CN113942488A - 一种双速主减速器控制方法、终端设备及存储介质 - Google Patents
一种双速主减速器控制方法、终端设备及存储介质 Download PDFInfo
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Abstract
本发明涉及一种双速主减速器控制方法、终端设备及存储介质，该方法中包括：S1：根据前方电子地平线数据获取前方道路的坡度值，当坡度值的绝对值大于坡度阈值时，进入S2；S2：根据坡度值判断前方道路为上坡路段还是下坡路段，当为上坡路段时，控制车辆在驶入该上坡路段时，将变速器的所有档位对应于双速主减速器中较大的主减速比；当为下坡路段时，控制车辆在驶入该下坡路段时，将变速器的所有档位对应于双速主减速器中较小的主减速比。本发明将电子地平线对道路坡度的预测信息用于双速主减速器速比与变速器速比的动态匹配控制，根据地形情况，最大程度上发挥双速比主减速器对整车能耗经济性提升的作用。
Description
技术领域
本发明涉及车辆控制领域，尤其涉及一种双速主减速器控制方法、终端设备及存储介质。
背景技术
一般汽车主减速器为固定传动比，但有的车辆的传动系统为变速器匹配的是双速主减速器。双速主减速器可以在满足汽车动力性和经济性的情况下，减小变速器的尺寸，便于布置。但传统双速主减速器一般与变速器档位是静态固定匹配，如图1所示，其为某车型的6档变速器与双速主减速器的匹配关系，一个主减速比对应前四档，另一个主减速比对应后两档。双速比的优势在于在高档位可以用较小的速比提高车辆经济性，在低档位，可以用较大速比保证车辆爬坡或负重状态下的动力性。
但是车辆运行过程中，所处的工况和地形是不断变化的，这种固定对应的方式，不能保证适合于车辆每一个具体的运行环境。
发明内容
为了解决上述问题，本发明提出了一种双速主减速器控制方法、终端设备及存储介质。
具体方案如下：
一种双速主减速器控制方法，包括以下步骤：
S1：根据前方电子地平线数据获取前方道路的坡度值，当坡度值的绝对值大于坡度阈值时，进入S2；
S2：根据坡度值判断前方道路为上坡路段还是下坡路段，当为上坡路段时，控制车辆在驶入该上坡路段时，将变速器的所有档位对应于双速主减速器中较大的主减速比；当为下坡路段时，控制车辆在驶入该下坡路段时，将变速器的所有档位对应于双速主减速器中较小的主减速比。
进一步的，坡度阈值为下坡路段时当坡度产生的重力刚好补偿将变速器的所有档位对应于双速主减速器中较小的主减速比对应的档位所造成的驱动力的降低时的坡度值。
进一步的，将变速器的所有档位对应于双速主减速器中较小的主减速比对应的档位所造成的驱动力的降低为：
其中，ΔF表示驱动力的降低，T表示车辆发动机的输出扭矩，ik表示当前档位，im1表示两个主减速比中较大的主减速比对应的档位，im2表示两个主减速比中较小的主减速比对应的档位，r表示车辆的轮胎半径，η表示车辆的传动效率。
进一步的，坡度阈值的计算公式为：
其中，θ′表示坡度阈值，m表示车辆的质量，g表示重力加速度。
一种双速主减速器控制终端设备，包括处理器、存储器以及存储在所述存储器中并可在所述处理器上运行的计算机程序，所述处理器执行所述计算机程序时实现本发明实施例上述的方法的步骤。
一种计算机可读存储介质，所述计算机可读存储介质存储有计算机程序，其特征在于，所述计算机程序被处理器执行时实现本发明实施例上述的方法的步骤。
本发明采用如上技术方案，将电子地平线对道路坡度的预测信息用于双速主减速器速比与变速器速比的动态匹配控制，根据地形情况，最大程度上发挥双速比主减速器对整车能耗经济性提升的作用。
附图说明
图1所示为6档变速器与双速主减速器的匹配关系图。
图2所示为本发明实施例的流程图。
具体实施方式
为进一步说明各实施例，本发明提供有附图。这些附图为本发明揭露内容的一部分，其主要用以说明实施例，并可配合说明书的相关描述来解释实施例的运作原理。配合参考这些内容，本领域普通技术人员应能理解其他可能的实施方式以及本发明的优点。
现结合附图和具体实施方式对本发明进一步说明。
实施例一：
本发明实施例提供了一种双速主减速器控制方法，如图2所示，所述方法包括以下步骤：
S1：根据前方电子地平线数据获取前方道路的坡度值，当坡度值的绝对值大于坡度阈值时，进入S2。
S2：根据坡度值判断前方道路为上坡路段还是下坡路段，当为上坡路段时，控制车辆在驶入该上坡路段时，将变速器的所有档位对应于双速主减速器中较大的主减速比；当为下坡路段时，控制车辆在驶入该下坡路段时，将变速器的所有档位对应于双速主减速器中较小的主减速比。
在上坡路段时对应于较大的主减速比，增加了高变速器档位对应的速比，提高了车辆的动力性，可防止动力不足引起的变速器降档费油，能够保证车辆的经济性。
在下坡路段时对应于较小的主减速比，可以增加车辆的经济性，在进入下坡路段后，下坡坡度产生的重力可补偿用小传动比造成的动力损失，因此驾驶性能不受影响。
当坡度值的绝对值小于或等于坡度阈值时，则保持原有的变速器档位与两个主减速比中各自的速比对应关系，保持原车在普通工况下的传统参数匹配的经济性。
下面介绍坡度阈值的计算方法。
以两个主减速比中较大的主减速比行驶时，车辆的力学传动方程为：
以两个主减速比中较小的主减速比行驶时，车辆的力学传动方程为：
其中，F1、F2均表示车辆的驱动力，T表示车辆发动机的输出扭矩，ik表示当前档位，im1表示两个主减速比中较大的主减速比对应的档位，im2表示两个主减速比中较小的主减速比对应的档位，r表示车辆的轮胎半径，η表示车辆的传动效率，一般为定值。
当用两个主减速比中较小的主减速比对应的档位im2替换两个主减速比中较大的主减速比对应的档位im1时，由于im2<im1，因此会对车辆的驱动力造成影响，造成车辆的驱动力降低：
其中，ΔF表示驱动力降低量。
当进入下坡路段时，由于坡度产生的重力作用，可以弥补将变速器的所有档位对应于双速主减速器中较小的主减速比对应的档位im2时造成的驱动力的降低。假设坡度值为θ，当坡度产生的重力刚好足够补偿动力降低时，关系为：
其中，ΔF表示驱动力的降低，m表示车辆的质量，g表示重力加速度。
因此，当坡度产生的重力刚好足够补偿动力降低时的坡度值θ′为：
由于im2<im1，因此计算的θ′的符号为正，当进入上坡路段时，当坡度产生的重力刚好足够补偿动力降低时的坡度值的计算方法与上述进入下坡路段时的计算方法相同，结果与下坡路段的结果绝对值相同，符号相反。因此，设定坡度阈值为θ′。
本发明实施例一根据电子地平线技术可以依靠地图数据和卫星定位信号，为车辆提供前方道路准确信息，使得车辆具有预测前方相当长的距离内的道路状况的能力的特点，将电子地平线对道路坡度的预测信息用于双速主减速器速比与变速器速比的动态匹配控制，这样可根据地形情况，最大程度上发挥双速比主减速器对整车能耗经济性提升的作用。
实施例二：
本发明还提供一种双速主减速器控制终端设备，包括存储器、处理器以及存储在所述存储器中并可在所述处理器上运行的计算机程序，所述处理器执行所述计算机程序时实现本发明实施例一的上述方法实施例中的步骤。
进一步地，作为一个可执行方案，所述双速主减速器控制终端设备可以是车载电脑、云端服务器等计算设备。所述双速主减速器控制终端设备可包括，但不仅限于，处理器、存储器。本领域技术人员可以理解，上述双速主减速器控制终端设备的组成结构仅仅是双速主减速器控制终端设备的示例，并不构成对双速主减速器控制终端设备的限定，可以包括比上述更多或更少的部件，或者组合某些部件，或者不同的部件，例如所述双速主减速器控制终端设备还可以包括输入输出设备、网络接入设备、总线等，本发明实施例对此不做限定。
进一步地，作为一个可执行方案，所称处理器可以是中央处理单元(CentralProcessing Unit，CPU)，还可以是其他通用处理器、数字信号处理器(Digital SignalProcessor，DSP)、专用集成电路(Application Specific Integrated Circuit，ASIC)、现场可编程门阵列(Field-Programmable Gate Array，FPGA)或者其他可编程逻辑器件、分立门或者晶体管逻辑器件、分立硬件组件等。通用处理器可以是微处理器或者该处理器也可以是任何常规的处理器等，所述处理器是所述双速主减速器控制终端设备的控制中心，利用各种接口和线路连接整个双速主减速器控制终端设备的各个部分。
所述存储器可用于存储所述计算机程序和/或模块，所述处理器通过运行或执行存储在所述存储器内的计算机程序和/或模块，以及调用存储在存储器内的数据，实现所述双速主减速器控制终端设备的各种功能。所述存储器可主要包括存储程序区和存储数据区，其中，存储程序区可存储操作系统、至少一个功能所需的应用程序；存储数据区可存储根据手机的使用所创建的数据等。此外，存储器可以包括高速随机存取存储器，还可以包括非易失性存储器，例如硬盘、内存、插接式硬盘，智能存储卡(Smart Media Card,SMC)，安全数字(Secure Digital,SD)卡，闪存卡(Flash Card)、至少一个磁盘存储器件、闪存器件、或其他易失性固态存储器件。
本发明还提供一种计算机可读存储介质，所述计算机可读存储介质存储有计算机程序，所述计算机程序被处理器执行时实现本发明实施例上述方法的步骤。
所述双速主减速器控制终端设备集成的模块/单元如果以软件功能单元的形式实现并作为独立的产品销售或使用时，可以存储在一个计算机可读取存储介质中。基于这样的理解，本发明实现上述实施例方法中的全部或部分流程，也可以通过计算机程序来指令相关的硬件来完成，所述的计算机程序可存储于一计算机可读存储介质中，该计算机程序在被处理器执行时，可实现上述各个方法实施例的步骤。其中，所述计算机程序包括计算机程序代码，所述计算机程序代码可以为源代码形式、对象代码形式、可执行文件或某些中间形式等。所述计算机可读介质可以包括：能够携带所述计算机程序代码的任何实体或装置、记录介质、U盘、移动硬盘、磁碟、光盘、计算机存储器、只读存储器(ROM，Read-OnlyMemory)、随机存取存储器(RAM，Random Access Memory)以及软件分发介质等。
尽管结合优选实施方案具体展示和介绍了本发明，但所属领域的技术人员应该明白，在不脱离所附权利要求书所限定的本发明的精神和范围内，在形式上和细节上可以对本发明做出各种变化，均为本发明的保护范围。
Claims (6)
1.一种双速主减速器控制方法，其特征在于，包括以下步骤：
S1：根据前方电子地平线数据获取前方道路的坡度值，当坡度值的绝对值大于坡度阈值时，进入S2；
S2：根据坡度值判断前方道路为上坡路段还是下坡路段，当为上坡路段时，控制车辆在驶入该上坡路段时，将变速器的所有档位对应于双速主减速器中较大的主减速比；当为下坡路段时，控制车辆在驶入该下坡路段时，将变速器的所有档位对应于双速主减速器中较小的主减速比。
2.根据权利要求1所述的双速主减速器控制方法，其特征在于：坡度阈值为下坡路段时当坡度产生的重力刚好补偿将变速器的所有档位对应于双速主减速器中较小的主减速比对应的档位所造成的驱动力的降低时的坡度值。
3.根据权利要求2所述的双速主减速器控制方法，其特征在于：将变速器的所有档位对应于双速主减速器中较小的主减速比对应的档位所造成的驱动力的降低为：
其中，ΔF表示驱动力的降低，T表示车辆发动机的输出扭矩，ik表示当前档位，im1表示两个主减速比中较大的主减速比对应的档位，im2表示两个主减速比中较小的主减速比对应的档位，r表示车辆的轮胎半径，η表示车辆的传动效率。
4.根据权利要求3所述的双速主减速器控制方法，其特征在于：坡度阈值的计算公式为：
其中，θ′表示坡度阈值，m表示车辆的质量，g表示重力加速度。
5.一种双速主减速器控制终端设备，其特征在于：包括处理器、存储器以及存储在所述存储器中并在所述处理器上运行的计算机程序，所述处理器执行所述计算机程序时实现如权利要求1～4中任一所述方法的步骤。
6.一种计算机可读存储介质，所述计算机可读存储介质存储有计算机程序，其特征在于：所述计算机程序被处理器执行时实现如权利要求1～4中任一所述方法的步骤。
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