CN116608261A - Gear shifting control method and gear shifting control system applied to AMT - Google Patents
Gear shifting control method and gear shifting control system applied to AMT Download PDFInfo
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- CN116608261A CN116608261A CN202310725213.XA CN202310725213A CN116608261A CN 116608261 A CN116608261 A CN 116608261A CN 202310725213 A CN202310725213 A CN 202310725213A CN 116608261 A CN116608261 A CN 116608261A
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Abstract
The disclosure provides a shift control method applied to an AMT, comprising the following steps: obtaining a vehicle driving behavior score of a target vehicle; and determining personalized gear shifting control data matched with the vehicle driving behavior score according to the vehicle driving behavior score, the prestored dynamic gear shifting control data and the prestored economic gear shifting control data so that AMT of the target vehicle can perform automatic gear shifting control according to the personalized gear shifting control data. According to the technical scheme, the vehicle driving behavior score of the vehicle is obtained, the vehicle driving behavior score can quantify the dynamic performance and economic performance of the vehicle, then personalized gear shifting control data matched with the vehicle driving behavior score are generated based on the existing dynamic gear shifting control data and economic gear shifting control data, so that AMT of the vehicle can perform automatic gear shifting control according to the personalized gear shifting control data, the gear shifting strategy of the vehicle is more matched with the driving habit of a driver, and driving experience is improved.
Description
Technical Field
The disclosure relates to the technical field of automatic control of vehicles, in particular to a gear shifting control method and a gear shifting control system applied to an AMT.
Background
Compared with other types of automatic transmissions, the automatic transmission (Automated Mechanical Transmission, AMT for short) has the advantages of simple structure, good production inheritance, high transmission efficiency, low manufacturing and maintenance cost and the like. The heavy commercial vehicle assembled with the AMT not only can lighten the labor intensity of a driver, but also can reduce the fuel consumption of the whole vehicle and the cargo transportation cost, is very suitable for market demands, and is an important direction for the research and development of the automatic transmission.
Disclosure of Invention
In a first aspect, an embodiment of the present disclosure provides a shift control method applied to AMT, including:
obtaining a vehicle driving behavior score of a target vehicle;
according to the vehicle driving behavior score, the prestored dynamic shift control data and the prestored economic shift control data, personalized shift control data matched with the vehicle driving behavior score are determined, so that AMT of the target vehicle can perform automatic shift control according to the personalized shift control data;
the power gear shifting control data record optimal power gear shifting point information of any two adjacent gears in the AMT under the state that the throttle of the automobile is at different throttle openings based on a power priority principle;
The economical gear shifting control data records the minimum energy consumption gear shifting point information of any two adjacent gears in the AMT under the state of different accelerator opening of the automobile accelerator based on the principle of minimum energy consumption;
and personalized gear shifting control data record personalized gear shifting point information of any two adjacent gears in the AMT under the state that the automobile accelerator matched with the vehicle driving behavior score is in different accelerator opening degrees.
In some embodiments, the optimal dynamic shift point information of the adjacent two gears is the optimal dynamic shift speed of the adjacent two gears, the lowest energy consumption shift point information of the adjacent two gears is the lowest energy consumption shift speed of the adjacent two gears, and the personalized shift point information of the adjacent two gears is the personalized shift speed of the adjacent two gears;
the optimal dynamic shift point information of the adjacent two gears is the optimal dynamic shift engine speed of the adjacent two gears, the lowest energy consumption shift point information of the adjacent two gears is the lowest energy consumption shift engine speed of the adjacent two gears, and the personalized shift point information of the adjacent two gears is the personalized shift engine speed of the adjacent two gears.
In some embodiments, the step of determining personalized shift control data matching the vehicle driving behavior score according to the vehicle driving behavior score and prestored dynamic shift control data and economical shift control data comprises:
And determining personalized shift point information of the target adjacent two gears in the target accelerator opening state in the personalized shift control data according to the vehicle driving behavior score, optimal dynamic shift point information of the target adjacent two gears in the target accelerator opening state recorded in the dynamic shift control data, and minimum energy consumption shift point information of the target adjacent two gears in the target accelerator opening state recorded in the economic shift control data.
In some embodiments, the personalized shift point information of the target adjacent two gears in the target accelerator opening state in the personalized shift control data is determined according to the following formula:
b * ＝b e +(b p -b e )*θ/T
b * is that the personalized gear shifting control data is in the target accelerator opening statePersonalized shift point information of two adjacent gears of the target, b e B, for the minimum energy consumption shift point information of the target adjacent two gears in the target accelerator opening state recorded in the economic shift control data p And (3) providing optimal dynamic shift point information of two adjacent gears of the target in the state of opening of the target accelerator, wherein θ is the vehicle driving behavior score of the target vehicle, and T is the maximum value of the pre-designed vehicle driving behavior score, and θ is more than or equal to 0 and less than or equal to T.
In some embodiments, the personalized shift point information of the target adjacent two gears in the target accelerator opening state in the personalized shift control data is determined according to the following formula:
b * b, personalized gear shifting point information of the target adjacent two gears in the target accelerator opening state in the personalized gear shifting control data is obtained e B, for the minimum energy consumption shift point information of the target adjacent two gears in the target accelerator opening state recorded in the economic shift control data p For the optimal dynamic shift point information of the target adjacent two gears in the target accelerator opening state recorded in the dynamic shift control data, wherein θ is the vehicle driving behavior score of the target vehicle, T is the pre-designed maximum value of the vehicle driving behavior score, θ is more than or equal to 0 and less than or equal to T e And theta p Respectively two pre-designed scoring thresholds and theta e ＜θ p 。
In some embodiments, prior to the step of obtaining the vehicle driving behavior score of the target vehicle, further comprising:
acquiring vehicle driving information of the target vehicle;
extracting the characteristics of the vehicle driving information to obtain characteristic index values of a plurality of driving characteristic indexes;
determining a single index score corresponding to each driving characteristic index according to the characteristic index value of each driving characteristic index;
And determining the driving behavior score of the vehicle according to the single index score corresponding to each driving characteristic index.
In some embodiments, the step of determining the single index score corresponding to each driving characteristic index according to the characteristic index value of each driving characteristic index includes:
aiming at the characteristic index value of any target driving characteristic index, determining an accumulated distribution density value corresponding to the characteristic index value of the target driving characteristic index according to an accumulated probability density function which is configured in advance by the target driving characteristic index;
determining a single index score of the target driving characteristic index according to the accumulated distribution density value corresponding to the characteristic index value of the target driving characteristic index;
the larger the accumulated distribution density value of the target driving characteristic index is, the higher the single index score corresponding to the target driving characteristic index is.
