CN114704629B - Vehicle gear shifting control method and device, storage medium and automobile - Google Patents
Vehicle gear shifting control method and device, storage medium and automobile Download PDFInfo
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- CN114704629B CN114704629B CN202210276441.9A CN202210276441A CN114704629B CN 114704629 B CN114704629 B CN 114704629B CN 202210276441 A CN202210276441 A CN 202210276441A CN 114704629 B CN114704629 B CN 114704629B
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Classifications
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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
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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
- 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
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Abstract
The application discloses a vehicle gear shifting control method, a device, a storage medium and an automobile, wherein the control method comprises the following steps: acquiring state information of the SCR and the DPF, wherein the state information comprises a first actual temperature value of the SCR and a regeneration mode state of the DPF; judging whether the state information meets a gear shifting correction condition or not; and correcting the gear based on the state information when the gear correction condition is met, wherein the gear is corrected in a direction of improving SCR conversion efficiency and DPF regeneration efficiency when the gear is corrected. Considering the influence of engine aftertreatment on gear shifting decisions, the working efficiency of the engine and the aftertreatment device is improved by a gear decision correcting method, the drivability of the vehicle is improved, and the correction strategy is low in calculation complexity and reliable in method.
Description
Technical Field
The invention relates to the technical field of automobiles, in particular to a vehicle gear shifting control method, a device, a storage medium and an automobile.
Background
Because automatically controlled mechanical type automatic gearbox (Automatic Mechanical Transmission, AMT) need not the driver and manually shifts, can carry out gear according to the car condition automatically and adjust, reduces driver intensity of labour, consequently, the ATM vehicle in market is more and more. In the prior art, factors for adjusting and correcting gears comprise the intention of a driver, the running working condition and the like, however, a post-processing device of an engine cannot achieve better working efficiency due to the change of gears, and further the working efficiency of the engine is affected.
Therefore, how to improve the working efficiency of the aftertreatment device and further improve the working efficiency of the engine is a technical problem to be solved.
Disclosure of Invention
In order to solve the technical problems described in the background art, the application provides a control method and an automobile, and solves the problem that the working efficiency of an engine is affected due to the working efficiency of a post-processing device.
According to a first aspect, an embodiment of the present application provides a vehicle gear shift control method, including: acquiring state information of the SCR and the DPF, wherein the state information comprises a first actual temperature value of the SCR and a regeneration mode state of the DPF; judging whether the state information meets a gear shifting correction condition or not; and correcting the gear based on the state information when the gear correction condition is met, wherein the gear is corrected in a direction of improving SCR conversion efficiency and DPF regeneration efficiency when the gear is corrected.
Optionally, the correcting the gear based on the state information includes: when the regeneration mode state of the DPF is that the DPF is in the regeneration mode, the current gear is maintained; and when the regeneration mode state of the DPF is that the DPF is in a non-regeneration mode, adjusting the current gear based on the first actual temperature value.
Optionally, the adjusting the current gear based on the first actual temperature value includes: judging whether the first actual temperature is in a first preset temperature range or not, wherein the first preset temperature range is an SCR preset working temperature range; when the first actual temperature value is larger than the upper limit value of a first preset temperature range, performing downshift adjustment; and when the first actual temperature value is smaller than the lower limit value of the first preset temperature range, performing upshift adjustment.
Optionally, the determining whether the state information satisfies a shift correction condition includes: judging whether at least one of the conditions that the DPF is in a regeneration mode, the first actual temperature value is greater than a preset temperature upper limit value, the first actual temperature value is less than a preset temperature lower limit value and the SCR is in a heating mode is met; and when at least one of the conditions that the DPF is in a regeneration mode, the first actual temperature value is larger than a preset temperature upper limit value, the first actual temperature value is smaller than a preset temperature lower limit value and the SCR is in a heating mode is met, confirming that the state information meets a gear shifting correction condition.
Optionally, the correcting the gear based on the state information includes: acquiring a second actual temperature value of the DPF when the regeneration mode state of the DPF is that the DPF is in the regeneration mode; the shift position is corrected in a direction in which the second actual temperature value is oriented to satisfy both the operating temperature of the regeneration mode of the DPF and the operating temperature of the SCR.
