CN118088669A

CN118088669A - Self-adaptive gear shifting method and device based on power assembly torque, vehicle and medium

Info

Publication number: CN118088669A
Application number: CN202410417432.6A
Authority: CN
Inventors: 吴同; 李岩; 李奇
Original assignee: FAW Group Corp
Current assignee: FAW Group Corp
Priority date: 2024-04-08
Filing date: 2024-04-08
Publication date: 2024-05-28

Abstract

The application relates to the technical field of vehicles, in particular to a power assembly torque-based self-adaptive gear shifting method, a device, a vehicle and a medium, wherein the method comprises the following steps: acquiring working parameters of a power assembly system; calculating reference output torque and equivalent output torque of the power train according to the working parameters of the power train; and calculating a target torque required by gear shifting according to the reference output torque and the equivalent output torque, and controlling the gear shifting of the vehicle by utilizing the target torque required by gear shifting. Therefore, the problems that in the related art, the same gear shifting strategy is adopted under different working conditions, so that the acceleration of the vehicle suddenly increases or decreases or the running speed of the vehicle changes unevenly, the drivability of the vehicle is influenced, the user experience is poor and the like are solved.

Description

Self-adaptive gear shifting method and device based on power assembly torque, vehicle and medium

Technical Field

The application relates to the technical field of vehicles, in particular to a self-adaptive gear shifting method and device based on power assembly torque, a vehicle and a medium.

Background

At present, with the annual improvement of the conservation quantity of passenger cars in China and the rapid development of automobile power assembly technology, passenger cars provided with engines and automatic gearboxes are widely popularized and used.

In the related art, a gear shifting strategy mostly executes corresponding gear shifting actions according to a specific speed range corresponding to each gear, however, under special use situations, such as a cold start working condition with extremely low ambient temperature, a vehicle use condition with changed lubrication characteristics of added lubricating oil, even some abnormal use conditions, and the like, in these situations, because the dynamic characteristics of a vehicle power train have significant changes, the vehicle acceleration easily changes severely when gear shifting is performed based on calibration data of the original gear shifting strategy, and driving performance of a vehicle product is affected, so that user experience feel is poor.

Disclosure of Invention

The application provides a power assembly torque-based self-adaptive gear shifting method, a device, a vehicle, a storage medium and a program product, which are used for solving the problems that in the related art, the same gear shifting strategy is adopted under different working conditions, so that the acceleration of the vehicle is suddenly increased or reduced or the running speed of the vehicle is not smooth, the drivability of the vehicle is influenced, the user experience is poor and the like.

An embodiment of a first aspect of the present application provides a powertrain torque-based adaptive shift method, including the steps of: acquiring working parameters of a power assembly system; calculating reference output torque and equivalent output torque of the power train according to the working parameters of the power train; and calculating a target torque required by gear shifting according to the reference output torque and the equivalent output torque, and controlling the gear shifting of the vehicle by utilizing the target torque required by gear shifting.

Optionally, calculating a target torque required for gear shifting and a target torque required for gear shifting according to the reference output torque and the equivalent output torque includes: acquiring the current speed of a vehicle and the current working temperature of a transmission; calculating a torque ratio of the reference output torque to the equivalent output torque, and determining a first correction coefficient of the torque ratio according to the current vehicle speed and the current working temperature; and calculating target torque required by gear shifting according to the first correction coefficient and the torque ratio.

Optionally, calculating a target torque required for gear shifting according to the reference output torque and the equivalent output torque, further includes: acquiring the current speed of a vehicle and the current working temperature of a transmission; calculating a torque difference value between the reference output torque and the equivalent output torque, and determining a second correction coefficient of the torque ratio according to the current vehicle speed and the current working temperature; and calculating the target torque required by gear shifting according to the second correction coefficient and the torque difference value.

Optionally, the calculating the reference output torque of the power train according to the working parameters of the power train includes: identifying a reference output torque of the engine, a gear ratio of the transmission, a reference mechanical efficiency of the powertrain system, a wheel radius, and a reference driving force output by the powertrain system in the operating parameters; a reference output torque of the vehicle powertrain is calculated based on a reference output torque of the engine, a gear ratio of the transmission, a reference mechanical efficiency of the powertrain, and the wheel radius, or a reference vehicle driving force output by the powertrain and the wheel radius.

Optionally, the calculating the equivalent output torque of the powertrain system according to the operation parameter of the powertrain system includes: identifying an equivalent output torque of the engine, a gear ratio of the transmission, an equivalent mechanical efficiency of the powertrain system, a wheel radius, and an equivalent driving force output by the vehicle powertrain system in the operating parameters; the equivalent output torque of the vehicle powertrain is calculated based on the equivalent output torque of the engine, the gear ratio of the transmission, the equivalent mechanical efficiency of the powertrain, and the wheel radius, or the equivalent driving force output by the vehicle powertrain and the wheel radius.

An embodiment of a second aspect of the present application provides an adaptive shifting device based on powertrain torque, comprising: the acquisition module is used for acquiring the working parameters of the power assembly system; the first calculation module is used for calculating the reference output torque and the equivalent output torque of the power train according to the working parameters of the power train; and the second calculation module is used for calculating target torque required by gear shifting according to the reference output torque and the equivalent output torque, and controlling the gear shifting of the vehicle by utilizing the target torque required by gear shifting.

Optionally, the second computing module is further configured to: acquiring the current speed of a vehicle and the current working temperature of a transmission; calculating a torque ratio of the reference output torque to the equivalent output torque, and determining a first correction coefficient of the torque ratio according to the current vehicle speed and the current working temperature; and calculating target torque required by gear shifting according to the first correction coefficient and the torque ratio.

Optionally, the second computing module is further configured to: acquiring the current speed of a vehicle and the current working temperature of a transmission; calculating a torque difference value between the reference output torque and the equivalent output torque, and determining a second correction coefficient of the torque ratio according to the current vehicle speed and the current working temperature; and calculating the target torque required by gear shifting according to the second correction coefficient and the torque difference value.

Optionally, the first computing module is further configured to: identifying a reference output torque of the engine, a gear ratio of the transmission, a reference mechanical efficiency of the powertrain system, a wheel radius, and a reference driving force output by the powertrain system in the operating parameters; a reference output torque of the vehicle powertrain is calculated based on a reference output torque of the engine, a gear ratio of the transmission, a reference mechanical efficiency of the powertrain, and the wheel radius, or a reference vehicle driving force output by the powertrain and the wheel radius.

Optionally, the first computing module is further configured to: identifying an equivalent output torque of the engine, a gear ratio of the transmission, an equivalent mechanical efficiency of the powertrain system, a wheel radius, and an equivalent driving force output by the vehicle powertrain system in the operating parameters; the equivalent output torque of the vehicle powertrain is calculated based on the equivalent output torque of the engine, the gear ratio of the transmission, the equivalent mechanical efficiency of the powertrain, and the wheel radius, or the equivalent driving force output by the vehicle powertrain and the wheel radius.

An embodiment of a third aspect of the present application provides a vehicle including: the system comprises a memory, a processor and a computer program stored on the memory and capable of running on the processor, wherein the processor executes the program to realize the self-adaptive gear shifting method based on the torque of the power assembly.

A fourth aspect of the present application provides a computer readable storage medium having stored thereon a computer program for execution by a processor for implementing a powertrain torque based adaptive shift method as described in the above embodiments.