In some embodiments, the step of determining the vehicle driving behavior score according to the single index score corresponding to each driving characteristic index includes:
and carrying out weighted summation on the single index scores corresponding to the driving characteristic indexes to obtain the vehicle driving behavior scores.
In some embodiments, the vehicle driving information includes: at least one of vehicle speed, longitudinal acceleration, lateral acceleration, pedal travel, pedal rate of change, brake pedal position, mileage, energy consumption, steering angle, steering angular velocity, rotational speed, torque;
the driving characteristic index includes: at least one of the number of times of sharp turning driving per hundred kilometers, the number of times of sharp acceleration driving per hundred kilometers, the number of times of sharp deceleration driving per hundred kilometers, the number of times of large torque driving per hundred kilometers, the high-intensity acceleration driving ratio, the high-intensity deceleration driving ratio, the high-intensity turning driving ratio, the standard deviation of positive longitudinal acceleration, the standard deviation of negative longitudinal acceleration and the energy consumption of unit driving mileage;
the sharp turning driving means: the method comprises the following steps of (1) driving behavior that the vehicle speed is greater than or equal to a first preset vehicle speed, the transverse acceleration is greater than or equal to a first preset transverse acceleration, the steering angle is greater than 0 DEG, and the time length for completing turning is less than or equal to a first preset time length, wherein the value of the first preset transverse acceleration is configured to be positive;
the rapid acceleration driving means: the driving behavior that the longitudinal acceleration is larger than or equal to a first preset longitudinal acceleration, the acceleration duration is longer than or equal to a second preset duration, and the accelerator opening is larger than or equal to the first preset accelerator opening, wherein the value of the first preset longitudinal acceleration is configured to be positive;
The rapid deceleration driving means: the driving behavior that the longitudinal acceleration is smaller than or equal to a second preset longitudinal acceleration, the duration time of the deceleration speed is longer than or equal to a third preset duration time, and the vehicle speed is larger than or equal to a second preset vehicle speed, wherein the value of the second preset longitudinal acceleration is configured to be negative;
the large torque driving means: driving behavior with torque greater than or equal to a preset torque threshold, vehicle speed greater than 0m/s and duration greater than or equal to a fourth preset duration;
the high-intensity acceleration driving duty ratio means that: the acceleration times of the longitudinal acceleration is larger than or equal to the third preset longitudinal acceleration and the longitudinal acceleration is larger than 0m/s 2 The value of the third preset longitudinal acceleration is configured to be positive;
the high-intensity deceleration driving duty ratio means that: the number of decelerations of the longitudinal acceleration being less than or equal to the fourth preset longitudinal acceleration and the longitudinal acceleration being less than 0m/s 2 The value of the fourth preset longitudinal acceleration is configured to be negative;
the high-intensity turning driving duty ratio means that: the number of turns with lateral acceleration greater than a preset lateral acceleration threshold and the lateral acceleration greater than 0m/s 2 The value of the preset transverse acceleration threshold is configured to be positive;
The standard deviation of the forward longitudinal acceleration refers to: satisfies that the longitudinal acceleration is more than 0m/s 2 Is the longitudinal direction of all sampling points of (a)Standard deviation of acceleration;
the negative longitudinal acceleration standard deviation means: satisfies the longitudinal acceleration of less than 0m/s 2 Standard deviation of longitudinal acceleration of all sampling points;
the unit driving mileage energy consumption is as follows: fuel consumption per kilometer of the vehicle.
In a second aspect, a shift control system applied to an AMT is provided in an embodiment of the disclosure, for implementing the shift control method provided in the first aspect, where the shift control system includes:
a first acquisition module configured to acquire a vehicle driving behavior score of a target vehicle;
the first determining module is configured to determine personalized gear shifting control data matched with the vehicle driving behavior score according to the vehicle driving behavior score, prestored dynamic gear shifting control data and economical gear shifting control data, so that AMT of the target vehicle can perform automatic gear shifting control according to the personalized gear shifting control data;
the optimal dynamic gear shifting point information of any two adjacent gears in the AMT under the state of different accelerator opening degrees of the automobile accelerator based on the power priority principle is recorded in the dynamic gear shifting control data;
The economical gear shifting control data records the minimum energy consumption gear shifting point information of any two adjacent gears in the AMT under the state of different accelerator opening of the automobile accelerator based on the principle of minimum energy consumption;
and personalized gear shifting control data record personalized gear shifting point information of any two adjacent gears in the AMT under the state that the automobile accelerator matched with the vehicle driving behavior score is in different accelerator opening degrees.
Drawings
FIG. 1A is a graphical illustration of a power upshift control based on a power shift control strategy in an embodiment of the present disclosure;
FIG. 1B is a graphical illustration of a power downshift control based on a power shift control strategy in an embodiment of the present disclosure;
FIG. 2A is a graphical illustration of an economical upshift control based on an economical shift control strategy in an embodiment of the present disclosure;
FIG. 2B is a graphical illustration of a power downshift control based on an economy shift control strategy in an embodiment of the present disclosure;
FIG. 3 is a method flow chart of a shift control method applied to an AMT according to an embodiment of the present disclosure;
FIG. 4 is a flowchart of another shift control method applied to an AMT according to an embodiment of the present disclosure;
FIG. 5 is a flow chart of an alternative implementation of step S03 in the examples of the present disclosure;
FIG. 6 is a block diagram of a shift control system for an AMT according to an embodiment of the present disclosure;
fig. 7 is a schematic structural diagram of an electronic device according to an embodiment of the present disclosure.
Detailed Description
In order that those skilled in the art will better understand the technical solutions of the present disclosure, the present disclosure will be described in further detail with reference to the accompanying drawings and detailed description.
Unless defined otherwise, technical or scientific terms used in this disclosure should be given the ordinary meaning as understood by one of ordinary skill in the art to which this disclosure belongs. The terms "first," "second," and the like, as used in this disclosure, do not denote any order, quantity, or importance, but rather are used to distinguish one element from another. Likewise, the terms "a," "an," or "the" and similar terms do not denote a limitation of quantity, but rather denote the presence of at least one. The word "comprising" or "comprises", and the like, means that elements or items preceding the word are included in the element or item listed after the word and equivalents thereof, but does not exclude other elements or items. The terms "connected" or "connected," and the like, are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect. "upper", "lower", "left", "right", etc. are used merely to indicate relative positional relationships, which may also change accordingly when the absolute position of the object being described changes.
