CN117068173A - Control method and device for vehicle gear, electronic equipment and storage medium - Google Patents

Control method and device for vehicle gear, electronic equipment and storage medium Download PDF

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Publication number
CN117068173A
CN117068173A CN202311319143.4A CN202311319143A CN117068173A CN 117068173 A CN117068173 A CN 117068173A CN 202311319143 A CN202311319143 A CN 202311319143A CN 117068173 A CN117068173 A CN 117068173A
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China
Prior art keywords
vehicle
speed
wheels
wheel
calculating
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Granted
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CN202311319143.4A
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Chinese (zh)
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CN117068173B (en
Inventor
陈彦波
姚亚俊
殷治梅
栾军山
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Weichai Power Co Ltd
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Weichai Power Co Ltd
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Priority to CN202311319143.4A priority Critical patent/CN117068173B/en
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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
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/19—Improvement of gear change, e.g. by synchronisation or smoothing gear shift
    • 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
    • B60W2300/00—Indexing codes relating to the type of vehicle
    • B60W2300/14—Tractor-trailers, i.e. combinations of a towing vehicle and one or more towed vehicles, e.g. caravans; Road trains
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/26—Wheel slip
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/28—Wheel speed
    • 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
    • B60W2530/00—Input parameters relating to vehicle conditions or values, not covered by groups B60W2510/00 or B60W2520/00
    • B60W2530/10—Weight
    • 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
    • B60W2530/00—Input parameters relating to vehicle conditions or values, not covered by groups B60W2510/00 or B60W2520/00
    • B60W2530/203—Presence of trailer
    • 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
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/18—Steering angle
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/10—Change speed gearings
    • B60W2710/1005—Transmission ratio engaged
    • 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
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)

Abstract

The application provides a control method, a device, electronic equipment and a storage medium for a vehicle gear. The drive axle speed of the tractor head and the rear axle speed of the trailer are then calculated based on the speeds of the individual wheels. Based on the speeds of the respective wheels, it is determined whether the wheels of the vehicle are in a slip state. If the wheels of the vehicle are not in the slipping state, the target included angle is calculated based on the speed of the driving shaft and the speed of the rear axle. And then determining the steering wheel included angle of the vehicle based on the corresponding relation between the preset steering wheel angle and the steering wheel included angle and the steering wheel angle. And then calculating to obtain the comprehensive turning angle of the vehicle based on the total weight of the vehicle, the weight of the traction head, the target included angle and the included angle of the steering wheel. Finally, the highest gear of the vehicle is set based on the turning integrated angle and the drive shaft speed.

Description

Control method and device for vehicle gear, electronic equipment and storage medium
Technical Field
The present application relates to the field of vehicle management technologies, and in particular, to a method and apparatus for controlling a gear of a vehicle, an electronic device, and a storage medium.
Background
With the development of technology, automobiles have become one of the most important vehicles. In daily use, either a common truck or a tractor trailer may be selected according to different cargo demands. For a common truck, the steering wheel angle can truly represent the turning situation of the vehicle, as shown in fig. 1. For tractor-trailer, the steering wheel angle sometimes cannot truly reflect the turning process of the vehicle, and there is a situation that the steering wheel is already correcting the tractor and the trailer and still has a certain angle in the turning process, as shown in fig. 2.
In the prior art, when the vehicle turns, the gear shifting control of the vehicle is usually controlled based on the steering wheel rotation angle, all turning working conditions cannot be covered, and when the steering wheel of the vehicle is righted in the turning process, but a large included angle still exists between a tractor and a trailer, the problem that the gear control is unreasonable and the power of the vehicle is insufficient easily caused.
Disclosure of Invention
In view of the above, the application provides a control method, a device, an electronic device and a storage medium for a vehicle gear, which are used for solving the problem that in the prior art, when a vehicle turns, the gear is easy to control unreasonably, so that the power of the vehicle is insufficient.
In order to achieve the above purpose, the present application provides the following technical solutions:
the first aspect of the application discloses a control method of a vehicle gear, which comprises the following steps:
when the vehicle is in a turning state, acquiring steering wheel rotation angle, total weight of the vehicle, weight of a traction head and speed of each wheel of the vehicle; wherein the vehicle comprises a traction head and a trailer;
calculating the speed of a driving shaft of the tractor head and the speed of a rear shaft of the trailer based on the speeds of the wheels;
judging whether the wheels of the vehicle are in a slip state or not based on the speeds of the wheels;
if the wheels of the vehicle are not in a slipping state, calculating a target included angle based on the speed of the driving shaft and the speed of the rear axle; wherein the target included angle is an included angle between the trailer and the traction locomotive;
determining the steering wheel included angle of the vehicle based on the corresponding relation between the preset steering wheel angle and the steering wheel included angle and the steering wheel angle;
calculating a turning comprehensive angle of the vehicle based on the total weight of the vehicle, the weight of the traction head, the target included angle and the steering wheel included angle;
the highest gear of the vehicle is set based on the turning integrated angle and the drive shaft speed.