A fifth aspect of the embodiment of the application provides a computer program product for implementing a powertrain torque based adaptive shift method as in the above embodiment when the computer program is executed.

Therefore, the application has at least the following beneficial effects:

According to the embodiment of the application, the reference output torque and the equivalent output torque of the power assembly system can be calculated according to the working parameters of the power assembly system; according to the reference output torque and the equivalent output torque, the target torque required by gear shifting is calculated, the gear shifting of the vehicle is controlled by utilizing the target torque required by gear shifting, and the self-adaptive dynamic adjustment of a gear shifting strategy under different working conditions is realized, so that the gear shifting logic of the automatic transmission is optimized, the smoothness of the gear shifting process is improved, and the drivability and the use experience of the vehicle are improved.

Additional aspects and advantages of the application will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the application.

Drawings

The foregoing and/or additional aspects and advantages of the application will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings, in which:

FIG. 1 is a flow chart of a powertrain torque based adaptive shift method according to an embodiment of the present application;

FIG. 2 is a schematic diagram of signal transmission line connections of a control system for adaptively adjusting a shift strategy of an automatic transmission of a vehicle according to an embodiment of the present application;

FIG. 3 is a flow chart of a control method for adaptively adjusting a shift strategy of an automatic transmission of a vehicle according to an embodiment of the present application;

FIG. 4 is a block diagram of a powertrain torque based adaptive shifting device provided in accordance with an embodiment of the present application;

Fig. 5 is a schematic structural view of a vehicle according to an embodiment of the present application.

Detailed Description

Embodiments of the present application are described in detail below, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to like or similar elements or elements having like or similar functions throughout. The embodiments described below by referring to the drawings are illustrative and intended to explain the present application and should not be construed as limiting the application.

In the related art, a method for adjusting gear control parameters, electronic equipment and a vehicle are provided, a vehicle climbing state is determined according to basic information and running information of the vehicle, and a control target parameter of a transmission gear in a vehicle power system is adjusted according to the climbing state of the vehicle.

Therefore, the application can calculate the reference output torque and the equivalent output torque of the power assembly system according to the working parameters of the power assembly system; according to the reference output torque and the equivalent output torque, the target torque required by gear shifting is calculated, the gear shifting of the vehicle is controlled by utilizing the target torque required by gear shifting, and the self-adaptive dynamic adjustment of a gear shifting strategy under different working conditions is realized, so that the gear shifting logic of the automatic transmission is optimized, the smoothness of the gear shifting process is improved, and the drivability and the use experience of the vehicle are improved.

The following describes a powertrain torque-based adaptive shifting method, apparatus, vehicle, storage medium, and program product according to embodiments of the present application with reference to the accompanying drawings. Specifically, fig. 1 is a schematic flow chart of an adaptive gear shifting method based on torque of a powertrain according to an embodiment of the present application.

As shown in fig. 1, the powertrain torque-based adaptive gear shifting method includes the steps of:

in step S101, operating parameters of the drive train are acquired.

It will be appreciated that the embodiments of the present application may obtain operating parameters of the powertrain system to facilitate subsequent calculation of reference output torque and equivalent output torque of the powertrain system.

The power assembly system comprises an engine, a clutch, a transmission, a speed reducer, a differential and other accessory parts or components assembled on the engine and the transmission; for a hybrid electric vehicle, the powertrain system further includes an electric motor and a power battery disposed on the power transmission line of the engine-clutch-transmission-driveshaft.

Specifically, as shown in fig. 2, the working parameters of the powertrain system may be acquired by related sensors of an electronic control unit of an engine management system, an electronic control unit of a transmission, an electronic control unit of a vehicle brake management system, and an electronic control unit of a vehicle dynamics stabilization control system, including control parameters and measurement parameters of corresponding units.

In step S102, a reference output torque and an equivalent output torque of the powertrain system are calculated from the operating parameters of the powertrain system.

It will be appreciated that the present embodiments may calculate the reference output torque and the equivalent output torque of the powertrain system based on the operating parameters of the powertrain system to facilitate subsequent calculation of the target torque required for the shift.

In an embodiment of the present application, calculating a reference output torque of a powertrain system based on an operating parameter of the powertrain system includes: identifying a reference output torque of the engine, a gear ratio of the transmission, a reference mechanical efficiency of the powertrain system, a wheel radius, and a reference driving force output by the powertrain system in the operating parameters; the reference output torque of the vehicle powertrain is calculated based on the reference output torque of the engine, the gear ratio of the transmission, the reference mechanical efficiency and the wheel radius of the powertrain, or the reference vehicle driving force and the wheel radius output by the powertrain.

It can be appreciated that the embodiment of the application can calculate the reference output torque of the vehicle power train by using the reference output torque of the engine, the transmission ratio of the transmission, the reference mechanical efficiency of the power train and the wheel radius, and can calculate the reference output torque of the vehicle power train by using the reference vehicle driving force output by the power train and the wheel radius, and can calculate the reference output torque by various modes, thereby improving the accuracy of the reference output torque.

Specifically, the present application calculates the reference output torque of the vehicle powertrain system in two ways as described above:

As one example, a calculation formula for calculating a reference output torque of a vehicle powertrain system using a reference output torque of an engine, a gear ratio of a transmission, a reference mechanical efficiency of the powertrain system, and a wheel radius is:

T_ptq,re＝T_tq,rei_gη_pT,re； (1)

where T _tq,re is the reference output torque of the vehicle engine, i _g is the gear ratio of the vehicle transmission, and η _pT,re is the reference mechanical efficiency of the vehicle powertrain system.

The reference output torque of the engine is calculated based on the mathematical model such as the air input model and the torque model which are preset in the electronic control unit of the engine and the measured parameter values of the electronic control unit of the engine through the related sensor of the engine, and can be directly obtained from the output signal of the electronic control unit of the engine.

As another embodiment, the calculation formula for calculating the reference output torque of the vehicle powertrain system by the reference vehicle driving force and the wheel radius output by the powertrain system is:

T_ptq,re＝F_pt,re·r； (2)

Wherein F _pt,re is the reference vehicle driving force output by the vehicle power system, and r is the wheel radius.

It should be noted that the number of the substrates,Where F _t,re is the reference driving force of the vehicle, i ₀ is the main gear ratio of the vehicle driveline, η _wtpT,re is the total reference mechanical efficiency of the vehicle system, excluding powertrain system consumption.

The reference driving force of the vehicle and the reference resistance force of the vehicle are shown in formula 3:

F_t,re＝∑F_res,re＝F_f,re+F_w,re+F_i,re+F_j,re； (3)

Wherein F _f,re is the reference rolling resistance experienced by the vehicle; f _w,re is the reference air resistance to which the vehicle is subjected; f _i,re is the reference grade resistance to which the vehicle is subjected; f _j,re is the reference acceleration resistance experienced by the vehicle.

In an embodiment of the present application, calculating an equivalent output torque of a powertrain system according to an operating parameter of the powertrain system includes: identifying an equivalent output torque of the engine, a gear ratio of the transmission, an equivalent mechanical efficiency of the powertrain system, a wheel radius, and an equivalent driving force output by the vehicle powertrain system in the operating parameters; the equivalent output torque of the vehicle powertrain system is calculated based on the equivalent output torque of the engine, the gear ratio of the transmission, the equivalent mechanical efficiency of the powertrain system, and the wheel radius, or the equivalent driving force and the wheel radius of the vehicle powertrain system output.