Like elements are denoted by like reference numerals throughout the various figures. For purposes of clarity, the various features of the drawings are not drawn to scale. Furthermore, some well-known portions may not be shown in the drawings.
Numerous specific details of the present disclosure, such as construction, materials, dimensions, processing techniques and technologies, are set forth in the following description in order to provide a more thorough understanding of the present disclosure. However, as will be understood by those skilled in the art, the present disclosure may be practiced without these specific details.
In the related art, a gear shift control strategy can meet different driving environments and driving intention requirements as a key technology of the AMT. The method for formulating the automatic gear shifting control strategy of the heavy truck can refer to a passenger car, but the truck has the characteristics of relatively low speed, more gears and low engine backup power, and the driving application area is very wide. Therefore, the heavy truck is required to have better power performance under hard road conditions such as slopes, mountain roads and the like, and can save fuel as much as possible when the road conditions are better so as to achieve the purpose of economic transportation; for this reason, in the related art, for shift control of AMT, two shift control strategies are generally configured in a vehicle: 1) A dynamic shift control strategy; 2) An economical shift control strategy.
FIG. 1A is a graphical illustration of a power upshift control based on a power shift control strategy in an embodiment of the present disclosure. FIG. 1B is a graphical illustration of a power downshift control based on a power shift control strategy in an embodiment of the present disclosure. As shown in fig. 1A to 1B, the dynamic shift control strategy is implemented based on dynamic shift control data (for example, corresponding data may be generated based on the curves shown in fig. 1A and 1B), and optimal dynamic shift point information of any two adjacent gears in the AMT under different accelerator opening states of the vehicle accelerator based on the power priority principle is recorded in the dynamic shift control data.
Wherein, the optimal dynamic shift point information of the adjacent two gears is the optimal dynamic shift speed of the adjacent two gears (shown in fig. 1A and 1B), and the optimal dynamic shift speed of the adjacent two gears specifically comprises: the optimal power upshift speed of two adjacent gears and the optimal power downshift speed of two adjacent gears.
As another example, the optimal power shift point information of the adjacent two gears is the optimal power shift engine speed of the adjacent two gears, and the optimal power shift vehicle speed of the adjacent two gears specifically includes: the optimal power upshift engine speed for the adjacent two gears and the optimal power downshift engine speed for the adjacent two gears. This is not shown in the corresponding figures.
FIG. 2A is a graphical illustration of an economical upshift control based on an economical shift control strategy in an embodiment of the present disclosure. FIG. 2B is a graphical illustration of a power downshift control based on an economy shift control strategy in an embodiment of the present disclosure. As shown in fig. 2A and 2B, the economical gear shift control strategy is implemented based on economical gear shift control data (for example, corresponding data can be generated based on the curves shown in fig. 2A and 2B), and the economical gear shift control data records minimum energy consumption gear shift point information of any adjacent two gears in the AMT under different accelerator opening states of the automobile accelerator based on the principle of lowest energy consumption.
The information of the lowest energy consumption shift point of the two adjacent gears is the lowest energy consumption shift speed of the two adjacent gears (shown in fig. 2A and 2B), and the lowest energy consumption shift speed of the two adjacent gears specifically includes: the lowest energy consumption upshift speed of two adjacent gears and the lowest energy consumption downshift speed of two adjacent gears.
As another example, the information of the lowest energy consumption shift point of the adjacent two gears is the lowest energy consumption shift engine speed of the adjacent two gears, and the lowest energy consumption shift vehicle speed of the adjacent two gears specifically includes: the lowest energy consumption upshift engine speed of the adjacent two gears and the lowest energy consumption downshift engine speed of the adjacent two gears. This is not shown in the corresponding figures.
In the power shift control data and the economy shift control data, in general, the optimal power upshift speed (engine speed) set for the same adjacent two steps is larger than the minimum power upshift speed (engine speed) and the optimal power downshift speed (engine speed) set for the same adjacent two steps is larger than the minimum power downshift speed (engine speed) at the same accelerator opening.
In the present disclosure, the present disclosure is not limited with respect to the specific manner of acquiring the power shift control data and the economy shift control data, and the specific data content. For example, the optimal power shift strategy and the lowest energy shift control strategy described in related document 1 (heavy truck AMT automatic shift strategy and key parameter study, cong Xiaoyan, 2017-11-26) can be used to obtain corresponding power shift control data and economy shift control data. This disclosure does not describe in detail.
AMT shift control based on dynamic shift control data can meet the requirement that a vehicle has better dynamic performance under hard road conditions such as a ramp, a mountain road and the like; AMT gear shifting control based on economical gear shifting control data can meet the requirement that the vehicle saves oil as much as possible when the road condition is good so as to realize economical transportation. The driver may select a fixed dynamic shift control strategy and a fixed economy shift control strategy to perform the shift according to the actual driving environment, driving intent. The dynamic gear shifting control strategy and the economic gear shifting control strategy take the driving environment and the driving intention into consideration, but the individual requirements of the driving behavior style of the driver are not fully considered, so that the driving experience is not good when partial drivers drive based on the dynamic gear shifting control strategy or drive based on the economic gear shifting control strategy.
Based on the above technical problems, the present disclosure provides a shift control method applied to AMT, which will be described as an example.
Fig. 3 is a flowchart of a shift control method applied to AMT according to an embodiment of the disclosure. As shown in fig. 3, the shift control method includes:
and S1, obtaining a vehicle driving behavior score of the target vehicle.
And S2, according to the vehicle driving behavior score, the prestored dynamic shift control data and the prestored economic shift control data, determining personalized shift control data matched with the vehicle driving behavior score so as to enable the AMT of the target vehicle to perform automatic shift control according to the personalized shift control data.
The dynamic gear shifting control data record optimal dynamic gear shifting point information of any two adjacent gears in the AMT under the state that the throttle of the automobile is at different throttle openings based on a power priority principle; the economical gear shifting control data records the minimum energy consumption gear shifting point information of any two adjacent gears in the AMT under the state of different throttle opening of the automobile throttle based on the principle of the minimum energy consumption; personalized gear shifting control data record personalized gear shifting point information of any two adjacent gears in the AMT under the state that the automobile accelerator matched with the vehicle driving behavior score is in different accelerator opening degrees.
