Engine operation control method, device and system and storage medium

Abstract

The invention discloses an engine operation control method, device and system and a storage medium, and relates to the technical field of engines, the method comprises the steps that gear shifting control parameters sent by a transmission control unit are received, target parameters are obtained, and the target parameters comprise the final target rotating speed; the gear shifting control parameters comprise the real-time rotating speed of an engine; according to the gear shifting control parameters and the target parameters, whether a gear shifting synchronization stage of the current vehicle is started or not is judged; and if the gear shifting synchronization stage is started, the current target rotating speed of the engine is dynamically adjusted according to the gear shifting control parameters till the real-time rotating speed of the engine reaches the final target rotating speed. By dynamically adjusting the target rotating speed of the engine, adjustment of the rotating speed of the engine in the gear shifting process is optimized, smoothness of the vehicle in the gear shifting process is ensured, and impact and vibration in the gear shifting process are reduced.

Description

Technical Field

[0001] The present invention relates to the field of engine technology, and in particular to an engine operation control method, device, system and storage medium. Background Art

[0002] When the automatic manual transmission AMT technology is matched with the engine, automatic gear shifting is achieved by precisely controlling the engine's torque and speed. During the gear shifting process, upshifting and downshifting operations are completed by controlling the engine parameters to achieve a smooth gear shifting experience.

[0003] During the upshift synchronization phase, the goal is to quickly reduce the engine speed to the target value to shorten the shift time. To this end, the engine will take fuel cut-off measures when it recognizes the shift synchronization phase to achieve a rapid reduction in speed. When the speed approaches the target value, it is necessary to adjust the PI (proportional-integral) controller to ensure that the speed does not drop excessively and remains near the target speed.

[0004] However, PI regulation usually starts working when the engine speed is close to the target speed, which leads to a relatively delayed regulation response. Especially in gas engines, this lag may cause the engine speed to be too much lower than the target speed, affecting the comfort of gear shifting. Summary of the invention

[0005] The main purpose of the present invention is to provide an engine operation control method, device, system and storage medium. By dynamically adjusting the engine target speed, the engine speed adjustment during the gear shifting process is optimized to ensure the smoothness of the vehicle during the gear shifting process and reduce the impact and vibration during the gear shifting process.

[0006] In order to achieve the above objectives, the present application provides the following technical solutions:

[0007] According to a first aspect of an embodiment of the present application, there is provided an engine operation control method, the method comprising:

[0008] Receiving a shift control parameter sent by a transmission control unit and acquiring a target parameter, wherein the target parameter includes a final target speed; the shift control parameter includes a real-time engine speed;

[0009] Determining whether the current vehicle starts the gear shift synchronization phase according to the gear shift control parameter and the target parameter;

[0010] If the gear shift synchronization phase is started, the current target speed of the engine is dynamically adjusted according to the gear shift control parameters until the real-time speed of the engine reaches the final target speed.

[0011] Optionally, the target parameter further includes a target gear position; the gear shift control parameter further includes a real-time gear position of the engine; and judging whether the current vehicle starts the gear shift synchronization phase according to the gear shift control parameter and the target parameter includes:

[0012] If the real-time gear position of the engine is inconsistent with the target gear position, it is determined that the current vehicle starts the gear shift synchronization phase; the gear shift synchronization phase includes an upshift synchronization phase and a downshift synchronization phase; the upshift synchronization phase is started when the real-time gear position of the engine is lower than the target gear position; the downshift synchronization phase is started when the real-time gear position of the engine is higher than the target gear position.

[0013] Optionally, dynamically adjusting the current target speed of the engine according to the shift control parameter until the real-time speed of the engine reaches the final target speed includes:

[0014] Monitoring the speed difference between the real-time speed of the engine and the current target speed of the engine;

[0015] When the speed difference is within a preset range, the current target speed of the engine is dynamically adjusted until the real-time speed of the engine reaches the final target speed.

[0016] Optionally, if the downshift synchronization phase is started, the dynamic adjustment of the current target speed of the engine includes:

[0017] Adjusting the current target speed of the engine to the real-time speed of the engine;

[0018] The engine torque output of the set torque unit is reduced according to the set frequency to reduce the real-time speed of the engine; and the real-time speed of the engine is controlled by a proportional-integral regulator and a filtering algorithm.

[0019] Optionally, if the upshift synchronization phase is started, the dynamic adjustment of the current target speed of the engine includes:

[0020] Adjusting the current target speed of the engine to the real-time speed of the engine;

[0021] The engine torque output of the set torque unit is increased according to the set frequency to increase the real-time speed of the engine; and the real-time speed of the engine is controlled by a proportional-integral regulator and a filtering algorithm.

