WO2022011772A1 - 一种双速主减速器控制方法、终端设备及存储介质 - Google Patents

一种双速主减速器控制方法、终端设备及存储介质 Download PDF

Info

Publication number
WO2022011772A1
WO2022011772A1 PCT/CN2020/109677 CN2020109677W WO2022011772A1 WO 2022011772 A1 WO2022011772 A1 WO 2022011772A1 CN 2020109677 W CN2020109677 W CN 2020109677W WO 2022011772 A1 WO2022011772 A1 WO 2022011772A1
Authority
WO
WIPO (PCT)
Prior art keywords
speed
vehicle
gear
main
transmission
Prior art date
Application number
PCT/CN2020/109677
Other languages
English (en)
French (fr)
Inventor
涂岩恺
周贺杰
Original Assignee
厦门雅迅网络股份有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 厦门雅迅网络股份有限公司 filed Critical 厦门雅迅网络股份有限公司
Priority to EP20945511.2A priority Critical patent/EP4184040A1/en
Priority to US18/005,632 priority patent/US11927266B2/en
Publication of WO2022011772A1 publication Critical patent/WO2022011772A1/zh

Links

Images

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
    • F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
    • F16H61/0204—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
    • F16H61/0213—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
    • F16H63/44—Signals to the control unit of auxiliary gearing
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • 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
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • 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
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
    • B60W40/06—Road conditions
    • B60W40/076—Slope angle of the road
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/60—Inputs being a function of ambient conditions
    • F16H59/66—Road conditions, e.g. slope, slippery
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/14—Inputs being a function of torque or torque demand
    • F16H2059/147—Transmission input torque, e.g. measured or estimated engine torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/60—Inputs being a function of ambient conditions
    • F16H59/66—Road conditions, e.g. slope, slippery
    • F16H2059/663—Road slope
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/60—Inputs being a function of ambient conditions
    • F16H59/66—Road conditions, e.g. slope, slippery
    • F16H2059/666—Determining road conditions by using vehicle location or position, e.g. from global navigation systems [GPS]
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H2061/0075—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by a particular control method
    • F16H2061/009—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by a particular control method using formulas or mathematic relations for calculating parameters
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
    • F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
    • F16H61/0204—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
    • F16H61/0213—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
    • F16H2061/0234—Adapting the ratios to special vehicle conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/0026—Transmissions for multiple ratios comprising at least one creep low gear, e.g. additional gear for extra low speed or creeping

