CN113044039B - Gear calculation method and device - Google Patents
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- CN113044039B CN113044039B CN202110524432.2A CN202110524432A CN113044039B CN 113044039 B CN113044039 B CN 113044039B CN 202110524432 A CN202110524432 A CN 202110524432A CN 113044039 B CN113044039 B CN 113044039B
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- 230000005540 biological transmission Effects 0.000 claims description 65
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/19—Improvement of gear change, e.g. by synchronisation or smoothing gear shift
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- 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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- 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
- B60W40/12—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 parameters of the vehicle itself, e.g. tyre models
- B60W40/13—Load or weight
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Abstract
The invention discloses a gear calculation method and a gear calculation device, wherein the gear calculation method comprises the following steps of: acquiring the current engine speed and the speed of an output shaft of a gearbox, and calculating the current gear of the vehicle based on the engine speed and the speed of the output shaft of the gearbox; determining a basic gear shifting point of the current vehicle speed according to the current engine speed, the accelerator opening and the current gear; correcting a basic shift point of the vehicle based on the current running condition of the vehicle to obtain an optimal shift point, wherein the running condition at least comprises a vehicle load capacity and a running road slope value; and determining the optimal gear of the current vehicle based on the optimal gear shifting point. The invention solves the technical problems of low accuracy and poor reliability caused by not considering the running condition of the vehicle when the vehicle-mounted control system calculates the optimal gear in the prior art, realizes the improvement of the accuracy of the calculation of the optimal gear, and improves the technical effect of the driving reliability.
Description
Technical Field
The embodiment of the invention relates to the technical field of manual transmission control, in particular to a gear calculation method and device.
Background
At present, the manual transmission assembled on the commercial vehicle is still the mainstream configuration, and compared with the automatic transmission, the manual transmission has the advantages of good oil saving performance, high reliability, low price and the like, and is still the preferred configuration of most vehicle purchasers in the long term. However, the manual transmission of the commercial vehicle has more gears (generally 12-16 gears), and needs higher driving skill and more experience to achieve fuel-saving driving, which requires a long time for a part of novice drivers to accumulate experience. Therefore, the vehicle-mounted control system is required to calculate the optimal gear where the vehicle should be located according to the current transmission system working condition of the vehicle, inform the driver through the in-vehicle display system, guide the driver to perform gear shifting operation and ensure the optimal fuel consumption of the vehicle.
However, there are two main methods for calculating the gear of the existing vehicle-mounted control system, one method is to judge whether the current gear needs to be shifted based on the information of the engine speed, the transmission output shaft speed and the accelerator opening degree, and the method is only to simply calculate the shift point and has poor reliability; the other method is to use the information of an external sensor to calculate the optimal gear, but the method needs to additionally arrange the external sensor, and the system cost is additionally increased.
Disclosure of Invention
The invention provides a gear calculation method and device, and solves the technical problems of low accuracy and poor reliability caused by the fact that a vehicle-mounted control system does not consider the driving condition of a vehicle when calculating an optimal gear in the prior art.
The embodiment of the invention provides a gear calculation method, which comprises the following steps:
when the shift activation condition is satisfied:
acquiring the current engine speed and the speed of an output shaft of a gearbox, and calculating the current gear of the vehicle based on the engine speed and the speed of the output shaft of the gearbox;
determining a basic gear shifting point of the current vehicle speed according to the current engine speed, the accelerator opening and the current gear;
correcting the basic shift point of the vehicle based on the current running condition of the vehicle to obtain an optimal shift point, wherein the running condition at least comprises a vehicle load capacity and a running road slope value;
and determining the optimal gear of the current vehicle based on the optimal gear shifting point.
Further, the determining a basic shift point according to the current engine speed, the accelerator opening and the current gear comprises:
and inquiring a preset transmission basic gear shifting table according to the current engine speed, the accelerator opening and the current gear to obtain a transmission upshift speed and an engine speed during transmission downshift, wherein the transmission upshift speed and the engine speed during transmission downshift are used for representing the basic gear shifting point.
Further, the modifying the basic shift point of the vehicle based on the current driving condition of the vehicle to obtain the optimal shift point includes:
calculating the vehicle load capacity and the gradient value of the running road by a least square method according to the current engine speed, the current engine torque and the current vehicle speed;
determining a shift correction speed based on the vehicle load amount and the road grade value;
and correcting the basic shift point through the shift correction rotating speed to obtain the optimal shift point.