[0022] Optionally, the preset range is adjusted in real time according to the following process:

[0023] determining a speed correction factor according to the shift control parameter and the target parameter;

[0024] The preset range is adjusted according to the speed correction factor, the real-time speed of the engine and the current target speed of the engine.

[0025] Optionally, the shift control parameter further includes a slope and a throttle opening; and determining the speed correction factor according to the shift control parameter and the target parameter includes:

[0026] Determining a first speed correction factor according to the real-time gear position and the target gear position of the engine;

[0027] determining a second speed correction factor according to the slope and the throttle opening;

[0028] The speed correction factor is obtained by adding the first speed correction factor and the second speed correction factor.

[0029] According to a second aspect of an embodiment of the present application, an engine operation control system is provided, the system comprising:

[0030] A data receiving module, used to receive the shift control parameters sent by the transmission control unit and obtain target parameters, wherein the target parameters include the final target speed; the shift control parameters include the real-time engine speed;

[0031] A gear shift judgment module, used for judging whether the current vehicle starts the gear shift synchronization phase according to the gear shift control parameter and the target parameter;

[0032] The speed dynamic adjustment module is used to dynamically adjust the current target speed of the engine according to the shift control parameters if the shift synchronization phase is started, until the real-time speed of the engine reaches the final target speed.

[0033] According to a third aspect of an embodiment of the present application, an electronic device is provided, comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the method described in the first aspect above.

[0034] According to a fourth aspect of an embodiment of the present application, a computer-readable storage medium is provided, on which computer-readable instructions are stored. The computer-readable instructions can be executed by a processor to implement the method described in the first aspect above.

[0035] In summary, the embodiments of the present application provide an engine operation control method, device, system and storage medium. By receiving the shift control parameters sent by the transmission control unit and obtaining the target parameters, the target parameters include the final target speed; the shift control parameters include the real-time engine speed; according to the shift control parameters and the target parameters, it is determined whether the current vehicle starts the shift synchronization phase; if the shift synchronization phase is started, the current target speed of the engine is dynamically adjusted according to the shift control parameters until the real-time engine speed reaches the final target speed. By dynamically adjusting the engine target speed, the engine speed adjustment during the shifting process is optimized to ensure the smoothness of the vehicle during the shifting process and reduce the impact and vibration during the shifting process. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on the structures shown in these drawings without paying creative work.

[0037] The structures, proportions, sizes, etc. illustrated in this specification are only used to match the contents disclosed in the specification so as to facilitate understanding and reading by persons familiar with the technology. They are not used to limit the conditions under which the present invention can be implemented, and therefore have no substantial technical significance. Any structural modification, change in proportion or adjustment of size shall still fall within the scope of the technical contents disclosed in the present invention without affecting the effects and purposes that can be achieved by the present invention.

[0038] Figure 1 A flow chart of an engine operation control method provided in an embodiment of the present application;

[0039] Figure 2 A schematic diagram of setting range correction provided in an embodiment of the present application;

[0040] Figure 3 A block diagram of an engine operation control system provided in an embodiment of the present application;

[0041] Figure 4 A structural diagram of an electronic device provided in an embodiment of the present application is shown;

[0042] Figure 5 A diagram showing a computer-readable storage medium provided by an embodiment of the present application.

[0043] The realization of the purpose, functional features and advantages of the present invention will be further explained in conjunction with embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0044] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0045] It should be noted that all directional indications in the embodiments of the present invention (such as up, down, left, right, front, back, etc.) are only used to explain the relative position relationship, movement status, etc. between the components under a certain specific posture (as shown in the accompanying drawings). If the specific posture changes, the directional indication will also change accordingly.

[0046] In addition, in the present invention, descriptions such as "first", "second", etc. are only used for descriptive purposes and cannot be understood as indicating or implying their relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" or "second" may explicitly or implicitly include at least one of the features. In the description of the present invention, the meaning of "plurality" is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0047] In the present invention, unless otherwise clearly specified and limited, the terms "connection", "fixation", etc. should be understood in a broad sense. For example, "fixation" can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements, unless otherwise clearly defined. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0048] In addition, the technical solutions between the various embodiments of the present invention can be combined with each other, but it must be based on the fact that ordinary technicians in the field can implement it. When the combination of technical solutions is contradictory or cannot be implemented, it should be deemed that such combination of technical solutions does not exist and is not within the scope of protection required by the present invention.

[0049] The technical terms involved in the embodiments of the present application are explained below:

[0050] ECU: (Electronic Control Unit) Electronic Control Unit, also known as "driving computer", "on-board computer", etc. In terms of use, it is a microcomputer controller for automobiles. Like ordinary computers, it is composed of a microprocessor (CPU), memory (ROM, RAM), input / output interface (I / O), analog-to-digital converter (A / D), and large-scale integrated circuits such as shaping and driving. To put it simply, "ECU is the brain of the car."

[0051] TCU: AMT transmission control unit, for specific functions, please refer to ECU functions.

[0052] AMT transmission: Based on the manual transmission, a set of electronically controlled actuators is added to replace manual operation to achieve automatic shifting function. The actuators are divided into gear selection actuators and clutch actuators.

[0053] Target speed: The ideal speed that the engine needs to reach during the gear shift process.

[0054] Engine speed: The current speed of the engine, which needs to be adjusted by the control to match the target speed.

[0055] Throttle: A mechanism that controls engine power output. By adjusting the throttle, you can affect the engine speed.

[0056] Gear information: The current gear status of the transmission. The gear shifting process needs to be adjusted according to the gear information.

[0057] Speed ​​setpoint: The engine speed target value set based on gear information and driving conditions.

[0058] Shift Control Mode: The algorithm or logic that controls engine speed and throttle to achieve gear changes.

[0059] The embodiments of the present application specifically relate to how an electronic control unit ECU works in coordination with a transmission control unit TCU to optimize the engine speed management of a vehicle during upshifting or downshifting.

[0060] Figure 1 The engine operation control method provided by the embodiment of the present application is shown, and the method includes:

[0061] Step 101: receiving a shift control parameter sent by a transmission control unit, and acquiring a target parameter, wherein the target parameter includes a final target speed; the shift control parameter includes a real-time engine speed;

[0062] Step 102: judging whether the current vehicle starts the gear shift synchronization phase according to the gear shift control parameter and the target parameter;

[0063] Step 103: If the gear shift synchronization phase is started, the current target speed of the engine is dynamically adjusted according to the gear shift control parameter until the real-time speed of the engine reaches the final target speed.

[0064] By receiving the shift control parameters and target parameters sent by the TCU, the ECU can accurately control the engine speed to achieve synchronization with the transmission gear. By dynamically adjusting the engine target speed, it ensures that the engine speed can smoothly transition to the speed that matches the new gear during upshifting or downshifting. Through smooth shifting, the mechanical impact on the engine and transmission is reduced, extending their service life.

[0065] In a possible implementation manner, the target parameter further includes a target gear position; the gear shift control parameter further includes a real-time engine gear position; in step 102, judging whether the current vehicle starts the gear shift synchronization phase according to the gear shift control parameter and the target parameter includes:

[0066] If the real-time gear position of the engine is inconsistent with the target gear position, it is determined that the current vehicle starts the gear shift synchronization phase; the gear shift synchronization phase includes an upshift synchronization phase and a downshift synchronization phase; the upshift synchronization phase is started when the real-time gear position of the engine is lower than the target gear position; the downshift synchronization phase is started when the real-time gear position of the engine is higher than the target gear position.

[0067] Assume that a car is driving uphill and the current gear is 3rd gear, and the driver wants to downshift to get more power. The ECU receives the shift control parameters sent by the TCU, including the real-time engine speed and gear (3rd gear), as well as the target parameters, including the final target speed and target gear (2nd gear). The ECU determines that the real-time engine gear (3rd gear) is inconsistent with the target gear (2nd gear), so it determines that the vehicle enters the downshift synchronization stage.

[0068] In a possible implementation manner, in step 103, dynamically adjusting the current target speed of the engine according to the shift control parameter until the real-time speed of the engine reaches the final target speed includes:

[0069] Monitor the speed difference between the real-time speed of the engine and the current target speed of the engine; when the speed difference is within a preset range, dynamically adjust the current target speed of the engine until the real-time speed of the engine reaches the final target speed.

[0070] By monitoring the difference between the real-time engine speed and the target speed, the ECU can more accurately control the engine speed to achieve smooth gear shifting. During the gear shift synchronization phase, the target engine speed is dynamically adjusted according to the real-time speed difference to adapt to changing driving conditions. By ensuring that the speed difference is within the preset range, the ECU can more effectively manage the timing of gear shifts and improve the efficiency and quality of gear shifts. For example, the ECU monitors the difference between the real-time engine speed and the target speed (200 rpm). If this difference is within the preset range, the ECU will dynamically adjust the target engine speed. For example, the ECU may gradually reduce the fuel supply or adjust the throttle opening to smoothly drop the engine speed to 1800 rpm.