Optionally, in the above method, the calculating, based on the speeds of the wheels, a driving axle speed of the tractor head and a rear axle speed of the trailer includes:
respectively calculating a left wheel speed average value and a right wheel speed average value of the driving shaft based on the speeds of the wheels of the driving shaft of the tractor head;
calculating the driving shaft speed based on the driving shaft left side wheel speed average value and the driving shaft right side wheel speed average value;
respectively calculating a left wheel speed average value of a rear axle and a right wheel speed average value of the rear axle based on the speeds of all the wheels of the rear axle of the trailer;
and calculating the rear axle speed based on the rear axle left wheel speed average value and the rear axle right wheel speed average value.
Optionally, in the above method, the determining whether the wheels of the vehicle are in a slip state based on the speeds of the wheels includes:
calculating the speed of the front axle based on the speed of each wheel of the front axle of the tractor head;
calculating to obtain a left wheel slip ratio based on the left wheel speed of the front axle of the tractor head and the average value of the left wheel speeds of the driving axle;
calculating to obtain a right wheel slip ratio based on the right wheel speed of the front axle of the tractor head and the right wheel speed average value of the driving axle;
calculating a wheel slip ratio based on the front axle speed and the drive axle speed;
and judging whether the wheels of the vehicle are in a slip state or not based on the left wheel slip rate, the right wheel slip rate and the wheel slip rate.
Optionally, in the above method, the determining whether the wheel of the vehicle is in a slip state based on the left wheel slip ratio, the right wheel slip ratio, and the wheel slip ratio includes:
respectively judging whether the left wheel slip rate is smaller than a preset first threshold value, whether the right wheel slip rate is smaller than a preset second threshold value and whether the wheel slip rate is smaller than a preset third threshold value;
if the left wheel slip rate is smaller than a preset first threshold value, the right wheel slip rate is smaller than a preset second threshold value and the wheel slip rate is smaller than a preset third threshold value, judging that the wheels of the vehicle are not in a slip state; otherwise, judging that the wheels of the vehicle are in a slipping state.
The second aspect of the application discloses a control device for a vehicle gear, comprising:
an acquisition unit for acquiring a steering wheel angle, a total vehicle weight, a traction head weight, and speeds of respective wheels of a vehicle when the vehicle is in a turning state; wherein the vehicle comprises a traction head and a trailer;
a first calculation unit for calculating a drive shaft speed of the tractor head and a rear axle speed of the trailer based on the speeds of the respective wheels;
a second calculation unit for calculating a target included angle based on the drive shaft speed and the rear shaft speed; wherein the target included angle is an included angle between the trailer and the traction locomotive;
a judging unit configured to judge whether wheels of the vehicle are in a slip state based on the speeds of the respective wheels;
the determining unit is used for determining the steering wheel included angle of the vehicle based on the corresponding relation between the preset steering wheel angle and the steering wheel included angle and the steering wheel angle if the wheels of the vehicle are not in the slipping state;
the third calculation unit is used for calculating a turning comprehensive angle of the vehicle based on the total weight of the vehicle, the weight of the traction head, the target included angle and the steering wheel included angle;
and a setting unit configured to set a highest gear of the vehicle based on the turning integrated angle and the drive shaft speed.
Optionally, in the foregoing apparatus, the first computing unit includes:
a first calculating subunit, configured to calculate, based on the speeds of the wheels of the tractor head drive shaft, a wheel speed average value on the left side of the drive shaft and a wheel speed average value on the right side of the drive shaft, respectively;
a second calculating subunit, configured to calculate the driving shaft speed based on the average value of the driving shaft left wheel speed and the average value of the driving shaft right wheel speed;
a third calculation subunit, configured to calculate a left wheel speed average value of the rear axle and a right wheel speed average value of the rear axle, respectively, based on the speeds of the wheels of the rear axle of the trailer;
and the fourth calculating subunit is used for calculating the rear axle speed based on the average value of the rear axle left-side wheel speed and the average value of the rear axle right-side wheel speed.
Optionally, in the foregoing apparatus, the determining unit includes:
a fifth calculating subunit, configured to calculate a front axle speed based on the speeds of the wheels of the front axle of the tractor head;
a sixth calculating subunit, configured to calculate a left wheel slip ratio based on a left wheel speed of the front axle of the tractor head and a left wheel speed average value of the driving axle;
a seventh calculating subunit, configured to calculate a right wheel slip ratio based on a right wheel speed of the front axle of the tractor head and a right wheel speed average value of the driving axle;
an eighth calculation subunit configured to calculate a wheel slip ratio based on the front axle speed and the drive axle speed;
and the first judging subunit is used for judging whether the wheels of the vehicle are in a slip state or not based on the left wheel slip rate, the right wheel slip rate and the wheel slip rate.