Optionally, the step is to be modified in a direction to bring the second actual temperature value toward a direction that satisfies both the operating temperature of the regeneration mode of the DPF and the operating temperature of the SCR; acquiring a first preset temperature range of normal operation of SCR and a second preset temperature range of normal operation of a current regeneration mode; calculating a temperature intersection of the first preset temperature range and the second preset temperature range; judging whether the second preset temperature value is in the temperature intersection or not; and when the second preset temperature value is not in the temperature intersection, correcting the gear according to the second actual temperature value towards the temperature value in the temperature intersection.
Optionally, said correcting said gear step in a direction to simultaneously satisfy said second actual temperature value towards an operating temperature of a regeneration mode of said DPF and an operating temperature of said SCR comprises: acquiring a difference value of the second actual temperature value and any temperature value of the temperature intersection; and correcting the gear and the vehicle speed based on the difference value.
According to a second aspect, an embodiment of the present application provides a vehicle gear shift correction device, including: the acquisition module is used for acquiring state information of the SCR and the DPF, wherein the state information comprises a first actual temperature value of the SCR and a regeneration mode state of the DPF; the judging module is used for judging whether the state information meets a gear shifting correction condition or not; and the gear correction module is used for correcting the gear based on the state information when the gear shifting correction condition is met, wherein the gear is corrected in the direction of improving SCR conversion efficiency and DPF regeneration efficiency when the gear is corrected.
According to a third aspect, an embodiment of the present application proposes a computer-readable storage medium storing a computer program which, when executed by a processor, implements the vehicle gear control method of any one of the above-mentioned first aspects.
According to a third aspect, an embodiment of the present application proposes an automobile, including a processor, a communication interface, a memory, and a communication bus, where the processor, the communication interface, and the memory complete communication with each other through the communication bus, and the memory is configured to store a computer program; the processor is configured to execute the vehicle gear control method according to any one of the first aspect by running the computer program stored on the memory.
The scheme of the application obtains a first actual temperature value of SCR and a regeneration mode state of DPF; judging whether the state information meets a gear shifting correction condition or not; and correcting the gear based on the state information when the gear correction condition is met, wherein the gear is corrected in a direction of improving SCR conversion efficiency and DPF regeneration efficiency when the gear is corrected. Considering the influence of engine aftertreatment on gear shifting decisions, the working efficiency of the engine and the aftertreatment device is improved by a gear decision correcting method, the drivability of the vehicle is improved, and the correction strategy is low in calculation complexity and reliable in method.
Drawings
The accompanying drawings, which are included to provide a further understanding of the invention and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the description serve to explain the invention and do not constitute a limitation on the invention. In the drawings:
FIG. 1 is a schematic illustration of a hardware environment for an alternative vehicle shift control method in accordance with an embodiment of the invention;
FIG. 2 is a flow chart diagram of a vehicle shift control method according to an embodiment of the present application;
FIG. 3 is a schematic illustration of an engine exhaust temperature MAP according to an embodiment of the application;
Fig. 4 is a schematic structural view of an automobile according to an embodiment of the present application.
Detailed Description
For a clearer understanding of the technical features, objects and effects of the present invention, embodiments of the present invention will now be described with reference to the drawings, in which like reference numerals refer to identical or structurally similar but functionally identical components throughout the separate views.
In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present invention, but the present invention may be practiced in other ways than those described herein, and therefore the scope of the present invention is not limited to the specific embodiments disclosed below.
In the market, AMT technology is more and more popular, but at present, decision conditions of adjusting the gear of an engine of an automobile by an automobile control system are driver intention, driving condition and the like, and because gear adjustment affects the efficiency of an engine post-processing device on exhaust emission treatment, the influence of the engine post-processing device on AMT gear decision is considered, and according to a first aspect of the application, a vehicle gear shifting control method is provided. Alternatively, in the present embodiment, the vehicle shift control method described above may be applied to a hardware environment constituted by the terminal 102 and the server 104 as shown in fig. 1. As shown in fig. 1, the server 104 is connected to the terminal 102 through a network, which may be used to provide services to the terminal or a client installed on the terminal, may set a database on the server or independent of the server, may be used to provide data storage services to the server 104, and may also be used to process cloud services, where the network includes, but is not limited to: the terminal 102 is not limited to a PC, a mobile phone, a tablet computer, etc., but is a wide area network, a metropolitan area network, or a local area network. The vehicle gear shifting control method according to the embodiment of the present application may be executed by the server 104, may be executed by the terminal 102, or may be executed by both the server 104 and the terminal 102. The vehicle shift control method performed by the terminal 102 according to the embodiment of the present application may be performed by a client installed thereon.