The vehicle driving behavior score (more than or equal to 0) can reflect the driving severity of the vehicle in the driving process, wherein the greater the vehicle driving behavior score is, the higher the standard driving severity is; the smaller the vehicle driving behavior score, the lower the standard driving severity. The details will be described later in connection with some specific examples.
For a description of the power shift control data and the economy shift control data, reference may be made to the foregoing and will not be repeated here.
In the present disclosure, personalized shift point information of any two adjacent gears in the AMT in a state where the accelerator of the automobile matched with the vehicle driving behavior score is in different accelerator opening states is recorded in the personalized shift control data.
In some embodiments, the optimal dynamic shift point information of the adjacent two gears is the optimal dynamic shift speed (including upshift speed and downshift speed) of the adjacent two gears, the lowest energy consumption shift point information of the adjacent two gears is the lowest energy consumption shift speed (including upshift speed and downshift speed) of the adjacent two gears, and the personalized shift point information of the adjacent two gears is the personalized shift speed (including upshift speed and downshift speed) of the adjacent two gears;
in other embodiments, the optimal dynamic shift point information for the adjacent two gears is the optimal dynamic shift engine speed for the adjacent two gears (including upshift engine speed and downshift engine speed), the lowest energy consumption shift point information for the adjacent two gears is the lowest energy consumption shift engine speed for the adjacent two gears (including upshift engine speed and downshift engine speed), and the personalized shift point information for the adjacent two gears is the personalized shift engine speed for the adjacent two gears (including upshift engine speed and downshift engine speed).
In the embodiment of the disclosure, by acquiring the vehicle driving behavior score of the vehicle, the vehicle driving behavior score can quantify the dynamic performance and economic demands of the vehicle, and then personalized gear shifting control data matched with the vehicle driving behavior score is generated based on the existing dynamic gear shifting control data and economic gear shifting control data, so that the AMT of the vehicle can perform automatic gear shifting control according to the personalized gear shifting control data, the gear shifting strategy of the vehicle is more matched with the driving habit of a driver, and the driving experience is improved.
In some embodiments, in step S2, personalized shift point information of the target adjacent two gears in the target accelerator opening state in the personalized shift control data is determined according to the vehicle driving behavior score, the optimal dynamic shift point information of the target adjacent two gears in the target accelerator opening state recorded in the dynamic shift control data, and the minimum energy consumption shift point information of the target adjacent two gears in the target accelerator opening state recorded in the economic shift control data.
Further optionally, as an optional implementation manner, personalized shift point information of two adjacent gears of the target in the target accelerator opening state in the personalized shift control data is determined according to the following formula:
b * ＝b e +(b p -b e )*θ/T
b * B, personalized gear shifting point information of target adjacent two gears in target accelerator opening state in personalized gear shifting control data e B, the minimum energy consumption shift point information of the target adjacent two gears in the target accelerator opening state recorded in the economic gear shift control data p Is recorded in dynamic gear shift control data and is aimed at under the state of target accelerator openingAnd marking optimal dynamic shift point information of two adjacent gears, wherein θ is a vehicle driving behavior score of a target vehicle, T is a pre-designed maximum value of the vehicle driving behavior score, and θ is more than or equal to 0 and less than or equal to T.
Based on the above, it can be seen that the larger θ, the b * The closer to b p The smaller θ, b * The closer to b e 。
When the calculation is performed based on the above equation, the optimal power upshift information (upshift vehicle speed or downshift engine speed) and the optimal power downshift information (downshift vehicle speed or downshift engine speed) corresponding to the two adjacent gears need to be calculated by the above equation, and the minimum energy upshift point information (upshift vehicle speed or downshift engine speed) and the minimum energy downshift point information (downshift vehicle speed or downshift engine speed) corresponding to the two adjacent gears need to be calculated by the above equation.
As another alternative embodiment, the vehicle driving behavior score may be divided into driving styles of the vehicle according to the magnitude of the vehicle driving behavior score: cool static type, general type, aggressive type.
In the embodiment of the disclosure, the score of the interval with smaller (calm type) or larger (aggressive type) score of the driving behavior of the vehicle is relatively smaller, but the span of the score interval is larger, and the fine difference of the actual driving behavior of the vehicle can be amplified (reflected on the score) in the two intervals, so that the difference of the gear shift control strategies is amplified, and therefore, the personalized gear shift control strategy can be adjusted according to the characteristic. And the personalized gear shifting point information of the target adjacent two gears in the personalized gear shifting control data under the target accelerator opening state is determined according to the following formula:
b * b, personalized gear shifting point information of target adjacent two gears in target accelerator opening state in personalized gear shifting control data e For the lowest energy consumption of the target adjacent two gears in the target accelerator opening state recorded in the economic gear shifting control dataShift point information, b p For the optimal dynamic shift point information of the target adjacent two gears in the target accelerator opening state recorded in dynamic shift control data, theta is the vehicle driving behavior score of the target vehicle, T is the maximum value of the pre-designed vehicle driving behavior score, and 0 is more than or equal to theta and less than or equal to T, and theta is more than or equal to e And theta p Respectively two pre-designed scoring thresholds and theta e ＜θ p 。
Wherein, when theta is E [0, theta e ]When the driving style of the target vehicle is indicated to be cool, the economical gear shifting control data can be directly used as personalized gear shifting control data; when theta is E (theta) e ，θ p ) When the driving style of the target vehicle is indicated to be general, the driving style can be based on b * ＝b e +(b p -b e ) θ/T to obtain personalized shift control data; when theta is E [ theta ] p ，T]And when the driving style of the target vehicle is shown to be aggressive, the dynamic gear shifting control data can be directly used as personalized gear shifting control data.
Based on formula b above * ＝b e +(b p -b e ) The technical scheme of θ/T to determine the personalized shift control data is only an alternative embodiment in the disclosure, and does not limit the technical scheme of the disclosure. In the embodiments of the present disclosure, the personalized shift control data may also be obtained according to the vehicle driving behavior score and the prestored dynamic shift control data and economical shift control data, and based on other algorithms, which are not exemplified herein.
Fig. 4 is a flowchart of another shift control method applied to AMT according to an embodiment of the disclosure. As shown in fig. 4, the shift control method includes not only the steps S1 and S2 in the previous embodiment, but also the following steps:
S01, acquiring vehicle driving information of the target vehicle.
