CN115539623A - AMT intelligent gear shifting control method for commercial vehicle based on man-vehicle road - Google Patents
AMT intelligent gear shifting control method for commercial vehicle based on man-vehicle road Download PDFInfo
- Publication number
- CN115539623A CN115539623A CN202211032533.9A CN202211032533A CN115539623A CN 115539623 A CN115539623 A CN 115539623A CN 202211032533 A CN202211032533 A CN 202211032533A CN 115539623 A CN115539623 A CN 115539623A
- Authority
- CN
- China
- Prior art keywords
- engine
- vehicle
- gear shifting
- gear
- speed
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
- F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
- F16H61/0204—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
- F16H61/0213—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/36—Inputs being a function of speed
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/36—Inputs being a function of speed
- F16H59/44—Inputs being a function of speed dependent on machine speed of the machine, e.g. the vehicle
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/60—Inputs being a function of ambient conditions
- F16H59/66—Road conditions, e.g. slope, slippery
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/68—Inputs being a function of gearing status
- F16H59/70—Inputs being a function of gearing status dependent on the ratio established
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/36—Inputs being a function of speed
- F16H2059/366—Engine or motor speed
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/60—Inputs being a function of ambient conditions
- F16H59/66—Road conditions, e.g. slope, slippery
- F16H2059/663—Road slope
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H2061/0075—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by a particular control method
- F16H2061/0081—Fuzzy logic
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H2061/0075—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by a particular control method
- F16H2061/009—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by a particular control method using formulas or mathematic relations for calculating parameters
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Control Of Transmission Device (AREA)
Abstract
The invention relates to a commercial vehicle AMT intelligent gear shifting control method based on a man-vehicle road, which comprises the following steps: calculating the rotating speed of the engine after gear shifting, the torque of the engine after gear shifting and the acceleration of the vehicle after gear shifting; if the rotating speed of the engine after gear shifting meets the rotating speed condition of the engine after gear shifting, the torque of the engine after gear shifting meets the load rate condition of the engine after gear shifting, and the acceleration of the vehicle after gear shifting meets the acceleration condition of the whole vehicle after gear shifting, a gear shifting instruction is sent; and returning to and executing the step again if the rotating speed of the engine after gear shifting does not accord with the rotating speed condition of the engine after gear shifting, or the torque of the engine after gear shifting does not accord with the load rate condition of the engine after gear shifting, or the acceleration of the vehicle after gear shifting does not accord with the acceleration condition of the whole vehicle after gear shifting. The invention realizes that the engine works in the optimal area; and the workload of adaptive calibration is less.
Description
Technical Field
The invention relates to the field of AMT gear shifting of commercial vehicles, in particular to an AMT intelligent gear shifting control method of a commercial vehicle based on a human-vehicle road.
Background
Brief description of the technical field:
the AMT controller of the commercial vehicle enables the whole vehicle to operate under the most appropriate working condition by selecting or changing gears, and the economical efficiency of an engine, the climbing capacity of the whole vehicle and the like are ensured. The selection of the gear shifting time is determined by the correct judgment of the man vehicle road, and the AMT control strategy is needed to calculate the gear shifting point which is locally in line with the expectation of the driver at the moment.
The development of the gear shifting strategy goes through a simple to complex process, and mainly comprises a single-parameter gear shifting strategy, a two-parameter gear shifting strategy and a three-parameter gear shifting strategy according to different gear shifting control parameters.
Description of technical problems:
no matter the two-parameter gear shifting strategy based on the stable driving condition or the three-parameter gear shifting strategy based on the dynamic process, the driving state of the automobile can only be reflected, and the influence of the driving environment and the operation desire of the driver on the gear shifting process is not considered, so that when the automobile meets a special road section and a special driver, the deviation of the gear obtained by the traditional gear shifting strategy and the expected gear of the driver occurs.
The prior art which has been disclosed for solving the technical problems is described:
in order to solve the above technical problems, the prior art actually has no gear shift control technology directly applied to the AMT controller of the commercial vehicle; by search, the closest prior art at present has two:
1. the invention discloses a Chinese invention patent with the application number of CN202011571399.0 and the name of 'vehicle gear shifting control method, device, readable medium and equipment', which discloses the following technical scheme:
a control method of shifting gears of a vehicle, comprising: responding to a gear shifting command, and collecting the speed of the vehicle according to a preset collection period; the gear shifting command carries a target gear; calculating the acceleration of the vehicle in the gear shifting power interruption process by using the acquired vehicle speed of the vehicle; calculating to obtain a target speed of the vehicle according to the current speed of the vehicle, the acceleration of the vehicle in the gear shifting power interruption process and the power interruption time before gear engagement; the target vehicle speed is the vehicle speed of the vehicle at the gear engaging moment; the power interruption time before gear engagement is determined according to the current speed, the current gear and the target gear of the vehicle; calculating to obtain a speed regulation target rotating speed of the motor according to the target speed of the vehicle and the speed ratio corresponding to the target gear; the speed regulation target rotating speed of the motor is the required rotating speed of the motor when the vehicle is shifted to a target gear; and controlling the rotating speed of the motor to be the target speed of speed regulation.