Further, the determining a shift correction rotation speed based on the vehicle load amount and the traveling road slope value includes:
inquiring a preset parameter table based on the vehicle load and the gradient value of the driving road to obtain offsets corresponding to different loads;
and calculating a gear shifting correction rotating speed based on the offset and the gradient value of the running road.
Further, the calculating a shift correction rotation speed based on the offset amount and the traveling road slope value includes:
and calculating to obtain the shift correction rotating speed through a formula delta n = k i + M, wherein delta n is the shift correction rotating speed, k is a preset coefficient, i is the gradient value of the driving road, and M is the offset.
Further, the correcting the basic shift point by the shift correction rotation speed to obtain the optimal shift point includes:
adding the transmission upshift rotating speed and the engine rotating speed during the transmission downshift to the gear-shifting correction rotating speed respectively to obtain a corrected upshift rotating speed and a corrected downshift rotating speed;
comparing the current engine speed with the corrected upshift speed and the corrected downshift speed respectively;
if the current engine speed is greater than the corrected upshift speed, determining the corrected upshift speed as the optimal gear shifting point;
and if the current engine rotating speed is less than the corrected downshift rotating speed, determining the corrected downshift rotating speed as the optimal gear shifting point.
Further, said calculating a current gear of the vehicle based on said engine speed and said transmission output shaft speed comprises:
acquiring the clutch on-off state of the current vehicle, and judging whether a transmission system of the vehicle is in an engagement state or not based on the clutch on-off state;
if so, comparing the current engine rotating speed with the rotating speed of the output shaft of the gearbox to obtain a speed ratio;
and comparing the speed ratio with a preset gear identification limit value to obtain the current gear.
Further, the shift activation condition includes:
the current configuration of the vehicle is a manual gear configuration;
the current speed of the vehicle is greater than a preset speed threshold;
the current gear of the vehicle is a non-reverse gear;
the vehicle is not in the belt-gear sliding or neutral sliding working condition.
Further, after determining the optimal gear of the current vehicle based on the optimal shift point, the gear calculation method further includes:
and displaying the optimal gear to a driver through a display system so that the driver shifts according to the optimal gear prompted by the display system.
An embodiment of the present invention further provides a gear calculation apparatus, where the gear calculation apparatus includes:
the first calculating unit is used for acquiring the current engine rotating speed and the rotating speed of the output shaft of the gearbox when the gear shifting activation condition is met, and calculating the current gear of the vehicle based on the engine rotating speed and the rotating speed of the output shaft of the gearbox;
the first determining unit is used for determining a basic gear shifting point of the current vehicle speed according to the current engine speed, the accelerator opening and the current gear;
the second determining unit is used for correcting the basic gear shifting point of the vehicle based on the current running condition of the vehicle to obtain an optimal gear shifting point, wherein the running condition at least comprises a vehicle load amount and a running road slope value;
and the third determining unit is used for determining the optimal gear of the current vehicle based on the optimal gear shifting point.
The invention discloses a gear calculation method and a gear calculation device, wherein the gear calculation method comprises the following steps of: acquiring the current engine speed and the speed of an output shaft of a gearbox, and calculating the current gear of the vehicle based on the engine speed and the speed of the output shaft of the gearbox; determining a basic gear shifting point of the current vehicle speed according to the current engine speed, the accelerator opening and the current gear; correcting a basic shift point of the vehicle based on the current running condition of the vehicle to obtain an optimal shift point, wherein the running condition at least comprises a vehicle load capacity and a running road slope value; and determining the optimal gear of the current vehicle based on the optimal gear shifting point. The invention solves the technical problems of low accuracy and poor reliability caused by not considering the running condition of the vehicle when the vehicle-mounted control system calculates the optimal gear in the prior art, realizes the improvement of the accuracy of the calculation of the optimal gear, and improves the technical effect of the driving reliability.
