CN111140651B - Climbing gear shifting strategy of two-gear automatic transmission vehicle - Google Patents
Climbing gear shifting strategy of two-gear automatic transmission vehicle Download PDFInfo
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- CN111140651B CN111140651B CN202010070365.7A CN202010070365A CN111140651B CN 111140651 B CN111140651 B CN 111140651B CN 202010070365 A CN202010070365 A CN 202010070365A CN 111140651 B CN111140651 B CN 111140651B
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
- F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
- F16H61/0204—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
- F16H61/0213—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
- F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
- F16H61/0204—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
- F16H61/0213—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
- F16H2061/0234—Adapting the ratios to special vehicle conditions
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Abstract
A hill climbing shift strategy for a two speed automatic transmission vehicle comprising the steps of: in the running process of the vehicle, the real-time rotating speed and torque of the driving motor and the data of the ramp sensor are combined, and the vehicle dynamics model is used for calculating to obtain the getting-off vehicle in the current stateThe mass of the vehicle; according to the ramp information and the mass of the current vehicle calculated in the step S1, the maximum vehicle speed V which can be reached by each gear in the current state of the vehicle is calculated by combining the drive Map theory of the vehicle drive motormax(ii) a The maximum vehicle speed V calculated in step S2maxAnd selecting the strategy of vehicle gear shifting in the climbing process by referring to the optimal gear shifting speed point of the vehicle. The gear shifting strategy is simpler, gear selection is optimized, frequent shifting of a ramp is avoided, and driving comfort is improved.
Description
Technical Field
The invention relates to a gear shifting strategy of an electric vehicle, in particular to a climbing gear shifting strategy of a two-gear automatic transmission vehicle.
Background
With the rapid development of new energy vehicles, people have higher requirements on the riding comfort and reliability of the vehicles, and the gear shifting speed point of the electric vehicle matched with the automatic transmission is usually optimized and calculated according to the external characteristics of a driving motor and the speed ratio of each gear to obtain the optimal gear shifting speed, so that the pause and frustration in the gear shifting process are reduced. However, during the vehicle hill-climbing, the vehicle speed is changed due to the change of the slope and the load, which causes the vehicle to have frequent gear shifting, affects the riding comfort of passengers, and has certain damage to the operating mechanism of the automatic transmission in the past. Therefore, the optimization of the gear shifting strategy in the vehicle climbing process is significant.
The patent application with the Chinese patent application number of CN107100993A discloses an automatic speed change and gear shift correction method for vehicle mass and gradient identification, which comprises the following steps:
1. identifying a calibration quantity and a known quantity of a vehicle running on a flat road to obtain the mass of the vehicle, the rolling resistance coefficient and the air resistance coefficient; the vehicle mass is used as a calibration quantity of vehicle mass identification when the vehicle runs on a slope, and the rolling resistance coefficient and the air resistance coefficient are used as known quantities of slope gradient identification;
2. according to the known quantity, vehicle mass and ramp recognition are carried out on the vehicle running on the ramp to obtain target vehicle mass and target ramp gradient; calibrating the target vehicle mass according to the calibration quantity to obtain the calibrated target vehicle mass;
3. and according to the target slope gradient and the calibrated target vehicle mass, realizing the gear-shifting correction control of the automatic speed-changing control.
The method has certain influence on the climbing performance of the vehicle climbing to a certain extent, is complex, and is not suitable for the two-gear automatic transmission electric vehicle.
Disclosure of Invention
The invention provides a climbing gear shifting strategy of a two-gear automatic transmission vehicle, which aims to overcome the defects that the conventional climbing strategy has certain influence on the climbing performance of vehicle climbing and is relatively complex, and meanwhile, the climbing gear shifting strategy is not suitable for two-gear automatic transmission electric vehicles and the like.
The invention adopts the following technical scheme:
a hill climbing shift strategy for a two speed automatic transmission vehicle comprising the steps of: s1, in the driving process of the vehicle, calculating the mass of the vehicle in the current state by using a vehicle dynamics model in combination with the real-time rotating speed and torque of the driving motor and the data of the ramp sensor; s2, calculating the maximum speed V of the vehicle which can reach each gear under the current state according to the ramp information, the mass of the current vehicle calculated in the step S1 and the Map theory of the driving motor of the vehiclemax(ii) a S3, maximum vehicle speed V calculated by step S2maxAnd selecting the strategy of vehicle gear shifting in the climbing process by referring to the optimal gear shifting speed point of the vehicle.