Before the speed regulation target rotating speed of the motor is obtained through calculation according to the target vehicle speed of the vehicle and the speed ratio corresponding to the target gear, the method further comprises the following steps: if the vehicle shifts to the target gear and belongs to the upshift and the acceleration of the vehicle in the gear shifting power interruption process is smaller than zero, judging whether the vehicle meets the upshift condition or not according to the difference value between the minimum vehicle speed required by the target gear and the target vehicle speed of the vehicle in the current state; if the vehicle is judged to meet the gear-up condition according to the difference value between the minimum vehicle speed required by the target gear and the target vehicle speed of the vehicle in the current state, calculating to obtain the speed-regulating target rotating speed of the motor according to the target vehicle speed of the vehicle and the speed ratio corresponding to the target gear; if the vehicle shifts to the target gear and belongs to the upshift and the acceleration of the vehicle in the gear shifting power interruption process is greater than or equal to zero, judging whether the vehicle meets the upshift condition or not according to the difference value between the highest vehicle speed required by the target gear in the current state and the target vehicle speed of the vehicle; if the vehicle is judged to meet the gear-up condition according to the difference value between the highest vehicle speed required by the target gear and the target vehicle speed of the vehicle in the current state, calculating to obtain the speed-regulating target rotating speed of the motor according to the target vehicle speed of the vehicle and the speed ratio corresponding to the target gear; if the vehicle shifts to the target gear and falls down and the acceleration of the vehicle in the gear shifting power interruption process is smaller than zero, judging whether the vehicle meets the falling down condition or not according to the difference value between the minimum vehicle speed required by the target gear and the target vehicle speed of the vehicle in the current state; if the fact that the vehicle meets the downshift condition is judged according to the difference value between the minimum vehicle speed required under the current state target gear and the target vehicle speed of the vehicle, calculating to obtain the speed regulation target rotating speed of the motor according to the target vehicle speed of the vehicle and the speed ratio corresponding to the target gear; if the vehicle shifts to the target gear and falls down, and the acceleration of the vehicle in the gear shifting power interruption process is greater than or equal to zero, judging whether the vehicle meets the falling down condition or not according to the difference value between the highest vehicle speed required by the target gear in the current state and the target vehicle speed of the vehicle; if the fact that the vehicle meets the downshift condition is judged according to the difference value between the highest vehicle speed required by the target gear and the target vehicle speed of the vehicle in the current state, calculating to obtain the speed regulation target rotating speed of the motor according to the target vehicle speed of the vehicle and the speed ratio corresponding to the target gear.
If the vehicle shifts to the target gear and belongs to the upshift and the acceleration of the vehicle in the gear shifting power interruption process is greater than or equal to zero, judging whether the vehicle meets the upshift condition according to the difference value between the highest vehicle speed required by the target gear in the current state and the target vehicle speed of the vehicle, and further comprising: if the vehicle is judged not to meet the upshift condition according to the difference between the maximum vehicle speed required by the target gear in the current state and the target vehicle speed of the vehicle, taking the gear which is one gear higher than the target gear as a new target gear, and returning to the step of judging whether the vehicle meets the upshift condition according to the difference between the maximum vehicle speed required by the target gear in the current state and the target vehicle speed of the vehicle; wherein, if the vehicle shifts to the target gear and belongs to the downshift, and the acceleration of the vehicle in the power interruption process of shifting is less than zero, then according to the difference between the minimum speed that the target gear needs under the current state and the target speed of the vehicle, judge whether the vehicle satisfies the downshift condition after, still include:
and if the vehicle is judged not to meet the downshift condition according to the difference between the minimum vehicle speed required by the target gear in the current state and the target vehicle speed of the vehicle, taking the gear which is one gear lower than the target gear as a new target gear, returning to execute the step of judging whether the vehicle meets the downshift condition according to the difference between the minimum vehicle speed required by the target gear in the current state and the target vehicle speed of the vehicle.
The method comprises the following steps of utilizing the collected vehicle speed to calculate the acceleration of the vehicle in the gear shifting power interruption process, and further comprising the following steps: responding to a gear shifting command, and acquiring the driving force of the vehicle according to a preset acquisition cycle; judging whether the difference value between the driving force of the vehicle in the current collection period and the driving force of the vehicle in the previous collection period is smaller than a driving force difference value calibration quantity or not; if the difference value between the driving force of the vehicle in the current collection period and the driving force of the vehicle in the last collection period is smaller than the driving force difference calibration quantity, the acceleration of the vehicle in the gear shifting power interruption process is calculated by using the collected vehicle speed of the vehicle.
Calculating to obtain a target vehicle speed of the vehicle according to the current vehicle speed and acceleration of the vehicle and the power interruption time before engaging, wherein the method comprises the following steps: and calculating the target speed of the vehicle by adding the product of the acceleration of the vehicle in the gear shifting power interruption process and the power interruption time before gear engagement to the current speed of the vehicle.
Calculating the acceleration of the vehicle in the gear shifting power interruption process by using the acquired vehicle speed of the vehicle, wherein the acceleration comprises the following steps: calculating to obtain an acceleration pre-estimated value of the vehicle in the gear shifting power interruption process according to the vehicle speed of the current acquisition cycle, the vehicle speed of the previous acquisition cycle and the acquisition cycle; calculating to obtain the current total vehicle stress of the vehicle according to the total vehicle mass of the vehicle and the acceleration estimated value of the vehicle in the gear shifting power interruption process; calculating the stress of the vehicle in the gear shifting power interruption process according to the current total stress of the vehicle and the driving force of the current acquisition period; and determining the ratio of the stress of the vehicle during the gear shifting power interruption process to the total vehicle mass of the vehicle as the acceleration of the vehicle during the gear shifting power interruption process.
The power interruption time before engaging gear is the sum of gear-off time and motor speed regulation time.
The technical defects of the invention are as follows:
although the control method is effective, the control method is applied to an electrically driven vehicle, the gears are generally few, and the main purpose is to calculate the target rotating speed of the motor and further control the output of the motor, so the control method is not suitable for AMT gear control of a commercial vehicle and cannot solve the problem of gear shifting control of the commercial vehicle;
2. chinese patent application No. CN202111582407.6 entitled "method, device, storage medium and controller for controlling gear shifting of electric vehicle transmission", which discloses the following technical solutions: the method of
An electric vehicle transmission shift control method, comprising: when the electric vehicle meets the gear shifting condition and does not meet the gear shifting prohibition condition, acquiring the speed of the electric vehicle before gear shifting and the target gear speed ratio; calculating the target rotating speed of a motor of the electric vehicle according to the acquired speed before gear shifting and the target gear speed ratio;
and adjusting the motor rotating speed of the electric vehicle according to the calculated motor target rotating speed so as to realize gear shifting.