[0071] In one possible implementation, if the downshift synchronization phase is turned on, the dynamic adjustment of the current target speed of the engine includes: adjusting the current target speed of the engine to the real-time speed of the engine; reducing the engine torque output of a set torque unit at a set frequency to reduce the real-time speed of the engine; and simultaneously applying a proportional-integral regulator and a filtering algorithm to control the real-time speed of the engine.

[0072] By dynamically adjusting the target engine speed, the engine speed can be quickly and smoothly matched to the requirements of the new gear during downshifting. By reducing the engine torque output of the set torque unit, the engine deceleration process is precisely controlled to meet the needs of downshifting. The accuracy and responsiveness of engine speed control during gear shifting are improved through the application of proportional integral regulator and filtering algorithm. For example, the ECU dynamically adjusts the engine target speed according to the gear shift control parameters. For example, if the current engine speed is 2500 rpm and the target speed of the second gear is 2000 rpm, the ECU will gradually reduce the engine torque output, control the throttle opening, and smoothly reduce the engine speed to 2000 rpm through PI regulation and filtering algorithm.

[0073] In one possible implementation, if the upshift synchronization phase is started, the dynamic adjustment of the current target speed of the engine includes: adjusting the current target speed of the engine to the real-time speed of the engine; increasing the engine torque output of a set torque unit at a set frequency to increase the real-time speed of the engine; and simultaneously applying a proportional-integral regulator and a filtering algorithm to control the real-time speed of the engine.

[0074] By dynamically adjusting the target engine speed, the engine speed can be quickly and smoothly matched to the requirements of the new gear during the upshift process. By increasing the engine torque output per set torque unit, the engine acceleration process is precisely controlled to meet the needs of upshifting. By applying the proportional integral regulator (PI regulator) and filtering algorithm, the accuracy and responsiveness of engine speed control during the shifting process are improved. For example, the ECU adjusts the current target engine speed to the real-time speed (2000 rpm), and then increases the engine torque output per set torque unit according to the set frequency to increase the real-time engine speed. At the same time, the ECU uses the proportional integral regulator and filtering algorithm to control the real-time engine speed so that it rises smoothly to 2200 rpm.

[0075] In a possible implementation manner, the preset range is adjusted in real time according to the following process:

[0076] The speed correction factor is determined according to the shift control parameter and the target parameter; and the preset range is adjusted according to the speed correction factor, the real-time engine speed and the current target engine speed.

[0077] In a possible implementation manner, the shift control parameter further includes a slope and a throttle opening; and determining the speed correction factor according to the shift control parameter and the target parameter includes:

[0078] A first speed correction factor is determined according to the real-time gear position and the target gear position of the engine; a second speed correction factor is determined according to the slope and the throttle opening; and the first speed correction factor and the second speed correction factor are added to obtain the speed correction factor.

[0079] By adjusting the preset range in real time, the shift control can adapt to different driving conditions and vehicle status. By combining the engine's real-time gear position, target gear position, slope and throttle opening, the speed correction factor is accurately calculated to achieve more precise engine speed control.

[0080] Suppose a car is driving on an uphill section and needs to shift from 3rd gear to 4th gear to maintain power. The ECU receives the shift control parameters sent by the TCU, including the real-time engine speed (e.g., 2000 rpm), the real-time gear position (3rd gear), the target gear position (4th gear), the slope, and the throttle opening. The ECU determines the first speed correction factor based on the real-time engine gear position and the target gear position, taking into account the speed increase required to match the transmission ratio of the new gear when shifting up. The ECU determines the second speed correction factor based on the slope and the throttle opening, taking into account the need for more power output when going uphill and the driver's demand for power. The ECU adds the first speed correction factor and the second speed correction factor to obtain the speed correction factor. The ECU adjusts the preset range based on the speed correction factor, the real-time engine speed, and the current target engine speed to ensure that the engine speed can smoothly transition to the target speed during the upshift process. Through this series of operations, the car can quickly respond to the driver's needs when shifting up on an uphill section, while maintaining the continuity of power output, reducing the impact during shifting, and improving driving comfort and vehicle performance.

