CN115370737A - Vehicle gear prediction control method, terminal device and storage medium - Google Patents

Vehicle gear prediction control method, terminal device and storage medium Download PDF

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Publication number
CN115370737A
CN115370737A CN202110553585.XA CN202110553585A CN115370737A CN 115370737 A CN115370737 A CN 115370737A CN 202110553585 A CN202110553585 A CN 202110553585A CN 115370737 A CN115370737 A CN 115370737A
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vehicle
gear
current
area
prediction control
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Inventor
涂岩恺
李辉
叶旭辉
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Xiamen Yaxon Networks Co Ltd
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Xiamen Yaxon Networks Co Ltd
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Priority to CN202110553585.XA priority Critical patent/CN115370737A/en
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/14—Inputs being a function of torque or torque demand
    • F16H59/24—Inputs being a function of torque or torque demand dependent on the throttle opening
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/36—Inputs being a function of speed
    • F16H59/44—Inputs being a function of speed dependent on machine speed of the machine, e.g. the vehicle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/60—Inputs being a function of ambient conditions
    • F16H59/66—Road conditions, e.g. slope, slippery
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/60—Inputs being a function of ambient conditions
    • F16H59/66—Road conditions, e.g. slope, slippery
    • F16H2059/663—Road slope
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H2061/0075—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by a particular control method
    • F16H2061/009—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by a particular control method using formulas or mathematic relations for calculating parameters
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H2061/0075—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by a particular control method
    • F16H2061/0096—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by a particular control method using a parameter map
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H2061/0459—Smoothing ratio shift using map for shift parameters, e.g. shift time, slip or pressure gradient, for performing controlled shift transition and adapting shift parameters by learning

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Transmission Device (AREA)

Abstract

The invention relates to a vehicle gear prediction control method, a terminal device and a storage medium, wherein a gear of a transmission of a vehicle is controlled to adjust according to a difference value of slope values of corresponding terrains of a front shaft and a rear shaft of the vehicle. According to the invention, the characteristic that part of the vehicle body is longer is combined, the gradient difference of the terrain where the front and rear shafts of the vehicle are located is selected as the auxiliary condition for gear shifting of the gearbox, namely, before the gradient difference of the front and rear shafts indicates that the terrain is about to have a significant influence on the power of the vehicle, different gear auxiliary triggering modes are adopted to help the vehicle to shift gears in advance, or the gears are kept to reduce the gear shifting frequency and improve the power efficiency, so that the energy consumption and the economy of the vehicle are effectively improved.

Description

Vehicle gear prediction control method, terminal device and storage medium
Technical Field
The present invention relates to the field of vehicle control, and in particular, to a vehicle gear prediction control method, a terminal device, and a storage medium.
Background
The gear shifting of the automatic gearbox of the vehicle is generally determined by a two-dimensional shifting curve of 'vehicle speed-accelerator depth', so that the shifting is only dependent on the current vehicle speed and accelerator opening degree, and the predictability of the environment is lacked. Commercial vehicles often have heavier self-loading, so the terrain gradient factor has a greater influence on the decision of the gearbox. Especially, commercial vehicles such as trucks often have long vehicle bodies which can reach about dozens of meters, so that if the terrain is about to change obviously in the actual driving process, the terrain slopes of the head and the tail of the vehicle may have large difference values, which may cause the problems of frequent gear switching, untimely gear switching and the like, resulting in increased oil consumption and low efficiency.
Disclosure of Invention
In order to solve the above problems, the present invention provides a vehicle gear prediction control method, a terminal device, and a storage medium.
The specific scheme is as follows:
a vehicle gear prediction control method comprising: and controlling a gearbox of the vehicle to adjust gears according to the difference value of the slope values of the corresponding terrains of the front shaft and the rear shaft of the vehicle.
Further, when the front axle and the rear axle of the vehicle are coupled in a non-rigid manner, the slope values of the corresponding terrain of the front axle and the rear axle are measured by sensors mounted on the front axle and the rear axle.
Furthermore, the terrain gradients corresponding to the front axle and the rear axle of the vehicle are obtained by a positioning system arranged on the vehicle and an electronic map with road gradient data.