Shift conditions, including: the vehicle speed is not less than the set upshift vehicle speed, and the accelerator pedal depth is not more than the set upshift accelerator pedal depth, or the vehicle speed is not more than the set downshift vehicle speed, and the accelerator pedal depth is not less than the set downshift accelerator pedal depth; and/or, shift inhibit conditions comprising: an upshift inhibit condition and/or a downshift inhibit condition; upshift inhibit conditions including: at least one of the road gradient is greater than a set gradient value, the steering wheel angle is greater than a set steering angle value, the battery recovery power is less than a set power value and the vehicle fault level is higher than a set fault level; downshift prohibition conditions including: and at least one of the road gradient is greater than the set gradient value, the steering wheel angle is greater than the set angle value, and the vehicle fault level is higher than the set fault level.
Calculating a motor target rotating speed omega 1 of the electric vehicle according to the acquired speed before gear shifting and the target gear speed ratio, wherein the method comprises the following steps: calculating a motor target rotation speed of the electric vehicle by the following formula: ω 1=vμ 1 μ 2 ∈ where v is the pre-shift vehicle speed; epsilon is a target gear speed ratio; the unit for converting the vehicle speed v from km/h to m/min; the linear speed of the wheel is converted into the angular speed of the wheel, and r is the radius of the wheel; adjusting a motor speed of the electric vehicle according to the calculated motor target speed, comprising: calculating the resistance suffered by the electric vehicle during gear shifting so as to determine a corresponding target rotating speed correction coefficient according to the calculated resistance suffered by the electric vehicle during gear shifting; correcting the target rotating speed according to the target rotating speed correction coefficient to obtain the corrected target rotating speed; and controlling the electric vehicle to shift according to the obtained corrected target rotating speed.
Controlling the electric vehicle to shift according to the obtained corrected target rotating speed, comprising the following steps: the motor speed is controlled through a state feedback function, wherein the state feedback function is as follows: ω' = - (a-BK) u + B ω where K is the state feedback gain matrix; A. b is a function matrix with u as an argument.
The method comprises the following steps: the gear shifting control device comprises an acquisition unit, a control unit and a control unit, wherein the acquisition unit is used for acquiring the speed of the electric vehicle before gear shifting and the speed ratio of a target gear when the electric vehicle meets gear shifting conditions and does not meet gear shifting prohibition conditions; the calculating unit is used for calculating the target rotating speed of the motor of the electric vehicle according to the acquired speed before gear shifting and the target gear speed ratio; and the adjusting unit is used for adjusting the motor rotating speed of the electric vehicle according to the calculated motor target rotating speed so as to realize gear shifting.
Shift conditions, including: the vehicle speed is not less than the set upshift vehicle speed, and the accelerator pedal depth is not more than the set upshift accelerator pedal depth, or the vehicle speed is not more than the set downshift vehicle speed, and the accelerator pedal depth is not less than the set downshift accelerator pedal depth; and/or, shift inhibit conditions comprising: an upshift inhibit condition and/or a downshift inhibit condition; upshift inhibit conditions including: at least one of the road gradient is greater than a set gradient value, the steering wheel angle is greater than a set angle value, the battery recovery power is less than a set power value and the vehicle fault level is higher than a set fault level; downshift prohibition conditions including: and at least one of the road gradient is greater than the set gradient value, the steering wheel angle is greater than the set angle value, and the vehicle fault level is higher than the set fault level.
The calculating unit is used for calculating the motor target rotating speed of the electric vehicle according to the acquired speed before gear shifting and the target gear speed ratio, and comprises the following steps: calculating a motor target rotation speed of the electric vehicle by the following formula: ω 1=vμ 1 μ 2 ∈ where v is the pre-shift vehicle speed; epsilon is a target gear speed ratio; the unit for converting the vehicle speed v from km/h to m/min; the linear speed of the wheel is converted into the angular speed of the wheel, and r is the radius of the wheel; an adjusting unit that adjusts a motor rotation speed of the electric vehicle according to the calculated motor target rotation speed, including: calculating the resistance suffered by the electric vehicle during gear shifting so as to determine a corresponding target rotating speed correction coefficient according to the calculated resistance suffered by the electric vehicle during gear shifting; correcting the target rotating speed according to the target rotating speed correction coefficient to obtain the corrected target rotating speed; and controlling the electric vehicle to shift according to the obtained corrected target rotating speed.
Controlling the electric vehicle to shift according to the obtained corrected target rotating speed, comprising the following steps: the motor speed is controlled by a state feedback function, which is: ω' = - (a-BK) u + B ω where K is the state feedback gain matrix; A. b is a function matrix with u as an argument.
The drawbacks of this application are:
the strategy mainly provides a motor speed regulation which can realize gear shifting, so the strategy is not suitable for an AMT controller of a commercial vehicle.
As for the rest of the related art, there are the following problems in irreconcilance:
(1) The calibration table amount is large, the correction is scattered, and the workload is large;
(2) The working period of the matching application development of the expanded vehicle type is long;
(3) Under complex road conditions, the working condition adaptability is poor;
(4) The adaptability of the driver is poor, the driver can not be well recognized or adapted to the intention and habit of the driver, and the gear selection is inaccurate.
Disclosure of Invention
Aiming at the problems, the invention provides an AMT intelligent gear shifting control method for a commercial vehicle based on a man-vehicle road, which aims to realize that an engine works in an optimal area; and the workload of adaptive calibration is less.