Optionally, in the foregoing apparatus, the first judging subunit includes:
a second judging subunit, configured to respectively judge whether the left wheel slip rate is smaller than a preset first threshold, whether the right wheel slip rate is smaller than a preset second threshold, and whether the wheel slip rate is smaller than a preset third threshold;
a third judging subunit, configured to judge that the wheels of the vehicle are not in a slip state if it is judged that the left wheel slip rate is less than a preset first threshold, the right wheel slip rate is less than a preset second threshold, and the wheel slip rate is less than a preset third threshold; otherwise, judging that the wheels of the vehicle are in a slipping state.
The third aspect of the present application discloses an electronic device, comprising:
one or more processors;
a storage device having one or more programs stored thereon;
the one or more programs, when executed by the one or more processors, cause the one or more processors to implement the method of any of the first aspects of the present application.
A fourth aspect of the application discloses a computer storage medium having stored thereon a computer program which, when executed by a processor, implements a method according to any of the first aspects of the application.
According to the technical scheme, in the control method of the vehicle gear, when the vehicle is in a turning state, the steering wheel angle, the total weight of the vehicle, the weight of the traction head and the speed of each wheel of the vehicle are obtained. The drive axle speed of the tractor head and the rear axle speed of the trailer are then calculated based on the speeds of the individual wheels. Based on the speeds of the respective wheels, it is determined whether the wheels of the vehicle are in a slip state. If the wheels of the vehicle are not in a slipping state, calculating a target included angle based on the speed of the driving shaft and the speed of the rear shaft; wherein, the target included angle is the included angle of trailer and traction locomotive. And then determining the steering wheel included angle of the vehicle based on the corresponding relation between the preset steering wheel angle and the steering wheel included angle and the steering wheel angle. And then calculating to obtain the comprehensive turning angle of the vehicle based on the total weight of the vehicle, the weight of the traction head, the target included angle and the included angle of the steering wheel. Finally, the highest gear of the vehicle is set based on the turning integrated angle and the drive shaft speed. Therefore, the method of the application is utilized, the situation that the trailer and the traction head have included angles is considered in the turning process of the vehicle, the turning comprehensive angle of the vehicle is calculated based on the total weight of the vehicle, the weight of the traction head, the target included angle and the included angle of the steering wheel, the highest gear in the turning process of the vehicle is set by combining the speed of the driving shaft, the dynamic property of the turning process of the vehicle is ensured, and the power shortage after positive upshift is avoided. The problem of among the prior art when the vehicle turns, gear control unreasonable appears easily, leads to the vehicle power not enough is solved.
Drawings
In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings that are required to be used in the embodiments or the description of the prior art will be briefly described below, and it is obvious that the drawings in the following description are only embodiments of the present application, and that other drawings can be obtained according to the provided drawings without inventive effort for a person skilled in the art.
FIG. 1 is a schematic diagram of a conventional truck turning;
FIG. 2 is a schematic diagram of a turning of a tractor trailer;
FIG. 3 is a flow chart of a method for controlling a vehicle gear disclosed in an embodiment of the present application;
FIG. 4 is a schematic diagram of a turning of a tractor trailer according to another embodiment of the present application;
FIG. 5 is a flow chart of one implementation of step S302 disclosed in another embodiment of the present application;
FIG. 6 is a flow chart of one implementation of step S303 disclosed in another embodiment of the present application;
FIG. 7 is a schematic diagram of a control device for a vehicle gear according to another embodiment of the present application;
fig. 8 is a schematic diagram of an electronic device according to another embodiment of the present application.
Detailed Description
The following description of the embodiments of the present application will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present application, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the application without making any inventive effort, are intended to be within the scope of the application.
In the present disclosure, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one … …" does not exclude the presence of other like elements in a process, method, article, or apparatus that comprises the element.
Moreover, relational terms such as first and second, and the like may be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions.
The first aspect of the present application discloses a control method for a vehicle gear, as shown in fig. 3, specifically including:
s301, when the vehicle is in a turning state, acquiring steering wheel rotation angle, total weight of the vehicle, weight of a traction head and speed of each wheel; the vehicle comprises a traction head and a trailer.
For convenience of understanding, this embodiment will be described with reference to the vehicle turning state diagram shown in fig. 4. Wherein v is FFM For front axle travel speed v FL For left-hand wheelsVelocity mean, v FR Is the average value of the right wheel speed, v FM For driving shaft speed v FM For rear axle speed v FFR For front axle right wheel speed, v FFL For front axle left wheel speed, v FR To drive the right wheel speed, v FL For driving the left wheel speed, v RR For rear axle right wheel speed, v RL For rear axle left wheel speed, L 1 The length of the trailer is represented by gamma, the included angle of steering wheels, beta, the included angle of the trailer and the traction head, alpha, the complementary angle of beta, and omega, the angular speed.
