CN114060504A - Dynamic correction gear shifting control method for recognizing vehicle state and driver intention - Google Patents
Dynamic correction gear shifting control method for recognizing vehicle state and driver intention Download PDFInfo
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- CN114060504A CN114060504A CN202111440552.0A CN202111440552A CN114060504A CN 114060504 A CN114060504 A CN 114060504A CN 202111440552 A CN202111440552 A CN 202111440552A CN 114060504 A CN114060504 A CN 114060504A
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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
- 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
- F16H59/18—Inputs being a function of torque or torque demand dependent on the position of the accelerator pedal
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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
- 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
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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
- 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
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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
- F16H61/04—Smoothing ratio shift
- F16H61/0437—Smoothing ratio shift by using electrical signals
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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
- 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
- F16H59/18—Inputs being a function of torque or torque demand dependent on the position of the accelerator pedal
- F16H2059/183—Rate of change of accelerator position, i.e. pedal or throttle change gradient
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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
- 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
- F16H2059/363—Rate of change of input shaft speed, e.g. of engine or motor shaft
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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
- 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
- F16H2061/0087—Adaptive control, e.g. the control parameters adapted by learning
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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
- 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
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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
- F16H61/04—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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- 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
- F16H2306/00—Shifting
- F16H2306/30—Shifting characterised by the way or trajectory to a new ratio, e.g. by performing shift according to a particular algorithm or function
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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
- F16H2342/00—Calibrating
- F16H2342/02—Calibrating shift or range movements
Abstract
The invention relates to a dynamic correction gear shifting control method for recognizing vehicle state and driver intention, which comprises the following steps: s1, a vehicle control unit acquires the rotating speed or the vehicle speed of an engine, the front and rear wheel speeds of a vehicle, the transverse acceleration of an ESP (electronic stability program), the current gradient of the vehicle, the opening degree of an accelerator, the state of a brake pedal and the information of the deceleration change rate; s2, judging the dynamic correction condition adapted to the vehicle at present according to the information collected in the S1; and S3, dynamically correcting the gear shifting process by a corresponding gear lifting control strategy according to the dynamic correction condition judged in the S2 on the basis that the vehicle speed meets the basic gear shifting line. According to the method, the running state of the vehicle and the intention of the driver are summarized and analyzed based on the driving part, the accelerator pedal information, the vehicle running speed and the environment signal acquired by the vehicle controller, and the gear shifting operation of the driver is dynamically corrected by a built-in gear shifting strategy, so that the vehicle can be kept in the optimal gear, and meanwhile, smoother gear shifting experience is provided for the driver.
Description
Technical Field
The invention relates to the technical field of vehicle auxiliary gear shifting, in particular to a dynamic correction gear shifting control method for recognizing a vehicle state and a driver intention.
Background
Through research, in the gear shifting control of many current vehicle automatic transmissions, a basic gear shifting line is only related to the engine speed (or vehicle speed) and the opening degree of an accelerator pedal. Different driving conditions and vehicle states of the vehicle cannot be identified, and different gear shifting strategies are adopted to meet the requirements of gears and gear shifting operations required by the current vehicle state, so that the safety and the dynamic performance of the vehicle are reduced. Meanwhile, the intention of a driver cannot be recognized, and a more scientific gear shifting strategy is adopted to meet the current optimal gear and gear shifting operation, so that the gear shifting smoothness cannot meet the requirement of the driver.
Disclosure of Invention
The invention aims to overcome the defects of the prior art and provides a dynamic correction gear-shifting control method for recognizing the vehicle state and the intention of a driver.
In order to achieve the purpose, the invention adopts the following technical scheme:
a dynamically modified shift control method that recognizes vehicle state and driver intent, comprising the steps of:
s1, acquiring the rotation speed or the speed of an engine, the front and rear wheel speeds of a vehicle, the transverse acceleration of an ESP (electronic stability program), the current gradient of the vehicle, the opening degree of an accelerator, the state of a brake pedal and the deceleration change rate information in the braking state by a vehicle control unit in real time;
s2, summarizing and analyzing the current driving state and the intention of a driver of the vehicle according to the information collected in the S1, and judging the dynamic correction condition adapted to the vehicle at present;
and S3, dynamically correcting the gear shifting process by a corresponding gear lifting control strategy according to the dynamic correction condition matched with the vehicle confirmed in the S2 on the basis that the vehicle speed meets the basic gear shifting line.