Specifically, the mass of the vehicle in the above step S1 is obtained by the formula (1):
in the formula: n is the output rotation speed of the motor end, T is the output torque of the motor end, etaTFor the transmission efficiency of the drive system, m is the vehicle mass, g is the gravitational acceleration, f is the rolling resistance coefficient, i is the gradient value, CDThe coefficient of air resistance is A, the windward area is A, the conversion coefficient of the rotating mass is delta, and the acceleration is du/dt.
Further, the results of the calculations are summed and averaged over a given time period t to obtain the corrected mass of the vehicle.
Further, the maximum vehicle speed that can be achieved by the vehicle in each gear in step S2 is interpolated according to the external characteristics of the driving motor.
Further, the motor-side minimum output torque request at the current gradient in step S2 described above is calculated by equation (2):
in the formula: t is the output torque of the motor end, m is the mass of the vehicle, f is the rolling resistance coefficient, i is the gradient value, etaTTo drive system transmission efficiency, iConveying applianceIs the gear ratio of the vehicle driveline.
Further, the result obtained by the calculation of the formula (2) is corrected by combining the formula (1) with the theoretical maximum vehicle speed obtained by interpolating the external characteristics of the driving motor, and the maximum vehicle speed V in the current state of the vehicle is obtained after the process is repeatedmax。
Specifically, the selection of the vehicle shift strategy during hill climbing in step S3 is performed according to the following method: (1) when V ismaxWhen the gear shifting speed is smaller than the gear shifting speed point set by the vehicle, the vehicle maintains the original gear shifting control strategy; (2) when V ismaxWhen the gear shift speed point is larger than the gear shift speed point set by the vehicle and the deviation value does not exceed delta V, the gear shift strategy of the vehicle is always in the first gear, the peak speed of the current gear is calculated according to the first gear speed ratio, and the actual speed is controlled below the peak speed due to the protection of a driving motor; (3) when V ismaxAnd when the deviation value is larger than the gear shifting speed point set by the vehicle and exceeds the deviation value by delta V, the vehicle maintains the original gear shifting control strategy.
Furthermore, the optimal vehicle shifting speed point refers to a driving Map of the driving motor, is combined with the transmission ratio of each gear of the automatic transmission, determines the shifting speed point of the driving motor under the condition of comprehensively considering the vehicle dynamic property and the economical efficiency and ensuring that the output torque of the assembly end does not have large difference before and after shifting so as to reduce the pause and frustration in the shifting process, and then utilizes a formula
Calculating to obtain a gear shifting speed point V1。
As can be seen from the above description of the present invention, compared with the prior art, the present invention has the following advantages:
according to the invention, the maximum speed which can be reached by a vehicle driving theory in the current state is calculated according to the real-time road condition and quality of the vehicle, the obtained maximum speed is compared with the optimal gear shifting speed set by the vehicle, and the gear shifting strategy of the vehicle is selected according to the maximum speed which can be reached by the vehicle theory in the current state. The gear shifting strategy is simpler, gear selection is optimized, frequent shifting of a ramp is avoided, and driving comfort is improved.
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FIG. 1 is a flow chart of the present invention.
Detailed Description
The following describes embodiments of the present invention with reference to the drawings. Numerous details are set forth below in order to provide a thorough understanding of the present invention, but it will be apparent to those skilled in the art that the present invention may be practiced without these details. Well-known components, methods and processes are not described in detail below.
A climbing gear shifting strategy of a two-gear automatic transmission vehicle is disclosed, which specifically comprises the following steps:
step 1: in the running process of the vehicle, the mass of the vehicle in the current state (shown in formula 1) is calculated by utilizing a vehicle dynamics model in a certain calculation period t by combining the real-time rotating speed and torque of a driving motor and the data of a ramp sensor.