When the vehicle is in a turning state, steering wheel rotation angle, total weight, weight of the traction head and speed of each wheel of the vehicle are obtained, wherein the vehicle comprises the traction head and a trailer. The speed of each wheel is obtained by calculating according to the tire radius after the rotation speed is measured by the wheel rotation speed sensor. The total weight of the vehicle is obtained according to a vehicle running dynamics equation or a vehicle weight sensor. The weight of the traction locomotive is calibrated according to the model of the vehicle when leaving the factory.
S302, calculating the speed of a driving shaft of the tractor head and the speed of a rear shaft of the trailer based on the speeds of all the wheels.
After the speeds of the wheels are obtained, the speed of the drive shaft of the tractor and the speed of the rear axle of the trailer are calculated by using the speeds of the wheels.
Alternatively, in another embodiment of the present application, an implementation manner of step S302, as shown in fig. 5, may include:
s501, calculating a left wheel speed average value of a driving shaft and a right wheel speed average value of the driving shaft based on the speeds of the wheels of the driving shaft of the tractor head.
The average value of the speeds of the left wheels of the driving shaft is calculated based on the speeds of the left wheels of the driving shaft of the tractor, and the average value of the speeds of the left wheels of the driving shaft is calculated according to the following formula:
wherein i is the number of axles corresponding to the traction head under the saddle.
Based on the speeds of the right wheels of the driving shaft of the tractor head, the average speed value of the right wheels of the driving shaft is calculated, and the formula is as follows:
s502, calculating the driving shaft speed based on the driving shaft left side wheel speed average value and the driving shaft right side wheel speed average value.
The driving axle speed is calculated based on the average value of the driving axle left wheel speed and the average value of the driving axle right wheel speed, and the formula is as follows:
v FM =（v FR +v FL ）/2
s503, calculating a left wheel speed average value of the rear axle and a right wheel speed average value of the rear axle respectively based on the speeds of the wheels of the rear axle of the trailer.
S504, calculating the rear axle speed based on the average value of the wheel speeds on the left side of the rear axle and the average value of the wheel speeds on the right side of the rear axle.
It should be noted that, the calculation principles of S503 and S504 are consistent with those of S501 and S502, and the specific implementation process can refer to the calculation processes of S501 and S502, which are not described herein.
S303, judging whether the wheels of the vehicle are in a slip state or not based on the speeds of the wheels.
After the speed of the driving shaft of the tractor head and the speed of the rear axle of the trailer are calculated based on the speeds of the wheels, whether the wheels of the vehicle are in a slip state or not is judged based on the speeds of the wheels, and inaccuracy of data caused by the slip of the wheels is avoided, so that accuracy of follow-up data is affected.
Alternatively, in another embodiment of the present application, an implementation manner of step S303, as shown in fig. 6, may include:
s601, calculating the front axle speed based on the speeds of all wheels of the front axle of the tractor head.
The front axle speed is calculated based on the speeds of the wheels of the front axle of the tractor, and the calculation formula is as follows:
v FFM =（v FFR +v FFL ）/2
s602, calculating to obtain the left wheel slip ratio based on the average value of the left wheel speed of the front axle of the tractor head and the left wheel speed of the driving axle.
The left wheel slip ratio is calculated based on the average value of the left wheel speed of the front axle of the tractor and the left wheel speed of the driving axle, and the calculation formula is as follows:
η L =|v FFL -v FL |/v FFL *100%
s603, calculating to obtain the right wheel slip ratio based on the average value of the right wheel speed of the front axle of the tractor head and the right wheel speed of the driving axle.
The right wheel slip ratio is calculated based on the average value of the right wheel speed of the front axle of the tractor and the right wheel speed of the driving axle, and the calculation formula is as follows:
η R =|v FFR -v FR |/v FFR *100%
s604, calculating the wheel slip rate based on the front axle speed and the driving axle speed.
After the front axle speed and the drive axle speed are calculated, the wheel slip ratio is calculated based on the front axle speed and the drive axle speed, and the calculation formula is as follows:
η M =|v FFM -v FM |/v FFM *100%
and S605, judging whether the wheels of the vehicle are in a slip state or not based on the left wheel slip rate, the right wheel slip rate and the wheel slip rate.
After the left wheel slip rate, the right wheel slip rate and the wheel slip rate are calculated, whether the wheels of the vehicle are in a slip state or not can be judged by comparing the left wheel slip rate, the right wheel slip rate and the wheel slip rate with corresponding standard values respectively.