Drawings
FIG. 1 is a flow chart of a method for calculating a gear according to an embodiment of the present invention;
FIG. 2 is a flowchart of step S101 of calculating a current gear of a vehicle based on an engine speed and a transmission output shaft speed according to an embodiment of the present invention;
FIG. 3 is a transmission base shift table for a vehicle provided by an embodiment of the present invention;
FIG. 4 is a flowchart of step S103 for modifying the basic shift points of the vehicle based on the current driving condition of the vehicle to obtain the optimal shift points according to the embodiment of the present invention;
FIG. 5 is a schematic illustration of a modification of a base shift point provided by an embodiment of the present invention;
FIG. 6 is a graph of shift correction rotational speed versus vehicle load change and road grade provided by an embodiment of the present invention;
fig. 7 is a structural diagram of a gear calculation device according to an embodiment of the present invention.
Detailed Description
The present invention will be described in further detail with reference to the accompanying drawings and examples. It is to be understood that the specific embodiments described herein are merely illustrative of the invention and are not limiting of the invention. It should be further noted that, for the convenience of description, only some of the structures related to the present invention are shown in the drawings, not all of the structures.
It should be noted that the terms "first", "second", and the like in the description and claims of the present invention and the accompanying drawings are used for distinguishing different objects, and are not used for limiting a specific order. The following embodiments of the present invention may be implemented individually, or in combination with each other, and the embodiments of the present invention are not limited in this respect.
Fig. 1 is a flowchart of a gear calculation method according to an embodiment of the present invention.
When the shift activation condition is satisfied, as shown in fig. 1, the gear calculation method specifically includes the following steps:
and S101, acquiring the current engine rotating speed and the rotating speed of the output shaft of the gearbox, and calculating the current gear of the vehicle based on the engine rotating speed and the rotating speed of the output shaft of the gearbox.
Specifically, before calculating whether the vehicle needs to be shifted, it is first required that the calculation of the optimal gear of the vehicle can be started on the premise that the vehicle meets the shifting condition.
Optionally, the shift activation condition comprises: the current configuration of the vehicle is a manual gear configuration; the current speed of the vehicle is greater than a preset speed threshold; the current gear of the vehicle is a non-reverse gear; the vehicle is not in the working condition of belt-gear sliding or neutral sliding.
Specifically, the optimal gear of the vehicle is calculated, wherein the vehicle is firstly required to be a vehicle configured with a manual gear, secondly required to be driven at a certain speed, and thirdly required to be not in a reverse gear state, namely the current gear of the vehicle is a non-reverse gear, and finally required to be not in a slip with gear or a slip in neutral gear condition, and the vehicle control system can start calculating the optimal gear of the vehicle only when the four adjustments are simultaneously satisfied.
When the vehicle meets the shift activation regulation, the vehicle control system CAN acquire the engine rotating speed and the rotating speed of the output shaft of the gearbox through the CAN line, and then the current gear of the vehicle is calculated based on the acquired current engine rotating speed and the rotating speed of the output shaft of the gearbox.
Fig. 2 is a flowchart of step S101 of calculating a current gear of the vehicle based on an engine speed and a transmission output shaft speed according to an embodiment of the present invention.
Alternatively, as shown in fig. 2, the step S101 of calculating the current gear of the vehicle based on the engine speed and the transmission output shaft speed specifically includes the following steps:
in step S1011, the clutch on-off state of the current vehicle is obtained, and it is determined whether the transmission system of the vehicle is in the engaged state based on the clutch on-off state.
Specifically, the vehicle control system may obtain a current state of the clutch switch and determine whether the driveline of the vehicle is in an engaged state based on the obtained state of the clutch switch.
Step S1012, if yes, comparing the current engine speed with the transmission output shaft speed to obtain a speed ratio.
Specifically, after determining that the driveline of the vehicle is in an engaged state, the vehicle control system may calculate a ratio R of engine speed to transmission output shaft speed based on the current engine speed and transmission output shaft speed:
wherein n is the current engine speed, n 0 Which is the transmission output shaft speed.
And S1013, comparing the speed ratio with a preset gear identification limit value to obtain the current gear.
Specifically, a current speed ratio R of the vehicle is obtained through a speed ratio calculation function of the vehicle control system, and then the current actual gear, that is, the current gear, is obtained by comparing the speed ratio R with a preset gear identification limit value. The preset gear identification display can be set into multiple groups according to requirements, and the gear identification limit value comprises an upper limit value and a lower limit value.
And S102, determining a basic gear shifting point of the current vehicle speed according to the current engine speed, the accelerator opening and the current gear.
Specifically, after the current gear of the vehicle is determined, the vehicle control system obtains the accelerator opening of the vehicle through a hard wire, acquires the current engine speed of the vehicle through a CAN bus, and determines the basic gear shifting point of the current vehicle speed according to the current engine speed, the accelerator opening and the calculated current gear of the vehicle.
FIG. 3 is a transmission basic shift table for a vehicle provided by an embodiment of the present invention.
Optionally, in step S102, determining a basic shift point according to the current engine speed, the accelerator opening, and the current gear specifically includes the following steps: and inquiring a preset transmission basic gear shifting table according to the current engine speed, the accelerator opening and the current gear to obtain the transmission upshift speed and the engine speed during the transmission downshift, wherein the transmission upshift speed and the engine speed during the transmission downshift are used for representing basic gear shifting points.
Specifically, referring to fig. 3, after the current engine speed and the accelerator opening are obtained, a preset transmission basic shift table may be queried according to the current engine speed, the current accelerator opening and the calculated current gear of the vehicle, and the current transmission upshift speed n may be obtained from the basic shift table u And engine speed n at the time of transmission downshift d Since different shift points of the vehicle will have corresponding transmission speeds or engine speeds, the basic shift point can be shifted up by the transmission speed n u And engine speed n at the time of transmission downshift d And (4) performing representation.
It should be noted that the transmission upshift speed n is obtained by referring to the transmission basic shift table u And engine speed n at the time of transmission downshift d When the vehicle is under the current working condition, the load capacity of the vehicle is full load and the road gradient value is 0, namely the upshift speed n of the transmission when the vehicle runs on a flat road u And the engine speed n during a downshift of the transmission d 。
And S103, correcting the basic shift points of the vehicle based on the current running condition of the vehicle to obtain the optimal shift points, wherein the running condition at least comprises the load capacity of the vehicle and the gradient value of the running road.
Specifically, after the basic shift point of the vehicle is obtained, the basic shift point is corrected according to the current vehicle load capacity and the gradient value of the driving road of the vehicle to obtain an optimal shift point, the basic shift point is corrected according to the current driving condition of the vehicle to obtain the optimal shift point, the accuracy of gear calculation is improved, and the driving reliability is improved.
Fig. 4 is a flowchart of step S103 of modifying a basic shift point of the vehicle based on the current driving condition of the vehicle to obtain an optimal shift point according to the embodiment of the present invention.
Optionally, as shown in fig. 4, in step S103, modifying the basic shift point of the vehicle based on the current driving condition of the vehicle, and obtaining the optimal shift point specifically includes the following steps:
and step S1031, calculating the vehicle load amount and the gradient value of the driving road by a least square method according to the current engine speed, the engine torque and the current vehicle speed.
Specifically, a calculation function of the vehicle load capacity and the gradient value of the running road is integrated in the vehicle-mounted control system, and the function is based on a vehicle running equation, and the vehicle load capacity and the gradient value of the running road are calculated by a least square method by using main parameters of an engine system such as the current engine speed, the current engine torque and the current vehicle speed of the vehicle.
In step S1032, the shift correction rotational speed is determined based on the vehicle load amount and the traveling road slope value.
Alternatively, the step S1032, the determining the shift correction rotation speed based on the vehicle load amount and the traveling road slope value includes: inquiring a preset parameter table based on the vehicle load and the gradient value of the driving road to obtain offsets corresponding to different loads; and calculating the gear shifting correction rotating speed based on the offset and the gradient value of the driving road.
FIG. 5 is a schematic diagram of a modification of a base shift point provided by an embodiment of the present invention.
Alternatively, calculating the shift correction rotation speed based on the offset amount and the traveling road gradient value includes: and calculating to obtain the shift correction rotating speed through a formula delta n = k i + M, wherein delta n is the shift correction rotating speed, k is a preset coefficient, i is the gradient value of the driving road, and M is the offset.
