Vehicle control method, device, terminal equipment and storage medium

Abstract

The present invention discloses a vehicle control method, apparatus, terminal device, and storage medium. The method comprises: obtaining the oil temperature of the transmission fluid in a target vehicle; if the oil temperature is not less than a first preset temperature value, obtaining vehicle data corresponding to the target vehicle; determining a target control mode based on the oil temperature and the vehicle data; wherein the target control mode includes an engine speed control mode and a transmission cooling flow control mode; and regulating the transmission output shaft speed based on the target control mode, so that the target vehicle is controlled to travel based on the regulated transmission output shaft speed. This method solves the problem of the prior art of heating the transmission fluid by adding a heating component, which increases vehicle cost and poses certain safety hazards. This method reduces cost waste while improving the torque converter's torque transmission capability at low oil temperatures, thereby enhancing the vehicle's crawling ability at low oil temperatures and ensuring driving safety.

Description

Technical Field

[0001] The present invention relates to the field of vehicle automatic transmission control, and in particular to a vehicle control method, device, terminal equipment and storage medium. Background Art

[0002] To enhance the driving experience, mid-range and high-end vehicles are often equipped with automatic transmissions, enabling the vehicle to automatically shift gears based on driver input. However, during cold-crawling starts, vehicles equipped with automatic transmissions often experience an increase in transmission fluid viscosity due to the low ambient temperature. For vehicles equipped with hydraulic automatic transmissions, the high viscosity of the transmission fluid at low temperatures can significantly increase the amount of air bubbles drawn into the torque converter, significantly reducing the torque converter's torque transmission capacity and ultimately causing the vehicle to fail during a crawl start.

[0003] In order to ensure the normal operation of the transmission system at low temperatures, the existing technology usually chooses to detect the temperature of the oil in the transmission. When the oil temperature is lower than a certain value, the transmission oil heating function is turned on to quickly increase the oil temperature and achieve the purpose of improving low-temperature creep performance. However, this rapid heating method usually requires the addition of a heating device in the transmission, which not only leads to an increase in vehicle cost and manufacturing process complexity, but also poses certain safety hazards and reliability issues. Summary of the Invention

[0004] The present invention provides a vehicle control method, apparatus, terminal device and storage medium to reduce cost waste while improving the torque transmission capability of a torque converter at low oil temperatures, thereby achieving the beneficial effect of improving the vehicle's crawling ability at low oil temperatures.

[0005] According to one aspect of the present invention, there is provided a vehicle control method, the method comprising:

[0006] Obtaining the oil temperature of the transmission fluid in the target vehicle;

[0007] If the oil temperature is not less than a first preset temperature value, acquiring vehicle data to be used corresponding to the target vehicle;

[0008] Determining a target control mode based on the oil temperature and the vehicle data to be used; wherein the target control mode includes an engine speed control mode and a transmission cooling flow control mode;

[0009] The transmission output shaft speed is regulated based on the target control method, so that the target vehicle is controlled to travel based on the regulated transmission output shaft speed.

[0010] According to another aspect of the present invention, there is provided a vehicle control device, the device comprising:

[0011] An oil temperature acquisition module, used to obtain the oil temperature of the oil in the transmission of the target vehicle;

[0012] a vehicle data acquisition module, configured to acquire to-be-used vehicle data corresponding to the target vehicle if the oil temperature is not less than a first preset temperature value;

[0013] a control mode determination module, configured to determine a target control mode based on the oil temperature and the vehicle data to be used; wherein the target control mode includes an engine speed control mode and a transmission cooling flow control mode;

[0014] The speed control module is used to control the speed of the transmission output shaft based on the target control method, so that the target vehicle is controlled to travel based on the regulated speed of the transmission output shaft.

[0015] According to another aspect of the present invention, a terminal device is provided, the terminal device comprising:

[0016] at least one processor; and

[0017] a memory communicatively connected to the at least one processor; wherein,

[0018] The memory stores a computer program that can be executed by the at least one processor. The computer program is executed by the at least one processor to enable the at least one processor to perform the vehicle control method according to any embodiment of the present invention.

[0019] According to another aspect of the present invention, a computer-readable storage medium is provided, wherein the computer-readable storage medium stores computer instructions, and the computer instructions are used to enable a processor to implement the vehicle control method according to any embodiment of the present invention when executed.