Definitions

  • the invention relates to the field of vehicle control, in particular to a control method, terminal equipment and storage medium of a two-speed final gear reducer.
  • the main reducer of a car is a fixed transmission ratio, but the transmission system of some vehicles is matched with a two-speed main reducer for the transmission.
  • the two-speed final reducer can reduce the size of the transmission and facilitate the arrangement under the condition of satisfying the power and economy of the vehicle.
  • the traditional two-speed main reducer is generally statically and fixedly matched with the transmission gear. As shown in Figure 1, it is the matching relationship between the 6-speed transmission of a certain model and the two-speed main reducer.
  • One main reduction ratio corresponds to the first four gears.
  • the other final gear ratio corresponds to the last two gears.
  • the advantage of the two-speed ratio is that a smaller speed ratio can be used in high gear to improve vehicle economy, and in low gear, a larger speed ratio can be used to ensure the power of the vehicle when climbing or under load.
  • the present invention proposes a control method, terminal device and storage medium of a two-speed final reducer.
  • a method for controlling a two-speed main reducer comprising the following steps:
  • S2 Determine whether the road ahead is an uphill section or a downhill section according to the gradient value. When it is an uphill section, control all gears of the transmission to correspond to the larger main deceleration in the two-speed main reducer when the vehicle enters the uphill section. ratio; when it is a downhill section, control all gears of the transmission to correspond to the smaller final ratio in the two-speed final gear when the vehicle enters the downhill section.
  • the gradient threshold is the gradient when the gravitational force generated by the gradient just compensates for the decrease in driving force caused by all the gears of the transmission corresponding to the gears corresponding to the smaller final ratio in the two-speed final gear during the downhill section. value.
  • ⁇ F represents the reduction amount of the driving force
  • T is the output torque of the vehicle engine
  • i k denotes the current gear
  • i m1 represents two main reduction ratio larger than the corresponding main reduction gear position
  • i m2 represents two The gear corresponding to the smaller one of the main reduction ratios
  • r represents the tire radius of the vehicle
  • ⁇ represents the transmission efficiency of the vehicle.
  • ⁇ ' represents the gradient threshold
  • m represents the mass of the vehicle
  • g represents the acceleration of gravity
  • a dual-speed main reducer control terminal device comprising a processor, a memory, and a computer program stored in the memory and running on the processor, the processor implements the implementation of the present invention when the processor executes the computer program Example steps of the above method.
  • a computer-readable storage medium where the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, implements the steps of the foregoing method in the embodiment of the present invention.
  • the present invention adopts the above technical scheme, and uses the prediction information of the electronic horizon to the road slope for the dynamic matching control of the speed ratio of the two-speed main reducer and the transmission speed ratio, and maximizes the alignment of the two-speed main reducer according to the terrain The role of vehicle energy consumption economy improvement.
  • Figure 1 shows the matching relationship between the 6-speed transmission and the two-speed final reducer.
  • FIG. 2 is a flowchart of Embodiment 1 of the present invention.
  • An embodiment of the present invention provides a method for controlling a two-speed main reducer. As shown in FIG. 2 , the method includes the following steps:
  • S2 Determine whether the road ahead is an uphill section or a downhill section according to the gradient value. When it is an uphill section, control all gears of the transmission to correspond to the larger main deceleration in the two-speed main reducer when the vehicle enters the uphill section. ratio; when it is a downhill section, control all gears of the transmission to correspond to the smaller final ratio in the two-speed final gear when the vehicle enters the downhill section.
  • the uphill section corresponds to a larger main reduction ratio, increases the speed ratio corresponding to the high transmission gear, improves the dynamic performance of the vehicle, prevents the transmission downshift caused by insufficient power and consumes oil, and can ensure the economy of the vehicle.
  • the downhill section corresponds to a smaller main reduction ratio, which can increase the economy of the vehicle.
  • the gravity generated by the downhill slope can compensate for the power loss caused by the small transmission ratio, so the drivability is not affected.
  • the absolute value of the gradient value is less than or equal to the gradient threshold value, the corresponding relationship between the original transmission gear and the respective speed ratios of the two main reduction ratios is maintained, and the economy of the traditional parameter matching of the original vehicle under normal working conditions is maintained.
  • F 1 and F 2 both represent the driving force of the vehicle
  • T represents the output torque of the vehicle engine
  • i k represents the current gear
  • i m1 represents the gear corresponding to the larger one of the two main reduction ratios
  • i m2 represents the gear corresponding to the smaller of the two main reduction ratios
  • r represents the tire radius of the vehicle
  • ⁇ represents the transmission efficiency of the vehicle, which is generally a fixed value.
  • ⁇ F represents the amount of decrease in driving force.
  • m is the mass of the vehicle
  • g is the acceleration of gravity
  • the gradient threshold is set to be ⁇ '.
  • Embodiment 1 of the present invention can rely on map data and satellite positioning signals to provide the vehicle with accurate information on the road ahead according to the electronic horizon technology, so that the vehicle has the feature of the ability to predict the road conditions within a considerable distance ahead, and the electronic horizon can be compared with the road gradient.
  • the predicted information is used for the dynamic matching control of the speed ratio of the two-speed main reducer and the transmission speed ratio, so that the effect of the two-speed ratio final reducer on the energy consumption and economy of the vehicle can be maximized according to the terrain conditions.
  • Embodiment 2 is a diagrammatic representation of Embodiment 1:
  • the present invention also provides a two-speed final drive control terminal device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, when the processor executes the computer program.
  • the two-speed main reducer control terminal device may be a computing device such as a vehicle-mounted computer and a cloud server.
  • the two-speed final gear control terminal device may include, but is not limited to, a processor and a memory.
  • a processor and a memory.
  • the composition and structure of the above-mentioned two-speed main reducer control terminal equipment is only an example of the two-speed main reducer control terminal equipment, and does not constitute a limitation on the two-speed main reducer control terminal equipment.
  • the above-mentioned more or less components, or a combination of some components, or different components, for example, the two-speed main reducer control terminal device may also include an input and output device, a network access device, a bus, etc. This embodiment of the present invention This is not limited.
  • the so-called processor may be a central processing unit (Central Processing Unit, CPU), or other general-purpose processors, digital signal processors (Digital Signal Processor, DSP), application-specific integrated circuits ( Application Specific Integrated Circuit, ASIC), Field-Programmable Gate Array (FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc.
  • the general-purpose processor can be a microprocessor or the processor can also be any conventional processor, etc.
  • the processor is the control center of the two-speed main reducer to control the terminal equipment, and uses various interfaces and lines to connect the entire two-speed main reducer. The high-speed final drive controls various parts of the terminal equipment.
  • the memory can be used to store the computer program and/or module, and the processor implements the dual-operation by running or executing the computer program and/or module stored in the memory and calling the data stored in the memory.
  • the high-speed final drive controls various functions of the terminal equipment.
  • the memory may mainly include a storage program area and a storage data area, wherein the storage program area may store an operating system and an application program required for at least one function; the storage data area may store data created according to the use of the mobile phone, and the like.
  • the memory may include high-speed random access memory, and may also include non-volatile memory such as hard disk, internal memory, plug-in hard disk, Smart Media Card (SMC), Secure Digital (SD) card , a flash card (Flash Card), at least one magnetic disk storage device, flash memory device, or other volatile solid-state storage device.
  • non-volatile memory such as hard disk, internal memory, plug-in hard disk, Smart Media Card (SMC), Secure Digital (SD) card , a flash card (Flash Card), at least one magnetic disk storage device, flash memory device, or other volatile solid-state storage device.
  • the present invention further provides a computer-readable storage medium, where a computer program is stored in the computer-readable storage medium, and when the computer program is executed by a processor, the steps of the foregoing method in the embodiment of the present invention are implemented.
  • modules/units integrated in the control terminal equipment of the two-speed final gear unit are implemented in the form of software functional units and sold or used as independent products, they may be stored in a computer-readable storage medium.
  • the present invention can implement all or part of the processes in the methods of the above embodiments, and can also be completed by instructing relevant hardware through a computer program.
  • the computer program can be stored in a computer-readable storage medium, and the computer When the program is executed by the processor, the steps of the foregoing method embodiments can be implemented.
  • the computer program includes computer program code, and the computer program code may be in the form of source code, object code, executable file or some intermediate form, and the like.
  • the computer-readable medium may include: any entity or device capable of carrying the computer program code, recording medium, U disk, removable hard disk, magnetic disk, optical disk, computer memory, read-only memory (ROM, Read-Only Memory) , Random Access Memory (RAM, Random Access Memory), and software distribution media.
  • ROM Read-Only Memory
  • RAM Random Access Memory

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Physics & Mathematics (AREA)
  • Automation & Control Theory (AREA)
  • Mathematical Physics (AREA)
  • Control Of Transmission Device (AREA)

Abstract

一种双速主减速器控制方法、终端设备及存储介质，该方法中包括：S1：根据前方电子地平线数据获取前方道路的坡度值，当坡度值的绝对值大于坡度阈值时，进入S2；S2：根据坡度值判断前方道路为上坡路段还是下坡路段，当为上坡路段时，控制车辆在驶入该上坡路段时，将变速器的所有档位对应于双速主减速器中较大的主减速比；当为下坡路段时，控制车辆在驶入该下坡路段时，将变速器的所有档位对应于双速主减速器中较小的主减速比。将电子地平线对道路坡度的预测信息用于双速主减速器速比与变速器速比的动态匹配控制，根据地形情况，最大程度上发挥双速比主减速器对整车能耗经济性提升的作用。

Description

一种双速主减速器控制方法、终端设备及存储介质 技术领域
本发明涉及车辆控制领域，尤其涉及一种双速主减速器控制方法、终端设备及存储介质。
背景技术
一般汽车主减速器为固定传动比，但有的车辆的传动系统为变速器匹配的是双速主减速器。双速主减速器可以在满足汽车动力性和经济性的情况下，减小变速器的尺寸，便于布置。但传统双速主减速器一般与变速器档位是静态固定匹配，如图1所示，其为某车型的6档变速器与双速主减速器的匹配关系，一个主减速比对应前四档，另一个主减速比对应后两档。双速比的优势在于在高档位可以用较小的速比提高车辆经济性，在低档位，可以用较大速比保证车辆爬坡或负重状态下的动力性。
但是车辆运行过程中，所处的工况和地形是不断变化的，这种固定对应的方式，不能保证适合于车辆每一个具体的运行环境。
发明内容
为了解决上述问题，本发明提出了一种双速主减速器控制方法、终端设备及存储介质。
具体方案如下：
一种双速主减速器控制方法，包括以下步骤：
S1：根据前方电子地平线数据获取前方道路的坡度值，当坡度值的绝对值大于坡度阈值时，进入S2；
S2：根据坡度值判断前方道路为上坡路段还是下坡路段，当为上坡路段时，控制车辆在驶入该上坡路段时，将变速器的所有档位对应于双速主减速器中较大的主减速比；当为下坡路段时，控制车辆在驶入该下坡路段时，将变速器的所有档位对应于双速主减速器中较小的主减速比。
进一步的，坡度阈值为下坡路段时当坡度产生的重力刚好补偿将变速器的所有档位对应于双速主减速器中较小的主减速比对应的档位所造成的驱动力的降低时的坡度值。
进一步的，将变速器的所有档位对应于双速主减速器中较小的主减速比对应的档位所造成的驱动力的降低为：
Figure PCTCN2020109677-appb-000001
其中，ΔF表示驱动力的降低量，T表示车辆发动机的输出扭矩，i k表示当前档位，i m1表示两个主减速比中较大的主减速比对应的档位，i m2表示两个主减速比中较小的主减速比对应的档位，r表示车辆的轮胎半径，η表示车辆的传动效率。
进一步的，坡度阈值的计算公式为：
Figure PCTCN2020109677-appb-000002
其中，θ′表示坡度阈值，m表示车辆的质量，g表示重力加速度。
一种双速主减速器控制终端设备，包括处理器、存储器以及存储在所述存 储器中并可在所述处理器上运行的计算机程序，所述处理器执行所述计算机程序时实现本发明实施例上述的方法的步骤。
一种计算机可读存储介质，所述计算机可读存储介质存储有计算机程序，所述计算机程序被处理器执行时实现本发明实施例上述的方法的步骤。
本发明采用如上技术方案，将电子地平线对道路坡度的预测信息用于双速主减速器速比与变速器速比的动态匹配控制，根据地形情况，最大程度上发挥双速比主减速器对整车能耗经济性提升的作用。
附图说明
图1所示为6档变速器与双速主减速器的匹配关系图。
图2所示为本发明实施例一的流程图。
具体实施方式
为进一步说明各实施例，本发明提供有附图。这些附图为本发明揭露内容的一部分，其主要用以说明实施例，并可配合说明书的相关描述来解释实施例的运作原理。配合参考这些内容，本领域普通技术人员应能理解其他可能的实施方式以及本发明的优点。
现结合附图和具体实施方式对本发明进一步说明。
实施例一：
本发明实施例提供了一种双速主减速器控制方法，如图2所示，所述方法包括以下步骤：
S1：根据前方电子地平线数据获取前方道路的坡度值，当坡度值的绝对值大于坡度阈值时，进入S2。
S2：根据坡度值判断前方道路为上坡路段还是下坡路段，当为上坡路段时，控制车辆在驶入该上坡路段时，将变速器的所有档位对应于双速主减速器中较大的主减速比；当为下坡路段时，控制车辆在驶入该下坡路段时，将变速器的所有档位对应于双速主减速器中较小的主减速比。
在上坡路段时对应于较大的主减速比，增加了高变速器档位对应的速比，提高了车辆的动力性，可防止动力不足引起的变速器降档费油，能够保证车辆的经济性。
在下坡路段时对应于较小的主减速比，可以增加车辆的经济性，在进入下坡路段后，下坡坡度产生的重力可补偿用小传动比造成的动力损失，因此驾驶性能不受影响。
当坡度值的绝对值小于或等于坡度阈值时，则保持原有的变速器档位与两个主减速比中各自的速比对应关系，保持原车在普通工况下的传统参数匹配的经济性。
下面介绍坡度阈值的计算方法。
以两个主减速比中较大的主减速比行驶时，车辆的力学传动方程为：
Figure PCTCN2020109677-appb-000003
以两个主减速比中较小的主减速比行驶时，车辆的力学传动方程为：
Figure PCTCN2020109677-appb-000004
其中，F 1、F 2均表示车辆的驱动力，T表示车辆发动机的输出扭矩，i k表示当前档位，i m1表示两个主减速比中较大的主减速比对应的档位，i m2表示两个主减速比中较小的主减速比对应的档位，r表示车辆的轮胎半径，η表示车辆的传 动效率，一般为定值。
当用两个主减速比中较小的主减速比对应的档位i m2替换两个主减速比中较大的主减速比对应的档位i m1时，由于i m2<i m1，因此会对车辆的驱动力造成影响，造成车辆的驱动力降低：
Figure PCTCN2020109677-appb-000005
其中，ΔF表示驱动力的降低量。
当进入下坡路段时，由于坡度产生的重力作用，可以弥补将变速器的所有档位对应于双速主减速器中较小的主减速比对应的档位i m2时造成的驱动力的降低。假设坡度值为θ，当坡度产生的重力刚好足够补偿动力降低时，关系为：
Figure PCTCN2020109677-appb-000006
其中，m表示车辆的质量，g表示重力加速度。
因此，当坡度产生的重力刚好足够补偿动力降低时的坡度值θ′为：
Figure PCTCN2020109677-appb-000007
由于i m2<i m1，因此计算的θ′的符号为正，当进入上坡路段时，当坡度产生的重力刚好足够补偿动力降低时的坡度值的计算方法与上述进入下坡路段时的计算方法相同，结果与下坡路段的结果绝对值相同，符号相反。因此，设定坡度阈值为θ′。
本发明实施例一根据电子地平线技术可以依靠地图数据和卫星定位信号，为车辆提供前方道路准确信息，使得车辆具有预测前方相当长的距离内的道路状况的能力的特点，将电子地平线对道路坡度的预测信息用于双速主减速器速比与变速器速比的动态匹配控制，这样可根据地形情况，最大程度上发挥双速比 主减速器对整车能耗经济性提升的作用。
实施例二：
本发明还提供一种双速主减速器控制终端设备，包括存储器、处理器以及存储在所述存储器中并可在所述处理器上运行的计算机程序，所述处理器执行所述计算机程序时实现本发明实施例一的上述方法实施例中的步骤。
进一步地，作为一个可执行方案，所述双速主减速器控制终端设备可以是车载电脑、云端服务器等计算设备。所述双速主减速器控制终端设备可包括，但不仅限于，处理器、存储器。本领域技术人员可以理解，上述双速主减速器控制终端设备的组成结构仅仅是双速主减速器控制终端设备的示例，并不构成对双速主减速器控制终端设备的限定，可以包括比上述更多或更少的部件，或者组合某些部件，或者不同的部件，例如所述双速主减速器控制终端设备还可以包括输入输出设备、网络接入设备、总线等，本发明实施例对此不做限定。
进一步地，作为一个可执行方案，所称处理器可以是中央处理单元(Central Processing Unit，CPU)，还可以是其他通用处理器、数字信号处理器(Digital Signal Processor，DSP)、专用集成电路(Application Specific Integrated Circuit，ASIC)、现场可编程门阵列(Field-Programmable Gate Array，FPGA)或者其他可编程逻辑器件、分立门或者晶体管逻辑器件、分立硬件组件等。通用处理器可以是微处理器或者该处理器也可以是任何常规的处理器等，所述处理器是所述双速主减速器控制终端设备的控制中心，利用各种接口和线路连接整个双速主减速器控制终端设备的各个部分。
所述存储器可用于存储所述计算机程序和/或模块，所述处理器通过运行或执行存储在所述存储器内的计算机程序和/或模块，以及调用存储在存储器内的 数据，实现所述双速主减速器控制终端设备的各种功能。所述存储器可主要包括存储程序区和存储数据区，其中，存储程序区可存储操作系统、至少一个功能所需的应用程序；存储数据区可存储根据手机的使用所创建的数据等。此外，存储器可以包括高速随机存取存储器，还可以包括非易失性存储器，例如硬盘、内存、插接式硬盘，智能存储卡(Smart Media Card,SMC)，安全数字(Secure Digital,SD)卡，闪存卡(Flash Card)、至少一个磁盘存储器件、闪存器件、或其他易失性固态存储器件。
本发明还提供一种计算机可读存储介质，所述计算机可读存储介质存储有计算机程序，所述计算机程序被处理器执行时实现本发明实施例上述方法的步骤。
所述双速主减速器控制终端设备集成的模块/单元如果以软件功能单元的形式实现并作为独立的产品销售或使用时，可以存储在一个计算机可读取存储介质中。基于这样的理解，本发明实现上述实施例方法中的全部或部分流程，也可以通过计算机程序来指令相关的硬件来完成，所述的计算机程序可存储于一计算机可读存储介质中，该计算机程序在被处理器执行时，可实现上述各个方法实施例的步骤。其中，所述计算机程序包括计算机程序代码，所述计算机程序代码可以为源代码形式、对象代码形式、可执行文件或某些中间形式等。所述计算机可读介质可以包括：能够携带所述计算机程序代码的任何实体或装置、记录介质、U盘、移动硬盘、磁碟、光盘、计算机存储器、只读存储器(ROM，Read-Only Memory)、随机存取存储器(RAM，Random Access Memory)以及软件分发介质等。
尽管结合优选实施方案具体展示和介绍了本发明，但所属领域的技术人员 应该明白，在不脱离所附权利要求书所限定的本发明的精神和范围内，在形式上和细节上可以对本发明做出各种变化，均为本发明的保护范围。

Claims (6)

  1. 一种双速主减速器控制方法，其特征在于，包括以下步骤：
    S1：根据前方电子地平线数据获取前方道路的坡度值，当坡度值的绝对值大于坡度阈值时，进入S2；
    S2：根据坡度值判断前方道路为上坡路段还是下坡路段，当为上坡路段时，控制车辆在驶入该上坡路段时，将变速器的所有档位对应于双速主减速器中较大的主减速比；当为下坡路段时，控制车辆在驶入该下坡路段时，将变速器的所有档位对应于双速主减速器中较小的主减速比。
  2. 根据权利要求1所述的双速主减速器控制方法，其特征在于：坡度阈值为下坡路段时当坡度产生的重力刚好补偿将变速器的所有档位对应于双速主减速器中较小的主减速比对应的档位所造成的驱动力的降低时的坡度值。
  3. 根据权利要求2所述的双速主减速器控制方法，其特征在于：将变速器的所有档位对应于双速主减速器中较小的主减速比对应的档位所造成的驱动力的降低为：
    Figure PCTCN2020109677-appb-100001
    其中，ΔF表示驱动力的降低量，T表示车辆发动机的输出扭矩，i k表示当前档位，i m1表示两个主减速比中较大的主减速比对应的档位，i m2表示两个主减速比中较小的主减速比对应的档位，r表示车辆的轮胎半径，η表示车辆的传动效率。
  4. 根据权利要求3所述的双速主减速器控制方法，其特征在于：坡度阈值的计算公式为：
    Figure PCTCN2020109677-appb-100002
    其中，θ′表示坡度阈值，m表示车辆的质量，g表示重力加速度。
  5. 一种双速主减速器控制终端设备，其特征在于：包括处理器、存储器以及存储在所述存储器中并在所述处理器上运行的计算机程序，所述处理器执行所述计算机程序时实现如权利要求1～4中任一所述方法的步骤。
  6. 一种计算机可读存储介质，所述计算机可读存储介质存储有计算机程序，其特征在于：所述计算机程序被处理器执行时实现如权利要求1～4中任一所述方法的步骤。
PCT/CN2020/109677 2020-07-16 2020-08-18 一种双速主减速器控制方法、终端设备及存储介质 WO2022011772A1 (zh)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP20945511.2A EP4184040A1 (en) 2020-07-16 2020-08-18 Method for controlling two-speed main speed reducer, and terminal device and storage medium
US18/005,632 US11927266B2 (en) 2020-07-16 2020-08-18 Dual-speed final drive control method and terminal device, and storage medium

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CN202010683849.9A CN113942488A (zh) 2020-07-16 2020-07-16 一种双速主减速器控制方法、终端设备及存储介质
CN202010683849.9 2020-07-16

Publications (1)

Publication Number Publication Date
WO2022011772A1 true WO2022011772A1 (zh) 2022-01-20

Family

ID=79326568

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/CN2020/109677 WO2022011772A1 (zh) 2020-07-16 2020-08-18 一种双速主减速器控制方法、终端设备及存储介质

Country Status (4)

Country Link
US (1) US11927266B2 (zh)
EP (1) EP4184040A1 (zh)
CN (1) CN113942488A (zh)
WO (1) WO2022011772A1 (zh)

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10008665A1 (de) * 2000-02-24 2001-08-30 Zahnradfabrik Friedrichshafen Verfahren zur Steuerung von Antriebssystemen eines Kraftfahrzeugs
US7146264B2 (en) * 2001-03-30 2006-12-05 International Business Machines Corporation Method and system for controlling an automatic transmission using a GPS assist having a learn mode
CN105431659A (zh) * 2013-07-31 2016-03-23 大众汽车有限公司 用于控制和/或调节汽车的两级减速器的方法
CN109555847A (zh) * 2018-12-06 2019-04-02 重庆大学 一种基于动态规划的混合动力公交车amt换挡方法