It can be appreciated that the embodiment of the application can calculate the equivalent output torque of the vehicle power train based on the equivalent output torque of the engine, the transmission ratio of the transmission, the equivalent mechanical efficiency of the power train and the wheel radius, or calculate the equivalent output torque of the vehicle power train based on the equivalent driving force output by the vehicle power train and the wheel radius, and calculate the equivalent output torque in various modes, thereby improving the accuracy of the equivalent output torque.

Specifically, the present application calculates the equivalent (calculated) output torque of a vehicle powertrain in two ways.

As one example, the calculation formula for calculating the equivalent (calculated) output torque of the vehicle powertrain system based on the equivalent output torque of the engine, the gear ratio of the transmission, the equivalent mechanical efficiency of the powertrain system, and the wheel radius is:

T_ptq,me＝T_tq,mei_gη_pT,me； (4)

Wherein T _ptq,me is the equivalent (calculated) output torque of the vehicle power train system obtained by calculation based on the actual running condition measurement parameter signal; t _tq,me is the equivalent (calculated) output torque of the vehicle engine obtained by calculation of the actual driving condition measurement parameter signal; i _g is the gear ratio of the vehicle transmission; η _pT,me is the equivalent (calculated) mechanical efficiency of the vehicle powertrain system.

As another embodiment, a calculation formula for calculating an equivalent (calculated) output torque of the vehicle powertrain system based on an equivalent driving force output by the vehicle powertrain system and a wheel radius is:

Wherein F _pt,me is the equivalent (calculated) vehicle driving force output by the vehicle power train obtained by calculation of the actual running condition measurement parameter signal, and r is the wheel radius of the vehicle; f _t,me is the equivalent (calculated) driving force of the vehicle calculated by the actual driving condition measurement parameter signal, i ₀ is the main transmission ratio of the vehicle transmission system, and eta _wtpT,me is the total equivalent mechanical efficiency except for the consumption of the power train in the vehicle system.

From equation 6, it is known that the relationship between the equivalent (calculated) driving force of the vehicle and the equivalent (calculated) resistance force to which the vehicle is subjected:

F_t,me＝∑F_res,me＝F_f,me+F_w,me+F_i,me+F_j,me； (6)

Wherein F _f,me is the equivalent (calculated) rolling resistance experienced by the vehicle; f _w,me is the equivalent (calculated) air resistance experienced by the vehicle; f _i,me is the equivalent (calculated) grade resistance experienced by the vehicle; f _j,me is the equivalent (calculated) acceleration resistance experienced by the vehicle, which is determined by the following calculation method:

F_f,me＝G_mef_me cos α_me＝m_megf_me cos α_me； (7)

Wherein F _f,me is the equivalent (calculated) rolling resistance experienced by the vehicle; g _me is the equivalent (calculated) weight force to which the vehicle is subjected; f _me is the equivalent (calculated) rolling resistance coefficient of the vehicle; alpha _me is the equivalent (calculated) ramp angle of the vehicle's travel path; m _me is the equivalent (calculated) mass of the vehicle; g is gravitational acceleration. The equivalent (calculated) quality of the vehicle is obtained by solving a calculation method related to estimated equivalent (calculated) quality of the vehicle existing in the prior art by combining the working state of the vehicle in the current running process and control and measurement parameters obtained by a related electronic control unit in the vehicle based on a preset calculation model in a memory, wherein the related control and measurement parameters comprise: structural parameters related to the vehicle equivalent (calculated) mass estimation (such as the total mass of the vehicle or the service mass of the vehicle, etc.), pressure or gravity sensors installed in the vehicle (such as pressure sensors installed in the vehicle seat assembly, etc.). The equivalent (calculated) rolling resistance coefficient f _me of the vehicle is related to the current running road surface characteristic of the vehicle, and in the calculation process, under the condition that the characteristic parameter of the current running road surface of the vehicle can be obtained, the accurate equivalent (calculated) rolling resistance coefficient can be obtained; if the accurate equivalent (calculated) rolling resistance coefficient cannot be obtained, the equivalent (calculated) rolling resistance coefficient is considered to be equal to the rolling resistance coefficient value of the average ideal road surface, and the correction is performed by the vehicle running speed.

The relationship between the equivalent (calculated) slope angle α _me of the vehicle running road and the equivalent (calculated) gradient of the vehicle running road in the formula (6) is as shown in the formula (8):

i_me＝tanα_me； (8)

wherein, alpha _me is the equivalent (calculated) ramp angle of the vehicle running road; i _me is the equivalent (calculated) gradient of the vehicle's travel path. The equivalent (calculated) ramp angle of the vehicle driving road and the equivalent (calculated) gradient of the vehicle driving road are obtained by solving the existing calculation method related to estimating the driving pitching angle of the vehicle in the prior art by combining the working state of the vehicle in the current driving process and the control and measurement parameters obtained by a related electronic control unit in the vehicle based on a preset calculation model in a memory, wherein the related electronic control unit at least comprises: a vehicle dynamics stabilization control system electronic control unit 401, an inertia measurement unit 405.

Wherein F _w,me is the equivalent (calculated) air resistance experienced by the vehicle; c _D,me is the equivalent (calculated) air resistance coefficient; ρ _me is the equivalent (calculated) air density; a _me is the equivalent (calculated) frontal area of the vehicle, i.e. the projected area of the vehicle in the normal plane of the running direction of the vehicle; u _r,me is the equivalent (calculated) relative speed of the vehicle and the wind speed in the atmospheric conditions in which it is located. In the calculation process, when the wind speed, the wind direction and the vehicle running direction in the vehicle running condition can be obtained, the equivalent (calculated) air resistance of the vehicle can be accurately calculated by using the formula (9), and when the information such as the wind speed, the wind direction and the vehicle running direction in the vehicle running condition cannot be obtained, the relative speed of the vehicle in the formula (9) and the wind speed in the atmospheric environment condition where the vehicle is located is regarded as equal to the vehicle running speed, and the equivalent (calculated) windward area of the vehicle is regarded as equal to the frontal windward area of the vehicle.

F_i,me＝G_me sinα_me＝m_megsin α_me； (10)

Wherein F _i,me is the equivalent (calculated) grade resistance experienced by the vehicle; g _me is the equivalent (calculated) weight force to which the vehicle is subjected; g is gravity acceleration; α _me is the equivalent (calculated) ramp angle of the vehicle's travel path.

Wherein F _j,me is the equivalent (calculated) acceleration resistance experienced by the vehicle; m _me is the equivalent (calculated) mass of the vehicle; i _w is the moment of inertia of the wheels of the vehicle; i _f is the rotational inertia of the flywheel in the vehicle powertrain system; u is the running speed of the vehicle; t is time; delta is a fixed transmission ratio rotary mass conversion coefficient of the vehicle, and is related to the rotary inertia of a flywheel, the rotary inertia of wheels of the vehicle and the transmission ratio of a transmission system of the vehicle in the current vehicle power assembly system, and is used for converting the rotary mass of all rotary motion parts related to the current dynamic state of the vehicle into the inertia force of translational mass when the vehicle accelerates (or decelerates) and the transmission ratio of the transmission system is constant in the process; r is the wheel radius of the vehicle; η _T,me is the equivalent mechanical efficiency of the vehicle driveline.