In order to solve the problems, the technical scheme provided by the invention is as follows:
a commercial vehicle AMT intelligent gear shifting control method based on a man-vehicle road comprises the following steps:
s100, after the vehicle is electrified and initialized, the following operations are carried out according to the vehicle speed and the gear mode:
if the vehicle speed is not 0 and the gear mode is the automatic mode, executing S200;
if the vehicle speed is 0 or the gear mode is not the automatic mode, the process of the gear shifting control method is exited;
s200, calculating the rotating speed of the engine after gear shifting, the torque of the engine after gear shifting and the acceleration of the vehicle after gear shifting;
the rotating speed of the engine after gear shifting comprises the rotating speed of the engine after 1 gear is increased, the rotating speed of the engine after 2 gears are increased, the rotating speed of the engine after 1 gear is reduced and the rotating speed of the engine after 2 gears are reduced;
the torque after the engine is shifted comprises torque after the engine is shifted up by 1 gear, torque after the engine is shifted up by 2 gears, torque after the engine is shifted down by 1 gear and torque after the engine is shifted down by 2 gears;
the vehicle post-shift acceleration comprises vehicle 1 gear-up acceleration, vehicle 2 gear-up acceleration, vehicle 1 gear-down acceleration and vehicle 2 gear-down acceleration;
s300, substituting the engine speed after gear shifting into the engine speed condition after gear shifting, simultaneously substituting the engine torque after gear shifting into the engine load rate condition after gear shifting, and simultaneously substituting the vehicle acceleration after gear shifting into the whole vehicle acceleration condition after gear shifting; the engine speed conditions after gear shifting comprise an upshift speed condition and a downshift speed condition;
then, according to the substituted judgment result, the following operations are carried out:
if the rotating speed of the engine after gear shifting meets the condition of the rotating speed of the engine after gear shifting, the torque of the engine after gear shifting meets the condition of the load rate of the engine after gear shifting, and the accelerated speed of the vehicle after gear shifting meets the condition of the accelerated speed of the whole vehicle after gear shifting, S400 is executed;
if the engine speed after gear shifting does not accord with the engine speed after gear shifting, or the engine torque after gear shifting does not accord with the engine load rate after gear shifting, or the vehicle acceleration after gear shifting does not accord with the whole vehicle acceleration condition after gear shifting, returning to and executing S100 again;
and S400, sending a gear shifting command.
Preferably, the engine post-shift speed is expressed by:
N s ＝60V s /οd*i 0 *i g
wherein: n is a radical of hydrogen s The unit of the rotating speed of the engine after gear shifting is rev/min; v s The unit is m/s for the vehicle speed after gear shifting; d is the tire diameter in m; i.e. i 0 Is a final reduction ratio; i.e. i g A target gear speed ratio of the gearbox is obtained;
the post-shift vehicle speed is expressed by the following formula:
V s ＝V-a*δt
wherein: v is the vehicle speed before gear shifting, and the unit is m/s; a is vehicle acceleration in m/s 2 (ii) a δ t is the estimated gear shifting time with the unit of s;
the vehicle acceleration is expressed as follows:
a＝-(F_f+F_w+F_i)/m
wherein: f _ F is rolling resistance with the unit of N; f _ w is air resistance, and the unit is N; f _ i is ramp resistance with the unit of N; m is the mass of the whole vehicle, the unit is kg, and the mass is obtained through mass estimation calculation;
the rolling resistance is expressed as follows:
F_f＝mgfcosθ
wherein: g is the acceleration of gravity in m/s 2 (ii) a f is a rolling coefficient; theta is the gradient and is acquired by an acceleration sensor;
the ramp resistance is expressed as:
F_i＝mgsinθ
the air resistance is expressed as follows:
F_w＝C D AV 2 /21.15
wherein: c D Is the wind resistance coefficient; a is the frontal area of the vehicle and is m 2 。
Preferably, the post-shift engine speed condition is expressed by the following determination rule:
if the rotating speed of the engine after 1 gear upshift is higher than the rotating speed threshold value after the engine is subjected to 1 gear upshift, or the rotating speed of the engine after 2 gear upshift is higher than the rotating speed threshold value after the engine is subjected to 2 gear upshift, judging that the rotating speed of the engine after gear shifting meets the condition of the gear-up rotating speed;
if the rotating speed of the engine after 1 gear reduction is higher than the rotating speed threshold value of the engine after the gear reduction, or the rotating speed of the engine after 2 gear reduction is higher than the rotating speed threshold value of the engine after the gear reduction, judging that the rotating speed of the engine after gear shifting meets the gear reduction rotating speed condition;
and if the rotating speed of the engine after gear shifting meets the condition of the gear-up rotating speed or if the rotating speed of the engine after gear shifting meets the condition of the gear-down rotating speed, judging that the rotating speed of the engine after gear shifting meets the condition of the rotating speed of the engine after gear shifting.
Preferably, the engine post-upshift speed threshold is expressed by the following equation:
US＝US i +I*ΔUS i
wherein: US is the post-engine upshift speed threshold; US i A threshold base amount of engine upshift speed; i is the intention of the driver and has a value range of I E < -1,1 []Obtaining values through table lookup; delta US i Obtaining a value for the threshold offset of the upshift rotating speed of the engine through table lookup; and i is a counter used for representing the level of the accelerator opening degree and is a set consisting of natural numbers 1,2,3,4,5 and 6 and is expressed as i ∈ {1,2,3,4,5 and 6}.
Preferably, the engine post-downshift rotation speed threshold is expressed by:
DS＝DS i +I*ΔDS i
wherein: DS is the rotating speed threshold value after the engine is downshifted; DS (direct sequence) i A base amount for an engine downshift speed threshold; delta DS i Obtaining a value for an engine downshift speed threshold offset by looking up a table。
Preferably, the driver intent is expressed by:
I＝Fuzzy(V，P，a_P)
wherein: fuzzy () is a Fuzzy recognition function and is preset manually; p is the accelerator opening; v is the pre-shift vehicle speed; and a _ P is the throttle opening change rate.
Preferably, the post-engine shift torque is expressed as:
Ts＝f(N s ，P)
wherein: ts is the torque after the engine is shifted; f () is a function of the engine speed after shifting and the accelerator opening, and the function value is obtained by looking up a table.
Preferably, the post-shift engine load rate condition is expressed as:
Ts≤Tmax*k
wherein: tmax is that the engine is at N s The maximum torque under the rotating speed is obtained by looking up a table through an external characteristic curve; k is a calibration value and satisfies k is as the element of [0.5,1 ∈ ]]。
Preferably, the vehicle acceleration condition after gear shifting is expressed according to the following formula:
a s ≥a c
wherein: a is s Shifting a post-shift acceleration for the vehicle; a is c Is a calibration value and is preset manually.