Taking the example that the terminal 102 and/or the server 104 execute the vehicle shift control method in this embodiment as an example, fig. 2 is a schematic flow chart of an alternative vehicle shift control method according to an embodiment of the present application, as shown in fig. 2, the flow chart of the method may include the following steps:
S10, acquiring state information of the SCR and the DPF, wherein the state information comprises a first actual temperature value of the SCR and a regeneration mode state of the DPF. In this embodiment, the Selective Catalytic Reduction (SCR) is used to remove NO x from the exhaust of a diesel engine, and urea is used as a reducing agent to react with NO x under the action of a selective catalyst to form N 2 and H 2 O. Typically, SCR often requires a certain operating temperature to efficiently remove NO x from diesel engine exhaust, and exemplary SCR is more temperature critical and is operated at an optimum temperature of 350-450 ℃. When the temperature is lower than the optimal lower limit value of the working temperature, the reduction of NOx cannot be effectively performed; when the temperature is higher than the optimum operating temperature upper limit, the reducing agent NH 3 is oxidized to form NO x. In addition, a diesel particulate trap (Diesel Particulate Filter, DPF) is a filter installed in the exhaust system of a diesel engine, and mainly serves to trap harmful particulates in the exhaust gas. The DPF has higher filtering efficiency on fuel particles, and can reach 60% -90%. During the filtration process, the accumulation of particulate waste in the particulate accumulator can cause an increase in back pressure, and when the back pressure reaches 16kpa-20kpa, the performance of the diesel engine begins to deteriorate, so that after the regeneration condition is reached, the particulate must be removed by entering a regeneration mode, ensuring the normal operation of the engine.
In this embodiment, a first actual temperature of the SCR under the current operating condition and whether the DPF is in a regeneration mode may be obtained. For example, a temperature sensor may be used for SCR acquisition, and the first actual temperature of the SCR may also be estimated by calculating the load of the engine. As an exemplary embodiment, the determination of the regeneration mode status may also be made by detecting whether the regenerated catalyst is being passed, based on whether a regeneration signal is received and/or the engine operating mode, for whether the DPF is in the regeneration mode.
S20, judging whether the state information meets a gear shifting correction condition. As an exemplary embodiment, current gear correction strategies tend to be gear correction based on fuel economy, power, and the like. And the corrected orientation may result in reduced or even failure of the treatment efficiency of the SCR and DPF in the aftertreatment system. In this embodiment, it may be determined whether the current gear needs to be corrected based on the state information of the aftertreatment system based on the state in which the aftertreatment system is located. In this embodiment, it may be determined whether the state information of the SCR and the DPF under the current working condition satisfies the shift correction condition, and when the state information satisfies the shift correction condition, a mode based on the post-processing system for collaborative correction of the gear is performed, and then step S30 is entered, and when the state information does not satisfy the shift correction condition, step S10 is returned.
As an exemplary embodiment, the shift correction condition may include: at least one of the DPF being in a regeneration mode, the first actual temperature value being greater than a preset upper temperature limit, the first actual temperature value being less than a preset lower temperature limit, and the SCR being in a heating mode is satisfied. For example, when the temperature of the SCR is low, the heating device is typically used for heating, and thus when in the heating mode, the temperature of the exhaust gas received by the SCR is typically less than a preset lower temperature limit.