The output rotating speed, the output torque and the gradient value of the motor end are real-time acquisition quantities in the running process of the vehicle; the frontal area and the air resistance coefficient of the vehicle are characteristic quantities after the matching design of the vehicle part system is finished, and are regarded as constants; the rotating mass conversion coefficient, the rolling resistance coefficient and the driving coefficient transmission efficiency are obtained by performing arrangement calculation according to the test data of the vehicle in the early stage and are regarded as constants; the speed is calculated by combining the output rotating speed of the motor end with the formula (2), and then the real-time acceleration value of the vehicle is obtained by utilizing the speed; the mass of the vehicle is the requested quantity.
The results of the calculations over a given period t are summed and averaged to obtain the corrected mass of the vehicle.
Step 2: according to the calculated current vehicle mass and the collected ramp information, the maximum vehicle speed V which can be reached by each gear under the current state of the vehicle is calculated by combining the drive Map theory of the vehicle drive motormaxIn this step, the lowest output torque demand of the motor side at the current gradient is calculated with reference to equation (3).
The theoretical maximum speed obtained by interpolating the external characteristics of the driving motor by using the result obtained by the calculation of the formula (3), and meanwhile, the calculation result is corrected by combining the formula (1), and the maximum speed in the current state of the vehicle is obtained by repeating the processVehicle speed Vmax。
And step 3: according to the maximum vehicle speed V obtained by calculationmaxAnd selecting the strategy of vehicle gear shifting in the climbing process by referring to the optimal gear shifting speed point of the vehicle.
The optimal gear shifting speed point of the vehicle is a driving Map of a reference driving motor, the transmission ratio of each gear of the automatic transmission is combined, the gear shifting speed point of the driving motor is determined under the condition that the dynamic property and the economical efficiency of the vehicle are comprehensively considered, the output torque of an assembly end before and after gear shifting is not greatly different so as to reduce the pause and frustration in the gear shifting process, and the gear shifting speed point V is calculated by using the formula (2)1。
When V ismax<V1And when the vehicle gear shifting strategy is in the original state, the vehicle gear shifting strategy is maintained.
When V is1<Vmax<V1At + Δ V, the vehicle gear strategy is selected to be always in first gear, and the actual vehicle speed is controlled below the peak vehicle speed of first gear for protecting the driving motor.
When V ismax>V1At + Δ V, the vehicle shift strategy remains in the original state.
For convenience of description, Δ V =5km/h is set in advance, actual conditions need to be considered according to the motor driving assembly, and a suitable reference value is selected under the condition that the use safety and the use necessity of the component system are guaranteed.
The peak vehicle speed of the first gear needs to be evaluated according to the use safety of the driving motor in addition to considering the peak rotating speed of the driving motor and the speed ratio of the automatic transmission, so as to determine the peak vehicle speed of the first gear in the actual vehicle running process.
The above description is only an embodiment of the present invention, but the design concept of the present invention is not limited thereto, and any insubstantial modifications made by using the design concept should fall within the scope of infringing the present invention.
Claims (7)
1. A hill climbing shift strategy for a two speed automatic transmission vehicle comprising the steps of:
s1, in the driving process of the vehicle, calculating by using a vehicle dynamics model in combination with the real-time rotating speed and torque of the driving motor and the data of the ramp sensor to obtain the vehicle mass in the current state;
s2, calculating the maximum vehicle speed V which can be reached by each gear under the current state of the vehicle according to the slope information and the vehicle mass under the current state calculated in the step S1 and by combining the drive Map theory of the vehicle drive motormax；
S3, maximum vehicle speed V calculated by step S2maxAnd selecting a strategy for vehicle gear shifting in the climbing process by referring to the optimal gear shifting speed point of the vehicle according to the following method: (1) when the maximum vehicle speed VmaxWhen the gear shifting speed is less than the optimal gear shifting speed point of the vehicle, the vehicle maintains the original gear shifting control strategy; (2) when the maximum vehicle speed VmaxWhen the gear shift speed is larger than the optimal gear shift speed point of the vehicle and the deviation amount does not exceed delta V, the gear shift strategy of the vehicle is always in the first gear, the peak speed of the current gear is calculated according to the speed ratio of the first gear, and the actual speed is controlled below the peak speed due to the protection of a driving motor; (3) when the maximum vehicle speed VmaxAnd when the deviation value is larger than the optimal gear shifting speed point of the vehicle and exceeds the deviation value by delta V, the vehicle maintains the original gear shifting control strategy.