Preferably, the vehicle post-shift acceleration is expressed by:
a s ＝[F_s-(F_f+F_w+F_i)]/m
wherein: f _ s is the edge force of the rear wheel during gear shifting; the rear wheel side force of shifting is expressed by the following formula:
F_s＝T s *i g *i 0 *r
wherein: r is a tire radius, and r = d/2 is satisfied.
Compared with the prior art, the invention has the following advantages:
1. in the running process of the commercial vehicle, the intention of the driver is recognized by collecting the operation parameters of the driver, the running parameters of the whole vehicle, the working parameters of the engine and the environmental parameters, the running resistance of the vehicle is estimated, and the gear is decided, so that the engine works in the optimal area;
2. the invention fully considers the fusion of the human-vehicle road, and uses the physics principle and the fuzzy control method to make the strategy robustness stronger, thereby making the adaptive calibration workload less.
Drawings
FIG. 1 is a flow chart diagram of a shift control method of the present invention;
FIG. 2 is a schematic diagram of a post-engine shift threshold correction region of the shift control method of the present invention.
Detailed Description
The present invention is further illustrated by the following examples, which are intended to be purely exemplary and are not intended to limit the scope of the invention, as various equivalent modifications of the invention will occur to those skilled in the art upon reading the present disclosure and fall within the scope of the appended claims.
It should be noted that the basic principle of the present invention is as follows:
the controller estimates and predicts the rotating speed, the torque load and the acceleration of the whole vehicle of the engine after the vehicle is switched to the adjacent gears at any time in the running process of the vehicle, if the rotating speed, the torque load and the acceleration of the whole vehicle reach a set threshold value, a corresponding gear shifting command is executed, and if the condition is not met, the current gear is kept running.
As shown in fig. 1, an AMT intelligent gear-shifting control method for a commercial vehicle based on a human-vehicle road comprises the following steps:
s100, after the vehicle is electrified and initialized, the following operations are carried out according to the vehicle speed and the gear mode:
if the vehicle speed is not 0 and the shift mode is the automatic mode, S200 is performed.
And if the vehicle speed is 0 or the gear mode is not the automatic mode, exiting the process of the gear shifting control method.
S200, calculating the rotating speed of the engine after gear shifting, the torque of the engine after gear shifting and the acceleration of the vehicle after gear shifting.
The rotating speed of the engine after gear shifting comprises the rotating speed of the engine after 1 gear is increased, the rotating speed of the engine after 2 gears are increased, the rotating speed of the engine after 1 gear is reduced and the rotating speed of the engine after 2 gears are reduced.
It should be noted that, for the rotation speed after the engine is shifted, predictive calculation is performed; for the prediction of the engine speed after gear shifting, on one hand, the change of the speed ratio before and after gear shifting is considered, and on the other hand, the deceleration caused by power interruption in the gear shifting process is considered; the power interruption time needs to be estimated during power interruption in the gear shifting process, and the whole vehicle dynamics is used for calculating the whole vehicle running resistance, and the factors such as the whole vehicle mass, the running gradient, the vehicle speed, the windward area, the wind resistance coefficient and the rolling resistance coefficient are related.
The torque after the engine is shifted comprises torque after the engine is shifted up to 1 gear, torque after the engine is shifted up to 2 gears, torque after the engine is shifted down to 1 gear and torque after the engine is shifted down to 2 gears.
The vehicle post-shift acceleration includes a vehicle up-1 gear acceleration, a vehicle up-2 gear acceleration, a vehicle down-1 gear acceleration, and a vehicle down-2 gear acceleration.
In this embodiment, the engine speed after shifting is expressed by the following equation:
N s ＝60V s /οd*i 0 *i g
wherein: n is a radical of s The unit is rev/min which is the rotating speed of the engine after gear shifting; v s The unit is m/s for the vehicle speed after gear shifting; d is the tire diameter in m; i.e. i 0 Is a main reduction ratio; i.e. i g Is the target gear ratio of the gearbox.
The post-shift vehicle speed is expressed as follows:
V s ＝V-a*δt
wherein: v is the vehicle speed before gear shifting, and the unit is m/s; a is vehicle acceleration in m/s 2 (ii) a δ t is the estimated shift time in units of s.
The vehicle acceleration is expressed as follows:
a＝-(F_f+F_w+F_i)/m
wherein: f _ F is rolling resistance with the unit of N; f _ w is air resistance, and the unit is N; f _ i is ramp resistance with the unit of N; m is the mass of the whole vehicle, the unit is kg, and the mass is obtained through mass estimation calculation;
the rolling resistance is expressed as follows:
F_f＝mgfcosθ
wherein: g is gravity acceleration with the unit of m/s 2 (ii) a f is a rolling coefficient; theta is the gradient and is acquired by an acceleration sensor.
The ramp resistance is expressed as follows:
F_i＝mgsinθ
the air resistance is expressed as follows:
F_w＝C D AV 2 /21.15
wherein: c D Is the wind resistance coefficient; a is the windward area of the vehicle and the unit is m 2 。
In this embodiment, the torque after engine shifting is expressed as follows:
Ts＝f(N s ，P)
wherein: ts is torque after engine gear shifting; f () is a function of the rotating speed and the accelerator opening degree after the engine is shifted, a function value is obtained through table lookup, and the engine accelerator characteristic is calibrated in the table.
It should be noted that the principle of the method for predicting the torque after the gear shifting is as follows:
assuming that the accelerator is kept unchanged before and after gear shifting, the torque condition of the engine after the gear shifting to a new gear is predicted through the characteristic of the accelerator of the engine, and the torque needs to be within a certain calibration range under the new gear, so that the engine is ensured to have enough reserve torque and be within an economic range.
In this embodiment, the acceleration after the vehicle is shifted is expressed by the following equation:
a s ＝[F_s-(F_f+F_w+F_i)]/m
wherein: f _ s is the edge force of the rear wheel during gear shifting; the rear wheel side force after shifting is expressed by the following formula:
F_s＝T s *i g *i 0 *r
wherein: r is a tire radius, and r = d/2 is satisfied.