Based on the formula (7) and the formula (8), the equivalent (calculated) rolling resistance F _f,me born by the vehicle can be calculated; based on the formula (9), the equivalent (calculated) air resistance F _w,me of the vehicle can be calculated; based on the formula (8) and the formula (10), the equivalent (calculated) gradient resistance F _i,me of the vehicle can be calculated; based on the formula (11), the equivalent (calculated) acceleration resistance F _j,me to be applied to the vehicle can be calculated; further, an equivalent (calculated) driving force F _t,me of the vehicle can be calculated based on the formula (6); further, an equivalent (calculated) vehicle driving force F _pt,me output by the vehicle powertrain system and an equivalent (calculated) output torque T _ptq,me of the vehicle powertrain system may be calculated based on formula (5); further, an equivalent (calculated) output torque T _tq,me of the vehicle engine may be calculated based on equation (4).

In step S103, a target torque required for shifting is calculated from the reference output torque and the equivalent output torque, and vehicle shifting is controlled using the target torque required for shifting.

The target torque may be an equivalent correction torque, and is not particularly limited.

It can be appreciated that the embodiment of the application can calculate the target torque required by gear shifting according to the reference output torque and the equivalent output torque, and control the gear shifting of the vehicle by utilizing the target torque required by gear shifting, thereby realizing the self-adaptive dynamic adjustment of the gear shifting strategy under different working conditions, optimizing the gear shifting logic of the automatic transmission, improving the smoothness of the gear shifting process and improving the drivability and the use experience of the vehicle.

It should be noted that, the present application may calculate the target torque required for gear shifting by referring to the torque ratio or the difference between the output torque and the equivalent output torque and combining the first correction coefficient or the second correction coefficient, and specifically includes the following steps:

As one possible implementation, calculating the target torque required for gear shifting from the reference output torque and the equivalent output torque includes: acquiring the current speed of a vehicle and the current working temperature of a transmission; calculating a torque ratio of the reference output torque and the equivalent output torque, and determining a first correction coefficient of the torque ratio according to the current vehicle speed and the current working temperature; and calculating the target torque required by gear shifting according to the first correction coefficient and the torque ratio.

It can be appreciated that the embodiment of the application can calculate the target torque required by gear shifting according to the first correction coefficient and the torque ratio, wherein the first correction coefficient can be obtained through table lookup, and the self-adaptive dynamic adjustment of the gear shifting strategy under different working conditions is realized, so that the gear shifting logic of the automatic transmission is optimized, the smoothness of the gear shifting process is improved, and the drivability and the use experience of the vehicle are improved.

As another possible implementation, calculating the target torque required for gear shifting according to the reference output torque and the equivalent output torque further includes: acquiring the current speed of a vehicle and the current working temperature of a transmission; calculating a torque difference value between the reference output torque and the equivalent output torque, and determining a second correction coefficient of the torque ratio according to the current vehicle speed and the current working temperature; and calculating the target torque required by gear shifting according to the second correction coefficient and the torque difference value.

It can be appreciated that the embodiment of the application can calculate the target torque required by gear shifting according to the second correction coefficient and the torque difference value, wherein the second correction coefficient can be obtained through table lookup, and the self-adaptive dynamic adjustment of the gear shifting strategy under different working conditions is realized, so that the gear shifting logic of the automatic transmission is optimized, the smoothness of the gear shifting process is improved, and the drivability and the use experience of the vehicle are improved.

It should be noted that, in the embodiment of the present application, the first correction coefficient and the second correction coefficient may be obtained by dynamically interpolating a data query table MAP (or an array or a matrix) in the electronic control unit according to the adaptive gear shifting strategy, and coordinate axis parameters of the data query table MAP (or the array or the matrix) may be selected from influence factors that affect a torque model of the powertrain system, where the influence factors include, but are not limited to, a working temperature of the transmission, an engine speed, an ambient temperature, and a vehicle speed.

Specifically, the first correction coefficient and the second correction coefficient may be expressed as: k _Corr＝K_Corr,ATOT·K_Corr,uV, wherein K _Corr is a self-adaptive adjustment correction coefficient of a gear shifting strategy of the automatic transmission of the vehicle; k _Corr,AToT is an adaptive adjustment correction coefficient of a vehicle automatic transmission gear shifting strategy with respect to a transmission operating temperature; k _Corr,uV is an adaptive adjustment correction factor for a vehicle automatic transmission shift strategy with respect to vehicle travel speed.

According to the self-adaptive gear shifting method based on the power assembly torque, which is provided by the embodiment of the application, the reference output torque and the equivalent output torque of the power assembly system can be calculated according to the working parameters of the power assembly system; according to the reference output torque and the equivalent output torque, the target torque required by gear shifting is calculated, the gear shifting of the vehicle is controlled by utilizing the target torque required by gear shifting, and the self-adaptive dynamic adjustment of a gear shifting strategy under different working conditions is realized, so that the gear shifting logic of the automatic transmission is optimized, the smoothness of the gear shifting process is improved, and the drivability and the use experience of the vehicle are improved.

The powertrain torque-based adaptive shift method of the present application will be described in detail with reference to fig. 2 to 3, specifically as follows:

Step S1, working parameters of a power assembly system are obtained: i.e. to acquire control and measurement parameter signals from the engine management system electronic control unit 101, the transmission electronic control unit 201, the vehicle brake management system electronic control unit 301.

The engine management system electronic control unit 101 includes: an engine speed sensor 102, an engine throttle position sensor 103, an engine intake manifold temperature pressure sensor 104, an engine intake boost pressure sensor 105, an engine knock signal sensor 106, an engine cooling system temperature sensor 107, an engine intake side camshaft phase sensor 108, an engine exhaust side camshaft phase sensor 109, specifically:

Is connected to an engine speed sensor 102, an engine throttle position sensor 103, an engine intake manifold temperature pressure sensor 104, an engine intake boost pressure sensor 105, an engine knock signal sensor 106, an engine cooling system temperature sensor 107, an engine intake side camshaft phase sensor 108, and an engine exhaust side camshaft phase sensor 109 in the vehicle through signal transmission lines; in addition, the engine management system electronic control unit 101 is connected to the transmission electronic control unit 201, the adaptive shift strategy adjustment electronic control unit 202, the vehicle brake management system electronic control unit 301, and the vehicle dynamics stabilization control system electronic control unit 401 in the vehicle via a communication bus and transmits control and measurement data signals. The engine management system electronic control unit 101 receives various parameter signals collected from all engine-mounted sensors such as an engine speed sensor 102, an engine throttle position sensor 103, an engine intake manifold temperature pressure sensor 104, an engine intake boost pressure sensor 105, an engine knock signal sensor 106, an engine cooling system temperature sensor 107, an engine intake side camshaft phase sensor 108, an engine exhaust side camshaft phase sensor 109, and the like; generating target control values of corresponding control parameters (or control variables) based on engine structural parameters preset in a memory of an electronic control unit 101 of an engine management system and mathematical models, physical model calculation methods and software programs for describing charge replacement, fuel supply, gas mixture formation and combustion in a gas inlet and outlet system and a combustion chamber, energy conversion in different forms and power output in the working process of the engine according to the driving intention of a vehicle driver and the state characteristics such as the current engine dynamics state and emission characteristics; transmitting control signals describing target control values of control parameters (or control variables) to corresponding actuators through control signal transmission lines, executing corresponding instructions and adjusting the working operation state of the vehicle engine;

The engine speed sensor 102 is connected to an engine management system electronic control unit 101 in the vehicle through a signal transmission line. The engine speed sensor 102 functions to measure a speed signal of the engine and transmit the speed signal to the engine management system electronic control unit 101.

The engine throttle position sensor 103 is connected to an engine management system electronic control unit 101 in the vehicle via a signal transmission line. The function of the engine throttle position sensor 103 is to measure a current throttle opening signal and transmit the signal to the engine management system electronic control unit 101.

The engine intake manifold temperature and pressure sensor 104 is connected to the engine management system electronic control unit 101 in the vehicle via a signal transmission line. The engine intake manifold temperature and pressure sensor 104 functions to measure the gas temperature and gas pressure in the engine intake manifold and transmit the intake air temperature and intake air pressure signals to the engine management system electronic control unit 101.

The engine intake boost pressure sensor 105 is connected to the engine management system electronic control unit 101 in the vehicle through a signal transmission line. The engine intake boost pressure sensor 105 is operative to measure the pressure of the air after the engine intake system has been boosted and to transmit a signal of the pressure of the air to the engine management system electronic control unit 101.

The engine knock signal sensor 106 is connected to the engine management system electronic control unit 101 in the vehicle through a signal transmission line. The engine knock signal sensor 106 is used for measuring and analyzing vibration signals in certain frequency bands in the working process of the engine, and transmitting the engine vibration signals to the electronic control unit 101 of the engine management system, so as to be used as a basis for judging the engine knock combustion condition of the engine by the electronic control unit 101 of the engine management system.

The engine cooling system temperature sensor 107 is connected to the engine management system electronic control unit 101 in the vehicle via a signal transmission line. The engine cooling system temperature sensor 107 functions to measure a coolant temperature signal in the engine cooling system piping and transmit the coolant temperature signal to the engine management system electronic control unit 101.

The engine intake side camshaft phase sensor 108 is connected to the engine management system electronic control unit 101 in the vehicle through a signal transmission line. The engine intake side camshaft phase sensor 108 functions to measure an engine intake side camshaft phase signal and transmit the engine intake side camshaft phase signal to the engine management system electronic control unit 101.

The engine exhaust side camshaft phase sensor 109 is connected to the engine management system electronic control unit 101 in the vehicle through a signal transmission line. The engine exhaust side camshaft phase sensor 109 functions to measure an engine exhaust side camshaft phase signal and transmit the engine exhaust side camshaft phase signal to the engine management system electronic control unit 101.

The transmission electronic control unit 201 comprises an adaptive shift strategy adjustment electronic control unit 202, a transmission gear sensor 203, and a transmission operating temperature sensor 204; specifically:

The transmission electronic control unit 201 is connected with a transmission gear sensor 203 and a transmission operating temperature sensor 204 in the vehicle through signal transmission lines; in addition, the transmission electronic control unit 201 is connected to the engine management system electronic control unit 101, the adaptive shift strategy adjustment electronic control unit 202, the vehicle brake management system electronic control unit 301, and the vehicle dynamics stabilization control system electronic control unit 401 in the vehicle via a communication bus and transmits control and measurement data signals. The transmission electronic control unit 201 is operative to receive parameter signals from all transmission-mounted sensors, such as transmission gear sensor 203; generating a control signal describing a target gear of the vehicle transmission based on a software program preset in a memory of the transmission electronic control unit 201 according to the driving intention of the vehicle driver, the dynamics state of the current vehicle powertrain system and the kinematics state of the current vehicle; the control signals are transmitted to corresponding actuators through the control signal transmission lines, corresponding instructions are executed, and the gear and the working running state of the vehicle transmission are adjusted.

The adaptive shift strategy adjustment electronic control unit 202 is connected via a communication bus to an engine management system electronic control unit 101, a transmission electronic control unit 201, a vehicle brake management system electronic control unit 301, a vehicle dynamics stabilization control system electronic control unit 401 in the vehicle and transmits control and measurement data signals. The function of the self-adaptive gear shifting strategy adjusting electronic control unit 202 is to calculate by comparing the dynamics state information acquired in real time during the running process of the vehicle with the standard reference dynamics state information of the corresponding working condition counted during the development process of the vehicle product and by a computer program preset in the self-adaptive gear shifting strategy adjusting electronic control unit 202, so as to obtain the equivalent correction torque of the output torque calculated by the engine management system electronic control unit 101 based on the current working condition of the vehicle; further, according to the equivalent correction torque calculation result, the gear shifting strategy of the electronic control unit 201 of the vehicle transmission is adaptively adjusted, so as to achieve the technical purposes of adaptively adjusting the gear shifting strategy according to the dynamic characteristic change in the actual running process of the vehicle, and optimizing the vehicle drivability and the user driving experience.

The transmission gear sensor 203 is connected to a transmission electronic control unit 201 in the vehicle via a signal transmission line and transmits control and measurement data signals. The transmission gear sensor 203 is operative to monitor a gear signal of a current vehicle transmission and to transmit the gear signal to the transmission electronic control unit 201 via a signal transmission line as a reference basis for describing vehicle transmission gear information.

The transmission operating temperature sensor 204 is connected to a transmission electronic control unit 201 in the vehicle via a signal transmission line and transmits control and measurement data signals. The transmission operating temperature sensor 204 is operative to collect and detect an oil temperature signal of the vehicle transmission and transmit the oil temperature signal to the transmission electronic control unit 201 via a signal transmission line as a reference in describing the vehicle transmission oil temperature information and the current dynamics calculation of the vehicle power machine (e.g., engine).

The vehicle brake management system electronic control unit 301 is connected to the engine management system electronic control unit 101, the transmission electronic control unit 201, the adaptive shift strategy adjustment electronic control unit 202, the vehicle dynamics stabilization control system electronic control unit 401 in the vehicle via a communication bus and transmits control and measurement data signals. The vehicle brake management system electronic control unit 301 functions to receive a braking force demand from a driver, generate a braking control signal and transmit the control signal to other electronic control units of the vehicle, provide braking force to the vehicle, and selectively provide regenerative braking force and mechanical friction braking force to the vehicle.

The vehicle dynamics stabilization control system electronic control unit 401 includes a longitudinal acceleration sensor 402, a lateral acceleration sensor 403, a yaw rate sensor 404, an inertia measurement unit 405, a steering wheel steering angle sensor 406, a wheel speed sensor 407, specifically:

The vehicle dynamics stabilization control system electronic control unit 401 is connected with a longitudinal acceleration sensor 402, a lateral acceleration sensor 403, a yaw rate sensor 404, an inertia measurement unit 405, a steering angle sensor 406 and a wheel rotation speed sensor 407 in the vehicle through signal transmission lines; in addition, the vehicle dynamics stabilization control system electronic control unit 401 is connected via a communication bus to the engine management system electronic control unit 101, the transmission electronic control unit 201, the adaptive shift strategy adjustment electronic control unit 202, the vehicle brake management system electronic control unit 301 in the vehicle and transmits control and measurement data signals. The electronic control unit 401 of the vehicle dynamics stabilization control system is used for receiving signals or data which are collected by the sensors such as a longitudinal acceleration sensor 402, a lateral acceleration sensor 403, a yaw rate sensor 404, an inertia measurement unit 405, a steering angle sensor 406 of a steering wheel, a wheel rotating speed sensor 407 and the like and describe the state parameters of the vehicle body; based on a mathematical model, a physical model calculation method and a software program which are preset in a memory of the electronic control unit 401 of the vehicle dynamics stabilization control system and describe the kinematic state of the vehicle body, calculating the kinematic state of the current vehicle body, and comparing the kinematic state with safe kinematic state parameters and data which are preset in the memory of the electronic control unit 401 of the vehicle dynamics stabilization control system and describe the vehicle; judging (or predicting) whether the current vehicle body is in or about to be in a runaway state according to the comparison result; and according to the judging (or predicting) result, transmitting a target control value of a corresponding control parameter (or control variable) to an actuator capable of controlling the kinematic state of the vehicle body in the vehicle through a control signal transmission line, executing a corresponding instruction and adjusting the kinematic state of the vehicle body.

The longitudinal acceleration sensor 402 is connected to a vehicle dynamics stabilization control electronic control unit 401 in the vehicle via a signal transmission line and transmits control and measurement data signals. The longitudinal acceleration sensor 402 is used for measuring the longitudinal acceleration of the vehicle in the running direction of the vehicle during acceleration running or braking deceleration movement; the longitudinal acceleration signal is transmitted to the electronic control unit 401 of the vehicle dynamics stability control system through a signal transmission line, and is used as a reference basis for describing the current longitudinal acceleration and the vehicle body kinematics state of the vehicle, and further is used as a reference basis for the self-adaptive gear shifting strategy adjustment electronic control unit 202 to judge the dynamics state information of the vehicle in the driving process.

The lateral acceleration sensor 403 is connected to the vehicle dynamics stabilization control electronic control unit 401 in the vehicle via a signal transmission line and transmits control and measurement data signals. The lateral acceleration sensor 403 is used to measure the lateral acceleration of the vehicle perpendicular to the vehicle running direction during the cornering motion; the lateral acceleration signal is transmitted to the electronic control unit 401 of the vehicle dynamics stability control system through a signal transmission line, and is used as a reference basis for describing the current lateral acceleration and the vehicle body kinematics state of the vehicle, and further is used as a reference basis for the self-adaptive gear shifting strategy adjustment electronic control unit 202 to judge the dynamics state information of the vehicle in the driving process.

The yaw-rate sensor 404 is connected to the vehicle dynamics stabilization control system electronic control unit 401 in the vehicle via a signal transmission line and transmits control and measurement data signals. The yaw rate sensor 404 functions to measure the angular velocity (i.e., yaw rate) of the vehicle deflected about the vertical axis of the vehicle during running motion; the yaw rate signal is transmitted to the electronic control unit 401 of the dynamic stability control system of the vehicle through a signal transmission line, and is used as a reference basis for describing the current yaw rate of the vehicle and the dynamic state of the vehicle body, and further is used as a reference basis for the self-adaptive gear shifting strategy adjustment electronic control unit 202 to judge the dynamic state information of the vehicle in the driving process.

The inertial measurement unit 405 is connected to the vehicle dynamics stabilization control system electronic control unit 401 in the vehicle via a signal transmission line and transmits control and measurement data signals. The inertial measurement unit 405 is used for measuring the linear acceleration of the vehicle body in the vertical, horizontal and vertical axis directions and the angular acceleration of the vehicle around the vertical, horizontal and vertical axes during the running of the vehicle; the linear acceleration signals in 3 directions and the angular acceleration signals around the 3-axis are transmitted to the electronic control unit 401 of the vehicle dynamics stability control system through a signal transmission line, and are used as reference bases for describing the current vehicle body kinematics state or the vehicle body relative real-time positioning information of the vehicle, and further are used as reference bases for the electronic control unit 202 for judging the dynamics state information of the vehicle in the driving process.

The steering wheel angle sensor 406 is connected to the vehicle dynamics stability control system electronic control unit 401 in the vehicle via a signal transmission line and transmits control and measurement data signals. The steering wheel steering angle sensor 406 functions to measure the steering angle of the steering wheel operated by the driver during running of the vehicle; the steering wheel angle signal is transmitted to the vehicle dynamics stabilization control system electronic control unit 401 through a signal transmission line as a reference basis for describing the current driving intention of the vehicle driver.

The wheel speed sensor 407 is connected to the vehicle dynamics stabilization control electronic control unit 401 in the vehicle via a signal transmission line and transmits control and measurement data signals. The wheel speed sensor 407 functions to measure the wheel speed of the vehicle during running; the wheel rotation speed signal is transmitted to the electronic control unit 401 of the vehicle dynamics stability control system through a signal transmission line, and is used as a reference basis for describing the current wheel rotation speed and the vehicle body kinematics state of the vehicle, and further is used as a reference basis for the self-adaptive gear shifting strategy adjustment electronic control unit 202 to judge the dynamics state information of the vehicle in the driving process.

The engine management system electronic control unit 101, the transmission electronic control unit 201, the adaptive gear shifting strategy adjustment electronic control unit 202, the vehicle braking management system electronic control unit 301 and the vehicle dynamics stabilization control system electronic control unit 401 are connected through signal transmission lines, and the adaptive gear shifting strategy adjustment electronic control unit 202 can receive dynamics state information describing the vehicle during running from the engine management system electronic control unit 101, the transmission electronic control unit 201, the vehicle braking management system electronic control unit 301 and the vehicle dynamics stabilization control system electronic control unit 401 through the signal transmission lines.

To sum up, control and measurement parameter signals from the engine management system electronic control unit 101, the transmission electronic control unit 201, and the vehicle brake management system electronic control unit 301 are acquired. Through the above step S1, the adaptive gear shift strategy adjustment electronic control unit 202 obtains the parameter information describing the operating state of the vehicle engine by obtaining the control and measurement parameter signals from the engine management system electronic control unit 101, which at least includes: vehicle engine speed, vehicle engine output torque, vehicle engine cooling system temperature, vehicle engine intake side camshaft phase, vehicle engine exhaust side camshaft phase, vehicle engine throttle opening, vehicle engine intake pressure, vehicle engine intake temperature, vehicle engine knock signal; the adaptive gear shift strategy adjustment electronic control unit 202 obtains parameter information of the operating state of the vehicle transmission by obtaining control and measurement parameter signals from the transmission electronic control unit 201, wherein the parameter information at least comprises: gear information of a vehicle transmission, driving mode of the vehicle, vehicle transmission operating temperature (or transmission oil temperature); the adaptive gear shifting strategy adjusting electronic control unit 202 obtains the parameter information of the operating state of the vehicle brake management system and the brake information of the vehicle by obtaining the control and measurement parameter signals from the vehicle brake management system electronic control unit 301, wherein the method at least comprises the following steps: vehicle brake pedal position information.

And S2, calculating the reference output torque of the power train according to the working parameters of the power train.

Calculating to obtain the output torque of a standard reference power train of the vehicle through the control and measurement parameter signals obtained in the step S1; through S2 described above, the adaptive shift strategy adjusts the electronic control unit 202 based on the acquired control and measurement parameter signals (including at least the output torque of the vehicle engine, the gear ratio of the vehicle transmission, and the equivalent mechanical efficiency information of the vehicle powertrain system calculated based on the current vehicle and powertrain system operating conditions).

T_ptq,re＝T_tq,rei_gη_pT,re； (1)

T_ptq,re＝F_pt,re·r； (2)

F_t,re＝∑F_res,re＝F_f,re+F_w,re+F_i,re+F_j,re； (3)

Step S3, a control measurement parameter signal of the electronic control unit 401 of the vehicle dynamics stabilization control system is acquired, wherein the control measurement parameter signal at least includes a measurement parameter signal that may describe a vehicle dynamics state or is related to a physical parameter of the vehicle dynamics state.

Step S4, calculating the equivalent output torque of the power train according to the working parameters of the power train

Specifically, the present application calculates the equivalent output torque of a vehicle powertrain in two ways.

T_ptq,me＝T_tq,mei_gη_pT,me； (4)

F_t,me＝∑F_res,me＝F_f,me+F_w,me+F_i,me+F_j,me； (6)

F_f,me＝G_mef_me cos α_me＝m_megf_me cos α_me； (7)

i_me＝tan α_me； (8)

F_i,me＝G_me sin α_me＝m_meg sin α_me； (10)

And S5, comparing the standard reference power train output torque of the vehicle with the actual running condition target equivalent correction output torque calculation result of the vehicle power train to obtain the adaptive adjustment control method equivalent correction torque of the vehicle, namely calculating the target torque required by gear shifting according to the reference output torque and the equivalent output torque.

Specifically, the equivalent correction torque (1) may be a difference between the standard reference powertrain output torque of the vehicle and the actual running condition target equivalent correction output torque of the vehicle powertrain.

(2) The equivalent corrected torque may be a ratio of a standard reference powertrain output torque of the vehicle divided by an actual driving condition target equivalent corrected output torque of the vehicle powertrain.

(3) Multiplying the data MAP (or array, matrix) in the adaptive gear shifting strategy adjusting electronic control unit 202 by the adaptive adjustment correction coefficient of the gear shifting strategy of the automatic transmission of the vehicle on the basis of the steps (1) and (2), wherein the adaptive adjustment correction coefficient of the gear shifting strategy of the automatic transmission of the vehicle is obtained by dynamic interpolation of the data MAP (or array, matrix), and the coordinate axes of the data MAP (or array, matrix) are influence factors for influencing a torque model of a power train system, including but not limited to working temperature, engine speed, ambient temperature and vehicle speed; and corresponding calibration data results can be obtained through experimental tests according to the set parameters and preset in the adaptive gear shifting strategy adjustment electronic control unit 202.

It should be noted that, in the embodiment of the present application, the first correction coefficient and the second correction coefficient may be obtained by dynamically interpolating data MAP (or an array or a matrix) in the electronic control unit according to the adaptive gear shifting strategy, and the coordinate axes of the data MAP (or the array or the matrix) are influence factors that influence the torque model of the powertrain system, including, but not limited to, the working temperature, the engine speed, the ambient temperature, and the vehicle speed.

Specifically, the first correction coefficient and the second correction coefficient may be expressed as: k _Corr＝K_Corr,ATOT·K_Corr,uV, wherein K _Corr is a self-adaptive adjustment correction coefficient of a gear shifting strategy of the automatic transmission of the vehicle; k _Corr,ATOT is an adaptive adjustment correction coefficient of a vehicle automatic transmission gear shifting strategy with respect to a transmission operating temperature; k _Corr,uV is an adaptive adjustment correction coefficient of a gear shifting strategy of the automatic transmission of the vehicle with respect to the running speed of the vehicle; the adaptive adjustment correction coefficient of the vehicle automatic transmission shift strategy with respect to the transmission operating temperature and the adaptive adjustment correction coefficient of the vehicle automatic transmission shift strategy with respect to the vehicle running speed are preset in the memory of the adaptive shift strategy adjustment electronic control unit 202 in the form of an array (or curve). The values of the array (or curve) are determined by product research staff in the product development stage according to actual test results of the vehicle under the conditions of different speeds and different operating temperatures of the vehicle transmission so as to ensure that the gear shifting strategy self-adaptive adjustment and correction function of the vehicle automatic transmission can be safely and effectively implemented.

And S6, carrying out self-adaptive adjustment on a gear shift control strategy of the vehicle according to the calculated equivalent correction torque of the self-adaptive adjustment control method of the vehicle. Through the above-described step S6, the adaptive shift strategy adjustment electronic control unit 202 performs adaptive adjustment of the shift control strategy of the vehicle based on the adaptive adjustment control method equivalent correction torque of the vehicle calculated in step S5, in combination with the vehicle shift strategy control method and the calibration data that have been preset in the transmission electronic control unit 201.

Next, a powertrain torque-based adaptive shift device according to an embodiment of the present application will be described with reference to the accompanying drawings.

FIG. 4 is a block schematic diagram of a powertrain torque based adaptive shifting device in accordance with an embodiment of the present application.

As shown in fig. 4, the powertrain torque-based adaptive shifting apparatus 10 includes: an acquisition module 100, a first calculation module 200 and a second calculation module 300.

Wherein, the acquisition module 100 is used for acquiring the working parameters of the power train; the first calculation module 200 is used for calculating the reference output torque and the equivalent output torque of the power train according to the working parameters of the power train; the second calculation module 300 is configured to calculate a target torque required for a shift based on the reference output torque and the equivalent output torque, and control a vehicle shift using the target torque required for the shift.

In an embodiment of the present application, the first computing module 200 is further configured to: identifying a reference output torque of the engine, a gear ratio of the transmission, a reference mechanical efficiency of the powertrain system, a wheel radius, and a reference driving force output by the powertrain system in the operating parameters; the reference output torque of the vehicle powertrain is calculated based on the reference output torque of the engine, the gear ratio of the transmission, the reference mechanical efficiency and the wheel radius of the powertrain, or the reference vehicle driving force and the wheel radius output by the powertrain.

In an embodiment of the present application, the first computing module 200 is further configured to: identifying an equivalent output torque of the engine, a gear ratio of the transmission, an equivalent mechanical efficiency of the powertrain system, a wheel radius, and an equivalent driving force output by the vehicle powertrain system in the operating parameters; the equivalent output torque of the vehicle powertrain system is calculated based on the equivalent output torque of the engine, the gear ratio of the transmission, the equivalent mechanical efficiency of the powertrain system, and the wheel radius, or the equivalent driving force and the wheel radius of the vehicle powertrain system output.

In an embodiment of the present application, the second computing module 300 is further configured to: acquiring the current speed of a vehicle and the current working temperature of a transmission; calculating a torque ratio of the reference output torque and the equivalent output torque, and determining a first correction coefficient of the torque ratio according to the current vehicle speed and the current working temperature; and calculating the target torque required by gear shifting according to the first correction coefficient and the torque ratio.

In an embodiment of the present application, the second computing module 300 is further configured to: acquiring the current speed of a vehicle and the current working temperature of a transmission; calculating a torque difference value between the reference output torque and the equivalent output torque, and determining a second correction coefficient of the torque ratio according to the current vehicle speed and the current working temperature; and calculating the target torque required by gear shifting according to the second correction coefficient and the torque difference value.

It should be noted that the foregoing explanation of the embodiment of the adaptive shifting method based on the powertrain torque is also applicable to the adaptive shifting device based on the powertrain torque of this embodiment, and will not be repeated herein.

According to the self-adaptive gear shifting device based on the power assembly torque, which is provided by the embodiment of the application, the reference output torque and the equivalent output torque of the power assembly system can be calculated according to the working parameters of the power assembly system; according to the reference output torque and the equivalent output torque, the target torque required by gear shifting is calculated, the gear shifting of the vehicle is controlled by utilizing the target torque required by gear shifting, and the self-adaptive dynamic adjustment of a gear shifting strategy under different working conditions is realized, so that the gear shifting logic of the automatic transmission is optimized, the smoothness of the gear shifting process is improved, and the drivability and the use experience of the vehicle are improved.