[0020] The technical solution of the embodiment of the present invention obtains the oil temperature of the transmission oil in the target vehicle; if the oil temperature is not less than a first preset temperature value, then obtains the to-be-used vehicle data corresponding to the target vehicle; determines a target control mode based on the oil temperature and the to-be-used vehicle data, the target control mode including an engine speed control mode and a transmission cooling flow control mode, and regulates the transmission output shaft speed based on the target control mode so that the target vehicle is controlled to travel based on the regulated transmission output shaft speed. This solves the problem in the prior art of heating the transmission oil by adding a heating component, which increases vehicle cost and manufacturing process complexity and poses a safety hazard. The technical solution determines the engine speed control mode and the transmission cooling flow control mode based on the oil temperature and the to-be-used vehicle data, and regulates the transmission output shaft speed based on the target control mode without adding an additional heating component, thereby reducing cost waste and manufacturing process complexity. By controlling the engine speed and the transmission cooling flow, bubbles in the oil are reduced, and the torque transmission capability of the torque converter at low oil temperatures is improved, thereby achieving the beneficial effects of improving the vehicle's creeping capability at low oil temperatures and ensuring driving safety.

[0021] It should be understood that the content described in this section is not intended to identify the key or important features of the embodiments of the present invention, nor is it intended to limit the scope of the present invention. Other features of the present invention will become readily understood through the following description. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments. 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 these drawings without creative work.

[0023] Figure 1 is a flow chart of a vehicle control method provided according to embodiment 1 of the present invention;

[0024] Figure 2 Schematic diagram of the oil flow path in the transmission provided according to the first embodiment of the present invention;

[0025] Figure 3 is a schematic diagram of the corresponding relationship between the engine speed compensation amount and the transmission output shaft speed provided by the first embodiment of the present invention;

[0026] Figure 4 is a schematic diagram of the corresponding relationship between the cooling flow compensation amount and the transmission output shaft speed provided by the first embodiment of the present invention;

[0027] Figure 5 is a schematic diagram of a vehicle control method provided according to a second embodiment of the present invention;

[0028] Figure 6 This is a schematic structural diagram of a vehicle control device provided according to a third embodiment of the present invention;

[0029] Figure 7 It is a structural diagram of a terminal device for implementing the vehicle control method according to an embodiment of the present invention. DETAILED DESCRIPTION

[0030] In order to enable those skilled in the art to better understand the solutions of the present invention, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the embodiments described 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 making creative efforts should fall within the scope of protection of the present invention.

[0031] It should be noted that the terms "first", "second", etc. in the description and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that the numbers used in this way can be interchanged where appropriate, so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0032] Example 1

[0033] Figure 1 This is a flow chart of a vehicle control method provided according to a first embodiment of the present invention. This embodiment is applicable to controlling the driving conditions of a vehicle. The method can be executed by a vehicle control device, which can be implemented in the form of hardware and / or software and can be configured in a computing device. Figure 1 As shown, the method includes:

[0034] S110: Obtain the oil temperature of the oil in the transmission of the target vehicle.

[0035] It should be noted that a corresponding vehicle control system can be developed based on this technical solution, and then the corresponding tasks can be processed based on this system to perform vehicle driving control. It should also be noted that this technical solution can be applied to the vehicle field in the case of a vehicle crawl start at low transmission oil temperature. For example, when the oil temperature in the vehicle transmission is low, the transmission output shaft speed can be regulated by controlling the amount of transmission lubricating oil and cooling oil in the vehicle, as well as the engine speed, to enable the vehicle to crawl start normally even at low oil temperatures.

[0036] The transmission may be an AT (Automatic Transmission), which includes a torque converter and a planetary gear transmission mechanism. The torque converter is used to transmit the torque and speed generated by the engine and has a torque amplification effect.

[0037] Specifically, a temperature sensor can be used to collect the temperature of the oil in the transmission of the target vehicle, that is, the oil temperature, in real time, so as to subsequently determine whether to start controlling the oil flow of the oil in the oil cooler in the transmission to the lubrication system based on the oil temperature.

[0038] S120: If the oil temperature is not less than a first preset temperature value, obtain vehicle data to be used corresponding to the target vehicle.