S30, correcting the gear based on the state information, wherein when the gear is corrected, the gear is corrected in the direction of improving SCR conversion efficiency and DPF regeneration efficiency. As an exemplary embodiment, in general, the engine load factor is positively correlated with the exhaust temperature and the effect on the exhaust temperature is much greater than the effect of engine speed on the exhaust temperature. When the exhaust temperature is too low or SCR starts heating, the transmission ratio is smaller as the gear is higher, and under certain conditions of the vehicle speed and the load, the load factor of the engine can be increased by upshifting, so that the exhaust temperature of the engine is increased; similarly, when the exhaust temperature is too high, the downshift can reduce the exhaust temperature. The regeneration of the DPF also needs to be in a certain temperature range, for example, a passive regeneration mode, where the temperature is required to be 260-450 ℃, an active regeneration mode where the temperature is required to be 300-500 ℃, and a stationary regeneration mode, where the temperature is required to be typically greater than 500 ℃. Thus, the gear is related to the exhaust gas temperature, and thus, the gear can be adjusted based on the current state information, i.e., the first actual temperature of the SCR and the regeneration mode state of the DPF, and the direction of adjustment is the direction in which the SCR conversion efficiency and the DPF regeneration efficiency are improved.
As an exemplary embodiment, DPF regeneration generally requires that the engine operate as much as possible in steady state conditions, while at certain vehicle speeds, gear shifts produce large changes in engine speed, which is positively correlated with back pressure. Under certain conditions of vehicle speed, if the engine speed is increased due to gear reduction, the combustion efficiency is reduced due to sudden increase of the exhaust back pressure of the engine, the regenerated flame is extinguished by accelerated airflow, so that fuel particles in tail gas cannot be completely combusted, white smoke is easy to generate, and although the particle filter can be heated by an electric heating method to promote particle combustion, the problem of high energy consumption in the vehicle use process needs to be solved; if the engine speed is reduced by the upshift, the sudden reduction of the exhaust back pressure affects the DPF regeneration operation efficiency and deteriorates the sound quality of the exhaust system. The DPF regeneration is used for making a correction of the cooperative strategy gear, namely, when the DPF regeneration condition is adopted, the engine is kept to work under a steady-state condition, and the gear shifting is reduced as much as possible or the engine rotating speed is adjusted in a large range.
For example, the conditions for DPF triggered regeneration may include: mileage triggers DPF regeneration; the DPF differential pressure signal triggers DPF regeneration; the carbon loading triggers DPF regeneration, or is deemed to enter a regeneration mode. When the triggering condition is met, the control program keeps the gear of the engine unchanged so as to maintain the steady-state condition and meet the better reaction condition of the DPF device in the post-treatment device; when regeneration of the DPF device does not occur, other aftertreatment device states are acquired, and adjustment of the engine gear is corrected according to the states of the other aftertreatment devices. For example, the exhaust temperature of the engine aftertreatment device is obtained, the enablement state of the SCR system is selected to cooperatively modify the adjustment of the engine gear.
And when the DPF is in the non-regeneration mode in the regeneration mode state of the DPF, adjusting the current gear based on the first actual temperature value. Exemplary, determining whether the first actual temperature is within a first preset temperature range, where the first preset temperature range is an SCR preset operating temperature range; when the first actual temperature value is larger than the upper limit value of a first preset temperature range, performing downshift adjustment; and when the first actual temperature value is smaller than the lower limit value of the first preset temperature range, performing upshift adjustment. Illustratively, the first predetermined temperature range may be 350-450 ℃. SCR has severe temperature requirement, and the optimal working temperature is 350-450 ℃. When the temperature is lower than the optimal lower limit value of the working temperature, the reduction of NOx cannot be effectively performed; when the temperature is higher than the optimum operating temperature upper limit, the reducing agent NH 3 is oxidized to form NO x. Therefore, the SCR temperature is controlled within the optimal working temperature range, and the optimal tail gas treatment effect can be obtained.
As an exemplary embodiment, it is determined whether a condition for entering a corrected gear based on state information of the aftertreatment system is satisfied, for example, whether an SCR upstream temperature exceeds an upper limit value and is in an SCR heating mode, or whether it is in a DPF regeneration mode. And if so, entering a gear mode based on state information of the post-processing system. And entering a gear mode corrected based on the state information of the aftertreatment system, and enabling the gear of the engine. And judging whether the mode is a DPF regeneration mode, if so, maintaining the current engine gear state, and otherwise, entering a mode of correcting the gear based on the first actual temperature of the SCR. In a mode of correcting the gear based on the first actual temperature of the SCR, judging whether the temperature upstream of the SCR exceeds an upper limit value, if so, increasing the gear of the engine, otherwise, reducing the gear of the engine. And finally, correcting the final gear through collaborative mode decision. And comprehensively considering the final gear through the correction of the engine gear decision and the original engine gear decision.
As a specific example, as shown in fig. 3, in the case of describing the modification of the gear based on the state information of the aftertreatment system, in the case of the SCR system included in the automobile aftertreatment system, the transmission speed ratio step is 1.2 under the condition of a certain vehicle speed and load, when the engine load factor is 60% and the rotation speed is 1200r/min, the exhaust temperature of the steady-state operating point of the engine before the upshift is about 335 ℃, the load factor of the steady-state operating point of the engine after the upshift is 72%, the rotation speed is 1000r/min, and the exhaust temperature is about 380 ℃. The exhaust temperature of the engine is effectively improved by changing the gear of the engine, and the higher the load factor is, the larger the change of the exhaust temperature is. When the SCR selective reduction device works at the optimal temperature, the NOx conversion rate is greatly improved, so that the exhaust temperature is in the optimal temperature range by correcting the engine gear under the condition that the exhaust temperature is too low or too high, and the aftertreatment working efficiency is improved.
As an alternative embodiment, since the DPF is in a regeneration mode state, it is generally necessary to keep the engine stable, to keep the engine operating in steady state conditions, and to reduce shifting or reducing as much as possible to make a wide range of adjustments to the engine speed, however, the temperature of the engine in the regeneration mode may not be suitable for the optimum operating temperature of the SCR, and, illustratively, there are multiple regeneration modes for the DOF, different temperatures for the different regeneration modes, e.g., passive regeneration modes, with a temperature of 260-450 ℃ and a temperature of 300-500 ℃ for the active regeneration mode, and a static regeneration mode, with a temperature typically greater than 500 ℃. While temperatures less than 350 c and greater than 450 c affect the reduction efficiency of the SCR, setting results in the SCR losing its reducing capability entirely.
Therefore, in order to ensure efficiency of the SCR and the DPF as much as possible, when the DPF is in the regeneration mode, the shift stage may be corrected based on the second actual temperature of the DPF, and the shift stage is corrected, for example, in a direction in which the second actual temperature value is oriented to satisfy both the operating temperature of the regeneration mode of the DPF and the operating temperature of the SCR.
For example, when the gear is corrected based on the second actual temperature, the type of the regeneration mode of the DPF may be determined first, when the DPF is in the stationary regeneration mode, the second actual temperature is greater than 550 ℃, the current gear is kept unchanged, when the DPF regeneration mode is the passive regeneration mode or the active regeneration mode, an intersection exists between an operation temperature interval of the DPF and an optimum operation temperature interval of the SCR, for example, an intersection with the passive regeneration mode is 350-450 ℃ and a temperature of the active regeneration mode is 350-450 ℃, therefore, after the regeneration mode type is determined to be the passive regeneration mode and the active regeneration mode, the intersection is determined based on the regeneration mode type, the exhaust temperature is adjusted to a temperature within the intersection, specifically, a first preset temperature range in which the SCR normally operates and a second preset temperature range in which the current regeneration mode normally operates are obtained; calculating a temperature intersection of the first preset temperature range and the second preset temperature range; judging whether the second preset temperature value is in the temperature intersection or not; and when the second preset temperature value is not in the temperature intersection, correcting the gear according to the second actual temperature value towards the temperature value in the temperature intersection.
As an exemplary embodiment, if the engine speed increases due to the downshift when the DPF is in the regeneration mode, the combustion efficiency decreases due to the sudden increase of the exhaust back pressure of the engine, the accelerated airflow extinguishes the regenerated flame, so that the fuel particles in the exhaust gas cannot be completely combusted, and the phenomenon of white smoke is easy to occur; if the engine speed is reduced by the upshift, the sudden reduction of the exhaust back pressure affects the DPF regeneration operation efficiency and deteriorates the sound quality of the exhaust system. Under certain conditions of vehicle speed and load, the upshift can increase the load rate of the engine so as to improve the exhaust temperature of the engine; similarly, when the exhaust temperature is too high, the downshift can reduce the exhaust temperature.
Therefore, when in the regeneration mode, the vehicle speed can be adjusted simultaneously when the gear is adjusted, so that the rotation speed reduction rate is reduced while the load is increased, the problem of the reduction of the DPF regeneration work efficiency caused by the reduction of the rotation speed due to the increase of the gear is solved, or the rotation speed increase rate is reduced while the load is reduced, the regenerated flame can be extinguished by the accelerated airflow caused by the increase of the rotation speed due to the reduction of the gear, and the phenomenon of white smoke is easy to occur because fuel particles in tail gas cannot be completely combusted. Therefore, in the present embodiment, the DPF regeneration efficiency and the SCR conversion efficiency can be balanced based on the simultaneous adjustment of the shift position and the vehicle speed.
It should be noted that, for simplicity of description, the foregoing method embodiments are all described as a series of acts, but it should be understood by those skilled in the art that the present application is not limited by the order of acts described, as some steps may be performed in other orders or concurrently in accordance with the present application. Further, those skilled in the art will also appreciate that the embodiments described in the specification are all preferred embodiments, and that the acts and modules referred to are not necessarily required for the present application.
FIG. 4 is a block diagram of an alternative bicycle according to an embodiment of the present application, as shown in FIG. 4, including a processor 402, a communication interface 404, a memory 406, and a communication bus 408, wherein the processor 402, the communication interface 404, and the memory 406 communicate with one another via the communication bus 408, wherein,
A memory 406 for storing a computer program;
Processor 402, when executing a computer program stored on memory 406, performs the following steps:
acquiring state information of the SCR and the DPF, wherein the state information comprises a first actual temperature value of the SCR and a regeneration mode state of the DPF;
judging whether the state information meets a gear shifting correction condition or not;
And correcting the gear based on the state information when the gear correction condition is met, wherein the gear is corrected in a direction of improving SCR conversion efficiency and DPF regeneration efficiency when the gear is corrected.
Alternatively, in the present embodiment, the above-described communication bus may be a PCI (PERIPHERAL COMPONENT INTERCONNECT, peripheral component interconnect standard) bus, or an EISA (Extended Industry Standard Architecture ) bus, or the like. The communication bus may be classified as an address bus, a data bus, a control bus, or the like. For ease of illustration, only one thick line is shown in fig. 4, but not only one bus or one type of bus.
The communication interface is used for communication between the automobile aftertreatment device and other equipment.
The memory may include RAM or may include non-volatile memory (non-volatile memory), such as at least one disk memory. Optionally, the memory may also be at least one memory device located remotely from the aforementioned processor.
The processor may be a general purpose processor and may include, but is not limited to: CPU (Central Processing Unit ), NP (Network Processor, network processor), etc.; but may also be a DSP (DIGITAL SIGNAL Processing), ASIC (Application SPECIFIC INTEGRATED Circuit), FPGA (Field-Programmable gate array) or other Programmable logic device, discrete gate or transistor logic device, discrete hardware components.
Alternatively, specific examples in this embodiment may refer to examples described in the foregoing embodiments, and this embodiment is not described herein.
It will be appreciated by those skilled in the art that the structure shown in fig. 4 is only illustrative, and the device implementing the vehicle gear shift control method may be a terminal device, and the terminal device may be a smart phone (such as an Android Mobile phone, an iOS Mobile phone, etc.), a tablet computer, a palm computer, a Mobile internet device (Mobile INTERNET DEVICES, MID), a PAD, etc. Fig. 4 is not limited to the structure of the electronic device. For example, the terminal device may also include more or fewer components (e.g., network interfaces, display devices, etc.) than shown in fig. 4, or have a different configuration than shown in fig. 4.