It should be noted that, in order to ensure the comfort of the driver and the intention of the driver to operate the vehicle, the acceleration of the vehicle after shifting the new gear is measured in advance, and the threshold of the response is also set according to the driver intention recognized in a fuzzy manner, and there are generally several situations: after gear shifting, the acceleration is larger than zero; not less than the current changing acceleration; and greater than some nominal value.
S300, substituting the engine speed after the engine is shifted into the engine speed condition after the engine is shifted, simultaneously substituting the torque after the engine is shifted into the engine load rate condition after the engine is shifted, and simultaneously substituting the vehicle acceleration after the vehicle is shifted into the vehicle acceleration condition after the engine is shifted; the post-shift engine speed conditions include an upshift speed condition and a downshift speed condition.
In this embodiment, the engine speed condition after shifting is expressed by the following determination rule:
if the rotating speed of the engine after 1 gear is increased is higher than the rotating speed threshold value of the engine after the gear is increased, or the rotating speed of the engine after 2 gears is increased is higher than the rotating speed threshold value of the engine after the gear is increased, judging that the rotating speed of the engine after gear shifting meets the condition of the gear-increasing rotating speed; that is, if Ns > US, the upshift speed condition is satisfied.
If the rotating speed of the engine after 1 gear reduction is higher than the rotating speed threshold value of the engine after gear reduction, or the rotating speed of the engine after 2 gear reduction is higher than the rotating speed threshold value of the engine after gear reduction, judging that the rotating speed of the engine after gear shifting meets the condition of gear reduction rotating speed; if Ns is less than DS, the downshift rotating speed condition is met.
And if the rotating speed of the engine after gear shifting meets the condition of the gear-up rotating speed or if the rotating speed of the engine after gear shifting meets the condition of the gear-down rotating speed, judging that the rotating speed of the engine after gear shifting meets the condition of the rotating speed of the engine after gear shifting.
In this embodiment, the threshold of the engine speed after the engine is shifted up is expressed as follows:
US＝US i +I*ΔUS i
wherein: US is a rotating speed threshold value after the engine is shifted up; US i A threshold base amount of engine upshift speed; i is the intention of the driver, and the value range is I E [ -1,1]Obtaining values through table lookup; delta US i Obtaining a value for the threshold offset of the upshift rotating speed of the engine through table lookup; and i is a counter used for representing the level of the accelerator opening degree and is a set consisting of natural numbers 1,2,3,4,5 and 6 and is expressed as i ∈ {1,2,3,4,5 and 6}.
In this embodiment, the rotational speed threshold after the engine downshift is expressed by the following equation:
DS＝DS i +I*ΔDS i
wherein: DS is a rotating speed threshold value after the engine is downshifted; DS (direct sequence) i A downshift rotational speed threshold base quantity for the engine; delta DS i And obtaining a value for the engine downshift rotating speed threshold offset through a table look-up.
In this particular embodiment, the driver's intent is expressed as:
I＝Fuzzy(V，P，a_P)
wherein: fuzzy () is a Fuzzy recognition function, and is preset manually; p is the opening degree of the accelerator; v is the speed before gear shifting; a _ P is the throttle opening change rate.
As shown in fig. 2, the principle of setting the engine post-upshift rotation speed threshold and the engine post-downshift rotation speed threshold is as follows:
and setting an upshift area and a downshift area for the engine, and determining an upshift line and a downshift line related to the accelerator through calibration, namely the engine upshift speed threshold basic quantity and the engine downshift speed threshold basic quantity. As shown in table 1:
TABLE 1 calibration table for basic quantity of up-down gear threshold of engine
Then, based on the operation of a driver on an accelerator, the intention of the driver is identified in a fuzzy manner, and the thresholds of an upshift line and a downshift line are corrected within a certain range, namely the offset of the engine upshift rotating speed threshold and the offset of the engine downshift rotating speed threshold; as shown in table 2:
TABLE 2 Engine lifting gear rotating speed threshold value offset calibration table
The judgment of the intention of the driver is based on three parameters of accelerator opening, accelerator change rate and vehicle acceleration; as shown in table 3:
TABLE 3 driver intention fuzzy recognition membership function corresponding table
In this embodiment, the engine load rate condition after shifting is expressed as follows:
Ts≤Tmax*k
wherein: tmax is that the engine is at N s The maximum torque at the rotating speed is obtained by looking up a table through an external characteristic curve; k is a calibration value and satisfies k is as the element of [0.5,1 ∈ ]]。
In this embodiment, the vehicle acceleration condition after shifting is expressed by the following formula:
a s ≥a c
wherein: a is s Shifting the vehicle gear for a post-acceleration; a is c Is a calibration value and is preset manually.
Then, according to the substituted judgment result, the following operations are carried out:
and if the rotating speed of the engine after gear shifting meets the rotating speed condition of the engine after gear shifting, the torque of the engine after gear shifting meets the load rate condition of the engine after gear shifting, and the accelerated speed of the vehicle after gear shifting meets the accelerated speed condition of the whole vehicle after gear shifting, executing S400.
And returning to and executing S100 again if the rotating speed of the engine after gear shifting does not accord with the rotating speed condition of the engine after gear shifting, or the torque of the engine after gear shifting does not accord with the load rate condition of the engine after gear shifting, or the acceleration of the vehicle after gear shifting does not accord with the acceleration condition of the whole vehicle after gear shifting.
And S400, sending a gear shifting command.
In the foregoing detailed description, various features are grouped together in a single embodiment for the purpose of streamlining the disclosure. This method of disclosure is not to be interpreted as reflecting an intention that the claimed embodiments of the subject matter require more features than are expressly recited in each claim. Rather, as the following claims reflect, invention lies in less than all features of a single disclosed embodiment. Thus, the following claims are hereby expressly incorporated into the detailed description, with each claim standing on its own as a separate preferred embodiment of the invention.