Specifically, after the vehicle load and the gradient value of the driving road are obtained through calculation, the gear shifting correction rotating speed is determined through a formula: and delta n = k × i + M, wherein i is a gradient value of a driving road, k is coefficients under different vehicle load quantities, M is an offset corresponding to the different vehicle load quantities, and delta n is a shift correction rotating speed. Table 1 shows the preset parameter table, referring to table 1, the vehicle load state includes a full load state, a half load state and an unloaded state, different coefficients k and offsets M can be obtained by querying based on the vehicle load state and the gradient value i of the driving road, and then the corresponding shift correction rotation speed Δ n is obtained by calculation.
TABLE 1 Preset parameter table
As shown in fig. 5, the gradient value of the traveling road is converted i into an equivalent gradient, the abscissa is the equivalent gradient, and the ordinate is the shift correction rotation speed Δ n. When i is less than 0, namely the vehicle is in a downhill state, if the load state of the vehicle is full load at the moment, K is K1_ down; if the load state of the vehicle is half load, K is K2_ down; if the load state of the vehicle is no load, K is K3_ down; when i is larger than 0, namely the vehicle is in an uphill state, if the load state of the vehicle is full load at the moment, K is K1_ up, and if the load state of the vehicle is half load at the moment, K is K2_ up; if the load state of the vehicle is no load at this time, K is K3_ up. Meanwhile, as can be seen from fig. 5, the offset M is a pitch, that is, when the load state of the vehicle is full, the value of M is M1, and as can be seen from fig. 5, M1=0; when the load state of the vehicle is half load, the value of M is M2; when the load state of the vehicle is no load, the value of M is M3.
The expression of the Δ n of the shift correction rotation speed is Δ n = f (i, Δ m, v, θ), where i is a gradient value of a traveling road, Δ m is a variation of a vehicle load, i.e., a variation of a current load and a full load of the vehicle, v is a current vehicle speed, θ is a vehicle parameter, and θ is determined by a wind resistance coefficient, a rolling resistance coefficient, a transmission ratio, and the like. Fig. 6 is a graph showing the relationship between the shift correction rotational speed, the amount of change in the vehicle load, and the value of the gradient of the traveling road according to the embodiment of the present invention. Referring to fig. 6, for the convenience of calculation, a traveling road slope value i is converted into an equivalent slope in fig. 6. For convenience of engineering practical application, simplification processing is performed on fig. 6 and a formula Δ n = f (i, Δ M, v, θ), the load is divided into no-load, half-load and full-load, so as to perform segmentation processing on the vehicle load variation, and the formula Δ n = f (i, Δ M, v, θ) is simplified to obtain the shift correction rotation speed formula Δ n = k × i + M.
And step S1033, correcting the basic shift point through the shift correction rotating speed to obtain the optimal shift point.
Specifically, after the shift correction rotation speed Δ n is obtained through calculation, the basic shift point is corrected through the shift correction rotation speed Δ n, and finally, the optimal shift point is obtained.
Optionally, in step S1033, the modifying the basic shift point by the shift modifying rotation speed Δ n to obtain the optimal shift point includes: upshift of speed variator u And the engine speed n during a downshift of the transmission d Respectively adding the corrected gear shifting rotating speeds delta n to obtain corrected gear shifting rotating speeds n uf And the corrected downshift rotation speed n df (ii) a Respectively comparing the current engine speed n with the corrected upshift speed n uf And the corrected downshift rotation speed n df Comparing; if the current engine speed n is greater than the corrected upshift speed n uf The corrected upshift rotation speed n uf Determining as an optimal shift point; if the current engine speed n is less than the corrected downshift speed n df The corrected downshift rotation speed n df And determining as an optimal shift point.
Specifically, after obtaining the shift correction rotation speed Δ n, the formula n is used uf ＝n u + Delta n calculation to obtain corrected upshift speed n uf And using the formula n df ＝n d + Delta n calculation to obtain the corrected downshift speed n df Then the current engine speed n is respectively compared with the corrected upshift speed n uf And the corrected downshift speed n df For comparison, when n > n uf Then, the corrected upshift rotation speed n uf Determining as an optimal shift point when n < n df Then, the corrected downshift rotation speed n df And determining the optimal gear shifting point.
And step S104, determining the optimal gear of the current vehicle based on the optimal gear shifting point.
Specifically, after the optimal gear shifting point is determined, the optimal gear of the current vehicle is determined based on the optimal gear shifting point, so that the vehicle-mounted control system can prompt the determined optimal gear to a driver through the display system, the driver is assisted to execute gear shifting operation, and driving reliability is improved.