[0039] The first preset temperature value can be used to determine whether to control the flow of oil from the transmission oil cooler to the lubrication system. The value can be between -10°C and 0°C. The vehicle data to be used includes the transmission output shaft speed, shift lever position, accelerator pedal position, brake pedal position, parking status, braking status, and engine operating status. The parking status can be understood as the activation of the vehicle's AUTOHOLD (automatic parking) function, and the braking status can be understood as the activation of the vehicle's EPB (electronic parking brake) function.

[0040] It should be noted that in actual scenarios, the oil in the transmission will flow through the oil pan, torque converter, oil cooler, lubrication system and execution system. Figure 2 , Figure 2 The two-way arrows in the figure indicate the two-way flow of oil. The oil in the oil pan of the transmission can be pumped into the torque converter through the oil pump. A small part of the oil coming out of the torque converter will flow back to the oil pan, and a large part will flow to the oil cooler. Figure 2 As shown by the unidirectional arrow in the figure, the oil flow is unidirectional. The oil flowing out of the torque converter is controlled by a variable flow solenoid valve to the oil cooler, with the remaining oil flowing back to the oil pan. The oil cooler is the component that exchanges heat between the transmission fluid and the engine cooling system, relying on the engine coolant circulation system to heat or cool it. Figure 2The black bidirectional arrows in the middle indicate heat exchange between the oil cooler and the engine cooling system, but the fluids between the two do not flow mutually; each flows through its own pipeline. Some of the oil leaving the oil cooler flows back to the oil sump, while another portion flows to the lubrication system, where it lubricates components such as the transmission gears. A variable-flow solenoid valve controls the flow of oil to the lubrication system, with the remainder returning to the oil sump. The actuator system, which controls the clutch and brake actuators in the transmission, also has a bidirectional flow between the actuator system and the oil sump. The oil in the oil sump is pumped into the clutch and brake actuators by an oil pump, with the pressure controlled by a pressure control valve. When the clutch and brake release pressure, the oil returns to the oil sump. At low temperatures, the viscosity of the oil is high. This low-temperature, high-viscosity oil, flowing between the systems and stirred by the transmission gears, can introduce air into the transmission fluid, resulting in a large number of bubbles. It is understandable that after the oil coming out of the oil cooler lubricates the transmission shaft teeth and other components through the lubrication system, the oil flowing back to the oil pan from the lubrication system is mixed with a large number of bubbles due to the stirring of the shaft teeth. The oil containing bubbles enters the torque converter, which will cause the torque transmission capacity of the torque converter to be greatly reduced or even unable to transmit torque, ultimately causing the problem of the vehicle being unable to crawl at low oil temperatures. It's understandable that the fundamental reason a vehicle can't crawl at low oil temperatures is that cold oil easily incorporates a large number of bubbles, significantly reducing the torque converter's torque transmission capacity. After several crawling or starting attempts, the high-viscosity, cold oil can accumulate in the transmission system's pipes and on the inner walls of the oil chamber, causing the oil level in the oil pan to drop. Furthermore, vehicle vibration during operation can cause the oil level to become unstable, leading to the oil pump suction port being above the oil level, drawing air into the torque converter. Furthermore, the low-temperature, high-viscosity oil is agitated by the gears, which also introduces air. This issue typically doesn't occur during the first cold crawl attempt, as there's no circulation of the low-temperature, high-viscosity oil before the initial cold crawl attempt, resulting in a higher oil level in the oil pan and no air in the oil. The inability to crawl at low oil temperatures typically occurs after several short cold crawl attempts or starting attempts, followed by subsequent attempts to crawl.

[0041] In this embodiment, when it is detected that the oil temperature is not less than the first preset temperature value, there is no need to start the control method for controlling the flow of oil from the oil cooler in the transmission to the lubrication system. The flow of oil from the oil cooler to the lubrication system is carried out according to the original control of the transmission. The data such as the transmission output shaft speed, shift lever position, accelerator pedal opening, brake pedal opening, parking status, braking status and engine working status corresponding to the target vehicle can be obtained as the vehicle data to be used, so as to determine whether to execute the target control method based on these vehicle data to be used, so as to prevent the vehicle from being unable to crawl at low temperature when the oil temperature is not less than the first preset temperature value.