The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present invention. To those skilled in the art; various modifications to these embodiments will be readily apparent, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the disclosure. Thus, the present disclosure is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
What has been described above includes examples of one or more embodiments. It is, of course, not possible to describe every conceivable combination of components or methodologies for purposes of describing the aforementioned embodiments, but one of ordinary skill in the art may recognize that many further combinations and permutations of various embodiments are possible. Accordingly, the embodiments described herein are intended to embrace all such alterations, modifications and variations that fall within the scope of the appended claims. Furthermore, to the extent that the term "includes" is used in either the detailed description or the claims, such term is intended to be inclusive in a manner similar to the term "comprising" as "comprising" is interpreted when employed as a transitional word in a claim. Furthermore, any use of the term "or" in the specification of the claims is intended to mean a "non-exclusive or".
The above-mentioned embodiments are intended to illustrate the objects, technical solutions and advantages of the present invention in further detail, and it should be understood that the above-mentioned embodiments are merely exemplary embodiments of the present invention, and are not intended to limit the scope of the present invention, and any modifications, equivalent substitutions, improvements and the like made within the spirit and principle of the present invention should be included in the scope of the present invention.
Claims (10)
1. A commercial vehicle AMT intelligent gear shifting control method based on a human-vehicle road is characterized in that: comprises the following steps:
s100, after the vehicle is electrified and initialized, the following operations are carried out according to the vehicle speed and the gear mode:
if the vehicle speed is not 0 and the gear mode is the automatic mode, executing S200;
if the vehicle speed is 0 or the gear mode is not the automatic mode, the process of the gear shifting control method is exited;
s200, calculating the rotating speed of the engine after gear shifting, the torque of the engine after gear shifting and the acceleration of the vehicle after gear shifting;
the rotating speed of the engine after gear shifting comprises the rotating speed of the engine after 1 gear is increased, the rotating speed of the engine after 2 gears are increased, the rotating speed of the engine after 1 gear is reduced and the rotating speed of the engine after 2 gears are reduced;
the torque after the engine is shifted comprises torque after the engine is shifted up to 1 gear, torque after the engine is shifted up to 2 gears, torque after the engine is shifted down to 1 gear and torque after the engine is shifted down to 2 gears;
the vehicle post-shift acceleration comprises vehicle 1 gear-up acceleration, vehicle 2 gear-up acceleration, vehicle 1 gear-down acceleration and vehicle 2 gear-down acceleration;
s300, substituting the engine speed after gear shifting into the engine speed condition after gear shifting, simultaneously substituting the torque of the engine after gear shifting into the engine load rate condition after gear shifting, and simultaneously substituting the vehicle acceleration after gear shifting into the whole vehicle acceleration condition after gear shifting; the engine speed conditions after gear shifting comprise an upshift speed condition and a downshift speed condition;
then, according to the substituted judgment result, the following operations are carried out:
if the rotating speed of the engine after gear shifting meets the condition of the rotating speed of the engine after gear shifting, the torque of the engine after gear shifting meets the condition of the load rate of the engine after gear shifting, and the accelerated speed of the vehicle after gear shifting meets the condition of the accelerated speed of the whole vehicle after gear shifting, S400 is executed;
if the engine speed after gear shifting does not accord with the engine speed after gear shifting, or the engine torque after gear shifting does not accord with the engine load rate after gear shifting, or the vehicle acceleration after gear shifting does not accord with the whole vehicle acceleration condition after gear shifting, returning to and executing S100 again;
and S400, sending a gear shifting command.
2. The AMT intelligent gear shifting control method for the commercial vehicle based on the human-vehicle road as claimed in claim 1, characterized in that: the post-shift engine speed is expressed as:
N s ＝60V s /πd*i 0 *i g
wherein: n is a radical of s The unit of the rotating speed of the engine after gear shifting is rev/min; v s The unit is m/s for the vehicle speed after gear shifting; d is the tire diameter in m; i all right angle 0 Is a final reduction ratio; i.e. i g A target gear speed ratio of the gearbox is obtained;
the post-shift vehicle speed is expressed by the following formula:
V s ＝V-a*δt
wherein: v is the vehicle speed before gear shifting, and the unit is m/s; a is vehicle acceleration in m/s 2 (ii) a δ t is estimated gear shifting time with the unit of s;
the vehicle acceleration is expressed as follows:
a＝-(F_f+F_w+F_i)/m
wherein: f _ F is rolling resistance and has the unit of N; f _ w is air resistance, and the unit is N; f _ i is ramp resistance with the unit of N; m is the mass of the whole vehicle, the unit is kg, and the mass is obtained through mass estimation calculation;
the rolling resistance is expressed as follows:
F_f＝mgfcosθ
wherein: g is gravity acceleration with the unit of m/s 2 (ii) a f is a rolling coefficient; theta is the gradient and is acquired by an acceleration sensor;
the ramp resistance is expressed as follows:
F_i＝mgsinθ
the air resistance is expressed as follows:
F_w＝C D AV 2 /21.15
wherein: c D Is the wind resistance coefficient; a is the frontal area of the vehicle and is m 2 。
3. The AMT intelligent gear shifting control method for the commercial vehicle based on the human-vehicle road as claimed in claim 2, characterized in that: the post-shift engine speed condition is expressed according to the following determination rule:
if the rotating speed of the engine after 1 gear upshift is higher than the rotating speed threshold value after the engine is subjected to 1 gear upshift, or the rotating speed of the engine after 2 gear upshift is higher than the rotating speed threshold value after the engine is subjected to 2 gear upshift, judging that the rotating speed of the engine after gear shifting meets the condition of the gear-up rotating speed;
if the rotating speed of the engine after 1 gear reduction is higher than the rotating speed threshold value of the engine after gear reduction, or the rotating speed of the engine after 2 gear reduction is higher than the rotating speed threshold value of the engine after gear reduction, judging that the rotating speed of the engine after gear shifting meets the gear reduction rotating speed condition;
and if the rotating speed of the engine after gear shifting meets the condition of the gear-up rotating speed or if the rotating speed of the engine after gear shifting meets the condition of the gear-down rotating speed, judging that the rotating speed of the engine after gear shifting meets the condition of the rotating speed of the engine after gear shifting.