Specifically, in step S3, the vehicle shifting process is dynamically modified according to the adaptive dynamic modification conditions of the vehicle identified in step S2 and the adaptive dynamic modification conditions of the vehicle and the corresponding upshift control strategy are as follows:
strategy one: forced up-shifting and forbidden down-shifting for overspeed protection of engine
According to the acquired engine speed or the speed corresponding to each gear of the engine, reversely calculating, if the actual engine speed is greater than a calibration threshold, activating forced upshift processing, and if the calculated next gear engine speed is greater than the calibration threshold, activating prohibition downshift processing;
and (2) strategy two: forced down-shift and forbidden up-shift for engine idle speed protection
According to the acquired rotation speed of the engine or the rotation speed corresponding to each gear of the engine obtained by reverse calculation of the speed of the engine, if the actual rotation speed of the engine is less than a calibration threshold value, the forced downshift processing is activated, and if the rotation speed of the engine in the next gear is calculated to be less than the calibration threshold value, the upshift processing is activated and forbidden;
strategy three: upshift and downshift delay processing in case of excessive speed difference between drive shaft and non-drive shaft
Comparing the acquired front and rear wheel speeds of the vehicle, and activating the delay gear lifting process after a certain time if the wheel speed difference is greater than a calibration threshold value;
and (4) strategy four: up-down gear delay processing when lateral acceleration is too large
According to the collected ESP transverse acceleration information, if the transverse acceleration is larger than a calibration threshold value, activating delay gear lifting processing after a certain time;
strategy five: delay processing for stepping on brake to upshift by losing accelerator
Identifying the intention of a driver according to the deceleration change rate, the accelerator opening and the brake pedal state in the braking state, judging whether the driver is in a rapid deceleration state of losing the accelerator and stepping on the brake, and if so, performing timing processing and delaying the upshift within the calibrated time;
strategy six: upshift delay processing in process of slowly losing accelerator on uphill
Judging according to the current slope of the vehicle and the accelerator opening of the driver, and activating delay upshift processing after a certain time if the slope is greater than a calibration threshold and the accelerator opening is less than the calibration threshold;
and a seventh strategy: upshift and downshift delay processing in continuous upshift and downshift process
And judging whether continuous up-down gears exist in the current gear of the vehicle by combining a basic shift line according to the accelerator opening degree and the vehicle speed change of the driver, and activating the delayed up-down gear processing if the continuous up-down gears exist.
In the above-described upshift and downshift strategy, the priority of the forced upshift and downshift process is the highest, and when the overspeed or idle protection of the engine is activated, the upshift and downshift shift process strategy is executed with priority and force.
The invention has the beneficial effects that:
according to the method, based on the driving part, the accelerator pedal information, the vehicle running speed and the environmental signal acquired by the vehicle controller, the vehicle running state and the intention of a driver are summarized and analyzed, the currently adapted dynamic correction condition of the vehicle is judged, and the gear shifting process is dynamically corrected by a corresponding gear lifting control strategy on the premise that the vehicle speed meets a basic gear shifting line, so that the vehicle is kept in the optimal gear, and meanwhile, smoother gear shifting experience is provided for the driver.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to these drawings without creative efforts.
FIG. 1 is a schematic diagram of a dynamic modified shift control method of the present invention to identify vehicle conditions and driver intent;
fig. 2 is a flowchart of the dynamic correction of the upshift of the 1 st gear of the vehicle in the embodiment of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without any inventive step, are within the scope of the present invention.
Example (b): see fig. 1-2.
As shown in fig. 1, a dynamic correction shift control method for recognizing a vehicle state and a driver's intention includes the steps of:
s1, acquiring the rotation speed or the speed of an engine, the front and rear wheel speeds of a vehicle, the transverse acceleration of an ESP (electronic stability program), the current gradient of the vehicle, the opening degree of an accelerator, the state of a brake pedal and the deceleration change rate information in the braking state by a vehicle control unit in real time;
s2, summarizing and analyzing the current driving state and the intention of a driver of the vehicle according to the information collected in the S1, and judging the dynamic correction condition adapted to the vehicle at present;
and S3, dynamically correcting the gear shifting process by a corresponding gear lifting control strategy according to the dynamic correction condition matched with the vehicle confirmed in the S2 on the basis that the vehicle speed meets the basic gear shifting line.