[0081] In summary, the engine operation control method provided by this application exchanges information with the TCU through the ECU. The ECU identifies the upshift and downshift synchronization stage. When the difference between the engine speed and the set speed is within the set value range, the ECU sets the engine set speed value as the current speed and ramps to the target speed after the filtering time. The speed PI is intervened and released in advance to prevent the engine speed from undershooting or overshooting too much at the end of synchronization. At the same time, the difference between the engine speed and the set speed (set value) during the synchronization stage is corrected based on parameters such as gear position, gear difference, slope, speed and speed difference, so that the set value can adapt to more working conditions and improve the shifting quality.

[0082] The engine operation control method provided by the embodiment of the present application is described in detail below. The specific process is as follows:

[0083] First aspect: During vehicle operation, the ECU and TCU identify that the vehicle is in the synchronous stage of shifting up and down through information exchange.

[0084] Step 1: ECU receives the gear position and control speed information sent by TCU, including current gear position, target gear position and related speed data.

[0085] Step 2: The ECU analyzes this information to determine whether the vehicle is in the upshift synchronization phase. This involves comparing the current gear position with the target gear position to determine whether an upshift is required.

[0086] Second aspect: ECU determines that it is an upshift condition based on the current gear position and the target gear position. Then:

[0087] Step 1: During the upshift synchronization phase, the ECU monitors the speed difference between the actual engine speed and the target speed. This speed difference is the amount the engine needs to adjust to achieve a smooth upshift.

[0088] Step 2: The ECU checks whether the speed difference is within the preset range. The preset range is to avoid excessive changes in engine speed, which would affect driving comfort.

[0089] Step 3: If the speed difference is within the preset range, the ECU adjusts the engine speed setpoint to make it gradually transition to approach the current engine speed. This adjustment is achieved through a filter time to ensure that the speed change is smooth.

[0090] Step 4: During the transition process, the ECU controls the engine's throttle opening to achieve a gradual reduction in speed until the temporary target speed is reached. Once the engine speed reaches the temporary target speed, the ECU will continue to monitor the speed to ensure that it smoothly transitions to the final target speed.

[0091] Step 5: When the engine speed stabilizes at the final target speed, the upshift process is complete. The ECU will send a signal to the TCU to confirm that the upshift operation has been completed and the vehicle can continue to drive in the new gear.

[0092] To summarize the upshift synchronization stage, the ECU monitors the difference δ between the engine speed and the target speed, and determines whether it is within the set value N0 range; when the difference δ between the engine speed and the target speed is within the set value N0 range, the engine speed set value is ramped to the current engine speed value, and then ramped to the target speed value after the filtering time.

[0093] For example, based on the relevant gear information received from the TCU, the ECU determines that it is currently in the upshift synchronization stage, the engine speed is currently 1400 rpm, and the target speed is 1200 rpm. After the engine speed drops from 1400 rpm to 1300 rpm, the difference δ (100 rpm) between the current engine speed and the target speed is within the set value N0 (calibrable value 100) range, then the current target speed is set to 1300 rpm after RMP (the temporary target speed is ramped back to the original target speed of 1200rpm after the filtering time), and intervention is performed in advance to prevent the engine speed from dropping too much.

[0094] Throughout the process, the ECU intervenes in advance to prevent the engine speed from dropping too much at the end of synchronization. This is achieved by appropriately adjusting the throttle opening when the speed approaches the target speed. The ECU also uses PI regulation to finely control the engine speed to ensure that the speed does not drop too much below the target speed. Through this process, the ECU can intelligently manage the engine speed to ensure the smoothness and responsiveness of the vehicle during upshifts, while improving fuel efficiency and driving comfort.

[0095] The third aspect: ECU determines that it is a downshift condition based on the current gear position and the target gear position. Then:

[0096] Step 1: During the downshift synchronization phase, the ECU monitors the difference between the target speed and the actual engine speed. This difference is the amount the engine needs to adjust to achieve a smooth downshift.

[0097] Step 2: The ECU checks whether the speed difference is within a preset range. This range is to avoid excessive changes in engine speed, which would affect driving comfort.

[0098] Step 3: If the speed difference is within the preset range, the ECU will adjust the engine speed setting to gradually transition to the current engine speed. This adjustment is achieved through a filter time to ensure that the speed change is smooth.

[0099] Step 4: During the transition process, the ECU will control the engine's throttle opening to achieve a gradual increase in speed until the temporary target speed is reached. Once the engine speed reaches the temporary target speed, the ECU will continue to monitor the speed to ensure that it smoothly transitions to the final target speed.