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP5139316B2 (ja) * 2005-12-09 2013-02-06 ボルボ ラストバグナー アーベー 急勾配な上り坂の走行状態における車両の走行中のギアの選択方法
DE102006038193A1 (de) * 2006-08-16 2008-02-21 Daimler Ag Gruppengetriebe für ein Kraftfahrzeug
US10385965B2 (en) * 2017-04-14 2019-08-20 Toyota Motor Engineering & Manufacturing North America, Inc. Vehicles, electronic control units, and methods for gear shifting based on vehicle attitude
DE102018207859B3 (de) * 2018-05-18 2019-11-07 Zf Friedrichshafen Ag Verfahren und Steuerungseinrichtung zum Betreiben eines Antriebsstrangs
US11565699B1 (en) * 2022-03-31 2023-01-31 Plusai, Inc. Methods and apparatus for automated speed selection and retarder application in downhill driving of an autonomous tractor trailer

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10008665A1 (de) * 2000-02-24 2001-08-30 Zahnradfabrik Friedrichshafen Verfahren zur Steuerung von Antriebssystemen eines Kraftfahrzeugs
US7146264B2 (en) * 2001-03-30 2006-12-05 International Business Machines Corporation Method and system for controlling an automatic transmission using a GPS assist having a learn mode
CN105431659A (zh) * 2013-07-31 2016-03-23 大众汽车有限公司 用于控制和/或调节汽车的两级减速器的方法
CN109555847A (zh) * 2018-12-06 2019-04-02 重庆大学 一种基于动态规划的混合动力公交车amt换挡方法

Also Published As

Publication number Publication date
US11927266B2 (en) 2024-03-12
EP4184040A1 (en) 2023-05-24
CN113942488A (zh) 2022-01-18
US20230272850A1 (en) 2023-08-31

Similar Documents

Publication Publication Date Title
CN105844061B (zh) 生成换挡map的方法和装置
WO2021121260A1 (zh) 两档减速箱档位控制方法及系统
CN102235484B (zh) 用于获得车辆的节能的行驶速度的方法及装置
CN111038478B (zh) 车辆行驶速度确定方法和装置
Ritzmann et al. Fuel-optimal power split and gear selection strategies for a hybrid electric vehicle
CN110936947A (zh) 一种混合动力汽车的控制方法、装置、设备及介质
WO2022011770A1 (zh) 一种电动车能量管理方法、终端设备及存储介质
CN115352285A (zh) 能量管理方法、系统、计算机设备及可读存储介质
WO2022116560A1 (zh) 一种基于地形的跟车距离控制方法、终端设备及存储介质
WO2022011772A1 (zh) 一种双速主减速器控制方法、终端设备及存储介质
SE1551396A1 (en) A method for controlling a powertrain of a motor vehicle
CN115071670A (zh) 混合动力系统控制方法、装置及车辆
CN111717208B (zh) 扭矩补偿方法及系统、混合动力汽车及机器可读存储介质
WO2022011771A1 (zh) 一种液压混动汽车动力控制方法、终端设备及存储介质
WO2022007110A1 (zh) 一种预测性egr控制方法、终端设备及存储介质
EP3705342A1 (en) Vehicle propulsion control using gear dependent pedal mapping during gear shift
CN115701502A (zh) 基于地形预测的变速箱控制方法、终端设备及存储介质
CN112096846A (zh) 车辆换挡点的确定方法、装置、车辆及存储介质
WO2022110849A1 (zh) 基于弯道预测的电动车能量管理方法、终端设备及存储介质
CN116605218B (zh) 控制方法及装置、设备、计算机可读存储介质
CN115370737A (zh) 一种车辆档位预测控制方法、终端设备及存储介质
EP4147935A1 (en) Method for calculating mass of vehicle, and terminal device and storage medium
WO2023281725A1 (ja) 運転支援システム、車載制御装置、運転支援方法、および、運転支援プログラム
CN116608261A (zh) 应用于amt的换挡控制方法和换挡控制系统
CN117485363A (zh) 商用车自动驾驶纵向控制方法、系统、车辆及存储介质

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 20945511

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

ENP Entry into the national phase

Ref document number: 2020945511

Country of ref document: EP

Effective date: 20230216