CN114382879B - Gear shifting control method and device and vehicle - Google Patents

Gear shifting control method and device and vehicle Download PDF

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Publication number
CN114382879B
CN114382879B CN202210079757.9A CN202210079757A CN114382879B CN 114382879 B CN114382879 B CN 114382879B CN 202210079757 A CN202210079757 A CN 202210079757A CN 114382879 B CN114382879 B CN 114382879B
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China
Prior art keywords
gear
expected
target gear
engine
current
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CN202210079757.9A
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CN114382879A (en
Inventor
张小田
朱江苏
王云
刘刚
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Weichai Power Co Ltd
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Weichai Power Co Ltd
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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
    • F16H61/0202—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 the signals being electric
    • F16H61/0204—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 the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
    • F16H61/0213—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 the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
    • 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
    • F16H2061/0015—Transmission control for optimising fuel consumptions
    • 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
    • F16H61/0202—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 the signals being electric
    • F16H61/0204—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 the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
    • F16H61/0213—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 the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
    • F16H2061/0216—Calculation or estimation of post shift values for different gear ratios, e.g. by using engine performance tables
    • 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
    • F16H61/0202—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 the signals being electric
    • F16H61/0204—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 the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
    • F16H61/0213—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 the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
    • F16H2061/022—Calculation or estimation of optimal gear ratio, e.g. best ratio for economy drive or performance according driver preference, or to optimise exhaust emissions
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/84—Data processing systems or methods, management, administration

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

Abstract

The invention belongs to the technical field of vehicle control, and discloses a gear shifting control method and device and a vehicle. The gear shift control method includes calculating an expected powertrain efficiency for each target gear and an expected engine power for each target gear based on current operating parameters of the vehicle, engine power for the current gear, powertrain efficiency for the current gear, and a powertrain efficiency curve for each target gear. The expected engine speed of each target gear and the expected engine torque of each target gear are calculated according to the engine speed of the current gear, the engine torque of the current gear and the expected engine power of each target gear. The expected fuel consumption rate of each target gear is determined based on the expected engine speed of each target gear and the expected engine torque inquiry universal characteristic curve of each target gear. And when the economic gear is determined, the influence of different power assembly efficiencies of all gears is considered, so that the calculation results of the expected engine power and the expected fuel consumption rate of all target gears are more accurate.