[0100] Step 5: When the engine speed stabilizes at the final target speed, the downshift process is completed. The ECU will send a signal to the TCU to confirm that the downshift operation has been completed and the vehicle can continue to drive in the new gear.

[0101] In summary, the ECU determines that it is a downshift condition based on the current gear position and the target gear position. In the downshift synchronization stage, the ECU monitors the difference δ1 between the target speed and the engine speed to see if it is within the set value N1 range; when the difference δ1 between the engine speed and the target speed is within the set value N1 range, the engine speed set value is ramped to the current engine speed value, and after the filtering time is ramped to the target speed value, the example is the same as the second process (only the current process is downshifted synchronously, and the engine speed needs to be increased to the target speed). If the current engine speed is 1200 rpm and the target speed is 1400 rpm, when the speed difference (1400-1300=100 rpm) is within the set value range (for example, 100 rpm), the ECU will temporarily set the target speed to 1300 rpm. Then, through the ramp process, this temporary target speed will gradually increase to the final target speed of 1400 rpm.

[0102] Fourth aspect: During the upshift synchronization phase and the downshift synchronization phase, the electronic control unit ECU will correct the setting range of the speed difference based on the information provided by the transmission control unit TCU and other related parameters, such as slope, gear and gear difference, etc. These corrections help the ECU to adjust the engine speed more accurately to adapt to different driving conditions and vehicle conditions, thereby improving the quality of gear shifting.

[0103] Figure 2 A schematic diagram of setting range correction is shown in Figure 1, which is used to describe how the electronic control unit (ECU) adjusts the engine speed during the gear shifting process of the automatic transmission (AMT) to achieve smooth up and down shifting operations. It includes:

[0104] 1. Compare the current speed with the set speed to determine the speed difference.

[0105] The "speed" and "set speed" on the left side of the figure are input signals. They are compared through a subtractor (-) to obtain the speed difference between the current speed and the target speed.

[0106] 2. Corrected speed MAP for current gear and gear difference, used to adjust the setting range.

[0107] The "gear" and "gear difference" are processed through a MAP lookup table. MAP adjusts the speed difference based on the difference between the current gear and the target gear, which helps to achieve smoother transitions between different gears.

[0108] 3. Corrected speed MAP for throttle and slope for further adjustment of setting range.

[0109] "Throttle" and "grade" are also processed through a MAP, which takes into account the impact of throttle opening and vehicle slope on engine speed, helping to adjust the speed in different driving conditions for smoother gear shifting.

[0110] 4. Modified speed MAP of parameters 1 and 2 for more precise control.

[0111] "Parameter 1" and "Parameter 2" are processed via a MAP that includes other factors that influence the speed regulation, such as vehicle load, temperature, etc. Correction of these parameters helps to further optimize the shifting process.

[0112] 5. The final setting range Ni is obtained by adding the speed difference to the output of each modified MAP.

[0113] All corrected speed differences are summed up through an adder (+) to obtain the final setting range Ni. This value is the final target used by the ECU to adjust the engine speed to achieve smooth gear shifting. The above method dynamically adjusts the engine speed by considering multiple factors (such as gear position, throttle, slope, etc.) to achieve smooth gear shifting of the automatic transmission. This system can improve driving comfort and vehicle performance.

[0114] In the engine operation control method provided in the embodiment of the present application, during the upshift synchronization stage, the ECU monitors the difference between the engine speed and the target speed according to the current gear and the target gear. If the difference is within the preset range, the ECU adjusts the engine speed setting value so that it gradually approaches the current engine speed and smoothly transitions to the target speed through the ramp process. This preset range may be dynamically adjusted according to parameters such as slope and gear difference to adapt to different driving conditions. During the downshift synchronization stage, the ECU also monitors the speed difference and adjusts the engine speed setting value when necessary. By correcting the set value, the ECU can prevent the engine speed from excessively rising or falling when downshifting, thereby improving the smoothness of the gear shift. By correcting the set value according to parameters such as slope, gear and gear difference, the ECU can more accurately control the engine speed, making the gear shift process smoother, improving driving comfort and vehicle performance. During the upshift and downshift process, the vehicle may encounter different road conditions, such as uphill, downhill or sudden acceleration. The ECU dynamically adjusts the set value by obtaining information from the TCU and other sensor data in real time to adapt to these changes and ensure the stability and responsiveness of the gear shift process.

[0115] In summary, the embodiment of the present application provides an engine operation control method, which receives the shift control parameters sent by the transmission control unit and obtains the target parameters, wherein the target parameters include the final target speed; the shift control parameters include the real-time engine speed; according to the shift control parameters and the target parameters, it is determined whether the current vehicle starts the shift synchronization phase; if the shift synchronization phase is started, the current target speed of the engine is dynamically adjusted according to the shift control parameters until the real-time engine speed reaches the final target speed. By dynamically adjusting the target engine speed, the engine speed adjustment during the shifting process is optimized, the vehicle's smoothness during the shifting process is ensured, and the impact and vibration during the shifting process are reduced.

[0116] Based on the same technical concept, the embodiment of the present application also provides an engine operation control system, such as Figure 3 As shown, the system comprises:

[0117] The data receiving module 301 is used to receive the shift control parameters sent by the transmission control unit and obtain the target parameters, wherein the target parameters include the final target speed; the shift control parameters include the real-time engine speed;

[0118] A gear shift judgment module 302, used to judge whether the current vehicle starts the gear shift synchronization phase according to the gear shift control parameter and the target parameter;

[0119] The speed dynamic adjustment module 303 is used to dynamically adjust the current target speed of the engine according to the shift control parameters when the shift synchronization phase is started, until the real-time speed of the engine reaches the final target speed.

[0120] The present application also provides an electronic device corresponding to the method provided in the above embodiment. Figure 4 , which shows an electronic device diagram provided by some embodiments of the present application. The electronic device 20 may include: a processor 200, a memory 201, a bus 202 and a communication interface 203, wherein the processor 200, the communication interface 203 and the memory 201 are connected via the bus 202; the memory 201 stores a computer program that can be run on the processor 200, and the processor 200 executes the method provided by any of the aforementioned embodiments of the present application when running the computer program.

[0121] The memory 201 may include a high-speed random access memory (RAM), and may also include a non-volatile memory, such as at least one disk memory. The communication connection between the system network element and at least one other network element is realized through at least one physical port (which may be wired or wireless), and the Internet, wide area network, local area network, metropolitan area network, etc. may be used.

[0122] The bus 202 may be an ISA bus, a PCI bus, or an EISA bus, etc. The bus may be divided into an address bus, a data bus, a control bus, etc. The memory 201 is used to store programs, and the processor 200 executes the programs after receiving execution instructions. The method disclosed in any implementation of the aforementioned embodiment of the present application may be applied to the processor 200, or implemented by the processor 200.

[0123] The processor 200 may be an integrated circuit chip with signal processing capabilities. In the implementation process, each step of the above method can be completed by the hardware integrated logic circuit or software instructions in the processor 200. The above processor 200 can be a general-purpose processor, including a central processing unit (CPU), a network processor (NP), etc.; it can also be a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a readily available programmable gate array (FPGA) or other programmable logic devices, discrete gates or transistor logic devices, discrete hardware components. The methods, steps and logic block diagrams disclosed in the embodiments of the present application can be implemented or executed. The general-purpose processor can be a microprocessor or the processor can also be any conventional processor, etc. The steps of the method disclosed in the embodiments of the present application can be directly embodied as a hardware decoding processor to be executed, or the hardware and software modules in the decoding processor can be executed. The software module can be located in a mature storage medium in the field such as a random access memory, a flash memory, a read-only memory, a programmable read-only memory or an electrically erasable programmable memory, a register, etc. The storage medium is located in the memory 201, and the processor 200 reads the information in the memory 201 and completes the steps of the above method in combination with its hardware.

[0124] The electronic device provided in the embodiment of the present application and the method provided in the embodiment of the present application are based on the same inventive concept and have the same beneficial effects as the method adopted, operated or implemented by them.

[0125] The present application also provides a computer-readable storage medium corresponding to the method provided in the above embodiment. Figure 5The computer-readable storage medium shown is a CD 30 on which a computer program (ie, a program product) is stored. When the computer program is run by a processor, the method provided in any of the aforementioned embodiments is executed.

[0126] It should be noted that examples of the computer-readable storage medium may also include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other optical or magnetic storage media, which are not listed here one by one.

[0127] The computer-readable storage medium provided in the above-mentioned embodiments of the present application and the method provided in the embodiments of the present application are based on the same inventive concept and have the same beneficial effects as the method adopted, run or implemented by the application program stored therein.

[0128] It should be noted that the above embodiments illustrate the present application rather than limit the present application, and that those skilled in the art may design alternative embodiments without departing from the scope of the appended claims. In the claims, any reference symbol between brackets should not be constructed as a limitation to the claims. The word "comprising" does not exclude the presence of elements or steps not listed in the claims. The word "one" or "an" preceding an element does not exclude the presence of multiple such elements. The present application may be implemented by means of hardware including several different elements and by means of a suitably programmed computer. In a unit claim that lists several devices, several of these devices may be embodied by the same hardware item. The use of the words first, second, and third, etc. does not indicate any order. These words may be interpreted as names.

[0129] The above is only a preferred specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any changes or substitutions that can be easily thought of by a person skilled in the art within the technical scope disclosed in the present application should be included in the protection scope of the present application. Therefore, the protection scope of the present application shall be based on the protection scope of the claims.

[0130] The above description is only a preferred embodiment of the present invention, and does not limit the patent scope of the present invention. All equivalent structural changes made by using the contents of the present invention specification and drawings under the concept of the present invention, or directly / indirectly applied in other related technical fields are included in the patent protection scope of the present invention.

Claims

1. An engine operation control method, characterized in that: The method comprises: Receiving a shift control parameter sent by a transmission control unit and acquiring a target parameter, wherein the target parameter includes a final target speed; the shift control parameter includes a real-time engine speed; Determining whether the current vehicle starts the gear shift synchronization phase according to the gear shift control parameter and the target parameter; If the gear shift synchronization phase is started, the current target speed of the engine is dynamically adjusted according to the gear shift control parameters until the real-time speed of the engine reaches the final target speed.

2. The method according to claim 1, characterized in that The target parameter also includes a target gear position; the shift control parameter also includes a real-time engine gear position; and judging whether the current vehicle starts the shift synchronization phase according to the shift control parameter and the target parameter includes: If the real-time gear position of the engine is inconsistent with the target gear position, it is determined that the current vehicle starts the gear shift synchronization phase; the gear shift synchronization phase includes an upshift synchronization phase and a downshift synchronization phase; the upshift synchronization phase is started when the real-time gear position of the engine is lower than the target gear position; the downshift synchronization phase is started when the real-time gear position of the engine is higher than the target gear position.

3. The method according to claim 2, characterized in that Dynamically adjusting the current target speed of the engine according to the shift control parameter until the real-time speed of the engine reaches the final target speed, including: Monitoring the speed difference between the real-time speed of the engine and the current target speed of the engine; When the speed difference is within a preset range, the current target speed of the engine is dynamically adjusted until the real-time speed of the engine reaches the final target speed.

4. The method according to claim 3, characterized in that If the downshift synchronization phase is started, the dynamic adjustment of the current target speed of the engine includes: Adjusting the current target speed of the engine to the real-time speed of the engine; The engine torque output of the set torque unit is reduced according to the set frequency to reduce the real-time speed of the engine; and the real-time speed of the engine is controlled by a proportional-integral regulator and a filtering algorithm.

5. The method according to claim 3, characterized in that If the upshift synchronization phase is started, the dynamic adjustment of the current target speed of the engine includes: Adjusting the current target speed of the engine to the real-time speed of the engine; The engine torque output of the set torque unit is increased according to the set frequency to increase the real-time speed of the engine; and the real-time speed of the engine is controlled by a proportional-integral regulator and a filtering algorithm.

6. The method according to claim 3, characterized in that The preset range is adjusted in real time according to the following process: determining a speed correction factor according to the shift control parameter and the target parameter; The preset range is adjusted according to the speed correction factor, the real-time speed of the engine and the current target speed of the engine.

7. The method according to claim 6, characterized in that The shift control parameter also includes a slope and a throttle opening; and determining the speed correction factor according to the shift control parameter and the target parameter includes: Determining a first speed correction factor according to the real-time gear position and the target gear position of the engine; determining a second speed correction factor according to the slope and the throttle opening; The speed correction factor is obtained by adding the first speed correction factor and the second speed correction factor.

8. An engine operation control system, characterized in that: The system comprises: A data receiving module, used to receive the shift control parameters sent by the transmission control unit and obtain target parameters, wherein the target parameters include the final target speed; the shift control parameters include the real-time engine speed; A gear shift judgment module, used for judging whether the current vehicle starts the gear shift synchronization phase according to the gear shift control parameter and the target parameter; The speed dynamic adjustment module is used to dynamically adjust the current target speed of the engine according to the shift control parameters if the shift synchronization phase is started, until the real-time speed of the engine reaches the final target speed.

9. An electronic device, comprising: A memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the method according to any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that: Computer-readable instructions are stored thereon, and the computer-readable instructions can be executed by a processor to implement the method according to any one of claims 1-7.

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