Alternatively, in another embodiment of the present application, an implementation of step S605 may include:
respectively judging whether the left wheel slip rate is smaller than a preset first threshold value eta L-limi Whether the slip ratio of the right wheel is smaller than a preset second threshold value eta R-limit Whether the wheel slip ratio is smaller than a preset third threshold value eta M-limit 。
If the left wheel slip rate is smaller than a preset first threshold value, the right wheel slip rate is smaller than a preset second threshold value and the wheel slip rate is smaller than a preset third threshold value, judging that the wheels of the vehicle are not in a slip state; otherwise, judging that the wheels of the vehicle are in a slipping state.
The first threshold η L-limi Second threshold value eta R-limit And a third threshold value eta M-limit The setting can be performed according to the actual situation.
S304, if the wheels of the vehicle are not in a slipping state, calculating a target included angle based on the speed of the driving shaft and the speed of the rear axle; wherein, the target included angle is the included angle of trailer and traction locomotive.
It should be noted that, according to the relationship between the angular velocity and the linear velocity, it is possible to:
V FM =ωR 1 ,V RM =ωR 2
this can be achieved by:
sinα=R2/R1= V RM / V FM ，α=arcsin(V RM / V FM )
therefore, alpha can be calculated according to the speed of the driving shaft and the speed of the rear shaft, and then a target included angle, namely the included angle between the trailer and the traction head, can be calculated according to the alpha, and the calculation formula is as follows:
β=90°-α
s305, determining the steering wheel included angle of the vehicle based on the corresponding relation between the preset steering wheel angle and the steering wheel included angle and the steering wheel angle.
It should be noted that, the included angle γ between the steering wheel and the traction head is in a certain proportional relationship with the steering wheel angle, and the specific proportional relationship is determined according to the hardware of the vehicle, for example, the corresponding relationship between the steering wheel angle and the included angle of the steering wheel is shown in the following table 1. When the vehicle turns, the steering wheel included angle gamma of the vehicle can be determined according to the steering wheel angle lookup table.
S306, calculating to obtain the comprehensive turning angle of the vehicle based on the total weight of the vehicle, the weight of the traction head, the target included angle and the included angle of the steering wheel.
It should be noted that, because the steering wheel included angle γ and the target included angle β under different loads have different specific gravity for the turning process, the total weight M of the vehicle needs to be combined Total (S) Weight M of traction head Traction and pull The target included angle beta and the steering wheel included angle gamma are calculated to obtain the turning comprehensive angle delta of the vehicle, and the calculation formula is as follows:
δ=M traction and pull /M Total (S) *γ+(M General- M Traction and pull )/M Total (S) *β
The comprehensive turning angle delta considers the influence of the total weight of the vehicle, the weight of the traction head, the target included angle and the included angle of the steering wheel on the turning process of the vehicle, and the vehicle state is expressed more accurately.
S307, the highest gear of the vehicle is set based on the turning integrated angle and the drive shaft speed.
It should be noted that, when the vehicle speed is higher, the vehicle has higher kinetic energy and better resistance overcoming capability, and when the vehicle speed is low, the kinetic energy is low and poor resistance overcoming capability, so that not only the comprehensive turning angle needs to be considered, but also the driving shaft speed of the vehicle needs to be considered, the highest gear of the vehicle is set by combining the comprehensive turning angle and the driving shaft speed, and the highest gear setting table of the vehicle is shown in table 2:
in the control method for the vehicle gear provided by the embodiment of the application, when the vehicle is in a turning state, the steering wheel angle, the total weight of the vehicle, the weight of the traction head and the speed of each wheel of the vehicle are obtained. The drive axle speed of the tractor head and the rear axle speed of the trailer are then calculated based on the speeds of the individual wheels. Based on the speeds of the respective wheels, it is determined whether the wheels of the vehicle are in a slip state. If the wheels of the vehicle are not in a slipping state, calculating a target included angle based on the speed of the driving shaft and the speed of the rear shaft; wherein, the target included angle is the included angle of trailer and traction locomotive. And then determining the steering wheel included angle of the vehicle based on the corresponding relation between the preset steering wheel angle and the steering wheel included angle and the steering wheel angle. And then calculating to obtain the comprehensive turning angle of the vehicle based on the total weight of the vehicle, the weight of the traction head, the target included angle and the included angle of the steering wheel. Finally, the highest gear of the vehicle is set based on the turning integrated angle and the drive shaft speed. Therefore, the method of the application is utilized, the situation that the trailer and the traction head have included angles is considered in the turning process of the vehicle, the turning comprehensive angle of the vehicle is calculated based on the total weight of the vehicle, the weight of the traction head, the target included angle and the included angle of the steering wheel, the highest gear in the turning process of the vehicle is set by combining the speed of the driving shaft, the dynamic property of the turning process of the vehicle is ensured, and the power shortage after positive upshift is avoided. The problem of among the prior art when the vehicle turns, gear control unreasonable appears easily, leads to the vehicle power not enough is solved.
