CN112977397A - Vehicle, and control system and control method thereof - Google Patents
Vehicle, and control system and control method thereof Download PDFInfo
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- CN112977397A CN112977397A CN202110488788.5A CN202110488788A CN112977397A CN 112977397 A CN112977397 A CN 112977397A CN 202110488788 A CN202110488788 A CN 202110488788A CN 112977397 A CN112977397 A CN 112977397A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
- B60W10/101—Infinitely variable gearings
- B60W10/107—Infinitely variable gearings with endless flexible members
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Abstract
The invention discloses a vehicle, a control system and a control method thereof. The vehicle includes an engine and a transmission, the transmission including an input portion, a transmission belt, and an output portion, the engine being connected to the input portion, the input portion being connected to the output portion through the transmission belt, the control method including: when the conditions a, B, and C are satisfied, the rotation speed of the engine is increased and made equal to or higher than a first preset value so as to reduce or eliminate relative movement between the transmission belt and the output portion, the conditions a: the vehicle is in a downhill state; condition B: the opening degree of an accelerator of the vehicle is smaller than or equal to a second preset value, so that the vehicle is in an idling working condition; condition C: the transmission gear of the vehicle is one of a forward gear and a reverse gear. By utilizing the control method of the vehicle, abnormal sound generated by the vehicle can be reduced or eliminated, driving feeling is improved, the vehicle is prevented from stalling when going downhill, and driving safety of the vehicle is improved.
Description
Technical Field
The invention relates to the field of vehicle engineering, in particular to a control method of a vehicle, the vehicle and a control system thereof.
Background
The stepless speed changer is widely used on all-terrain vehicles, motorcycles and other vehicle types. When a vehicle with a continuously variable transmission runs down a slope with gears, the vehicle generates obvious abnormal sound, frequent braking is needed, and potential safety hazards exist.
Disclosure of Invention
The present invention is directed to solving, at least to some extent, one of the technical problems in the related art. To this end, the embodiment of the invention provides a control method of a vehicle, and also provides the vehicle and a control system thereof.
The vehicle includes an engine and a transmission including an input portion, a transmission belt, and an output portion, the engine being connected to the input portion, the input portion being connected to the output portion through the transmission belt, the control method including: increasing the rotational speed of the engine and making the rotational speed of the engine equal to or greater than a first preset value when conditions A, B, and C are satisfied, so as to reduce or eliminate relative movement between the transmission belt and at least one of the output portion and the input portion,
the condition A is as follows: the vehicle is in a downhill state;
the condition B is as follows: the accelerator opening degree of the vehicle is smaller than or equal to a second preset value, so that the vehicle is in an idling working condition;
the condition C is as follows: the transmission gear of the vehicle is one of a forward gear and a reverse gear.
By utilizing the control method of the vehicle, abnormal sound generated by the vehicle can be reduced or eliminated, driving feeling is improved, the vehicle is prevented from stalling when going downhill, and driving safety of the vehicle is improved.
Optionally, the control method of the vehicle further includes: and when the condition A, the condition B and the condition C are met, enabling the rotating speed of the engine to be smaller than or equal to a third preset value, wherein the third preset value is larger than the first preset value.
Alternatively, when the condition a, the condition B, and the condition C are satisfied, the rotation speed of the engine is increased and made 1800 rpm or more, or when the condition a, the condition B, and the condition C are satisfied, the rotation speed of the engine is increased and made 2000 rpm or more.
Alternatively, the engine speed is made 2500 rpm or less when the condition a, the condition B, and the condition C are satisfied, or 2200 rpm or less when the condition a, the condition B, and the condition C are satisfied.
Optionally, the rotation speed of the engine is greater than or equal to the first preset value and lasts for a preset time.
Optionally, the preset time is greater than or equal to 1 second and less than or equal to 5 seconds, or the preset time is greater than or equal to 2 seconds and less than or equal to 3 seconds.
Optionally, an inclination angle of the vehicle is measured, and when the inclination angle of the vehicle is greater than or equal to 10 degrees, it is determined that the vehicle is in the downhill state.
Optionally, the acceleration of the vehicle is measured when the vehicle is in an idle working condition, and when the acceleration of the vehicle is greater than or equal to a fourth preset value, it is determined that the vehicle is in the downhill state.
Optionally, when the acceleration of the vehicle is greater than or equal to 1m/s2If so, judging that the vehicle is in the downhill state; or, when the acceleration of the vehicle is 2m/s or more2And if so, judging that the vehicle is in the downhill state.