Further, the method for acquiring the grade values of the terrain corresponding to the front axle and the rear axle of the vehicle comprises the following steps:
s101: acquiring the distance L between the installation position of a positioning antenna installed on a vehicle and the front wheel of the vehicle 1 And a distance L from the rear wheels of the vehicle 2 ；
S102: in the running process of the vehicle, acquiring a positioning position P of the vehicle from a positioning system, and searching and matching roads in an electronic map based on the positioning position P to match the current road of the vehicle;
s103: at the electronic groundIn the figure, the search is carried out along the advancing direction of the road where the vehicle is currently located, and the forward L of the positioning position P is respectively obtained by taking the positioning position P as the center 1 Road slope value S at distance 1 A gradient value as a terrain corresponding to a front axle of the vehicle, and a location position P rear L 2 Road gradient data S at distance 2 As a slope value of the rear axle of the vehicle corresponding to the terrain.
Further, the method for controlling the gear box of the vehicle to adjust the gear according to the difference value of the slope values of the corresponding terrains of the front axle and the rear axle of the vehicle comprises the following steps:
s201: real-time judgment of difference S of slope values d Whether the absolute value of (2) is greater than the difference threshold value T of the set gradient value, and if so, entering S202; otherwise, keeping the original gear shifting control logic for control;
s202: judging the area of the current gear of the vehicle according to the current vehicle speed and the accelerator opening; and adjusting the gear according to the area where the current gear is located and by combining the size relation of the slope values of the corresponding terrains of the front shaft and the rear shaft of the vehicle.
Further, the calculation formula of the difference threshold T of the gradient value is as follows:
Figure BDA0003076257140000021
wherein, F max Representing the maximum output torque, i, of the engine g Indicating the gear ratio of the current gearbox, i 0 Representing the final drive speed ratio of the vehicle, m representing the current total mass of the vehicle, r representing the radius of the wheels on the drive axle, g representing the gravitational acceleration, and N representing the percent change in throttle.
Further, the gear adjustment in step S202 includes the following cases:
(1) When the slope value of the corresponding terrain of the front shaft of the vehicle is larger than that of the corresponding terrain of the rear shaft, if the area where the current gear is located is a critical upshifting area, the vehicle is forcibly controlled to keep the current gear within the following rated time, and the forced control is cancelled after the rated time is exceeded; if the area where the current gear is located is a downshift critical area, forcibly controlling the current gear to downshift;
(2) When the gradient value of the terrain corresponding to the front shaft of the vehicle is smaller than that of the terrain corresponding to the rear shaft, if the area where the current gear is located is a gear-up critical area, the current gear is forcibly controlled to be shifted up; and if the area where the current gear is located is a downshift critical area, forcibly controlling the vehicle to keep the current gear within a later rated time, and canceling the forcible control after the rated time is exceeded.
Further, the method for determining whether the region in which the current gear is located is an upshift critical region or a downshift critical region includes: acquiring a current gear n, acquiring a corresponding state point on a gear shifting curve of the gearbox according to the current vehicle speed and the accelerator opening, and if the state point is between an n-1 gear upshift curve and an n-gear downshift curve, judging that the area where the current gear is located is a downshift critical area; and if the state point is between the n +1 gear downshift curve and the n-gear upshift curve, judging that the region where the current gear is located is an upshift critical region.
A vehicle gear prediction control terminal device comprises a processor, a memory and a computer program stored in the memory and operable on the processor, wherein the processor implements the steps of the method described above in the embodiments of the present invention when executing the computer program.
A computer-readable storage medium, in which a computer program is stored, which, when being executed by a processor, carries out the steps of the method as described above for an embodiment of the invention.
According to the technical scheme, the gradient difference of the landforms of the front axle and the rear axle of the vehicle is selected as the auxiliary condition for gear shifting of the gearbox by combining the characteristic that part of the vehicle body of the vehicle is longer, namely, before the gradient difference of the front axle and the rear axle indicates that the landforms are about to have a remarkable influence on the power of the vehicle, different gear auxiliary triggering modes are adopted to help the vehicle to shift gears in advance, or the gears are kept to reduce the gear shifting frequency and achieve high power energy efficiency, and the energy consumption economy of the vehicle is effectively improved.
Drawings
Fig. 1 shows a shift diagram according to a first embodiment of the present invention.
Detailed Description
To further illustrate the various embodiments, the invention provides the accompanying drawings. The accompanying drawings, which are incorporated in and constitute a part of this disclosure, illustrate embodiments of the invention and, together with the description, serve to explain the principles of the embodiments. Those skilled in the art will appreciate still other possible embodiments and advantages of the present invention with reference to these figures.
The invention will now be further described with reference to the accompanying drawings and detailed description.
The first embodiment is as follows:
the embodiment of the invention provides a vehicle gear prediction control method by combining the characteristic that a part of vehicles (such as trucks) have longer bodies, which comprises the following steps: and controlling a gearbox of the vehicle to adjust gears according to the difference value of the slope values of the corresponding terrains of the front shaft and the rear shaft of the vehicle.
The gear adjustment in this embodiment includes three types of forcible holding, forcible upshift, and forcible downshift.
For a vehicle with more than two axles, the front axle refers to the first axle calculated from the head of the vehicle, and the rear axle refers to the last axle.
The slope values of the terrain corresponding to the front axle and the rear axle of the vehicle can be acquired in various ways, such as sensor acquisition, electronic map acquisition and the like.
The sensor acquisition mode is that the sensors arranged on the front shaft and the rear shaft are used for measurement, and the slope value of the terrain corresponding to the front shaft measured by the front shaft sensor is set to be S 1 The slope value of the terrain corresponding to the rear shaft measured by the rear shaft sensor is S 2 Obtaining S 1 And S 2 Is a difference S of d ＝S 1 -S 2 Namely the difference value of the slope values of the corresponding terrains of the front axle and the rear axle.
The electronic map acquisition mode is obtained by a positioning system installed on a vehicle and an electronic map with road gradient data, and the specific acquisition mode in the embodiment comprises the following steps:
s101: acquiring the distance L between the installation position of a positioning antenna installed on a vehicle and the front wheel of the vehicle 1 And a distance L from the rear wheels of the vehicle 2 ；
S102: in the running process of the vehicle, acquiring a positioning position P of the vehicle from a positioning system, searching and matching roads in an electronic map based on the positioning position P, and matching the current road of the vehicle;
s103: in the electronic map, searching is carried out along the advancing direction of the road where the vehicle is currently located, and the forward L of the positioning position P is respectively obtained by taking the positioning position P as the center 1 Road slope value S at distance 1 A gradient value as a terrain corresponding to a front axle of the vehicle, and a location position P rear L 2 Road gradient data S at distance 2 As a slope value of the rear axle of the vehicle corresponding to the terrain.
The positioning system in this embodiment preferably uses a high-precision positioning antenna, and in other embodiments, other positioning systems may also be used, which is not limited herein.
In step S103, the vehicle front direction is defined as the front, and the vehicle rear direction is defined as the rear.
In addition, the sensor acquisition mode is only suitable for the mode that the front axle and the rear axle are in non-rigid connection (such as hinging) such as a trailer in a truck. The electronic map acquisition mode is suitable for all vehicle types.
The specific process of gear adjustment in this embodiment includes the following steps:
s201: real-time judgment of difference S of slope values d Whether the absolute value of (2) is greater than the difference threshold value T of the set gradient value, and if so, entering S202; otherwise, the original gear shifting control logic is kept for control.
The difference threshold value T of the gradient values is related to the power parameters of vehicles of different models and the current total mass of the vehicle, and when the gradient changes, the power of the vehicle changes, namely | S | d |>T, at this time, the percentage change N of the throttle is needed to compensate, and there are:
mgsin(T)＝NF max i g i 0 /r
the left side of the equation represents vehicle power change due to grade, and the right side represents power change due to percent change of throttle, N.
The calculation formula of the difference threshold value T of the gradient values obtained according to the above formula is as follows:
Figure BDA0003076257140000061
wherein, F max Representing the maximum output torque, i, of the engine g Indicating the gear ratio of the current gearbox, i 0 The speed ratio of a main speed reducer of the vehicle is represented, m represents the current total mass of the vehicle, which can be obtained by a load sensor and other known manners, r represents the radius of a wheel on a driving shaft, g represents the gravity acceleration, and N represents the percentage change of the accelerator, in this embodiment, N is preferably set to be 5%, in other embodiments, N can be set according to practical applications, and is not limited herein.
S202: judging the area of the current gear of the vehicle according to the current vehicle speed and the accelerator opening; and adjusting the gear according to the area where the current gear is located and the size relation of the slope values of the corresponding terrains of the front shaft and the rear shaft of the vehicle.
The gear adjustment in this embodiment specifically includes the following conditions:
(1) When the gradient value of the terrain corresponding to the front axle of the vehicle is larger than that of the terrain corresponding to the rear axle:
if the gear is in the region of the gear-up critical region, the forced keeping is triggered, namely the vehicle is forced to keep the current gear within the following rated time, and the forced control is cancelled after the rated time is exceeded. Since the vehicle is about to enter the uphill terrain with the gradient being steeper and steeper, if the vehicle is currently shifted up, the vehicle is likely to be shifted down immediately due to the power demand of the uphill terrain in the future, and therefore the gear is triggered to be forcibly kept, gear switching is reduced, and energy consumption waste caused by frequent gear switching is avoided. And if the gear maintaining time exceeds the rated time, the forced control is cancelled, namely the original gear shifting control logic is switched back.
And if the gear is in the region of the downshift critical zone, triggering forced downshift, namely forcibly controlling the gear to downshift. The vehicle is favorable for keeping the power of the vehicle on the uphill slope by descending the gear in advance due to the fact that the vehicle is about to enter the uphill terrain with the steeper and steeper slope, and energy waste caused by the fact that the vehicle is decelerated passively due to insufficient power due to the slope about to be increased and then is accelerated by descending the gear is avoided.
And if the gear is not in the region of the gear upshift critical zone and the gear downshift critical zone, the original gear shifting control logic is maintained.
(2) When the gradient value of the terrain corresponding to the front axle of the vehicle is smaller than the gradient value of the terrain corresponding to the rear axle:
and if the area of the gear is the critical area of the gear-up, triggering forced gear-up, namely forcibly controlling the gear to perform gear-up. The engine speed can be reduced due to the fact that the vehicle is about to enter the downhill terrain with the steep gradient and is shifted up in advance, energy consumption economy is facilitated, power caused by shifting up is insufficient, the vehicle can be quickly compensated by the increased downhill terrain, and therefore driving experience cannot be influenced.
If the gear is in the region of the downshift critical zone, the vehicle is forcibly controlled to maintain the current gear within the following rated time, and the forced control is cancelled after the rated time is exceeded. Due to the fact that the user is about to enter the downhill terrain with the gradient being steeper and steeper, if the user is down-shifted currently, the user can immediately raise the gear due to the reason of the downhill, the gear is triggered to be forcibly kept at the moment, gear switching is reduced, and energy consumption waste caused by frequent gear switching is avoided. And if the gear maintaining time exceeds the rated time, the forced control is cancelled, namely the original gear shifting control logic is switched back.
And if the gear is located in a region which is not in the upshift critical region and the downshift critical region, maintaining the original gear shifting control logic.
The nominal time can be set by the person skilled in the art, but generally does not exceed 5 seconds.
The method for judging whether the region in which the gear is located is the upshift critical region or the downshift critical region in this embodiment is as follows: obtaining a current gear n, obtaining a corresponding state point on a gear shifting curve (shown in figure 1) of the gearbox according to the current vehicle speed and an accelerator opening (a throttle opening), and if the state point is between an n-1 gear upshift curve and an n-gear downshift curve, judging that the area where the current gear is located is a downshift critical area; and if the state point is between the n +1 gear downshift curve and the n gear upshift curve, judging that the region where the current gear is located is an upshift critical region. In fig. 1, assuming that the current vehicle is in the fourth gear, the state a point is in the downshift critical section; point B is in the upshift critical section.