Fig. 5 is a schematic structural diagram of a vehicle according to an embodiment of the present application. The vehicle may include:

memory 501, processor 502, and a computer program stored on memory 501 and executable on processor 502.

The processor 502, when executing a program, implements the powertrain torque-based adaptive shift method provided in the above-described embodiments.

Further, the vehicle further includes:

a communication interface 503 for communication between the memory 501 and the processor 502.

Memory 501 for storing a computer program executable on processor 502.

The memory 501 may include high-speed RAM (Random Access Memory ) memory, and may also include non-volatile memory, such as at least one disk memory.

If the memory 501, the processor 502, and the communication interface 503 are implemented independently, the communication interface 503, the memory 501, and the processor 502 may be connected to each other via a bus and perform communication with each other. The bus may be an ISA (Industry Standard Architecture ) bus, a PCI (PERIPHERAL COMPONENT, external device interconnect) bus, or EISA (Extended Industry Standard Architecture ) bus, among others. The buses may be divided into address buses, data buses, control buses, etc. For ease of illustration, only one thick line is shown in fig. 5, but not only one bus or one type of bus.

Alternatively, in a specific implementation, if the memory 501, the processor 502, and the communication interface 503 are integrated on a chip, the memory 501, the processor 502, and the communication interface 503 may perform communication with each other through internal interfaces.

The processor 502 may be a CPU (Central Processing Unit ) or an ASIC (Application SPECIFIC INTEGRATED Circuit, application specific integrated Circuit) or one or more integrated circuits configured to implement embodiments of the present application.

The embodiment of the application also provides a computer readable storage medium, on which a computer program is stored, which when being executed by a processor, implements the above powertrain torque-based adaptive shift method.

The present application also provides a computer program product for implementing the powertrain torque-based adaptive shift method of the above embodiments when the computer program is executed.

In the description of the present specification, a description referring to terms "one embodiment," "some embodiments," "examples," "specific examples," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present application. In this specification, schematic representations of the above terms are not necessarily directed to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or N embodiments or examples. Furthermore, the different embodiments or examples described in this specification and the features of the different embodiments or examples may be combined and combined by those skilled in the art without contradiction.

Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include at least one such feature. In the description of the present application, the meaning of "specific" means at least two, for example, two, three, etc., unless explicitly defined otherwise.

Any process or method descriptions in flow charts or otherwise described herein may be understood as representing modules, segments, or portions of code which include one or more executable instructions for implementing specific logical functions or steps of the process, and additional implementations are included within the scope of the preferred embodiment of the present application in which functions may be executed out of order from that shown or discussed, including substantially concurrently or in reverse order from that shown or discussed, depending on the functionality involved, as would be understood by those reasonably skilled in the art of the embodiments of the present application.

It is to be understood that portions of the present application may be implemented in hardware, software, firmware, or a combination thereof. In the above-described embodiments, the N steps or methods may be implemented in software or firmware stored in a memory and executed by a suitable instruction execution system. As with another embodiment, if implemented in hardware, may be implemented with a combination of any one or more of the following techniques, as is well known in the art: discrete logic circuits having logic gates for implementing logic functions on data signals, application specific integrated circuits having suitable combinational logic gates, programmable gate arrays, field programmable gate arrays, and the like.

Those of ordinary skill in the art will appreciate that all or a portion of the steps carried out in the method of the above-described embodiments may be implemented by a program to instruct related hardware, where the program may be stored in a computer readable storage medium, and where the program, when executed, includes one or a combination of the steps of the method embodiments.

While embodiments of the present application have been shown and described above, it will be understood that the above embodiments are illustrative and not to be construed as limiting the application, and that variations, modifications, alternatives and variations may be made to the above embodiments by one of ordinary skill in the art within the scope of the application.

Claims

1. An adaptive gear shifting method based on power assembly torque is characterized by comprising the following steps of:

acquiring working parameters of a power assembly system;

Calculating reference output torque and equivalent output torque of the power train according to the working parameters of the power train;

and calculating a target torque required by gear shifting according to the reference output torque and the equivalent output torque, and controlling the gear shifting of the vehicle by utilizing the target torque required by gear shifting.

2. The powertrain torque-based adaptive shifting method according to claim 1, characterized in that calculating a target torque required for shifting from the reference output torque and the equivalent output torque, includes:

Acquiring the current speed of a vehicle and the current working temperature of a transmission;

Calculating a torque ratio of the reference output torque to the equivalent output torque, and determining a first correction coefficient of the torque ratio according to the current vehicle speed and the current working temperature;

And calculating target torque required by gear shifting according to the first correction coefficient and the torque ratio.

3. The powertrain torque-based adaptive shifting method according to claim 1, characterized in that calculating a target torque required for shifting from the reference output torque and the equivalent output torque, further comprises:

calculating a torque difference value between the reference output torque and the equivalent output torque, and determining a second correction coefficient of the torque ratio according to the current vehicle speed and the current working temperature;

and calculating the target torque required by gear shifting according to the second correction coefficient and the torque difference value.

4. The powertrain torque-based adaptive gear shift method of claim 1, wherein the calculating the powertrain reference output torque from the powertrain operating parameters comprises:

identifying a reference output torque of the engine, a gear ratio of the transmission, a reference mechanical efficiency of the powertrain system, a wheel radius, and a reference driving force output by the powertrain system in the operating parameters;

A reference output torque of the vehicle powertrain is calculated based on a reference output torque of the engine, a gear ratio of the transmission, a reference mechanical efficiency of the powertrain, and the wheel radius, or a reference vehicle driving force output by the powertrain and the wheel radius.

5. The powertrain torque-based adaptive gear shift method of claim 1, wherein the calculating the equivalent output torque of the powertrain system based on the operating parameters of the powertrain system includes:

Identifying an equivalent output torque of the engine, a gear ratio of the transmission, an equivalent mechanical efficiency of the powertrain system, a wheel radius, and an equivalent driving force output by the vehicle powertrain system in the operating parameters;

The equivalent output torque of the vehicle powertrain is calculated based on the equivalent output torque of the engine, the gear ratio of the transmission, the equivalent mechanical efficiency of the powertrain, and the wheel radius, or the equivalent driving force output by the vehicle powertrain and the wheel radius.

6. An adaptive gearshift based on powertrain torque, comprising the steps of:

the acquisition module is used for acquiring the working parameters of the power assembly system;

The first calculation module is used for calculating the reference output torque and the equivalent output torque of the power train according to the working parameters of the power train;

and the second calculation module is used for calculating target torque required by gear shifting according to the reference output torque and the equivalent output torque, and controlling the gear shifting of the vehicle by utilizing the target torque required by gear shifting.

7. The powertrain torque-based adaptive shifting device of claim 6, wherein the second calculation module is further configured to:

8. A vehicle, characterized by comprising: a memory, a processor and a computer program stored on the memory and executable on the processor, the processor executing the program to implement the powertrain torque based adaptive shift method of any one of claims 1-5.

9. A computer readable storage medium having stored thereon a computer program, wherein the program is executed by a processor for implementing a powertrain torque based adaptive shift method according to any one of claims 1-5.

10. A computer program product, characterized in that the computer program, when executed, is adapted to carry out the powertrain torque-based adaptive gear shifting method according to any one of claims 1-5.