The other embodiment of the present application further provides a control device for a vehicle gear, as shown in fig. 7, which specifically includes:
an acquisition unit 701 for acquiring a steering wheel angle of the vehicle, a total weight of the vehicle, a weight of a traction head, and a speed of each wheel when the vehicle is in a turning state; the vehicle comprises a traction head and a trailer.
A first calculation unit 702 is configured to calculate, based on the speeds of the wheels, a drive shaft speed of the tractor head and a rear axle speed of the trailer.
A judging unit 703 for judging whether the wheels of the vehicle are in a slip state based on the speeds of the respective wheels.
A second calculating unit 704, configured to calculate, if it is determined that the wheels of the vehicle are not in a slip state, a target included angle based on the driving shaft speed and the rear shaft speed; wherein, the target included angle is the included angle of trailer and traction locomotive.
And the determining unit 705 is configured to determine a steering wheel angle of the vehicle based on a preset correspondence between steering wheel angles and the steering wheel angles.
The third calculating unit 706 is configured to calculate a comprehensive turning angle of the vehicle based on the total weight of the vehicle, the weight of the traction head, the target angle and the steering wheel angle.
A setting unit 707 for setting a highest gear of the vehicle based on the turning integrated angle and the drive shaft speed.
In this embodiment, the specific execution procedures of the acquiring unit 701, the first calculating unit 702, the judging unit 703, the second calculating unit 704, the determining unit 705, the third calculating unit 706, and the setting unit 707 can be referred to the method embodiment corresponding to fig. 3, and will not be described herein.
In the control device for a vehicle gear provided by the embodiment of the application, when the vehicle is in a turning state, the acquisition unit 701 acquires the steering wheel angle, the total weight of the vehicle, the weight of the traction head and the speed of each wheel of the vehicle. The first calculation unit 702 then calculates the drive axle speed of the tractor head and the rear axle speed of the trailer based on the speeds of the respective wheels. The determination unit 703 determines whether the wheels of the vehicle are in a slip state based on the speeds of the respective wheels. If it is determined that the wheels of the vehicle are not in a slip state, the second calculating unit 704 calculates a target included angle based on the driving shaft speed and the rear shaft speed; wherein, the target included angle is the included angle of trailer and traction locomotive. The determining unit 705 then determines the steering wheel angle of the vehicle based on the preset correspondence of steering wheel angle and steering wheel angle. The third calculation unit 706 then calculates a turning integrated angle of the vehicle based on the total vehicle weight, the tractor head weight, the target angle, and the steering wheel angle. The final setting unit 707 sets the highest gear of the vehicle based on the turning integrated angle and the drive shaft speed. Therefore, the method of the application is utilized, the situation that the trailer and the traction head have included angles is considered in the turning process of the vehicle, the turning comprehensive angle of the vehicle is calculated based on the total weight of the vehicle, the weight of the traction head, the target included angle and the included angle of the steering wheel, the highest gear in the turning process of the vehicle is set by combining the speed of the driving shaft, the dynamic property of the turning process of the vehicle is ensured, and the power shortage after positive upshift is avoided. The problem of among the prior art when the vehicle turns, gear control unreasonable appears easily, leads to the vehicle power not enough is solved.
Alternatively, in another embodiment of the present application, an implementation manner of the first computing unit 702 may include:
a first calculating subunit, configured to calculate, based on the speeds of the wheels of the tractor head drive axle, a wheel speed average on the left side of the drive axle and a wheel speed average on the right side of the drive axle, respectively.
And the second calculating subunit is used for calculating the driving shaft speed based on the driving shaft left side wheel speed average value and the driving shaft right side wheel speed average value.
And the third calculation subunit is used for respectively calculating the average value of the wheel speeds at the left side of the rear axle and the average value of the wheel speeds at the right side of the rear axle based on the speeds of the wheels of the rear axle of the trailer.
And the fourth calculating subunit is used for calculating the rear axle speed based on the average value of the rear axle left-side wheel speed and the average value of the rear axle right-side wheel speed.
In this embodiment, the specific execution process of the first computing subunit, the second computing subunit, the third computing subunit, and the fourth computing subunit may refer to the content of the method embodiment corresponding to fig. 5, which is not described herein again.
Alternatively, in another embodiment of the present application, an implementation manner of the above-mentioned determining unit 703 may include:
and a fifth calculating subunit, configured to calculate a front axle speed based on the speeds of the wheels of the front axle of the tractor.
And the sixth calculating subunit is used for calculating the left wheel slip ratio based on the average value of the left wheel speed of the front axle of the tractor and the left wheel speed of the driving axle.
And the seventh calculating subunit is used for calculating the right wheel slip ratio based on the average value of the right wheel speed of the front axle of the tractor and the right wheel speed of the driving axle.
And an eighth calculation subunit for calculating the wheel slip ratio based on the front axle speed and the drive axle speed.
And the first judging subunit is used for judging whether the wheels of the vehicle are in a slip state or not based on the left wheel slip rate, the right wheel slip rate and the wheel slip rate.
In this embodiment, the specific execution process of the fifth computing subunit, the sixth computing subunit, the seventh computing subunit, the eighth computing subunit, and the first determining subunit may refer to the content of the method embodiment corresponding to fig. 6, which is not described herein again.
Optionally, in another embodiment of the present application, an implementation manner of the first determining subunit may include:
and the second judging subunit is used for respectively judging whether the left wheel slip rate is smaller than a preset first threshold value, whether the right wheel slip rate is smaller than a preset second threshold value and whether the wheel slip rate is smaller than a preset third threshold value.
A third judging subunit, configured to judge that the wheels of the vehicle are not in a slip state if it is judged that the left wheel slip ratio is less than a preset first threshold, the right wheel slip ratio is less than a preset second threshold, and the wheel slip ratio is less than a preset third threshold; otherwise, the wheels of the vehicle are judged to be in a slipping state.
In this embodiment, the specific execution process of the second determination subunit and the third determination subunit may refer to the content of the corresponding method embodiment, which is not described herein.
Another embodiment of the present application further provides an electronic device, as shown in fig. 8, specifically including:
one or more processors 801.
A storage device 802 on which one or more programs are stored.
The one or more programs, when executed by the one or more processors 801, cause the one or more processors 801 to implement the methods of any of the embodiments described above.
Another embodiment of the present application also provides a computer storage medium having a computer program stored thereon, wherein the computer program, when executed by a processor, implements a method according to any of the above embodiments.
In this specification, each embodiment is described in a progressive manner, and identical and similar parts of each embodiment are all referred to each other, and each embodiment mainly describes differences from other embodiments. In particular, for a system or system embodiment, since it is substantially similar to a method embodiment, the description is relatively simple, with reference to the description of the method embodiment being made in part. The systems and system embodiments described above are merely illustrative, wherein the elements illustrated as separate elements may or may not be physically separate, and the elements shown as elements may or may not be physical elements, may be located in one place, or may be distributed over a plurality of network elements. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of this embodiment. Those of ordinary skill in the art will understand and implement the present application without undue burden.
Those of skill would further appreciate that the various illustrative elements and algorithm steps described in connection with the embodiments disclosed herein may be implemented as electronic hardware, computer software, or combinations of both, and that the various illustrative elements and steps are described above generally in terms of functionality in order to clearly illustrate the interchangeability of hardware and software. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the solution. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present application.
The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the application. Thus, the present application is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims (10)

1. A control method of a vehicle gear, characterized by comprising:
when the vehicle is in a turning state, acquiring steering wheel rotation angle, total weight of the vehicle, weight of a traction head and speed of each wheel of the vehicle; wherein the vehicle comprises a traction head and a trailer;
calculating the speed of a driving shaft of the tractor head and the speed of a rear shaft of the trailer based on the speeds of the wheels;
judging whether the wheels of the vehicle are in a slip state or not based on the speeds of the wheels;
if the wheels of the vehicle are not in a slipping state, calculating a target included angle based on the speed of the driving shaft and the speed of the rear axle; wherein the target included angle is an included angle between the trailer and the traction locomotive;
determining the steering wheel included angle of the vehicle based on the corresponding relation between the preset steering wheel angle and the steering wheel included angle and the steering wheel angle;
calculating a turning comprehensive angle of the vehicle based on the total weight of the vehicle, the weight of the traction head, the target included angle and the steering wheel included angle;
the highest gear of the vehicle is set based on the turning integrated angle and the drive shaft speed.
2. The method of claim 1, wherein calculating a drive shaft speed of the tractor head and a rear axle speed of the trailer based on the speeds of the respective wheels comprises:
respectively calculating a left wheel speed average value and a right wheel speed average value of the driving shaft based on the speeds of the wheels of the driving shaft of the tractor head;
calculating the driving shaft speed based on the driving shaft left side wheel speed average value and the driving shaft right side wheel speed average value;
respectively calculating a left wheel speed average value of a rear axle and a right wheel speed average value of the rear axle based on the speeds of all the wheels of the rear axle of the trailer;
and calculating the rear axle speed based on the rear axle left wheel speed average value and the rear axle right wheel speed average value.
3. The method of claim 1, wherein determining whether the wheels of the vehicle are in a slip state based on the speeds of the respective wheels comprises:
calculating the speed of the front axle based on the speed of each wheel of the front axle of the tractor head;
calculating to obtain a left wheel slip ratio based on the left wheel speed of the front axle of the tractor head and the average value of the left wheel speeds of the driving axle;
calculating to obtain a right wheel slip ratio based on the right wheel speed of the front axle of the tractor head and the right wheel speed average value of the driving axle;
calculating a wheel slip ratio based on the front axle speed and the drive axle speed;
and judging whether the wheels of the vehicle are in a slip state or not based on the left wheel slip rate, the right wheel slip rate and the wheel slip rate.