Those of ordinary skill in the art will appreciate that all or part of the steps in the various methods of the above embodiments may be implemented by a program for instructing a terminal device to execute in association with hardware, the program may be stored in a computer readable storage medium, and the storage medium may include: flash disk, ROM, RAM, magnetic or optical disk, etc.
According to yet another aspect of an embodiment of the present application, there is also provided a storage medium. Alternatively, in the present embodiment, the above-described storage medium may be used for executing the program code of the vehicle shift control method.
Alternatively, in this embodiment, the storage medium may be located on at least one network device of the plurality of network devices in the network shown in the above embodiment.
Alternatively, in the present embodiment, the storage medium is configured to store program code for performing the steps of:
acquiring state information of the SCR and the DPF, wherein the state information comprises a first actual temperature value of the SCR and a regeneration mode state of the DPF;
judging whether the state information meets a gear shifting correction condition or not;
And correcting the gear based on the state information when the gear correction condition is met, wherein the gear is corrected in a direction of improving SCR conversion efficiency and DPF regeneration efficiency when the gear is corrected.
Alternatively, specific examples in the present embodiment may refer to examples described in the above embodiments, which are not described in detail in the present embodiment.
Alternatively, in the present embodiment, the storage medium may include, but is not limited to: various media capable of storing program codes, such as a U disk, ROM, RAM, a mobile hard disk, a magnetic disk or an optical disk.
The foregoing embodiment numbers of the present application are merely for the purpose of description, and do not represent the advantages or disadvantages of the embodiments.
The integrated units in the above embodiments may be stored in the above-described computer-readable storage medium if implemented in the form of software functional units and sold or used as separate products. Based on such understanding, the technical solution of the present application may be embodied in essence or a part contributing to the prior art or all or part of the technical solution in the form of a software product stored in a storage medium, comprising several instructions for causing one or more computer devices (which may be personal computers, servers or network devices, etc.) to perform all or part of the steps of the method described in the embodiments of the present application.
In the foregoing embodiments of the present application, the descriptions of the embodiments are emphasized, and for a portion of this disclosure that is not described in detail in this embodiment, reference is made to the related descriptions of other embodiments.
In several embodiments provided by the present application, it should be understood that the disclosed client may be implemented in other manners. The above-described embodiments of the apparatus are merely exemplary, and the division of the units, such as the division of the units, is merely a logical function division, and may be implemented in another manner, for example, multiple units or components may be combined or may be integrated into another system, or some features may be omitted, or not performed. Alternatively, the coupling or direct coupling or communication connection shown or discussed with each other may be through some interfaces, units or modules, or may be in electrical or other forms.
The units described as separate units may or may not be physically separate, and units shown as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution provided in the present embodiment.
In addition, each functional unit in the embodiments of the present application may be integrated in one processing unit, or each unit may exist alone physically, or two or more units may be integrated in one unit. The integrated units may be implemented in hardware or in software functional units.
The foregoing is merely a preferred embodiment of the present application and it should be noted that modifications and adaptations to those skilled in the art may be made without departing from the principles of the present application, which are intended to be comprehended within the scope of the present application.
Claims (8)
1. A vehicle shift control method, characterized in that the method comprises:
acquiring state information of the SCR and the DPF, wherein the state information comprises a first actual temperature value of the SCR and a regeneration mode state of the DPF;
judging whether the state information meets a gear shifting correction condition or not;
Correcting the gear based on the state information when the gear correction condition is met, wherein the gear is corrected in a direction of improving SCR conversion efficiency and DPF regeneration efficiency when the gear is corrected;
The correcting the gear based on the state information includes:
acquiring a second actual temperature value of the DPF when the regeneration mode state of the DPF is that the DPF is in the regeneration mode;
correcting the gear in a direction in which the second actual temperature value is oriented to satisfy both the operating temperature of the regeneration mode of the DPF and the operating temperature of the SCR;
Said correcting said gear position in a direction to simultaneously satisfy said second actual temperature value towards an operating temperature of a regeneration mode of said DPF and an operating temperature of said SCR comprises:
acquiring a first preset temperature range of normal operation of SCR and a second preset temperature range of normal operation of a current regeneration mode;
Calculating a temperature intersection of the first preset temperature range and the second preset temperature range;
Judging whether the second actual temperature value is in the temperature intersection;
and when the second actual temperature value is not in the temperature intersection, correcting the gear according to the second actual temperature value towards the temperature value in the temperature intersection.