Optionally, the control method of the vehicle further includes measuring a speed of the vehicle when the vehicle is in an idle condition, and determining that the vehicle is in the downhill state when the acceleration of the vehicle is greater than or equal to a fourth preset value and the speed of the vehicle is greater than or equal to a fifth preset value.
Optionally, when the acceleration of the vehicle is greater than or equal to the fourth preset value and the speed of the vehicle is greater than or equal to 5km/h, it is determined that the vehicle is in the downhill state, or when the acceleration of the vehicle is greater than or equal to the fourth preset value and the speed of the vehicle is greater than or equal to 7km/h, it is determined that the vehicle is in the downhill state.
Optionally, the control method of the vehicle further includes: and when the rotating speed of the engine is greater than or equal to a first preset value and a braking signal is detected, reducing the rotating speed of the engine.
Optionally, when the rotating speed of the engine is greater than or equal to a first preset value and a braking signal is detected, the rotating speed of the engine is reduced to 1400-1500 rpm.
Optionally, the second preset value is 1%.
Optionally, the vehicle is an all-terrain vehicle or a motorcycle.
A vehicle according to an embodiment of the present invention includes: an engine; a transmission including an input, a drive belt, and an output, the engine being connected to the input, the input being connected to the output through the drive belt; and a control system, the control system comprising: the state judgment module is used for judging whether the vehicle is in a downhill state or not; the working condition judging module is used for judging whether the vehicle is in an idling working condition or not according to the opening degree of an accelerator of the vehicle; the gear judging module is used for judging whether the gear of the transmission is one of a forward gear and a reverse gear; and the control module is connected with each of the state judgment module, the working condition judgment module, the gear judgment module and the engine so as to control the rotating speed of the engine according to the judgment results of the state judgment module, the working condition judgment module and the gear judgment module, wherein when the vehicle is in a downhill state, the vehicle is in an idle working condition and the gear of the transmission of the vehicle is one of a forward gear and a reverse gear, the rotating speed of the engine is increased and is greater than or equal to a first preset value so as to reduce or eliminate the relative motion between the transmission belt and at least one of the output part and the input part.
The vehicle provided by the embodiment of the invention has the advantages of small abnormal sound, good driving feeling, no stalling when going downhill and high safety.
Optionally, the transmission is a continuously variable transmission, the input part is a driving disc, and the output part is a driven disc.
A control system of a vehicle according to an embodiment of the present invention includes: the state judgment module is used for judging whether the vehicle is in a downhill state or not; the working condition judging module is used for judging whether the vehicle is in an idling working condition or not according to the opening degree of an accelerator of the vehicle; the gear judging module is used for judging whether the gear of the transmission is one of a forward gear and a reverse gear; and the control module is connected with each of the state judgment module, the working condition judgment module, the gear judgment module and the engine of the vehicle so as to control the rotating speed of the engine according to the judgment results of the state judgment module, the working condition judgment module and the gear judgment module, wherein when the vehicle is in a downhill state, the vehicle is in an idling working condition and the gear of the transmission of the vehicle is one of a forward gear and a reverse gear, the rotating speed of the engine is increased and is enabled to be more than or equal to a first preset value so as to reduce or eliminate the relative motion between a transmission belt and at least one of an output part and an input part.
By utilizing the control system of the vehicle, abnormal sound generated by the vehicle can be reduced or eliminated, driving feeling is improved, the vehicle is prevented from stalling when going downhill, and driving safety of the vehicle is improved.
Drawings
Fig. 1 is a partial structural schematic view of a vehicle according to an embodiment of the present invention.
Fig. 2 is a flowchart of a control method of a vehicle according to an embodiment of the invention.
Detailed Description
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings. The embodiments described below with reference to the drawings are illustrative and intended to be illustrative of the invention and are not to be construed as limiting the invention.
As shown in fig. 1 and 2, a vehicle 1 according to an embodiment of the invention includes an engine 10 and a transmission including an input portion 20, a transmission belt 30, and an output portion 40. The engine 10 is connected to an input 20, and the input 20 is connected to an output 40 via a belt 30. Specifically, the transmission of the vehicle 1 according to the embodiment of the present invention may be a continuously variable transmission in which the input portion 20 is a driving disk of the continuously variable transmission and the output portion 40 is a driven disk of the continuously variable transmission.
The control method of the vehicle 1 according to the embodiment of the invention includes: when the conditions a, B, and C are satisfied, the rotation speed of the engine 10 is increased and the rotation speed of the engine 10 is made equal to or greater than the first preset value so as to reduce or eliminate the relative movement between the transmission belt 30 and at least one of the output portion 40 and the input portion 20.
The condition A is as follows: the vehicle 1 is in a downhill state.
The condition B is as follows: the accelerator opening degree of the vehicle 1 is smaller than or equal to a second preset value, so that the vehicle 1 is in an idling working condition.
The condition C is as follows: the transmission gear of the vehicle 1 is one of a forward gear and a reverse gear.
Wherein, the condition A, the condition B and the condition C are judged to have no sequence. In other words, any one of the condition a, the condition B, and the condition C may be determined first. The condition a, the condition B, and the condition C may be determined in a predetermined order. For example, the condition a may be determined first, the condition C may be determined, and the condition B may be determined last.
When the condition a and the condition C are satisfied, the vehicle 1 is in a downslope with gear state. When the vehicle 1 is in a downslope with gear and is in a non-idle working condition, that is, the engine 10 of the vehicle 1 outputs power to the outside, the speed of the vehicle 1 is too high, and even the vehicle stalls, which increases the driving risk.
When the condition a, the condition B, and the condition C are satisfied, the vehicle 1 is in a downslope with gear and in an idle condition. At this time, the rotation speed of engine 10 is low and no external output power is output, the rotation speed of output unit 40 is proportional to the speed of vehicle 1, and the rotation speed of input unit 20 is proportional to (e.g., equal to) the rotation speed of engine 10.
In the downhill state, the vehicle 1 is accelerated and the rotation speed of the output unit 40 is increased. Since the vehicle 1 is in the idle condition, the rotation speed of the engine 10 is low and substantially constant, and thus the rotation speed of the input portion 20 is low and substantially constant. This results in an increasing difference in the rotational speed of the output 40 and the input 20, which results in a slip of the drive belt 30, for example in a relative movement between the drive belt 30 and the output 40 and between the drive belt 30 and the input 20. This not only causes the vehicle 1 to generate a noticeable abnormal sound and a poor driving feeling, but also causes the vehicle 1 to stall and increases the driving risk. In order to avoid stalling of the vehicle 1, frequent braking is required.
The control method of the vehicle 1 according to the embodiment of the invention increases the rotation speed of the engine 10 so as to make the rotation speed of the engine 10 equal to or greater than the first preset value when the vehicle 1 is in the downslope with gear and in the idle condition. The speed of rotation of the input 20 may thereby be increased, and the difference in speed of rotation between the output 40 and the input 20 may thereby be reduced or eliminated, and the relative movement between the drive belt 30 and the output 40, and/or the relative movement between the drive belt 30 and the input 20 may be reduced or eliminated, so as to reduce or eliminate the generation of abnormal noise by the vehicle 1, and improve the driving experience.
Also, the control method of the vehicle 1 according to the embodiment of the invention can effectively promote the coupling between the output portion 40 and the transmission belt 30 and/or the coupling between the input portion 20 and the transmission belt 30 by reducing or eliminating the difference in the rotational speed of the output portion 40 and the input portion 20. Therefore, when the vehicle 1 is in a downslope with gear and in an idle working condition, especially when the vehicle 1 is in the downslope with gear for a long time, the vehicle 1 can be used for dragging the engine 10 to run at a high speed to increase the braking effect, frequent braking is not needed, and therefore the speed of the vehicle 1 is reduced, the vehicle 1 is prevented from stalling when downslope, and the driving safety of the vehicle 1 is improved.
Therefore, by using the control method of the vehicle 1 according to the embodiment of the present invention, it is possible to reduce or eliminate abnormal noise generated by the vehicle 1, improve driving feeling, avoid the vehicle 1 from stalling when descending a slope, and improve driving safety of the vehicle 1.
As shown in fig. 1 and 2, a control method of a vehicle 1 according to an embodiment of the invention includes the steps of:
it is determined whether the vehicle 1 is in a downhill state.
And judging whether the accelerator opening of the vehicle 1 is less than or equal to the second preset value so as to judge whether the vehicle 1 is in an idling working condition.
It is determined whether the transmission gear of the vehicle 1 is one of the forward gear and the reverse gear. Specifically, the forward gears may include H gear and L gear.
The vehicle 1 may be an all-terrain vehicle or a two-wheeled motorcycle, among others. The engine 10, input 20, drive belt 30 and output 40 of the vehicle 1 may be known and connected in a known manner.
Specifically, when the determination result as to whether the vehicle 1 is in the downhill state is yes, the condition a is satisfied. It should be broadly understood that when the vehicle 1 is in the downhill state, the downhill state of the vehicle 1 includes not only forward driving of the vehicle 1 from a high position to a low position (i.e., the head of the vehicle 1 is lower than the tail of the vehicle 1), at which time the transmission gear of the vehicle 1 is a forward gear, but also backward driving of the vehicle 1 from a high position to a low position (i.e., the tail of the vehicle 1 is lower than the head of the vehicle 1), at which time the transmission gear of the vehicle 1 is a reverse gear.
In one embodiment of the present invention, the inclination angle of the vehicle 1 may be measured, and when the inclination angle of the vehicle 1 is 10 degrees or more, it is determined that the vehicle 1 is in the downhill state. Wherein, the inclination angle of the vehicle 1 refers to an included angle between the vehicle 1 and a horizontal plane. This inclination angle of the vehicle 1 may be measured by an inclination sensor, for example.
In another embodiment of the present invention, the acceleration of the vehicle 1 is measured when the vehicle 1 is in the idle condition, and when the acceleration of the vehicle 1 is greater than or equal to a fourth preset value, it is determined that the vehicle 1 is in the downhill state. Therefore, it is not necessary to additionally provide a measuring device, and it is only necessary to use the existing detecting devices of the vehicle 1 (the vehicles are all provided with acceleration detectors) to determine whether the vehicle 1 is in the downhill state, so that the manufacturing cost of the vehicle 1 does not need to be increased.
Optionally, the fourth preset value is 1m/s2. That is, the acceleration of the vehicle 1 is measured while the vehicle 1 is in the idle condition, and when the acceleration of the vehicle 1 is 1m/s or more2Then, it is determined that the vehicle 1 is in the downhill state.
Optionally, the fourth preset value is 2m/s2. That is, when the vehicle 1 is in the idling conditionThe acceleration of the vehicle 1 is measured, and when the acceleration of the vehicle 1 is 2m/s or more2Then, it is determined that the vehicle 1 is in the downhill state. Therefore, not only can the erroneous judgment caused by the error of the acceleration detection device be eliminated, but also whether the vehicle 1 is in the downhill state can be judged when the speed of the vehicle 1 is low, so that the coupling between the output part 40 and the transmission belt 30 can be promoted in time, and/or the coupling between the input part 20 and the transmission belt 30 can be promoted in time, so that the engine 10 is dragged by the vehicle 1 to run at a high speed to increase the braking effect, and the vehicle 1 is prevented from stalling when going downhill.
In still another embodiment of the present invention, the acceleration and the speed of the vehicle 1 are measured when the vehicle 1 is in the idle condition, and when the acceleration of the vehicle 1 is greater than or equal to the fourth preset value and the speed of the vehicle 1 is greater than or equal to the fifth preset value, it is determined that the vehicle 1 is in the downhill state. In other words, it is determined whether the vehicle 1 is in the downhill state using two parameters of the acceleration and the speed of the vehicle 1.
When the slope is short, the time that the vehicle 1 is in the downhill state is also short, and therefore the speed of the vehicle 1 is not greatly affected, i.e., the vehicle 1 is not caused to stall. By using the speed of the vehicle 1 as a parameter for determining whether the vehicle 1 is in this downhill situation, the influence of a short slope on the control of the vehicle 1 can be eliminated, so that the control of the vehicle 1 is simplified. Further, by measuring the acceleration of the vehicle 1 when the speed of the vehicle 1 is equal to or higher than the fifth preset value, the measurement accuracy of the acceleration of the vehicle 1 can be improved, so that it is more accurately determined whether the vehicle 1 is in the downhill state.
Optionally, the fifth preset value is 5 km/h. In other words, when the vehicle 1 is in the idle condition, when the acceleration of the vehicle 1 is greater than or equal to the fourth preset value and the speed of the vehicle 1 is greater than or equal to 5km/h, it is determined that the vehicle 1 is in the downhill state. This not only eliminates the influence of the shorter slope on the control of the vehicle 1, but also improves the accuracy of measuring the acceleration of the vehicle 1.
Optionally, the fifth preset value is 7 km/h. In other words, when the vehicle 1 is in the idle condition, when the acceleration of the vehicle 1 is greater than or equal to the fourth preset value and the speed of the vehicle 1 is greater than or equal to 7km/h, it is determined that the vehicle 1 is in the downhill state. This not only eliminates the influence of the shorter slope on the control of the vehicle 1, but also improves the accuracy of measuring the acceleration of the vehicle 1.
In other words, whether the vehicle 1 is in the downhill state can be determined in three ways:
first, by measuring the inclination angle of the vehicle 1, which may be provided by TBOX, it is directly determined whether the vehicle 1 is in the downhill state.
Wherein, TBOX is a vehicle-mounted intelligent interconnected terminal (Telematics BOX). The vehicle networking system of the vehicle comprises four parts, namely a host, a T-BOX, a mobile phone APP and a background system. The T-BOX is mainly used for communicating with a background system/a mobile phone APP, and vehicle information display and control of the mobile phone APP are achieved.
And in the second mode, the acceleration of the vehicle 1 is measured under the idle working condition, and whether the vehicle 1 is in the downhill state is indirectly judged.
And the third mode is that the acceleration and the speed of the vehicle 1 are measured under the idle working condition, and whether the vehicle 1 is in the downhill state is indirectly judged.
And when the judgment result of whether the accelerator opening of the vehicle 1 is less than or equal to the second preset value is yes, the condition B is met, namely the vehicle 1 is in an idling working condition.
Optionally, the second preset value is 1%. That is, when the ratio of the accelerator opening degree of the vehicle 1 to the maximum accelerator opening degree of the vehicle 1 is 1% or less, the vehicle 1 is in the idle state, and the condition B is satisfied.
Optionally, the second preset value is 0.8%. That is, when the ratio of the accelerator opening degree of the vehicle 1 to the maximum accelerator opening degree of the vehicle 1 is 0.8% or less, the vehicle 1 is in the idle condition, and the condition B is satisfied.
When the above three determinations are all yes, the rotation speed of the engine 10 is increased and the rotation speed of the engine 10 is made equal to or greater than the first preset value so as to reduce or eliminate the relative movement between the transmission belt 30 and the output portion 40 and/or reduce or eliminate the relative movement between the transmission belt 30 and the input portion 20. Wherein, the three judgments are not in sequence. For example, it may be determined whether the accelerator opening degree of the vehicle 1 is equal to or less than the second preset value, then it may be determined whether the vehicle 1 is in a downhill state, and finally it may be determined whether the transmission gear of the vehicle 1 is one of a forward gear and a reverse gear.
Alternatively, the first preset value is 1800 rpm, that is, when the results of the above three determinations are all yes (when the condition a, the condition B, and the condition C are satisfied), the rotation speed of the engine 10 is increased and the rotation speed of the engine 10 is made 1800 rpm or more. Therefore, the relative movement between the transmission belt 30 and the output part 40 can be effectively reduced or eliminated, and/or the relative movement between the transmission belt 30 and the input part 20 can be effectively reduced or eliminated, so that the combination degree of the transmission belt 30 and the output part 40 can be effectively improved, and/or the combination degree of the transmission belt 30 and the input part 20 can be effectively improved, so that abnormal noise generated by the vehicle 1 can be effectively reduced or eliminated, the driving feeling can be further improved, the vehicle 1 can be further prevented from stalling in a downhill, and the driving safety of the vehicle 1 can be effectively improved. The rotation speed of the engine 10 can be increased by increasing the opening degree of the throttle valve of the vehicle 1.
Alternatively, the first preset value is 2000 rpm, that is, when the results of the above three determinations are all yes (when the condition a, the condition B, and the condition C are satisfied), the rotation speed of the engine 10 is increased and the rotation speed of the engine 10 is made equal to or greater than 2000 rpm. Therefore, the relative movement between the transmission belt 30 and the output part 40 can be effectively eliminated, the relative movement between the transmission belt 30 and the input part 20 can be effectively eliminated, the transmission belt 30 is completely combined with the input part 20 and the output part 40, the synchronous movement of the transmission belt 30, the input part 20 and the output part 40 is realized, abnormal noise generated by the vehicle 1 is effectively eliminated, the driving feeling is further improved, the vehicle 1 is further prevented from stalling in a downhill, and the driving safety of the vehicle 1 is effectively improved.
Alternatively, the first preset value is 2070 rpm, that is, when the results of the above three determinations are all yes (when the condition a, the condition B, and the condition C are satisfied), the rotation speed of the engine 10 is increased and the rotation speed of the engine 10 is made to be 2070 rpm or more. Therefore, the relative movement between the transmission belt 30 and the output part 40 can be effectively eliminated, the relative movement between the transmission belt 30 and the input part 20 can be effectively eliminated, the transmission belt 30 is completely combined with the input part 20 and the output part 40, and the synchronous movement of the transmission belt 30, the input part 20 and the output part 40 can be better realized, so that abnormal noise generated by the vehicle 1 can be effectively eliminated, the driving feeling can be further improved, the vehicle 1 can be further prevented from stalling on a downhill, and the driving safety of the vehicle 1 can be further effectively improved.
In one specific example of the invention, the rotation speed of the engine 10 is made equal to or greater than the first preset value for a preset time period equal to or greater than 1 second and equal to or less than 5 seconds. That is, when the condition a, the condition B, and the condition C are satisfied, the rotation speed of the engine 10 is increased and the rotation speed of the engine 10 is greater than or equal to the first preset value, so that the engine 10 is in the high idle speed condition, and the time for maintaining the engine 10 in the high idle speed condition is 1 second to 5 seconds. It is thereby possible to effectively ensure that at least one of the output portion 40 and the input portion 20 is coupled to the transmission belt 30.
Alternatively, the rotation speed of the engine 10 is made equal to or greater than the first preset value for a preset time period equal to or greater than 2 seconds and equal to or less than 3 seconds. That is, after the condition a, the condition B, and the condition C are satisfied, the engine 10 is brought to the high idle condition and maintained for 2 seconds to 3 seconds. It is thereby possible to effectively ensure that at least one of the output portion 40 and the input portion 20 is coupled to the transmission belt 30.
The control method of the vehicle 1 according to the embodiment of the invention further includes making the rotation speed of the engine 10 equal to or less than the third preset value when the condition a, the condition B, and the condition C are satisfied. Wherein, the third preset value is larger than the first preset value.
When the condition a, the condition B, and the condition C are satisfied, by increasing the rotation speed of the engine 10, it is possible to increase the degree of coupling of the output portion 40 and the transmission belt 30, and/or increase the degree of coupling of the input portion 20 and the transmission belt 30, that is, increase the output power of the engine 10 to the outside. Wherein, the greater the rotation speed of the engine 10, the greater the external output power of the engine 10. If the output power of the engine 10 is too large, the speed of the vehicle 1 may be increased, which is not favorable for improving the driving safety of the vehicle 1 when going downhill.
That is, when the rotation speed of the engine 10 is equal to or less than the third preset value, the high idle speed of the engine 10 is insufficient to drive the vehicle 1 forward. However, when the rotation speed of the engine 10 is greater than the third preset value, the engine 10 may drive the vehicle 1 forward, resulting in a significant forward rush of the vehicle 1. By setting the rotation speed of the engine 10 to be equal to or less than the third preset value, it is possible to avoid an excessive external output power of the engine 10, so as to improve the driving safety of the vehicle 1 on a downhill.
Optionally, the third preset value is 2500 rpm. That is, when the condition a, the condition B, and the condition C are satisfied, the rotation speed of the engine 10 is increased such that the rotation speed of the engine 10 is equal to or higher than the first preset value and equal to or lower than 2500 rpm. This is more advantageous in improving the driving safety of the vehicle 1 on a downhill slope.
Optionally, the third preset value is 2200 rpm. That is, when the condition a, the condition B, and the condition C are satisfied, the rotation speed of the engine 10 is increased such that the rotation speed of the engine 10 is equal to or higher than the first preset value and equal to or lower than 2200 revolutions per minute. This is more advantageous in improving the driving safety of the vehicle 1 on a downhill slope.
Optionally, the third preset value is 2100 rpm. That is, when the condition a, the condition B, and the condition C are satisfied, the rotation speed of the engine 10 is increased such that the rotation speed of the engine 10 is equal to or higher than the first preset value and equal to or lower than 2100 rpm. This is more advantageous in improving the driving safety of the vehicle 1 on a downhill slope.
Optionally, the third preset value is 2080 rpm. That is, when the condition a, the condition B, and the condition C are satisfied, the rotation speed of the engine 10 is increased such that the rotation speed of the engine 10 is greater than or equal to the first preset value and is less than or equal to 2080 revolutions per minute. This is more advantageous in improving the driving safety of the vehicle 1 on a downhill slope.
The control method of the vehicle 1 according to the embodiment of the invention further includes: when the rotation speed of the engine 10 is greater than or equal to the first preset value and the braking signal is detected, the rotation speed of the engine 10 is reduced. The detection of the braking signal represents braking of the vehicle 1, so that the vehicle 1 can be no longer used to drag the engine 10 to operate at a high speed to increase the braking effect, so as to make the control method of the vehicle 1 more reasonable.
Alternatively, when the rotation speed of the engine 10 is greater than or equal to the first preset value and the braking signal is detected, the rotation speed of the engine 10 is reduced to 1400 rpm-1500 rpm. This makes it possible to make the control method of the vehicle 1 more reasonable.
The invention also provides a vehicle 1. The vehicle 1 according to the embodiment of the invention includes an engine 10, a transmission, and a control system. The transmission includes an input portion 20, a belt 30, and an output portion 40, with the engine 10 connected to the input portion 20 and the input portion 20 connected to the output portion 40 through the belt 30.
The control system comprises a state judgment module, a working condition judgment module, a gear judgment module and a control module. The state judgment module is used for judging whether the vehicle 1 is in a downhill state, the working condition judgment module is used for judging whether the vehicle 1 is in an idling working condition through the opening degree of an accelerator of the vehicle 1, and the gear judgment module is used for judging whether a gear of a transmission is one of a forward gear and a reverse gear. The control module is connected to each of the state determination module, the operating condition determination module, the gear determination module, and the engine 10, so as to control the rotation speed of the engine 10 according to the determination results of the state determination module, the operating condition determination module, and the gear determination module.
As described above, when the determination result of each of the state determination module, the operating condition determination module, and the gear determination module is yes, the rotation speed of the engine 10 is increased and the rotation speed of the engine 10 is greater than or equal to the first preset value. That is, when the vehicle 1 is in a downhill state, the vehicle 1 is in an idle condition, and the transmission gear position of the vehicle 1 is one of the forward gear and the reverse gear, the rotation speed of the engine 10 is increased and made greater than or equal to the first preset value so as to reduce or eliminate the relative movement between the transmission belt 30 and at least one of the output 40 and the input 20.
By using the control system of the vehicle 1 according to the embodiment of the invention, abnormal sound generated by the vehicle 1 can be reduced or eliminated, the driving feeling is improved, the vehicle 1 is prevented from stalling when going downhill, and the driving safety of the vehicle 1 is improved.
Therefore, the vehicle 1 according to the embodiment of the present invention has the advantages of small abnormal noise, good driving feeling, no stalling when going downhill, high safety, and the like.
In the description of the present invention, it is to be understood that the terms "central," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," "circumferential," and the like are used in the orientations and positional relationships indicated in the drawings for convenience in describing the invention and to simplify the description, and are not intended to indicate or imply that the referenced devices or elements must have a particular orientation, be constructed and operated in a particular orientation, and are therefore not to be considered limiting of the invention.
Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of the present invention, "a plurality" means at least two, e.g., two, three, etc., unless specifically limited otherwise.
In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," "secured," and the like are to be construed broadly and can, for example, be fixedly connected, detachably connected, or integrally formed; may be mechanically coupled, may be electrically coupled or may be in communication with each other; they may be directly connected or indirectly connected through intervening media, or they may be connected internally or in any other suitable relationship, unless expressly stated otherwise. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.
In the present invention, unless otherwise expressly stated or limited, the first feature "on" or "under" the second feature may be directly contacting the first and second features or indirectly contacting the first and second features through an intermediate. Also, a first feature "on," "over," and "above" a second feature may be directly or diagonally above the second feature, or may simply indicate that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature may be directly under or obliquely under the first feature, or may simply mean that the first feature is at a lesser elevation than the second feature.
In the present disclosure, the terms "one embodiment," "some embodiments," "an example," "a specific example," or "some examples" and the like mean that a specific feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present disclosure. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples and features of different embodiments or examples described in this specification can be combined and combined by one skilled in the art without contradiction.
Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention, and that variations, modifications, substitutions and alterations can be made to the above embodiments by those of ordinary skill in the art within the scope of the present invention.
Claims (18)
1. A control method of a vehicle including an engine and a transmission including an input portion, a transmission belt, and an output portion, the engine being connected to the input portion, the input portion being connected to the output portion through the transmission belt, the control method comprising: increasing the rotational speed of the engine and making the rotational speed of the engine equal to or greater than a first preset value when conditions A, B, and C are satisfied, so as to reduce or eliminate relative movement between the transmission belt and at least one of the output portion and the input portion,
the condition A is as follows: the vehicle is in a downhill state;
the condition B is as follows: the accelerator opening degree of the vehicle is smaller than or equal to a second preset value, so that the vehicle is in an idling working condition;
the condition C is as follows: the transmission gear of the vehicle is one of a forward gear and a reverse gear.
2. The control method of a vehicle according to claim 1, characterized by further comprising: and when the condition A, the condition B and the condition C are met, enabling the rotating speed of the engine to be smaller than or equal to a third preset value, wherein the third preset value is larger than the first preset value.
3. The control method of a vehicle according to claim 1 or 2,
when the condition A, the condition B and the condition C are satisfied, the rotating speed of the engine is increased and is enabled to be more than or equal to 1800 rpm,
alternatively, when the condition a, the condition B, and the condition C are satisfied, the rotation speed of the engine is increased to 2000 rpm or more.
4. The control method of a vehicle according to claim 2,
when the condition A, the condition B and the condition C are satisfied, the rotating speed of the engine is less than or equal to 2500 rpm,
alternatively, when the condition a, the condition B, and the condition C are satisfied, the engine speed is set to 2200 rpm or less.
5. The control method of a vehicle according to claim 1, characterized in that the rotation speed of the engine is made equal to or greater than the first preset value for a preset time.
6. The control method of a vehicle according to claim 5,
the preset time is more than or equal to 1 second and less than or equal to 5 seconds,
or, the preset time is greater than or equal to 2 seconds and less than or equal to 3 seconds.
7. The control method of a vehicle according to claim 1, characterized in that an inclination angle of the vehicle is measured, and when the inclination angle of the vehicle is 10 degrees or more, it is determined that the vehicle is in the downhill state.
8. The control method of a vehicle according to claim 1, characterized in that acceleration of the vehicle is measured while the vehicle is in an idle condition, and when the acceleration of the vehicle is equal to or greater than a fourth preset value, it is determined that the vehicle is in the downhill state.
9. The control method of a vehicle according to claim 8,
when the acceleration of the vehicle is 1m/s or more2If so, judging that the vehicle is in the downhill state;
or, when the acceleration of the vehicle is 2m/s or more2And if so, judging that the vehicle is in the downhill state.
10. The method of claim 8, further comprising measuring a speed of the vehicle when the vehicle is in an idle condition, and determining that the vehicle is in the downhill state when the acceleration of the vehicle is equal to or greater than the fourth preset value and the speed of the vehicle is equal to or greater than a fifth preset value.
11. The control method of a vehicle according to claim 10,
when the acceleration of the vehicle is greater than or equal to the fourth preset value and the speed of the vehicle is greater than or equal to 5km/h, judging that the vehicle is in the downhill state,
or when the acceleration of the vehicle is greater than or equal to the fourth preset value and the speed of the vehicle is greater than or equal to 7km/h, judging that the vehicle is in the downhill state.
12. The control method of a vehicle according to claim 1, characterized by further comprising: and when the rotating speed of the engine is greater than or equal to a first preset value and a braking signal is detected, reducing the rotating speed of the engine.
13. The control method of a vehicle according to claim 12, characterized in that when the rotation speed of the engine is equal to or greater than a first preset value and a brake signal is detected, the rotation speed of the engine is reduced to 1400-1500 rpm.
14. The control method of the vehicle according to claim 1, characterized in that the second preset value is 1%.
15. The method of controlling a vehicle according to claim 1, wherein the vehicle is an all-terrain vehicle or a motorcycle.
16. A vehicle, characterized by comprising:
an engine;
a transmission including an input, a drive belt, and an output, the engine being connected to the input, the input being connected to the output through the drive belt; and
a control system, the control system comprising:
the state judgment module is used for judging whether the vehicle is in a downhill state or not;
the working condition judging module is used for judging whether the vehicle is in an idling working condition or not according to the opening degree of an accelerator of the vehicle;
the gear judging module is used for judging whether the gear of the transmission is one of a forward gear and a reverse gear; and
and the control module is connected with each of the state judgment module, the working condition judgment module, the gear judgment module and the engine so as to control the rotating speed of the engine according to the judgment results of the state judgment module, the working condition judgment module and the gear judgment module, wherein when the vehicle is in a downhill state, the vehicle is in an idle working condition and the gear of the transmission of the vehicle is one of a forward gear and a reverse gear, the rotating speed of the engine is increased and is enabled to be more than or equal to a first preset value so as to reduce or eliminate the relative motion between the transmission belt and at least one of the output part and the input part.
17. The vehicle of claim 16, characterized in that the transmission is a continuously variable transmission, the input is a driving disk, and the output is a driven disk.
18. A control system of a vehicle, characterized by comprising:
the state judgment module is used for judging whether the vehicle is in a downhill state or not;
the working condition judging module is used for judging whether the vehicle is in an idling working condition or not according to the opening degree of an accelerator of the vehicle;
the gear judging module is used for judging whether the gear of the transmission is one of a forward gear and a reverse gear; and
and the control module is connected with each of the state judgment module, the working condition judgment module, the gear judgment module and the engine of the vehicle so as to control the rotating speed of the engine according to the judgment results of the state judgment module, the working condition judgment module and the gear judgment module, wherein when the vehicle is in a downhill state, the vehicle is in an idle working condition and the gear of the transmission of the vehicle is one of a forward gear and a reverse gear, the rotating speed of the engine is increased and is enabled to be more than or equal to a first preset value so as to reduce or eliminate the relative motion between a transmission belt and at least one of an output part and an input part.
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