[0042] It should be noted that, in order to ensure that the oil flowing back to the oil sump from the lubrication system contains fewer bubbles after several attempts at crawling or starting at low oil temperatures, the torque converter's torque transmission capacity is enhanced during subsequent crawling at low oil temperatures, thereby preventing the vehicle from being unable to crawl at low oil temperatures. When the oil temperature is detected to be below a first preset temperature value, the oil flow from the oil cooler to the lubrication system is controlled to reduce the amount of bubbles in the oil flowing back to the oil sump from the lubrication system, thereby improving the torque transmission capacity of the torque converter at low oil temperatures and, in turn, the vehicle's crawling ability at low oil temperatures, thereby resolving the problem of the vehicle being unable to crawl at low oil temperatures.

[0043] Optionally, if the oil temperature is lower than a first preset temperature value, the required minimum lubrication amount corresponding to the transmission is determined; based on the required minimum lubrication amount, the oil flow rate of the oil in the oil cooler in the transmission to the lubrication system is determined; based on the oil flow rate, the oil in the oil cooler in the transmission is controlled to flow to the lubrication system until the oil temperature is higher than a second preset temperature value, and the control ends.

[0044] The second preset temperature value is a transmission oil temperature threshold for determining whether to exit the control of the flow of oil from the oil cooler in the transmission to the lubrication system, and can be set to 20° C. to 30° C.

[0045] In this embodiment, the transmission oil temperature determines whether to activate or deactivate control of the oil flow from the transmission oil cooler to the lubrication system. When the oil temperature is below a first preset temperature, the minimum lubrication quantity required for the transmission, as determined based on transmission bench test results, is determined. While ensuring minimum lubrication requirements, the variable flow solenoid valve is used to reduce the oil flow from the oil cooler to the lubrication system, allowing more oil from the oil cooler to flow back to the oil pan. When the oil temperature is detected to be above a second preset temperature, the variable flow solenoid valve is used to control the oil flow from the oil cooler to the lubrication system, and the oil flow from the oil cooler to the lubrication system remains controlled according to the transmission's original control method.

[0046] S130: Determine a target control mode based on the oil temperature and the vehicle data to be used.

[0047] Among them, the target control mode includes engine speed control mode and transmission cooling flow control mode.

[0048] In this embodiment, it is possible to determine whether the vehicle is in the state of starting to crawl at low temperatures based on the oil temperature and the data of the vehicle to be used. If it is determined that the vehicle is in the state of starting to crawl at low temperatures, but the vehicle is actually unable to crawl, then a corresponding control method for improving the vehicle's crawling ability, namely a target control method, can be adopted. For example, the target control method can be a control method for increasing the engine speed. This method can rapidly increase the engine water temperature so that when heat is exchanged between the engine cooling system and the transmission oil cooler, the transmission oil temperature rises rapidly. As the oil temperature rises, the viscosity of the oil decreases, and the oil retained in the system decreases, causing the oil level in the transmission oil pan to rise, so that the liquid level does not exceed the oil pump suction port, thereby preventing the oil suction port from sucking in air. At the same time, it can also reduce the amount of bubbles that are entrained in the lubrication system oil due to the stirring of the shaft teeth, thereby significantly reducing the amount of air sucked into the torque converter. The amount of air released by the engine increases the torque converter's torque transmission capability at low oil temperatures. Furthermore, since the vehicle cannot crawl, the vehicle speed may be very low (such as 0), and the output shaft speed will also be very low, so the torque converter's turbine speed will also be very low. This method can also increase the pump speed after the engine speed increases, thereby increasing the speed difference between the pump and turbine, improving the pump's oil stirring ability, and facilitating a rapid increase in oil temperature and the reduction and elimination of bubbles in the oil, thereby improving the torque converter's torque transmission capability at low oil temperatures and resolving the issue of the vehicle being unable to crawl at low oil temperatures. The target control method can also be a control method that increases the cooling flow from the torque converter to the oil cooler. This method can quickly increase the temperature of the transmission oil through heat exchange, thereby eliminating and reducing bubbles in the oil, improving the torque converter's torque transmission capability at low oil temperatures and resolving the issue of the vehicle being unable to crawl at low oil temperatures.