Specifically, in step S3, the vehicle shifting process is dynamically modified according to the adaptive dynamic modification conditions of the vehicle identified in step S2 and the adaptive dynamic modification conditions of the vehicle and the corresponding upshift control strategy are as follows:
strategy one: forced up-shifting and forbidden down-shifting for overspeed protection of engine
According to the acquired engine speed or the speed corresponding to each gear of the engine, reversely calculating, if the actual engine speed is greater than a calibration threshold, activating forced upshift processing, and if the calculated next gear engine speed is greater than the calibration threshold, activating prohibition downshift processing;
furthermore, the engine overspeed protection is used for forcibly upshifting and forbidding downshifting, so that the runaway caused by overhigh engine speed can be avoided, and the engine overspeed protection threshold value is different according to the types of the engines and is generally preferably lower than the maximum engine speed by 500 rpm.
And (2) strategy two: forced down-shift and forbidden up-shift for engine idle speed protection
According to the acquired rotation speed of the engine or the rotation speed corresponding to each gear of the engine obtained by reverse calculation of the speed of the engine, if the actual rotation speed of the engine is less than a calibration threshold value, the forced downshift processing is activated, and if the rotation speed of the engine in the next gear is calculated to be less than the calibration threshold value, the upshift processing is activated and forbidden;
further, the engine idling protection is forced to downshift and prohibit to upshift, so that the problem that the engine is stalled due to too low rotating speed can be avoided, the engine idling protection threshold is different according to the types of the engines, and the reference range of the gasoline engine threshold is 750-1200 rpm.
Strategy three: upshift and downshift delay processing in case of excessive speed difference between drive shaft and non-drive shaft
Comparing the acquired front and rear wheel speeds of the vehicle, and activating the delay gear lifting process after a certain time if the wheel speed difference is greater than a calibration threshold value;
further, the vehicle can be prevented from slipping to a certain extent by the up-down shift delay processing under the condition that the speed difference between the driving shaft and the non-driving shaft is too large, the reference value of the threshold value of the rotation speed difference calibration is 10kph, and the reference value of the duration time is 3S.
And (4) strategy four: up-down gear delay processing when lateral acceleration is too large
According to the collected ESP transverse acceleration information, if the transverse acceleration is larger than a calibration threshold value, activating delay gear lifting processing after a certain time;
furthermore, the ascending and descending gear delay processing when the transverse acceleration is too large can reduce the severity of accidents caused by tension or fatigue driving, and the transverse acceleration calibration threshold is 10m/s2The duration is 0.1S.
Strategy five: delay processing for stepping on brake to upshift by losing accelerator
Identifying the intention of a driver according to the deceleration change rate, the accelerator opening and the brake pedal state in the braking state, judging whether the driver is in a rapid deceleration state of losing the accelerator and stepping on the brake, and if so, performing timing processing and delaying the upshift within the calibrated time;
furthermore, the accelerator-losing braking upshift delaying process can avoid power downshift caused by accelerating after upshift.
Strategy six: upshift delay processing in process of slowly losing accelerator on uphill
Judging according to the current slope of the vehicle and the accelerator opening of the driver, and activating delay upshift processing after a certain time if the slope is greater than a calibration threshold and the accelerator opening is less than the calibration threshold;
furthermore, the problem of insufficient power after the upshift can be solved by the upshift delay treatment in the process of slowly losing the accelerator on the upslope, wherein the reference value of the calibration threshold value of the gradient is 5%, the reference value of the calibration threshold value of the opening degree of the accelerator is 20%, and the duration time is 0.2S.
And a seventh strategy: upshift and downshift delay processing in continuous upshift and downshift process
And judging whether continuous up-down gears exist in the current gear of the vehicle by combining a basic shift line according to the accelerator opening degree and the vehicle speed change of the driver, and activating the delayed up-down gear processing if the continuous up-down gears exist.
Furthermore, the ascending and descending gear delay processing in the continuous ascending and descending gear process can avoid excessive speed difference caused by continuous ascending and descending gear.
It should be noted that, in the dynamic correction process of the vehicle upshift from 1 gear to 2 gear as shown in fig. 2, the priority of the forced upshift process is the highest, and after the overspeed or idle protection of the engine is activated, the upshift shift process strategy is executed preferentially and forcibly.