2. The vehicle shift control method according to claim 1, characterized in that the correcting the shift position based on the state information includes:
when the regeneration mode state of the DPF is that the DPF is in the regeneration mode, the current gear is maintained;
and when the regeneration mode state of the DPF is that the DPF is in a non-regeneration mode, adjusting the current gear based on the first actual temperature value.
3. The vehicle shift control method according to claim 2, characterized in that the adjusting the current gear based on the first actual temperature value includes:
Judging whether the first actual temperature is in a first preset temperature range or not, wherein the first preset temperature range is an SCR preset working temperature range;
When the first actual temperature value is larger than the upper limit value of a first preset temperature range, performing downshift adjustment;
And when the first actual temperature value is smaller than the lower limit value of the first preset temperature range, performing upshift adjustment.
4. The vehicle shift control method according to claim 1, characterized in that the determining whether the state information satisfies a shift correction condition includes:
judging whether at least one of the conditions that the DPF is in a regeneration mode, the first actual temperature value is greater than a preset temperature upper limit value, the first actual temperature value is less than a preset temperature lower limit value and the SCR is in a heating mode is met;
And when at least one of the conditions that the DPF is in a regeneration mode, the first actual temperature value is larger than a preset temperature upper limit value, the first actual temperature value is smaller than a preset temperature lower limit value and the SCR is in a heating mode is met, confirming that the state information meets a gear shifting correction condition.
5. The vehicle shift control method according to claim 1, characterized in that the correcting the shift position in a direction to bring the second actual temperature value toward an operating temperature that satisfies both the regeneration mode of the DPF and the operating temperature of the SCR includes:
obtaining a difference value between the second actual temperature value and any temperature value in the temperature intersection;
and correcting the gear and the vehicle speed based on the difference value.
6. A vehicle shift correction device, characterized by comprising:
the acquisition module is used for acquiring state information of the SCR and the DPF, wherein the state information comprises a first actual temperature value of the SCR and a regeneration mode state of the DPF;
the judging module is used for judging whether the state information meets a gear shifting correction condition or not;
The gear correction module is used for correcting the gear based on the state information when the gear shifting correction condition is met, wherein the gear is corrected in the direction of improving SCR conversion efficiency and DPF regeneration efficiency when the gear is corrected; the correcting the gear based on the state information includes: acquiring a second actual temperature value of the DPF when the regeneration mode state of the DPF is that the DPF is in the regeneration mode; correcting the gear in a direction in which the second actual temperature value is oriented to satisfy both the operating temperature of the regeneration mode of the DPF and the operating temperature of the SCR; said correcting said gear position in a direction to simultaneously satisfy said second actual temperature value towards an operating temperature of a regeneration mode of said DPF and an operating temperature of said SCR comprises: acquiring a first preset temperature range of normal operation of SCR and a second preset temperature range of normal operation of a current regeneration mode; calculating a temperature intersection of the first preset temperature range and the second preset temperature range; judging whether the second actual temperature value is in the temperature intersection; and when the second actual temperature value is not in the temperature intersection, correcting the gear according to the second actual temperature value towards the temperature value in the temperature intersection.
7. A computer-readable storage medium storing a computer program, wherein the computer program, when executed by a processor, implements the vehicle shift control method according to any one of claims 1 to 5.
8. An automobile comprising a processor, a communication interface, a memory and a communication bus, wherein the processor, the communication interface and the memory communicate with each other via the communication bus,
The memory is used for storing a computer program;
the processor configured to execute the vehicle shift control method according to any one of claims 1 to 5 by running the computer program stored on the memory.
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| CN202210276441.9A CN114704629B (en) | 2022-03-21 | 2022-03-21 | Vehicle gear shifting control method and device, storage medium and automobile |
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| CN202210276441.9A CN114704629B (en) | 2022-03-21 | 2022-03-21 | Vehicle gear shifting control method and device, storage medium and automobile |
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