Description

Gear shifting control method and device and vehicle
Technical Field
The present invention relates to the field of vehicle control technologies, and in particular, to a gear shift control method and apparatus, and a vehicle.
Background
In recent years, automobiles become indispensable transportation means, but the automobiles bring great energy consumption and pollutant emission while bringing convenience to people's transportation. Along with the increasing shortage of energy sources, energy conservation and emission reduction and low-carbon life are becoming more and more important, wherein the fuel consumption and emission of automobiles become one of the most important fuel consumption and pollution sources in cities, and how to reduce the fuel consumption of vehicles becomes a great problem.
Disclosure of Invention
The invention aims to provide a gear shifting control method, a gear shifting control device and a vehicle, so that the calculation results of expected engine power and expected fuel consumption rate of each target gear are more accurate, and the best economical efficiency can be ensured when an economical gear is determined.
To achieve the purpose, the invention adopts the following technical scheme:
a shift control method, comprising:
pre-storing an engine universal characteristic curve of a vehicle and a power assembly efficiency curve of each gear;
determining the engine power of the current gear according to the engine speed of the current gear and the engine torque of the current gear;
inquiring the universal characteristic curve according to the engine speed of the current gear and the engine torque of the current gear, and determining the fuel consumption rate of the current gear;
inquiring a power assembly efficiency curve of the current gear according to the engine rotating speed of the current gear and the engine torque of the current gear to determine the power assembly efficiency of the current gear;
calculating expected power assembly efficiency of each target gear and expected engine power of each target gear according to current running parameters of the vehicle, the engine power of the current gear, the power assembly efficiency of the current gear and a power assembly efficiency curve of each target gear;
calculating the expected engine speed of each target gear and the expected engine torque of each target gear according to the engine speed of the current gear, the engine torque of the current gear and the expected engine power of each target gear;
inquiring the universal characteristic curve according to the expected engine speed of each target gear and the expected engine torque of each target gear, and determining the expected fuel consumption rate of each target gear;
and determining an economic gear according to the fuel consumption rate of the current gear, the power assembly efficiency of the current gear, the expected fuel consumption rate of each target gear and the expected power assembly efficiency of each target gear.
Preferably, the determining the economical gear includes:
and comparing the product of the expected engine power of each target gear and the expected fuel consumption rate of each target gear with the product of the engine power of the current gear and the fuel consumption rate of the current gear, wherein the gear with the minimum product is the economic gear.
Preferably, the determining the economic gear further comprises:
if the economical gear is the current gear, maintaining the current gear;
and if the economic gear is not the current gear, controlling the vehicle to shift from the current gear to the economic gear.
Preferably, the calculating the expected powertrain efficiency for each target gear and the expected engine power for each target gear includes:
and carrying out iterative calculation on the expected power assembly efficiency of the target gear and the expected engine power of the target gear according to a relation between the expected engine power of the target gear and the engine power of the current gear, a relation between the expected engine torque of the target gear and the expected engine speed of the target gear and the expected engine power of the target gear, a relation between the expected engine speed of the target gear and the engine speed of the current gear and a power assembly efficiency curve of the target gear.
Preferably, the iterative calculation of the expected powertrain efficiency of the target gear and the expected engine power of the target gear further includes:
and stopping iteration when the difference between expected engine power iteration values of the target gear obtained by two adjacent iteration calculation is smaller than a first set value and/or the difference between expected powertrain efficiency iteration values of the target gear obtained by two adjacent iteration calculation is smaller than a second set value, wherein the expected powertrain efficiency iteration value of the target gear and the expected engine power iteration value of the target gear obtained by the last iteration are the expected powertrain efficiency of the target gear and the expected engine power of the target gear.
Preferably, the relation between the expected engine power of the target gear and the engine power of the current gear is:
wherein P is k For the desired engine power of the target gear, P 0 For the engine power of the current gear, J e For engine moment of inertia, J G For the moment of inertia of the gearbox,engine speed ratio for target gear, +.>The speed ratio of the engine in the current gear is m, the mass of the whole vehicle is a acceleration of the whole vehicle, v, the speed of the vehicle is cof, and the calculation coefficient is +.>For reserve power, +.>For the power train efficiency of the current gear, +.>And r is the radius of the wheel for the power assembly efficiency of the target gear.
Preferably, a relation between the expected engine speed of the target gear and the engine speed of the current gear is:
wherein N is k For the desired engine speed of the target gear, N 0 The engine speed for the current gear.
Preferably, the relation between the expected engine torque of the target gear and the expected engine speed of the target gear and the expected engine power of the target gear is:
wherein T is k The expected engine speed for the target gear.
A vehicle shift control device that controls vehicle shifting using the shift control method according to any one of the above.
A vehicle that shifts using the shift control method according to any one of the above.
The invention has the beneficial effects that:
according to the gear shifting control method, the gear shifting control device and the vehicle, influences of different power assembly efficiencies of all gears on the driving economy of the vehicle are considered when the economic gear is determined, so that calculation results of expected engine power and expected fuel consumption rate of all target gears are more accurate, and the best economy can be ensured when the economic gear is determined according to the fuel consumption rate of the current gear, the power assembly efficiency of the current gear, the expected fuel consumption rate of all target gears and the expected power assembly efficiency of all target gears.
Drawings
FIG. 1 is a flow chart of a shift control method provided by an embodiment of the present invention;
FIG. 2 is a schematic illustration of powertrain efficiency for a partial vehicle gear provided in an embodiment of the present invention;
FIG. 3 is a schematic diagram of a universal characteristic provided by an embodiment of the present invention.
Detailed Description
The invention is described in further detail below with reference to the drawings and examples. It is to be understood that the specific embodiments described herein are merely illustrative of the invention and are not limiting thereof. It should be further noted that, for convenience of description, only some, but not all of the structures related to the present invention are shown in the drawings.
In the description of the present invention, unless explicitly stated and limited otherwise, the terms "connected," "connected," and "fixed" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communicated with the inside of two elements or the interaction relationship of the two elements. The specific meaning of the above terms in the present invention will be understood in specific cases by those of ordinary skill in the art.
In the present invention, unless expressly stated or limited otherwise, a first feature "above" or "below" a second feature may include both the first and second features being in direct contact, as well as the first and second features not being in direct contact but being in contact with each other through additional features therebetween. Moreover, a first feature being "above," "over" and "on" a second feature includes the first feature being directly above and obliquely above the second feature, or simply indicating that the first feature is higher in level than the second feature. The first feature being "under", "below" and "beneath" the second feature includes the first feature being directly under and obliquely below the second feature, or simply means that the first feature is less level than the second feature.
In the description of the present embodiment, the terms "upper", "lower", "right", etc. orientation or positional relationship are based on the orientation or positional relationship shown in the drawings, and are merely for convenience of description and simplicity of operation, and do not indicate or imply that the apparatus or elements referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as limiting the invention. Furthermore, the terms "first," "second," and the like, are used merely for distinguishing between descriptions and not for distinguishing between them.
As shown in fig. 1, the present embodiment provides a shift control method that pre-stores an engine universal characteristic curve of a vehicle and a powertrain efficiency curve for each gear. The engine power of the current gear is determined based on the engine speed of the current gear and the engine torque of the current gear. Specifically, as shown in fig. 2, a schematic diagram of the efficiency of the powertrain in a partial gear of the vehicle is shown, the abscissa thereof is the engine speed, the ordinate thereof is the engine torque, and the corresponding efficiency of the powertrain can be found according to the engine speed in the current gear of the vehicle and the engine torque in the current gear. The engine power of the current gear of the vehicle can be calculated by a formula, which is a common formula in the art and will not be described in detail herein, when the engine speed of the current gear of the vehicle and the engine torque of the current gear of the vehicle are known. And inquiring a universal characteristic curve according to the engine speed of the current gear and the engine torque of the current gear, and determining the fuel consumption rate of the current gear. And inquiring a power assembly efficiency curve of the current gear according to the engine speed of the current gear and the engine torque of the current gear to determine the power assembly efficiency of the current gear. And calculating the expected power assembly efficiency of each target gear and the expected engine power of each target gear according to the current running parameters of the vehicle, the engine power of the current gear, the power assembly efficiency of the current gear and the power assembly efficiency curve of each target gear. The expected engine speed of each target gear and the expected engine torque of each target gear are calculated according to the engine speed of the current gear, the engine torque of the current gear and the expected engine power of each target gear. The expected fuel consumption rate of each target gear is determined based on the expected engine speed of each target gear and the expected engine torque inquiry universal characteristic curve of each target gear. Specifically, as shown in fig. 3, a schematic diagram of a universal characteristic curve is shown, the abscissa of the universal characteristic curve is the rotation speed of the engine, the ordinate is the torque of the engine, and the expected fuel consumption rate of the universal characteristic curve can be found according to the expected rotation speed and the expected torque of the engine of each target gear. The economical gear is determined based on the fuel consumption rate of the current gear, the powertrain efficiency of the current gear, the expected fuel consumption rate of each target gear, and the expected powertrain efficiency of each target gear.
According to the gear shifting control method, the influence of different power assembly efficiencies of all gears on the vehicle driving economy is considered during gear shifting, so that the calculation result of the expected engine power and the expected fuel consumption rate of all target gears is more accurate, and the best economy can be ensured when the economic gears are determined according to the fuel consumption rate of the current gear, the power assembly efficiency of the current gear, the expected fuel consumption rate of all target gears and the expected power assembly efficiency of all target gears.