The above description is only for the preferred embodiment of the present invention, and is not intended to limit the structure of the present invention in any way. Any simple modification, equivalent change and modification of the above embodiments according to the technical spirit of the present invention are within the technical scope of the present invention.
Claims (3)
1. A dynamically modified shift control method that recognizes a vehicle state and a driver's intention, comprising the steps of:
s1, acquiring the rotation speed or the speed of an engine, the front and rear wheel speeds of a vehicle, the transverse acceleration of an ESP (electronic stability program), the current gradient of the vehicle, the opening degree of an accelerator, the state of a brake pedal and the deceleration change rate information in the braking state by a vehicle control unit in real time;
s2, summarizing and analyzing the current driving state and the intention of a driver of the vehicle according to the information collected in the S1, and judging the dynamic correction condition adapted to the vehicle at present;
and S3, dynamically correcting the gear shifting process by a corresponding gear lifting control strategy according to the dynamic correction condition matched with the vehicle confirmed in the S2 on the basis that the vehicle speed meets the basic gear shifting line.
2. The method as claimed in claim 1, wherein the step of dynamically modifying the shift schedule of the whole vehicle according to the adaptive dynamic modification conditions of the vehicle identified in the step S2 in the step S3 is performed according to the adaptive dynamic modification conditions of the vehicle and the adaptive up-down shift schedule as follows:
strategy one: forced up-shifting and forbidden down-shifting for overspeed protection of engine
According to the acquired engine speed or the speed corresponding to each gear of the engine, reversely calculating, if the actual engine speed is greater than a calibration threshold, activating forced upshift processing, and if the calculated next gear engine speed is greater than the calibration threshold, activating prohibition downshift processing;
and (2) strategy two: forced down-shift and forbidden up-shift for engine idle speed protection
According to the acquired rotation speed of the engine or the rotation speed corresponding to each gear of the engine obtained by reverse calculation of the speed of the engine, if the actual rotation speed of the engine is less than a calibration threshold value, the forced downshift processing is activated, and if the rotation speed of the engine in the next gear is calculated to be less than the calibration threshold value, the upshift processing is activated and forbidden;
strategy three: upshift and downshift delay processing in case of excessive speed difference between drive shaft and non-drive shaft
Comparing the acquired front and rear wheel speeds of the vehicle, and activating the delay gear lifting process after a certain time if the wheel speed difference is greater than a calibration threshold value;
and (4) strategy four: up-down gear delay processing when lateral acceleration is too large
According to the collected ESP transverse acceleration information, if the transverse acceleration is larger than a calibration threshold value, activating delay gear lifting processing after a certain time;
strategy five: delay processing for stepping on brake to upshift by losing accelerator
Identifying the intention of a driver according to the deceleration change rate, the accelerator opening and the brake pedal state in the braking state, judging whether the driver is in a rapid deceleration state of losing the accelerator and stepping on the brake, and if so, performing timing processing and delaying the upshift within the calibrated time;
strategy six: upshift delay processing in process of slowly losing accelerator on uphill
Judging according to the current slope of the vehicle and the accelerator opening of the driver, and activating delay upshift processing after a certain time if the slope is greater than a calibration threshold and the accelerator opening is less than the calibration threshold;
and a seventh strategy: upshift and downshift delay processing in continuous upshift and downshift process
And judging whether continuous up-down gears exist in the current gear of the vehicle by combining a basic shift line according to the accelerator opening degree and the vehicle speed change of the driver, and activating the delayed up-down gear processing if the continuous up-down gears exist.
3. The method of claim 2, wherein the priority of the upshift and downshift enforcement process is highest, and the upshift and downshift enforcement process strategy is prioritized after the engine overspeed or idle protection is activated.
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN114658555A (en) * | 2022-03-31 | 2022-06-24 | 湖南道依茨动力有限公司 | Engine overspeed protection control method and control system thereof and engineering vehicle |
| CN114683862A (en) * | 2022-04-24 | 2022-07-01 | 奇瑞新能源汽车股份有限公司 | Braking energy recovery coordination method and device for electric automobile |
| CN114776799A (en) * | 2022-04-06 | 2022-07-22 | 潍柴动力股份有限公司 | Gear shifting strategy correction method, controller, transmission and motor vehicle |
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| CN114060504B (en) | 2023-03-31 |
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