4. The AMT intelligent gear shifting control method for the commercial vehicle based on the human-vehicle road as claimed in claim 3, characterized in that: the engine post-upshift rotational speed threshold is expressed as follows:
US＝US i +I*ΔUS i
wherein: US is the post-engine upshift speed threshold; US i A threshold base amount of engine upshift speed; i is the intention of the driver and has a value range of I E < -1,1 []Obtaining values through table lookup; delta US i Obtaining a value for the threshold offset of the upshift rotating speed of the engine through table lookup; and i is a counter used for representing the level of the accelerator opening degree and is a set consisting of natural numbers 1,2,3,4,5 and 6 and is expressed as i ∈ {1,2,3,4,5 and 6}.
5. The AMT intelligent gear shifting control method for the commercial vehicle based on the human-vehicle road as claimed in claim 4, characterized in that: the engine post-downshift rotational speed threshold is expressed as follows:
DS＝DS i +I*ΔDS i
wherein: DS is the rotating speed threshold value after the engine is downshifted; DS (direct sequence) system i A base amount for an engine downshift speed threshold; delta DS i And obtaining a value for the engine downshift rotating speed threshold offset through a table look-up.
6. The AMT intelligent gear shifting control method for the commercial vehicle based on the human-vehicle road as claimed in claim 5, characterized in that: the driver intent is expressed as:
I＝Fuzzy(V，P，a_P)
wherein: fuzzy () is a Fuzzy recognition function and is preset manually; p is the opening degree of the accelerator; v is the pre-shift vehicle speed; a _ P is the throttle opening change rate.
7. The AMT intelligent gear shifting control method for the commercial vehicle based on the human-vehicle road as claimed in claim 6, characterized in that: the post-engine shift torque is expressed as:
Ts＝f(N s ，P)
wherein: ts is the post-engine shift torque; f () is a function of the engine speed after shifting and the accelerator opening, and the function value is obtained by looking up a table.
8. The AMT intelligent gear shifting control method for the commercial vehicle based on the human-vehicle road as claimed in claim 7, characterized in that: the post-shift engine load rate condition is expressed as:
Ts≤Tmax*k
wherein: tmax is that the engine is at N s The maximum torque under the rotating speed is obtained by looking up a table through an external characteristic curve; k is a calibration value and satisfies k is an element of [0.5,1 ]]。
9. The AMT intelligent gear shifting control method for the commercial vehicle based on the human-vehicle road as claimed in claim 8, characterized in that: the acceleration condition of the whole vehicle after gear shifting is expressed according to the following formula:
a s ≥a c
wherein: a is s Shifting a post-gear acceleration for the vehicle; a is a c Is a calibration value and is preset manually.
10. The AMT intelligent gear shifting control method for the commercial vehicle based on the human-vehicle road as claimed in claim 9, characterized in that: the vehicle post-shift acceleration is expressed as:
a s ＝[F_s-(F_f+F_w+F_i)]/m
wherein: f _ s is the edge force of the rear wheel during gear shifting; the rear wheel shifting force is expressed by the following formula:
F_s＝T s *i g *i 0 *r
wherein: r is a tire radius, and r = d/2 is satisfied.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211032533.9A CN115539623A (en) | 2022-08-26 | 2022-08-26 | AMT intelligent gear shifting control method for commercial vehicle based on man-vehicle road |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211032533.9A CN115539623A (en) | 2022-08-26 | 2022-08-26 | AMT intelligent gear shifting control method for commercial vehicle based on man-vehicle road |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN115539623A true CN115539623A (en) | 2022-12-30 |
Family
ID=84725372
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202211032533.9A Pending CN115539623A (en) | 2022-08-26 | 2022-08-26 | AMT intelligent gear shifting control method for commercial vehicle based on man-vehicle road |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN115539623A (en) |
-
2022
- 2022-08-26 CN CN202211032533.9A patent/CN115539623A/en active Pending
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US6067495A (en) | Acceleration based shift strategy for an automatic transmission | |
| US8301349B2 (en) | Use of gradient road resistance strategies | |
| EP2467288B1 (en) | Control device for vehicle | |
| US9162673B2 (en) | Gear shift control system for automatic transmission | |
| US7899587B2 (en) | Front and rear wheel drive vehicle | |
| US20100082208A1 (en) | Control system for automatic transmission | |
| JP2009513896A (en) | Method for controlling an automotive powertrain with a drive machine and a transmission | |
| US7761211B2 (en) | Method for a shift control of a drivetrain of a motor vehicle | |
| US5738605A (en) | Anti-hunt strategy for an automatic transmission | |
| CN113339497B (en) | Method for determining a shift schedule of an automatic transmission, associated device and storage medium | |
| SE1200392A1 (en) | transmission Control | |
| US20100324793A1 (en) | Method for controlling an automatic multi-step shift transmission | |
| US20110153173A1 (en) | Method for controlling an automatic multi-step shift transmission | |
| US8781698B2 (en) | Method for controlling the shifting of an automatic geared transmission | |
| JP7334830B2 (en) | Braking force controller | |
| US20120184407A1 (en) | Method and means for controlling the downshifting | |
| CN111140651A (en) | Climbing gear shifting strategy of two-gear automatic transmission vehicle | |
| JP2009507177A (en) | How to exit engine idle mode in large land vehicles | |
| US8992381B1 (en) | Control device for vehicle | |
| US8682543B2 (en) | Transmission control method | |
| CN112797155B (en) | Gear shifting control method for automatic gearbox of electric automobile | |
| SE1200388A1 (en) | transmission Control | |
| CN110836263A (en) | Step transmission gear control method considering energy recovery efficiency | |
| CN115539623A (en) | AMT intelligent gear shifting control method for commercial vehicle based on man-vehicle road | |
| JP4021003B2 (en) | Shift control device for automatic transmission |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination |