes: Acquire pedal control data of the vehicle to characterize the pressed state of the accelerator pedal and brake pedal; Using the pedal control data, it is determined whether the vehicle meets the preset shift suppression condition, so that if the preset shift suppression condition is met, the target gear of the vehicle is determined based on the vehicle's operating status data.

6. The method according to claim 5, characterized in that, Determining whether the vehicle meets the preset shift suppression condition using the pedal control data includes: Based on the pedal control data, the current opening of the accelerator pedal of the vehicle is determined, and the rate of change of the accelerator pedal opening of the vehicle is calculated. Based on the current opening of the accelerator pedal, match the corresponding accelerator pedal opening change rate threshold; If the rate of change of the accelerator pedal opening is greater than the threshold value of the rate of change of the accelerator pedal opening, the preset shift suppression condition is determined to be met.

7. The method according to claim 5, characterized in that, The step of using the pedal control data to determine whether the vehicle meets the preset shift suppression condition includes: Based on the pedal control data, the current opening of the vehicle's brake pedal is determined, and the current braking pressure of the vehicle is determined based on the current opening of the brake pedal. If the current braking pressure is greater than or equal to a preset pressure threshold, the preset shift suppression condition is determined to be met.

8. The method according to claim 7, characterized in that, After determining the target gear of the vehicle based on the vehicle's operating status data, the method further includes: Obtain the slope value of the road where the vehicle is currently located; Based on the slope value and the current braking pressure, calculate the vehicle's limit gear. Compare the limit gear position with the target gear position; If the limit gear position and the target gear position are inconsistent, the target gear position is updated using the limit gear position.

9. A vehicle gear shift control device, characterized in that, The device includes: The determination module is used to determine the target gear of the vehicle based on the vehicle's operating status data in response to the vehicle meeting a preset shift suppression condition. The matching module is used to match a corresponding gear control action based on the vehicle's shift execution status data, the target gear, and the current gear when the target gear is inconsistent with the vehicle's current gear. The control module is used to execute the gear control action to terminate the current gear shifting action of the vehicle, complete the current gear shifting action, or maintain an intermediate gear between the current gear and the target gear.

10. A vehicle, characterized in that, The vehicle includes the shift control device for a vehicle as described in claim 9.

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