2. A hill climbing shift strategy for a two speed automatic transmission vehicle as set forth in claim 1 wherein: the mass of the vehicle in step S1 is obtained by equation (1):
- (1) wherein: n is the output rotation speed of the motor end, T is the output torque of the motor end, etaTFor the transmission efficiency of the drive system, m is the vehicle mass, g is the gravitational acceleration, f is the rolling resistance coefficient, i is the gradient value, CDThe coefficient of air resistance is A, the windward area is A, the conversion coefficient of the rotating mass is delta, and the acceleration is du/dt.
3. A hill climbing shift strategy for a two speed automatic transmission vehicle as set forth in claim 2 wherein: and summing and averaging the calculation results in a given time period t to obtain the corrected mass of the vehicle.
4. A hill climbing shift strategy for a two speed automatic transmission vehicle as set forth in claim 2 wherein: and step S2, the maximum vehicle speed V which can be reached by each gear under the current state of the vehiclemaxIs obtained by interpolation calculation according to the external characteristics of the driving motor.
5. A hill climbing shift strategy for a two speed automatic transmission vehicle as set forth in claim 4 wherein: the lowest output torque demand of the motor end at the current gradient in step S2 is calculated by equation (2):
- (2) wherein: t is the output torque of the motor end, m is the mass of the vehicle, f is the rolling resistance coefficient, i is the gradient value, etaTTo drive system transmission efficiency, iConveying applianceIs the gear ratio of the vehicle driveline.
6. A hill climbing shift strategy for a two speed automatic transmission vehicle as set forth in claim 5 wherein: the result obtained by the calculation of the formula (2) and the theoretical maximum vehicle speed obtained by interpolating the external characteristics of the driving motor are combined with the formula (1) to correct the calculation result, and the maximum vehicle speed V under the current state of the vehicle is obtained after the process is repeatedmax。
7. A hill climbing shift strategy for a two speed automatic transmission vehicle as set forth in claim 1 wherein: the optimal gear shifting speed point of the vehicle is a driving Map of a reference driving motor, the transmission ratio of each gear of the automatic transmission is combined, the gear shifting speed point of the driving motor is determined under the condition that the dynamic property and the economical efficiency of the vehicle are comprehensively considered, the output torque of an assembly end before and after gear shifting is not greatly different, and the pause and the frustration in the gear shifting process are reduced, and a formula is utilized
And (3) calculating to obtain the optimal gear shifting speed point of the vehicle.
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| CN114132320B (en) * | 2020-09-03 | 2023-09-08 | 北汽福田汽车股份有限公司 | Gear switching method and device and vehicle |
| CN114439921A (en) * | 2020-11-03 | 2022-05-06 | 厦门雅迅网络股份有限公司 | Terrain-based vehicle dynamic gear shifting control method and system |
| CN114233843B (en) * | 2021-12-06 | 2023-07-07 | 盛瑞传动股份有限公司 | Vehicle gear shifting control method, device, equipment and medium |
| CN115264051A (en) * | 2022-09-27 | 2022-11-01 | 索特传动设备有限公司 | Electric vehicle gear shifting control method, transmission system and electric vehicle |
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| CN102619971A (en) * | 2012-04-11 | 2012-08-01 | 北京理工大学 | Integrated shifting control method for uphill driving of electric vehicle with AMT(Automated Mechanical Transmission) system |
| CN103267117B (en) * | 2013-05-27 | 2016-04-06 | 北京新能源汽车股份有限公司 | Gear shifting method utilizing economical gear shifting rule of pure electric vehicle |
| CN105042062B (en) * | 2015-05-19 | 2017-09-15 | 潍柴动力股份有限公司 | A kind of shift control method and device |
| CN107100993B (en) * | 2017-05-08 | 2018-10-02 | 合肥工业大学 | A kind of fluid drive shift modification method of vehicle mass and hill gradient identification |
| CN108361366B (en) * | 2018-01-17 | 2019-07-05 | 北京理工大学 | A kind of automatic mechanical transmission process for gear |
| CN109357003A (en) * | 2018-08-29 | 2019-02-19 | 汽解放汽车有限公司 | A kind of commercial vehicle automatic mechanical transmission starting gear output control method |
| CN109139894B (en) * | 2018-09-07 | 2020-08-14 | 一汽解放汽车有限公司 | Automatic transmission gear-shifting control method based on front road information |
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