In some embodiments, the vehicle driving information includes: at least one of vehicle speed, longitudinal acceleration, lateral acceleration, pedal travel, pedal rate of change, brake pedal position, mileage, energy consumption, steering angle, steering angular velocity, engine speed, torque.
S02, extracting features of the vehicle driving information to obtain feature index values of a plurality of driving feature indexes.
In some embodiments, the driving characteristic index includes: at least one of the number of times of sharp turning driving per hundred kilometers, the number of times of sharp acceleration driving per hundred kilometers, the number of times of sharp deceleration driving per hundred kilometers, the number of times of large torque driving per hundred kilometers, the high-intensity acceleration driving ratio, the high-intensity deceleration driving ratio, the high-intensity turning driving ratio, the standard deviation of positive longitudinal acceleration, the standard deviation of negative longitudinal acceleration and the energy consumption per unit driving mileage.
The sharp turning driving means: the vehicle speed is greater than or equal to a first preset vehicle speed (which can be designed and adjusted according to actual needs, such as 40 KM/h), and the lateral acceleration is greater than or equal to a first preset lateral acceleration (which can be designed and adjusted according to actual needs, such as 0.4 m/s) 2 ) The steering angle is larger than 0 DEG, the time length for completing turning is smaller than or equal to the first preset time length (the driving behavior can be designed and adjusted according to actual needs, for example, 3 s), and the value of the first preset transverse acceleration is configured to be positive.
The rapid acceleration driving means: the longitudinal acceleration is greater than or equal to the first preset longitudinal acceleration (which can be designed and adjusted according to practical needs, for example, 0.4m/s 2 ) The acceleration duration is longer than or equal to a second preset duration (which can be designed and adjusted according to actual needs, for example, 2 s) and the accelerator opening is greater than or equal to a first preset accelerator opening (which can be designed and adjusted according to actual needs, for example, 35%) and the first preset longitudinal acceleration value is configured to be positive.
The rapid deceleration driving means: the longitudinal acceleration is less than or equal to the second preset longitudinal acceleration (which can be designed and adjusted according to the actual needs, for example-0.4 m/s 2 ) The driving behavior that the continuous time length of the deceleration speed is longer than or equal to a third preset time length (which can be designed and adjusted according to actual needs, for example, 3 s) and the vehicle speed is longer than or equal to a second preset vehicle speed (which can be designed and adjusted according to actual needs, for example, 40 KM/h), the value of the second preset longitudinal acceleration is configured as follows Negative.
The large torque driving means: the driving behavior of the vehicle has a torque greater than or equal to a preset torque threshold (e.g., 100), a vehicle speed greater than 0m/s, and a duration greater than or equal to a fourth preset duration (which may be designed and adjusted according to actual needs, e.g., 2 s).
The high intensity acceleration driving ratio means: the longitudinal acceleration is greater than or equal to a third preset longitudinal acceleration (which can be designed and adjusted according to practical needs, for example, 0.2m/s 2 ) The number of accelerations and the longitudinal acceleration are greater than 0m/s 2 The value of the third preset longitudinal acceleration is configured to be positive.
The high-intensity deceleration driving ratio means: the longitudinal acceleration is less than or equal to a fourth preset longitudinal acceleration (which can be designed and adjusted according to practical needs, for example, -0.2m/s 2 ) The number of decelerations and the longitudinal acceleration are less than 0m/s 2 The value of the fourth preset longitudinal acceleration is configured to be negative.
The high intensity turning driving duty ratio means: the transverse acceleration is greater than a preset transverse acceleration threshold (which can be designed and adjusted according to practical needs, such as 0.2m/s 2 ) The number of turns and the lateral acceleration are greater than 0m/s 2 The value of the preset lateral acceleration threshold is configured to be positive.
The standard deviation of the forward longitudinal acceleration refers to: satisfies that the longitudinal acceleration is more than 0m/s 2 Standard deviation of the longitudinal acceleration of all the sampling points of (a).
The negative longitudinal acceleration standard deviation means: satisfies the longitudinal acceleration of less than 0m/s 2 Standard deviation of the longitudinal acceleration of all the sampling points of (a).
The unit driving mileage energy consumption refers to: fuel consumption per kilometer of the vehicle.
As an example, the internet of vehicles server may collect vehicle driving information of the target vehicle in real time, and then the internet of vehicles server performs feature extraction on the vehicle driving information collected within a period of time (which may be set according to actual needs, for example, one week or one month), so as to obtain feature index values S03 of a plurality of driving feature indexes, and determine, according to the feature index values of each driving feature index, a single index score corresponding to each driving feature index.
Fig. 5 is a flow chart of an alternative implementation of step S03 in the examples of the present disclosure. As shown in fig. 5, step S03 includes:
step S031, determining the accumulated distribution density value corresponding to the characteristic index value of the target driving characteristic index according to the accumulated probability density function pre-configured by the target driving characteristic index for the characteristic index value of any target driving characteristic index.
Step S032, determining a single index score of the target driving characteristic index according to the accumulated distribution density value corresponding to the characteristic index value of the target driving characteristic index.
In step S032, the larger the cumulative distribution density value of the target driving characteristic index is, the higher the single index score corresponding to the target driving characteristic index is.
In the statistical discovery of driving characteristic indexes of a plurality of different vehicles, a specific probability distribution is obeyed for each driving characteristic index. Taking the number of rapid acceleration driving per hundred kilometers in a period of time as an example, assuming that the number of vehicles to be counted is n, n rapid acceleration number values and mileage values are corresponding, dividing the two values by 100, and normalizing the two values to hundred kilometers of rapid acceleration number.
Based on the above phenomenon, in some embodiments, for the feature index value of any target driving feature index, the cumulative distribution density value corresponding to the feature index value of the target driving feature index is determined according to a cumulative probability density function (Cumulative Distribution Function, abbreviated as CDF, also referred to as cumulative distribution function, which is an integral of the probability density function) configured in advance for the target driving feature index.
It should be noted that, the cumulative probability density functions configured by the target driving characteristic indexes may be obtained by fitting according to the sample data of the previous experiment, and the cumulative probability density functions configured by the different target driving characteristic indexes may be the same or different.
As one example, the cumulative probability density function corresponding to the jth target driving characteristic index is denoted as F j () The characteristic index value corresponding to the jth target driving characteristic index is marked as x j The accumulated distribution density value corresponding to the characteristic index value of the jth target driving characteristic index is recorded as: f (F) j (x j ). And marking the single index score determined according to the accumulated distribution density value corresponding to the characteristic index value of the jth target driving characteristic index as: phi j ，Φ j ＝F j (x j )*t j Wherein t is j Conversion score coefficient (Q) configured in advance for jth target driving characteristic index j > 0) based on the conversion score coefficient Q j The accumulated distribution density value F corresponding to the characteristic index value of the jth target driving characteristic index j (x j ) And converting to obtain corresponding single index scores.
S04, determining the driving behavior score of the vehicle according to the single index score corresponding to each driving characteristic index.
In some embodiments, in step S04, the single index scores corresponding to the driving feature indexes are weighted and summed to obtain the vehicle driving behavior score θ.
That is to say,
wherein J is the total number of target driving characteristic indexes, w j And the target driving characteristic index is the weight value of the j-th target driving characteristic index.
In some embodiments, for any t j And the values are T, and T is the maximum value of the pre-designed vehicle driving behavior scores. At this time, the liquid crystal display device,the value of theta is in the range of 0-T. In the embodiment of the disclosure, the specific value of T can be designed and adjusted accordingly according to actual needs. For example, T may take on values of 10, 50, 100, etc.
As one specific application of the shift control method provided by the present disclosure. The vehicle network server executes the steps S01 to S04, and transmits the obtained vehicle driving behavior score to the vehicle-mounted terminal, and the vehicle-mounted terminal executes the steps S1 and S2. More specifically, the vehicle network server collects original vehicle driving information reported by the vehicle-mounted terminal through a log collecting system (such as a flime system), the vehicle network server cleans and converts the original vehicle driving information through a processing engine (such as a flink processing engine) to obtain required vehicle driving information, the corresponding vehicle driving information is written into a data bin (such as a hive data bin), and then the vehicle network server periodically obtains the vehicle driving information from the data bin through a computing engine (such as a spark computing engine) and calculates a vehicle driving behavior score according to the vehicle driving information, and meanwhile, the vehicle driving behavior score is written into a database (such as a MySQL database). The vehicle network server also periodically issues vehicle driving behavior scores to the corresponding vehicle-mounted terminals. The vehicle-mounted terminal obtains the driving behavior score of the vehicle, and combines the power shift control data and the economic shift control data which are built in the vehicle-mounted terminal to obtain the personalized shift control data of the vehicle, so that the AMT of the vehicle can realize the personalized shift control strategy.
Based on the same inventive concept, the embodiment of the disclosure also provides a gear shift control system applied to the AMT. The shift control system may be used to implement the shift control method provided in the previous embodiment. Fig. 6 is a block diagram of a gear shift control system applied to AMT according to an embodiment of the present disclosure. As shown in fig. 6, the shift control system includes: a first acquisition module and a first determination module.
Wherein the first acquisition module is configured to acquire a vehicle driving behavior score of the target vehicle.
The first determining module is configured to determine personalized gear shifting control data matched with the vehicle driving behavior score according to the vehicle driving behavior score, the prestored dynamic gear shifting control data and the economical gear shifting control data, so that AMT of the target vehicle can perform automatic gear shifting control according to the personalized gear shifting control data.
The optimal dynamic shift point information of any two adjacent gears in the AMT under the state of different accelerator opening degrees of the automobile accelerator based on the dynamic priority principle is recorded in the dynamic shift control data. The economical gear shifting control data records the minimum energy consumption gear shifting point information of any two adjacent gears in the AMT under the state of different accelerator opening of the automobile accelerator based on the principle of minimum energy consumption. Personalized gear shifting control data record personalized gear shifting point information of any two adjacent gears in the AMT under the state that the automobile accelerator matched with the vehicle driving behavior score is in different accelerator opening degrees.
The first acquisition module may be used to perform step S1 in the previous embodiment, and the first determination module may be used to perform step S2 in the previous embodiment.
In some embodiments, the shift control system further comprises: the device comprises a second acquisition module, an extraction module, a second determination module and a third determination module.
Wherein the second acquisition module is configured to acquire vehicle driving information of the target vehicle.
The extraction module is configured to perform feature extraction on the vehicle driving information to obtain feature index values of a plurality of driving feature indexes.
The second determining module is configured to determine a single index score corresponding to each driving characteristic index according to the characteristic index value of each driving characteristic index.
The third determining module is configured to determine a vehicle driving behavior score according to the single index scores corresponding to the driving characteristic indexes.
The second obtaining module may be used to perform step S01 in the previous embodiment, the extracting module may be used to perform step S02 in the previous embodiment, the second determining module may be used to perform step S03 in the previous embodiment, and the third determining module may be used to perform step S04 in the previous embodiment.
As one example, the first acquisition module and the first determination module may be provided at the in-vehicle terminal, and the second acquisition module, the extraction module, the second determination module, and the third determination module may be provided at the in-vehicle networking server. Of course, the first acquiring module, the first determining module, the second acquiring module, the extracting module, the second determining module and the third determining module may be set at the vehicle-mounted terminal at the same time, or set at the internet of vehicles server (the internet of vehicles server stores the dynamic shift control data and the economic shift control data configured by different vehicle types in advance) at the same time, and after the internet of vehicles server obtains the personalized shift control data of the target vehicle, send the personalized shift control data to the corresponding target vehicle.
For a specific description of each module, reference may be made to the description of the corresponding steps in the foregoing embodiments, which are not repeated here.
Based on the same inventive concept, the embodiment of the disclosure also provides electronic equipment. Fig. 7 is a schematic structural diagram of an electronic device according to an embodiment of the present disclosure. As shown in fig. 7, an embodiment of the present disclosure provides an electronic device including: one or more processors 101, memory 102, one or more I/O interfaces 103. The memory 102 has one or more programs stored thereon, which when executed by the one or more processors, cause the one or more processors to implement a shift control method as in any of the above embodiments; one or more I/O interfaces 103 are coupled between the processor and the memory and are configured to enable information interaction between the processor and the memory.
Wherein the processor 101 is a device having data processing capabilities, including but not limited to a Central Processing Unit (CPU) or the like; memory 102 is a device having data storage capability including, but not limited to, random access memory (RAM, more specifically SDRAM, DDR, etc.), read-only memory (ROM), electrically charged erasable programmable read-only memory (EEPROM), FLASH memory (FLASH); an I/O interface (read/write interface) 103 is connected between the processor 101 and the memory 102 to enable information interaction between the processor 101 and the memory 102, including but not limited to a data Bus (Bus) or the like.
In some embodiments, processor 101, memory 102, and I/O interface 103 are connected to each other via bus 104, and thus to other components of the computing device.
In some embodiments, the one or more processors 101 comprise a field programmable gate array.
According to an embodiment of the present disclosure, there is also provided a computer-readable medium. The computer readable medium has stored thereon a computer program, wherein the program when executed by a processor realizes the steps in the shift control method as in any of the above embodiments.
In particular, according to embodiments of the present disclosure, the processes described above with reference to flowcharts may be implemented as computer software programs. For example, embodiments of the present disclosure include a computer program product comprising a computer program embodied on a machine-readable medium, the computer program comprising program code for performing the method shown in the flow chart. In such embodiments, the computer program may be downloaded and installed from a network via a communication portion, and/or installed from a removable medium. The above-described functions defined in the system of the present disclosure are performed when the computer program is executed by a Central Processing Unit (CPU).
It should be noted that the computer readable medium shown in the present disclosure may be a computer readable signal medium or a computer readable storage medium, or any combination of the two. The computer readable storage medium can be, for example, but not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or a combination of any of the foregoing. More specific examples of the computer-readable storage medium may include, but are not limited to: an electrical connection having one or more wires, a portable computer diskette, a hard disk, a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing. In the context of this disclosure, a computer-readable storage medium may be any tangible medium that can contain, or store a program for use by or in connection with an instruction execution system, apparatus, or device. In the present disclosure, however, the computer-readable signal medium may include a data signal propagated in baseband or as part of a carrier wave, with the computer-readable program code embodied therein. Such a propagated data signal may take any of a variety of forms, including, but not limited to, electro-magnetic, optical, or any suitable combination of the foregoing. A computer readable signal medium may also be any computer readable medium that is not a computer readable storage medium and that can communicate, propagate, or transport a program for use by or in connection with an instruction execution system, apparatus, or device. Program code embodied on a computer readable medium may be transmitted using any appropriate medium, including but not limited to: wireless, wire, fiber optic cable, RF, etc., or any suitable combination of the foregoing.
The flowcharts and block diagrams in the figures illustrate the architecture, functionality, and operation of possible implementations of systems, methods and computer program products according to various embodiments of the present disclosure. In this regard, each block in the flowchart or block diagrams may represent a module, segment, or portion of code, which comprises one or more executable instructions for implementing the specified logical function(s). It should also be noted that, in some alternative implementations, the functions noted in the block may occur out of the order noted in the figures. For example, two blocks shown in succession may, in fact, be executed substantially concurrently, or the blocks may sometimes be executed in the reverse order, depending upon the functionality involved. It will also be noted that each block of the block diagrams and/or flowchart illustration, and combinations of blocks in the block diagrams and/or flowchart illustration, can be implemented by special purpose hardware-based systems which perform the specified functions or acts, or combinations of special purpose hardware and computer instructions.
The circuits or sub-circuits described in the embodiments of the present disclosure may be implemented in software or may be implemented in hardware. The described circuits or sub-circuits may also be provided in a processor, for example described as: a processor, comprising: the processing module comprises a writing sub-circuit and a reading sub-circuit. The names of these circuits or sub-circuits do not constitute limitations on the circuits or sub-circuits themselves in some cases, and for example, a receiving circuit may also be described as "receiving a video signal".
It is to be understood that the above embodiments are merely exemplary embodiments employed to illustrate the principles of the present disclosure, however, the present disclosure is not limited thereto. Various modifications and improvements may be made by those skilled in the art without departing from the spirit and substance of the disclosure, and are also considered to be within the scope of the disclosure.
Claims (10)
1. A shift control method applied to AMT, comprising:
obtaining a vehicle driving behavior score of a target vehicle;
according to the vehicle driving behavior score, the prestored dynamic shift control data and the prestored economic shift control data, personalized shift control data matched with the vehicle driving behavior score are determined, so that AMT of the target vehicle can perform automatic shift control according to the personalized shift control data;
the power gear shifting control data record optimal power gear shifting point information of any two adjacent gears in the AMT under the state that the throttle of the automobile is at different throttle openings based on a power priority principle;
the economical gear shifting control data records the minimum energy consumption gear shifting point information of any two adjacent gears in the AMT under the state of different accelerator opening of the automobile accelerator based on the principle of minimum energy consumption;
And personalized gear shifting control data record personalized gear shifting point information of any two adjacent gears in the AMT under the state that the automobile accelerator matched with the vehicle driving behavior score is in different accelerator opening degrees.
2. The shift control method according to claim 1, wherein the optimal dynamic shift point information of the adjacent two gears is an optimal dynamic shift vehicle speed of the adjacent two gears, the lowest energy consumption shift point information of the adjacent two gears is a lowest energy consumption shift vehicle speed of the adjacent two gears, and the personalized shift point information of the adjacent two gears is a personalized shift vehicle speed of the adjacent two gears;
or, the optimal dynamic shift point information of the two adjacent gears is the optimal dynamic shift engine speed of the two adjacent gears, the lowest energy consumption shift point information of the two adjacent gears is the lowest energy consumption shift engine speed of the two adjacent gears, and the personalized shift point information of the two adjacent gears is the personalized shift engine speed of the two adjacent gears.
3. The shift control method according to claim 1, wherein the step of determining personalized shift control data matching the vehicle driving behavior score based on the vehicle driving behavior score and prestored dynamic shift control data and economical shift control data includes:
And determining personalized shift point information of the target adjacent two gears in the target accelerator opening state in the personalized shift control data according to the vehicle driving behavior score, optimal dynamic shift point information of the target adjacent two gears in the target accelerator opening state recorded in the dynamic shift control data, and minimum energy consumption shift point information of the target adjacent two gears in the target accelerator opening state recorded in the economic shift control data.
4. A shift control method according to claim 3, wherein the personalized shift point information of the target adjacent two gears in the target accelerator opening state in the personalized shift control data is determined according to the following formula:
b * ＝b e +(b p -b e )*θ/T
b * b, personalized gear shifting point information of the target adjacent two gears in the target accelerator opening state in the personalized gear shifting control data is obtained e B, for the minimum energy consumption shift point information of the target adjacent two gears in the target accelerator opening state recorded in the economic shift control data p Is described in the dynamic shift control dataAnd (2) in the state of opening of a target accelerator, wherein θ is the vehicle driving behavior score of the target vehicle, T is the maximum value of the pre-designed vehicle driving behavior score, and θ is more than or equal to 0 and less than or equal to T.
5. A shift control method according to claim 3, wherein the personalized shift point information of the target adjacent two gears in the target accelerator opening state in the personalized shift control data is determined according to the following formula:
b * b, personalized gear shifting point information of the target adjacent two gears in the target accelerator opening state in the personalized gear shifting control data is obtained e B, for the minimum energy consumption shift point information of the target adjacent two gears in the target accelerator opening state recorded in the economic shift control data p For the optimal dynamic shift point information of the target adjacent two gears in the target accelerator opening state recorded in the dynamic shift control data, wherein θ is the vehicle driving behavior score of the target vehicle, T is the pre-designed maximum value of the vehicle driving behavior score, θ is more than or equal to 0 and less than or equal to T e And theta p Respectively two pre-designed scoring thresholds and theta e ＜θ p 。
6. The shift control method according to any one of claims 1 to 5, characterized by further comprising, before the step of obtaining a vehicle driving behavior score of the target vehicle:
acquiring vehicle driving information of the target vehicle;
Extracting the characteristics of the vehicle driving information to obtain characteristic index values of a plurality of driving characteristic indexes;
determining a single index score corresponding to each driving characteristic index according to the characteristic index value of each driving characteristic index;
and determining the driving behavior score of the vehicle according to the single index score corresponding to each driving characteristic index.
7. The shift control method according to claim 6, wherein the step of determining a single index score corresponding to each driving characteristic index from the characteristic index values of each driving characteristic index includes:
aiming at the characteristic index value of any target driving characteristic index, determining an accumulated distribution density value corresponding to the characteristic index value of the target driving characteristic index according to an accumulated probability density function which is configured in advance by the target driving characteristic index;
determining a single index score of the target driving characteristic index according to the accumulated distribution density value corresponding to the characteristic index value of the target driving characteristic index;
the larger the accumulated distribution density value of the target driving characteristic index is, the higher the single index score corresponding to the target driving characteristic index is.
8. The shift control method according to claim 6, wherein the step of determining a vehicle driving behavior score according to a single index score corresponding to each driving characteristic index includes:
and carrying out weighted summation on the single index scores corresponding to the driving characteristic indexes to obtain the vehicle driving behavior scores.
9. The shift control method according to claim 6, characterized in that the vehicle driving information includes: at least one of vehicle speed, longitudinal acceleration, lateral acceleration, pedal travel, pedal rate of change, brake pedal position, mileage, energy consumption, steering angle, steering angular velocity, rotational speed, torque;
the driving characteristic index includes: at least one of the number of times of sharp turning driving per hundred kilometers, the number of times of sharp acceleration driving per hundred kilometers, the number of times of sharp deceleration driving per hundred kilometers, the number of times of large torque driving per hundred kilometers, the high-intensity acceleration driving ratio, the high-intensity deceleration driving ratio, the high-intensity turning driving ratio, the standard deviation of positive longitudinal acceleration, the standard deviation of negative longitudinal acceleration and the energy consumption of unit driving mileage;
the sharp turning driving means: the method comprises the following steps of (1) driving behavior that the vehicle speed is greater than or equal to a first preset vehicle speed, the transverse acceleration is greater than or equal to a first preset transverse acceleration, the steering angle is greater than 0 DEG, and the time length for completing turning is less than or equal to a first preset time length, wherein the value of the first preset transverse acceleration is configured to be positive;
The rapid acceleration driving means: the driving behavior that the longitudinal acceleration is larger than or equal to a first preset longitudinal acceleration, the acceleration duration is longer than or equal to a second preset duration, and the accelerator opening is larger than or equal to the first preset accelerator opening, wherein the value of the first preset longitudinal acceleration is configured to be positive;
the rapid deceleration driving means: the driving behavior that the longitudinal acceleration is smaller than or equal to a second preset longitudinal acceleration, the duration time of the deceleration speed is longer than or equal to a third preset duration time, and the vehicle speed is larger than or equal to a second preset vehicle speed, wherein the value of the second preset longitudinal acceleration is configured to be negative;
the large torque driving means: driving behavior with torque greater than or equal to a preset torque threshold, vehicle speed greater than 0m/s and duration greater than or equal to a fourth preset duration;
the high-intensity acceleration driving duty ratio means that: the acceleration times of the longitudinal acceleration is larger than or equal to the third preset longitudinal acceleration and the longitudinal acceleration is larger than 0m/s 2 The value of the third preset longitudinal acceleration is configured to be positive;
the high-intensity deceleration driving duty ratio means that: the number of decelerations of the longitudinal acceleration being less than or equal to the fourth preset longitudinal acceleration and the longitudinal acceleration being less than 0m/s 2 The value of the fourth preset longitudinal acceleration is configured to be negative;
the high-intensity turning driving duty ratio means that: the number of turns with lateral acceleration greater than a preset lateral acceleration threshold and the lateral acceleration greater than 0m/s 2 The ratio of the total number of turns of (1)The value of the preset transverse acceleration threshold is configured to be positive;
the standard deviation of the forward longitudinal acceleration refers to: satisfies that the longitudinal acceleration is more than 0m/s 2 Standard deviation of longitudinal acceleration of all sampling points;
the negative longitudinal acceleration standard deviation means: satisfies the longitudinal acceleration of less than 0m/s 2 Standard deviation of longitudinal acceleration of all sampling points;
the unit driving mileage energy consumption is as follows: fuel consumption per kilometer of the vehicle.
10. A shift control system for use in an AMT for implementing the shift control method according to any one of claims 1 to 9, comprising:
a first acquisition module configured to acquire a vehicle driving behavior score of a target vehicle;
the first determining module is configured to determine personalized gear shifting control data matched with the vehicle driving behavior score according to the vehicle driving behavior score, prestored dynamic gear shifting control data and economical gear shifting control data, so that AMT of the target vehicle can perform automatic gear shifting control according to the personalized gear shifting control data;
The optimal dynamic gear shifting point information of any two adjacent gears in the AMT under the state of different accelerator opening degrees of the automobile accelerator based on the power priority principle is recorded in the dynamic gear shifting control data;
the economical gear shifting control data records the minimum energy consumption gear shifting point information of any two adjacent gears in the AMT under the state of different accelerator opening of the automobile accelerator based on the principle of minimum energy consumption;
and personalized gear shifting control data record personalized gear shifting point information of any two adjacent gears in the AMT under the state that the automobile accelerator matched with the vehicle driving behavior score is in different accelerator opening degrees.
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