Optionally, in step S104, after determining the optimal gear of the current vehicle based on the optimal shift point, the gear calculation method further includes: and displaying the optimal gear to the driver through the display system so that the driver shifts gears according to the optimal gear prompted by the display system.
Specifically, after the vehicle-mounted control system calculates the optimal gear at which the vehicle is currently located, the optimal gear information is transmitted to the display system, so that the driver can perform gear shifting operation according to the optimal gear prompted by the display system, the effect of assisting in guiding the driver to perform gear shifting operation is achieved, and the vehicle can be ensured to be in the optimal fuel consumption state.
The embodiment of the invention is based on the existing electronic and electric framework of the current vehicle, and can utilize the running comprehensive working conditions of the vehicle, such as the current vehicle speed, the engine speed, the rotating speed of the output shaft of the gearbox, the running states of the vehicle (acceleration, braking, sliding with gear and neutral gear), the slope value of the current running road, the load capacity of the vehicle and other parameters, to realize the functions of calculating the optimal gear which the manual transmission of the vehicle should be in at present and recommending the optimal gear to a driver, thereby not only improving the accuracy of the calculation of the optimal gear on the basis of not additionally increasing the system cost, but also improving the driving reliability and ensuring that the vehicle can be in the optimal fuel consumption state.
The embodiment of the invention also provides a gear calculation device, which is used for executing the gear calculation method provided by the above embodiment of the invention, and the gear calculation device provided by the embodiment of the invention is specifically described below.
Fig. 7 is a structural diagram of a gear calculation device according to an embodiment of the present invention, and as shown in fig. 7, the gear calculation device mainly includes: a first calculation unit 71, a first determination unit 72, a second determination unit 73, and a third determination unit 74, wherein:
the first calculating unit 71 is configured to, when a shift activation condition is satisfied, obtain a current engine speed and a transmission output shaft speed, and calculate a current gear of the vehicle based on the engine speed and the transmission output shaft speed;
a first determining unit 72, configured to determine a basic shift point of the current vehicle speed according to the current engine speed, the accelerator opening, and the current gear;
the second determining unit 73 is configured to correct a basic shift point of the vehicle based on a current driving condition of the vehicle to obtain an optimal shift point, where the driving condition at least includes a vehicle load amount and a driving road slope value;
a third determining unit 74 for determining an optimal gear of the current vehicle based on the optimal shift point.
Optionally, the first determining unit 72 is specifically configured to: and inquiring a preset transmission basic gear shifting table according to the current engine speed, the accelerator opening and the current gear to obtain the transmission upshift speed and the engine speed during the transmission downshift, wherein the transmission upshift speed and the engine speed during the transmission downshift are used for representing the basic gear shifting point.
Alternatively, the second determination unit 73 includes:
the calculating subunit is used for calculating the vehicle load capacity and the gradient value of the driving road by a least square method according to the current engine speed, the engine torque and the current vehicle speed;
a first determining subunit for determining a shift correction rotational speed based on the vehicle load amount and the traveling road slope value;
and the correcting subunit is used for correcting the basic shift point through the shift correcting rotating speed to obtain the optimal shift point.
Optionally, the first determining subunit includes:
the query module is used for querying a preset parameter table based on the vehicle load and the gradient value of the driving road to obtain the offset corresponding to different loads;
and the correction module is used for calculating the gear shifting correction rotating speed based on the offset and the gradient value of the running road.
Optionally, the correction module is specifically configured to calculate a shift correction rotation speed according to a formula Δ n = k × i + M, where Δ n is the shift correction rotation speed, k is a preset coefficient, i is a gradient value of a driving road, and M is an offset.
Optionally, the correction subunit is specifically configured to: adding the gear shifting correction rotating speed to the transmission upshift rotating speed and the engine rotating speed during the transmission downshift respectively to obtain a corrected upshift rotating speed and a corrected downshift rotating speed; comparing the current engine speed with the corrected upshift speed and the corrected downshift speed respectively; if the current engine rotating speed is greater than the corrected upshift rotating speed, determining the corrected upshift rotating speed as an optimal gear shifting point; and if the current engine rotating speed is less than the corrected downshift rotating speed, determining the corrected downshift rotating speed as the optimal gear shifting point.
Alternatively, the first calculation unit 71 includes:
the acquiring subunit is used for acquiring the clutch on-off state of the current vehicle and judging whether a transmission system of the vehicle is in an engaged state or not based on the clutch on-off state;
the first comparison subunit is used for comparing the current engine rotating speed with the rotating speed of the output shaft of the gearbox to obtain a speed ratio if a transmission system of the vehicle is in an engaged state;
and the second comparison subunit is used for comparing the speed ratio with a preset gear identification limit value to obtain the current gear.
Optionally, the shift activation condition comprises: the current configuration of the vehicle is a manual gear configuration; the current speed of the vehicle is greater than a preset speed threshold; the current gear of the vehicle is a non-reverse gear; the vehicle is not in the working condition of belt-gear sliding or neutral sliding.
Optionally, after the third determining unit 74 determines the optimal gear of the current vehicle based on the optimal shift point, the gear calculating device further comprises:
and the display unit is used for displaying the optimal gear to the driver so that the driver can shift gears according to the prompted optimal gear.
The device provided by the embodiment of the present invention has the same implementation principle and technical effect as the method embodiments, and for the sake of brief description, reference may be made to the corresponding contents in the method embodiments without reference to the device embodiments.
The gear calculation method provided by the embodiment of the invention has the same technical characteristics as the gear calculation device provided by the embodiment, so that the same technical problems can be solved, and the same technical effects can be achieved.
In the description of the embodiments of the present invention, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.
Finally, it should be noted that the above-mentioned embodiments are only preferred embodiments of the present invention and the technical principles applied. It will be understood by those skilled in the art that the present invention is not limited to the particular embodiments described herein, but is capable of various obvious changes, rearrangements and substitutions as will now become apparent to those skilled in the art without departing from the scope of the invention. Therefore, although the present invention has been described in greater detail by the above embodiments, the present invention is not limited to the above embodiments, and may include other equivalent embodiments without departing from the spirit of the present invention, and the scope of the present invention is determined by the scope of the appended claims.
Claims (7)
1. A gear calculation method is characterized by comprising the following steps:
when the shift activation condition is satisfied:
acquiring the current engine speed and the speed of an output shaft of a gearbox, and calculating the current gear of the vehicle based on the engine speed and the speed of the output shaft of the gearbox;
determining a basic gear shifting point of the current vehicle speed according to the current engine speed, the accelerator opening and the current gear;
correcting the basic gear shifting point of the vehicle based on the current running condition of the vehicle to obtain an optimal gear shifting point, wherein the running condition at least comprises a vehicle load capacity and a running road slope value;
the correcting the basic shift points of the vehicle based on the current running condition of the vehicle to obtain the optimal shift points comprises the following steps:
calculating the vehicle load capacity and the gradient value of the running road by a least square method according to the current engine speed, the current engine torque and the current vehicle speed;
determining a shift correction speed based on the vehicle load amount and the road grade value;
correcting the basic shift point according to the shift correction rotating speed to obtain the optimal shift point;
the determining a shift correction rotational speed based on the vehicle load amount and the road gradient value includes:
inquiring a preset parameter table based on the vehicle load and the gradient value of the driving road to obtain offset corresponding to different loads;
calculating a shift correction rotational speed based on the offset and the road gradient value;
the calculating of the shift correction rotation speed based on the offset amount and the traveling road slope value includes:
calculating to obtain the shift correction rotating speed through a formula of delta n = k × i + M, wherein delta n is the shift correction rotating speed, k is a preset coefficient, i is the gradient value of the driving road, and M is the offset;
and determining the optimal gear of the current vehicle based on the optimal gear shifting point.
2. The gear calculation method according to claim 1, wherein the determining a basic shift point according to the current engine speed, an accelerator opening degree, and the current gear includes:
and inquiring a preset transmission basic gear shifting table according to the current engine speed, the accelerator opening and the current gear to obtain a transmission upshift speed and an engine speed during transmission downshift, wherein the transmission upshift speed and the engine speed during transmission downshift are used for representing the basic gear shifting point.
3. The gear calculation method according to claim 1, wherein the correcting the base shift point by the shift correction rotation speed to obtain the optimal shift point includes:
adding the gear shifting correction rotating speed to the transmission upshift rotating speed and the engine rotating speed during the transmission downshift respectively to obtain a corrected upshift rotating speed and a corrected downshift rotating speed;
comparing the current engine speed with the corrected upshift speed and the corrected downshift speed respectively;
if the current engine rotating speed is greater than the corrected upshift rotating speed, determining the corrected upshift rotating speed as the optimal gear shifting point;
and if the current engine rotating speed is less than the corrected downshift rotating speed, determining the corrected downshift rotating speed as the optimal gear shifting point.
4. The gear calculation method according to claim 1, wherein calculating the current gear of the vehicle based on the engine speed and the transmission output shaft speed comprises:
acquiring the clutch on-off state of the current vehicle, and judging whether a transmission system of the vehicle is in an engagement state or not based on the clutch on-off state;
if so, comparing the current engine rotating speed with the rotating speed of the output shaft of the gearbox to obtain a speed ratio;
and comparing the speed ratio with a preset gear identification limit value to obtain the current gear.
5. The gear calculation method according to claim 1, characterized in that the shift activation condition includes:
the current configuration of the vehicle is a manual gear configuration;
the current speed of the vehicle is greater than a preset speed threshold;
the current gear of the vehicle is a non-reverse gear;
the vehicle is not in the working condition of belt-gear sliding or neutral sliding.
6. The gear calculation method according to claim 1, characterized in that after determining the optimal gear of the current vehicle based on the optimal shift point, the gear calculation method further comprises:
and displaying the optimal gear to a driver through a display system so that the driver shifts according to the optimal gear prompted by the display system.
7. A gear calculation device, characterized by comprising:
the first calculating unit is used for acquiring the current engine speed and the speed of an output shaft of a gearbox when a gear shifting activating condition is met, and calculating the current gear of the vehicle based on the engine speed and the speed of the output shaft of the gearbox;
the first determining unit is used for determining a basic gear shifting point of the current vehicle speed according to the current engine speed, the accelerator opening and the current gear;
the second determining unit is used for correcting the basic gear shifting point of the vehicle based on the current running working condition of the vehicle to obtain an optimal gear shifting point, wherein the running working condition at least comprises a vehicle load capacity and a running road slope value;
the second determination unit includes:
the calculating subunit is used for calculating the vehicle load capacity and the gradient value of the driving road by a least square method according to the current engine speed, the engine torque and the current vehicle speed;
a first determining subunit for determining a shift correction rotational speed based on the vehicle load amount and the traveling road slope value;
the correcting subunit is used for correcting the basic shift point through the shift correcting rotating speed to obtain an optimal shift point;
the first determining subunit includes:
the query module is used for querying a preset parameter table based on the vehicle load and the gradient value of the driving road to obtain the offset corresponding to different loads;
the correction module is used for calculating a gear shifting correction rotating speed based on the offset and the gradient value of the running road;
the correction module is specifically used for calculating to obtain a shift correction rotating speed through a formula delta n = k × i + M, wherein delta n is the shift correction rotating speed, k is a preset coefficient, i is a gradient value of a driving road, and M is an offset;
and the third determining unit is used for determining the optimal gear of the current vehicle based on the optimal gear shifting point.
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| CN113442895B (en) * | 2021-07-28 | 2022-02-25 | 江苏汇智高端工程机械创新中心有限公司 | Power downshift control method and system for loader |
| CN113650615B (en) * | 2021-08-25 | 2023-02-28 | 中汽创智科技有限公司 | Gear shifting control method and device and storage medium |
| CN114135659A (en) * | 2021-11-30 | 2022-03-04 | 东风商用车有限公司 | Heavy truck AMT curve gear selection method, device, equipment and storage medium |
| CN114233844B (en) * | 2021-12-22 | 2023-03-28 | 珠海格力电器股份有限公司 | Gear shifting control method and device for electric automobile gearbox, storage medium and controller |
| CN114117830B (en) * | 2022-01-25 | 2022-05-03 | 神龙汽车有限公司 | Automatic gearbox gear shifting opportunity calculation method and system based on different working conditions |
| CN115163816A (en) * | 2022-06-13 | 2022-10-11 | 潍柴动力股份有限公司 | Constant-speed cruise gear shifting method of automatic gearbox and related hardware |
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