4. The method of claim 3, wherein the determining whether the wheels of the vehicle are in a slip state based on the left wheel slip rate, the right wheel slip rate, and the wheel slip rate comprises:
respectively judging whether the left wheel slip rate is smaller than a preset first threshold value, whether the right wheel slip rate is smaller than a preset second threshold value and whether the wheel slip rate is smaller than a preset third threshold value;
if the left wheel slip rate is smaller than a preset first threshold value, the right wheel slip rate is smaller than a preset second threshold value and the wheel slip rate is smaller than a preset third threshold value, judging that the wheels of the vehicle are not in a slip state; otherwise, judging that the wheels of the vehicle are in a slipping state.
5. A control device for a vehicle gear, characterized by comprising:
an acquisition unit for acquiring a steering wheel angle, a total vehicle weight, a traction head weight, and speeds of respective wheels of a vehicle when the vehicle is in a turning state; wherein the vehicle comprises a traction head and a trailer;
a first calculation unit for calculating a drive shaft speed of the tractor head and a rear axle speed of the trailer based on the speeds of the respective wheels;
a judging unit configured to judge whether wheels of the vehicle are in a slip state based on the speeds of the respective wheels;
a second calculation unit configured to calculate a target included angle based on the drive shaft speed and the rear axle speed if it is determined that the wheels of the vehicle are not in a slip state; wherein the target included angle is an included angle between the trailer and the traction locomotive;
the determining unit is used for determining the steering wheel included angle of the vehicle based on the corresponding relation between the preset steering wheel angle and the steering wheel included angle and the steering wheel angle;
the third calculation unit is used for calculating a turning comprehensive angle of the vehicle based on the total weight of the vehicle, the weight of the traction head, the target included angle and the steering wheel included angle;
and a setting unit configured to set a highest gear of the vehicle based on the turning integrated angle and the drive shaft speed.
6. The apparatus of claim 5, wherein the first computing unit comprises:
a first calculating subunit, configured to calculate, based on the speeds of the wheels of the tractor head drive shaft, a wheel speed average value on the left side of the drive shaft and a wheel speed average value on the right side of the drive shaft, respectively;
a second calculating subunit, configured to calculate the driving shaft speed based on the average value of the driving shaft left wheel speed and the average value of the driving shaft right wheel speed;
a third calculation subunit, configured to calculate a left wheel speed average value of the rear axle and a right wheel speed average value of the rear axle, respectively, based on the speeds of the wheels of the rear axle of the trailer;
and the fourth calculating subunit is used for calculating the rear axle speed based on the average value of the rear axle left-side wheel speed and the average value of the rear axle right-side wheel speed.
7. The apparatus according to claim 5, wherein the judging unit includes:
a fifth calculating subunit, configured to calculate a front axle speed based on the speeds of the wheels of the front axle of the tractor head;
a sixth calculating subunit, configured to calculate a left wheel slip ratio based on a left wheel speed of the front axle of the tractor head and a left wheel speed average value of the driving axle;
a seventh calculating subunit, configured to calculate a right wheel slip ratio based on a right wheel speed of the front axle of the tractor head and a right wheel speed average value of the driving axle;
an eighth calculation subunit configured to calculate a wheel slip ratio based on the front axle speed and the drive axle speed;
and the first judging subunit is used for judging whether the wheels of the vehicle are in a slip state or not based on the left wheel slip rate, the right wheel slip rate and the wheel slip rate.
8. The apparatus of claim 7, wherein the first determination subunit comprises:
a second judging subunit, configured to respectively judge whether the left wheel slip rate is smaller than a preset first threshold, whether the right wheel slip rate is smaller than a preset second threshold, and whether the wheel slip rate is smaller than a preset third threshold;
a third judging subunit, configured to judge that the wheels of the vehicle are not in a slip state if it is judged that the left wheel slip rate is less than a preset first threshold, the right wheel slip rate is less than a preset second threshold, and the wheel slip rate is less than a preset third threshold; otherwise, judging that the wheels of the vehicle are in a slipping state.
9. An electronic device, comprising:
one or more processors;
a storage device having one or more programs stored thereon;
the one or more programs, when executed by the one or more processors, cause the one or more processors to implement the method of any of claims 1-4.
10. A computer storage medium, having stored thereon a computer program, wherein the computer program, when executed by a processor, implements the method of any of claims 1 to 4.
CN202311319143.4A 2023-10-12 2023-10-12 Control method and device for vehicle gear, electronic equipment and storage medium Active CN117068173B (en)

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