According to the embodiment of the invention, the intelligent level of the gear shifting of the vehicle is improved by judging the difference value of the terrain slope values of the front shaft and the rear shaft of the vehicle, so that the gear shifting is consistent with the terrain to be changed, and the economical efficiency of the gear shifting is improved.
Example two:
the invention also provides vehicle gear prediction control terminal equipment, which comprises a memory, a processor and a computer program stored in the memory and capable of running on the processor, wherein the processor executes the computer program to realize the steps of the method embodiment of the first embodiment of the invention.
Further, as an executable scheme, the vehicle gear prediction control terminal device may be a computing device such as an on-board computer and a cloud server. The vehicle gear prediction control terminal device can comprise, but is not limited to, a processor and a memory. It will be understood by those skilled in the art that the above-mentioned constituent structure of the vehicle gear prediction control terminal device is only an example of the vehicle gear prediction control terminal device, and does not constitute a limitation of the vehicle gear prediction control terminal device, and may include more or less components than the above, or combine some components, or different components, for example, the vehicle gear prediction control terminal device may further include an input-output device, a network access device, a bus, etc., which is not limited by the embodiment of the present invention.
Further, as an executable solution, the Processor may be a Central Processing Unit (CPU), other general purpose Processor, a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), a Field Programmable Gate Array (FPGA) or other Programmable logic device, a discrete Gate or transistor logic device, a discrete hardware component, and the like. The general-purpose processor may be a microprocessor or the processor may be any conventional processor, etc., and the processor is a control center of the vehicle gear prediction control terminal device, and various interfaces and lines are used for connecting various parts of the whole vehicle gear prediction control terminal device.
The memory may be used to store the computer program and/or the module, and the processor may implement various functions of the vehicle gear prediction control terminal device by operating or executing the computer program and/or the module stored in the memory and calling data stored in the memory. The memory can mainly comprise a program storage area and a data storage area, wherein the program storage area can store an operating system and an application program required by at least one function; the storage data area may store data created according to the use of the mobile phone, and the like. In addition, the memory may include high speed random access memory, and may also include non-volatile memory, such as a hard disk, a memory, a plug-in hard disk, a Smart Media Card (SMC), a Secure Digital (SD) Card, a Flash memory Card (Flash Card), at least one magnetic disk storage device, a Flash memory device, or other volatile solid state storage device.
The invention also provides a computer-readable storage medium, in which a computer program is stored, which, when being executed by a processor, carries out the steps of the above-mentioned method of an embodiment of the invention.
The vehicle gear prediction control terminal device integrated module/unit may be stored in a computer-readable storage medium if it is implemented in the form of a software functional unit and sold or used as a separate product. Based on such understanding, all or part of the flow of the method according to the embodiments of the present invention may also be implemented by a computer program, which may be stored in a computer-readable storage medium, and when the computer program is executed by a processor, the steps of the method embodiments may be implemented. Wherein the computer program comprises computer program code, which may be in the form of source code, object code, an executable file or some intermediate form, etc. The computer-readable medium may include: any entity or device capable of carrying the computer program code, recording medium, usb disk, removable hard disk, magnetic disk, optical disk, computer Memory, read-Only Memory (ROM), random Access Memory (RAM), software distribution medium, and the like.
While the invention has been particularly shown and described with reference to a preferred embodiment, it will be understood by those skilled in the art that various changes in form and detail may be made therein without departing from the spirit and scope of the invention as defined by the appended claims.

Claims (10)

1. A vehicle gear prediction control method characterized by comprising: and controlling a gearbox of the vehicle to adjust the gear according to the difference value of the slope values of the corresponding terrains of the front shaft and the rear shaft of the vehicle.
2. The vehicle gear prediction control method according to claim 1, characterized in that: when the front axle and the rear axle of the vehicle are in a non-rigid connection mode, the slope values of the corresponding terrains of the front axle and the rear axle are measured through sensors arranged on the front axle and the rear axle.
3. The vehicle gear prediction control method according to claim 1, characterized in that: the corresponding terrain slopes of the front axle and the rear axle of the vehicle are obtained through a positioning system arranged on the vehicle and an electronic map with road slope data.
4. The vehicle gear prediction control method according to claim 3, characterized in that: the method for acquiring the grade values of the corresponding terrains of the front axle and the rear axle of the vehicle comprises the following steps:
s101: collecting installation position of positioning antenna installed on vehicleAt a distance L from the front wheels of the vehicle 1 And a distance L from the rear wheels of the vehicle 2 ；
S102: in the running process of the vehicle, acquiring a positioning position P of the vehicle from a positioning system, searching and matching roads in an electronic map based on the positioning position P, and matching the current road of the vehicle;
s103: in the electronic map, searching is carried out along the advancing direction of the road where the vehicle is located, and the forward L of the positioning position P is respectively obtained by taking the positioning position P as the center 1 Road slope value S at distance 1 A grade value as a terrain corresponding to the front axle of the vehicle, and a location position P rear L 2 Road gradient data S at distance 2 As a grade value of the terrain corresponding to the rear axle of the vehicle.
5. The vehicle gear prediction control method according to claim 1, characterized in that: the method for controlling the gear of the gearbox of the vehicle to adjust the gear according to the difference value of the slope values of the corresponding terrains of the front axle and the rear axle of the vehicle comprises the following steps:
s201: real-time judgment of difference S of slope values d If the absolute value of (a) is greater than the difference threshold value T of the set gradient value, if so, entering S202; otherwise, keeping the original gear shifting control logic for control;
s202: judging the area of the current gear of the vehicle according to the current vehicle speed and the accelerator opening; and adjusting the gear according to the area where the current gear is located and the size relation of the slope values of the corresponding terrains of the front shaft and the rear shaft of the vehicle.
6. The vehicle gear prediction control method according to claim 5, characterized in that: the calculation formula of the difference value threshold value T of the gradient value is as follows:
Figure FDA0003076257130000021
wherein, F max Representing the maximum output torque, i, of the engine g Indicating current gear changeGear ratio of the case, i 0 Representing the final drive speed ratio of the vehicle, m representing the current total mass of the vehicle, r representing the radius of the wheels on the drive axle, g representing the gravitational acceleration, and N representing the percent change in throttle.
7. The vehicle gear prediction control method according to claim 5, characterized in that: the gear adjustment in step S202 includes the following cases:
(1) When the gradient value of the terrain corresponding to the front shaft of the vehicle is larger than that of the terrain corresponding to the rear shaft, if the area where the current gear is located is the gear-up critical area, the vehicle is forcibly controlled to keep the current gear within the following rated time, and the forced control is cancelled after the rated time is exceeded; if the area where the current gear is located is a downshift critical area, forcibly controlling the current gear to downshift;
(2) When the gradient value of the terrain corresponding to the front shaft of the vehicle is smaller than that of the terrain corresponding to the rear shaft, if the area where the current gear is located is a gear-up critical area, the current gear is forcibly controlled to be shifted up; and if the area where the current gear is located is a downshift critical area, forcibly controlling the vehicle to keep the current gear within a later rated time, and canceling the forcible control after the rated time is exceeded.
8. The vehicle gear prediction control method according to claim 7, characterized in that: the method for judging whether the area where the current gear is located is an upshift critical area or a downshift critical area comprises the following steps: obtaining a current gear n, obtaining a corresponding state point on a gear shifting curve of the gearbox according to the current vehicle speed and the accelerator opening, and judging that the area where the current gear is located is a gear-down critical area if the state point is between an n-1 gear upshift curve and an n-gear downshift curve; and if the state point is between the n +1 gear downshift curve and the n gear upshift curve, judging that the region where the current gear is located is an upshift critical region.
9. A vehicle gear prediction control terminal device characterized in that: comprising a processor, a memory and a computer program stored in said memory and running on said processor, said processor implementing the steps of the method according to any one of claims 1 to 8 when executing said computer program.
10. A computer-readable storage medium storing a computer program, characterized in that: the computer program realizing the steps of the method according to any one of claims 1 to 8 when executed by a processor.
CN202110553585.XA 2021-05-20 2021-05-20 Vehicle gear prediction control method, terminal device and storage medium Pending CN115370737A (en)

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