Optionally, as shown in fig. 1, determining the economical gear includes comparing a product of the expected engine power and the expected fuel consumption rate of each target gear with a magnitude of a product of the engine power and the fuel consumption rate of the current gear, and the gear with the smallest product is the economical gear. The product of the expected engine power and the expected fuel consumption rate of each target gear is the expected unit mileage oil consumption of each target gear, the product of the engine power and the fuel consumption rate of the current gear is the unit mileage oil consumption of the current gear, and the same distance is travelled, and the gear with the lowest unit mileage oil consumption is used for saving the most oil, so that the gear with the lowest unit mileage oil consumption is selected as the economic gear.
Further, as shown in fig. 1, determining the economical gear further includes if the economical gear is the current gear, maintaining the current gear; if the economy gear is not the current gear, the vehicle is controlled to shift from the current gear to the economy gear.
Optionally, as shown in fig. 1, the expected powertrain efficiency of each target gear and the expected engine power of each target gear are calculated based on current operating parameters of the vehicle, the engine power of the current gear, the powertrain efficiency of the current gear, and the powertrain efficiency curve of each target gear, including iteratively calculating the expected powertrain efficiency of the target gear and the expected engine power of the target gear based on a relationship between the expected engine power of the target gear and the engine power of the current gear, a relationship between the expected engine speed of the target gear and the engine speed of the current gear, a relationship between the expected engine torque of the target gear and the expected engine speed of the target gear, and the powertrain efficiency curve of the target gear.
Further, when the difference between the expected engine power iteration values of the target gear obtained by two adjacent iteration calculations is smaller than a first set value and/or the difference between the expected powertrain efficiency iteration values of the target gear obtained by two adjacent iteration calculations is smaller than a second set value, the iteration is stopped, and the iteration value of the expected powertrain efficiency of the target gear and the iteration value of the expected engine power of the target gear obtained by the last iteration are the expected powertrain efficiency of the target gear and the expected engine power of the target gear. In this embodiment, the condition that the difference between the expected engine power iteration values of the target gear obtained by two adjacent iteration calculations is smaller than the first set value is taken as the condition that the iteration is stopped.
And respectively carrying out iterative calculation on the expected power assembly efficiency of each target gear and the expected engine power of each target gear to obtain the expected power assembly efficiency of each target gear and the expected engine power of each target gear.
Specifically, the relation between the expected engine power of the target gear and the engine power of the current gear is:
wherein P is k Intended engine power for target gear, P 0 Engine power for current gear, J e For engine moment of inertia, J G For the moment of inertia of the gearbox,engine speed ratio for target gear, +.>The speed ratio of the engine in the current gear is m, the mass of the whole vehicle is a acceleration of the whole vehicle, v, the speed of the vehicle is cof, and the calculation coefficient is +.>For reserve power, +.>Power train efficiency for the current gear +.>The powertrain efficiency for the target gear, r is the wheel radius.
The relation between the expected engine speed of the target gear and the engine speed of the current gear is:wherein N is k Pre-engagement for target gearEngine speed, N 0 The engine speed for the current gear.
The expected engine torque for the target gear versus the expected engine speed for the target gear and the expected engine power for the target gear are:wherein T is k The expected engine speed for the target gear.
The specific iterative calculation method is that, givenInitial value->In this embodiment +.>Is equal to the value ofWill->Carry over P k And P 0 Relation of +.>Calculating to obtain P k1 Will P k1 Carry in->Calculating to obtain T k1 . Will N 0 Carry in->Calculating to obtain N k In the present embodiment, the engine torque N of the current gear 0 After the value is determined, the expected engine torque N of the target gear k The value is then determined, N in the course of the iteration k The values do not change. According to N k And T k1 Inquiring the efficiency curve of the power assembly of the target gear to obtain +.>Will->Continue to bring into P k And P 0 Is related to obtain P k2 Repeating the above steps until +_>And->The difference value of (2) is smaller than the set value, the last iterative calculation is calculated to obtain ++>The value of (1) is the expected powertrain efficiency of the target gear, P kn The value of (1) is the expected engine power of the target gear, T kn The value of (2) is the expected engine torque for the target gear.
Alternatively, the target gear includes a gear in which the current gear is upshifted, a gear in which the current gear is upshifted by two, a gear in which the current gear is downshifted by one, and a gear in which the current gear is downshifted by two. That is, the values of k are-2, -1, 1 and 2, k= -1 represents a gear shifted by one gear compared to the current gear, k= -2 represents a gear shifted by two gears compared to the current gear, k=1 represents a gear shifted by one gear compared to the current gear, and k=2 represents a gear shifted by two gears compared to the current gear.
The embodiment also provides a vehicle gear shifting control device, which controls vehicle gear shifting by using the gear shifting control method.
The embodiment also provides a vehicle, which uses the gear shifting control method to shift gears.
It is to be understood that the above examples of the present invention are provided for clarity of illustration only and are not limiting of the embodiments of the present invention. Various obvious changes, rearrangements and substitutions can be made by those skilled in the art without departing from the scope of the invention. It is not necessary here nor is it exhaustive of all embodiments. Any modification, equivalent replacement, improvement, etc. which come within the spirit and principles of the invention are desired to be protected by the following claims.

Claims (10)

1. A shift control method, characterized by comprising:
pre-storing an engine universal characteristic curve of a vehicle and a power assembly efficiency curve of each gear;
determining the engine power of the current gear according to the engine speed of the current gear and the engine torque of the current gear;
inquiring the universal characteristic curve according to the engine speed of the current gear and the engine torque of the current gear, and determining the fuel consumption rate of the current gear;
inquiring a power assembly efficiency curve of the current gear according to the engine rotating speed of the current gear and the engine torque of the current gear to determine the power assembly efficiency of the current gear;
calculating expected power assembly efficiency of each target gear and expected engine power of each target gear according to current running parameters of the vehicle, the engine power of the current gear, the power assembly efficiency of the current gear and a power assembly efficiency curve of each target gear;
calculating the expected engine speed of each target gear and the expected engine torque of each target gear according to the engine speed of the current gear, the engine torque of the current gear and the expected engine power of each target gear;
inquiring the universal characteristic curve according to the expected engine speed of each target gear and the expected engine torque of each target gear, and determining the expected fuel consumption rate of each target gear;
and determining an economic gear according to the fuel consumption rate of the current gear, the power assembly efficiency of the current gear, the expected fuel consumption rate of each target gear and the expected power assembly efficiency of each target gear.
2. The shift control method according to claim 1, characterized in that the determining an economical gear includes:
and comparing the product of the expected engine power of each target gear and the expected fuel consumption rate of each target gear with the product of the engine power of the current gear and the fuel consumption rate of the current gear, wherein the gear with the minimum product is the economic gear.
3. The shift control method according to claim 1, characterized in that the determining of the economy shift further includes:
if the economical gear is the current gear, maintaining the current gear;
and if the economic gear is not the current gear, controlling the vehicle to shift from the current gear to the economic gear.
4. The shift control method according to claim 1, characterized in that the calculating the expected powertrain efficiency of each target gear and the expected engine power of each target gear includes:
and carrying out iterative calculation on the expected power assembly efficiency of the target gear and the expected engine power of the target gear according to a relation between the expected engine power of the target gear and the engine power of the current gear, a relation between the expected engine torque of the target gear and the expected engine speed of the target gear and the expected engine power of the target gear, a relation between the expected engine speed of the target gear and the engine speed of the current gear and a power assembly efficiency curve of the target gear.
5. The shift control method according to claim 4, characterized in that the iterative calculation of the expected powertrain efficiency of the target gear and the expected engine power of the target gear further includes:
and stopping iteration when the difference between expected engine power iteration values of the target gear obtained by two adjacent iteration calculation is smaller than a first set value and/or the difference between expected powertrain efficiency iteration values of the target gear obtained by two adjacent iteration calculation is smaller than a second set value, wherein the expected powertrain efficiency iteration value of the target gear and the expected engine power iteration value of the target gear obtained by the last iteration are the expected powertrain efficiency of the target gear and the expected engine power of the target gear.
6. The shift control method according to claim 5, characterized in that a relation between the expected engine power of the target gear and the engine power of the current gear is:
wherein P is k For the desired engine power of the target gear, P 0 For the engine power of the current gear, J e For engine moment of inertia, J G For the moment of inertia of the gearbox,engine speed ratio for target gear, +.>The speed ratio of the engine in the current gear is m, the mass of the whole vehicle is a acceleration of the whole vehicle, v, the speed of the vehicle is cof, and the calculation coefficient is +.>For reserve power, +.>Power train efficiency for the current gearRate of->And r is the radius of the wheel for the power assembly efficiency of the target gear.
7. The shift control method according to claim 6, characterized in that a relation between an expected engine speed of the target gear and an engine speed of the current gear is:
wherein N is k For the desired engine speed of the target gear, N 0 The engine speed for the current gear.
8. The shift control method according to claim 7, characterized in that a relation between the expected engine torque of the target gear and the expected engine speed of the target gear and the expected engine power of the target gear is:
wherein T is k The expected engine speed for the target gear.
9. A shift control device for a vehicle, characterized in that a shift control method according to any one of claims 1 to 8 is used to control a shift of the vehicle.
10. A vehicle, characterized in that shifting is performed using the shift control method according to any one of claims 1 to 8.
CN202210079757.9A 2022-01-24 2022-01-24 Gear shifting control method and device and vehicle Active CN114382879B (en)

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CN114382879B true CN114382879B (en) 2023-08-18

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