[0049] It should be noted that when determining the target control mode based on the oil temperature and the data of the vehicle to be used, it is possible to judge whether the vehicle is in the state of starting low-temperature crawling based on the oil temperature and the data of the vehicle to be used. The judgment method can be whether the oil temperature is lower than a preset temperature value, whether the transmission output shaft speed is not greater than a certain speed value, whether the shift lever position is in the forward gear or reverse gear position, whether the accelerator pedal opening and the brake pedal opening are 0, whether the vehicle AUTOHOLD (automatic parking) function is not started, whether the vehicle EPB (electronic parking brake) function is not started, and whether the engine is in normal operating state, etc., so as to determine the target control mode when the conditions for the vehicle to start low-temperature crawling are met to ensure control accuracy.

[0050] Optionally, the target control mode is determined based on the oil temperature and the vehicle data to be used, including: if the oil temperature is less than a third preset temperature value, the transmission output shaft speed is not greater than a first preset speed value, the shift lever position is the first gear, the accelerator pedal opening is the first preset opening value, the brake pedal opening is the second preset opening value, the parking state is the first starting state, the braking state is the second starting state, and the engine operating state is normal operation, then the target control mode is determined based on the transmission output shaft speed.

[0051] The third preset temperature value can be the transmission oil temperature threshold used to determine when the vehicle begins low-temperature creep, and can be between -10°C and 0°C. The first preset speed value can be used to determine whether the vehicle is stationary, that is, whether the vehicle's initial speed is zero. Since the transmission output shaft transmits speed and power to the wheels through components such as the final drive and drive axles, the output shaft speed can be used to represent the vehicle's driving speed. Theoretically, the first preset speed value is zero. However, considering the measurement accuracy and error of the transmission output shaft speed sensor, the first preset speed value can be 5 to 10 rpm. Therefore, when the transmission output shaft speed is no greater than the first preset speed value, the vehicle's initial speed can be considered zero and the vehicle is stationary. The first gear position can be either forward or reverse. The first start state and the second start state can both be inactive.

[0052] In this embodiment, when it is detected that the oil temperature is lower than the third preset temperature value, the transmission output shaft speed is not greater than the first preset speed value, the shift lever position is the first gear, the accelerator pedal opening is the first preset opening value, the brake pedal opening is the second preset opening value, the parking state is not started, the brake state is not started, and the engine working state is normal working, it is considered that the driving state of the entire vehicle meets the conditions for starting low-temperature crawling, which also indicates that the driver has the intention to control the vehicle to start crawling at low oil temperature at this time. Based on the transmission output shaft speed, it can be further determined whether to determine the target control method for improving the vehicle's crawling performance.

[0053] For example, assuming the third preset temperature value is T, the first preset speed value is n0, the first preset opening value is 0, and the second preset opening value is 0, the vehicle's driving state can be determined to meet the low-temperature creep initiation conditions when it is detected that the transmission output shaft speed is not greater than n0, the shift lever is in the forward or reverse gear position, the accelerator pedal opening is 0, the brake pedal opening is 0, the vehicle's AUTOHOLD function is not engaged, the vehicle's EPB function is not engaged, the transmission oil temperature is below T, and the engine is started and in normal operation. That is, the driver intends to initiate low-temperature creep by operating the shift lever, accelerator pedal, brake pedal, vehicle AUTOHOLD, or vehicle EPB. It should be noted that if the vehicle cannot simultaneously meet all of the above determination conditions, it can be determined that the vehicle's driving state does not meet the low-temperature creep initiation conditions, and in this case, it is not necessary to determine the target control mode. For example, when the transmission output shaft speed is greater than n0, it means that the vehicle is in a crawling state; when the transmission output shaft speed is not greater than n0 but does not meet at least one of the following conditions: the shift lever position is in the forward gear or reverse gear position, the accelerator pedal opening is 0, the brake pedal opening is 0, the vehicle AUTOHOLD (automatic parking) function is not turned on, and the vehicle EPB (electronic parking brake) function is not turned on, it means that the driver has not yet intended to make the vehicle start crawling; when the transmission oil temperature is not lower than T, it means that the transmission oil temperature does not meet the low temperature condition; when the engine has not been started and is in normal operating state, it means that the engine is in an abnormal operating state, for example, not started or in a fault state.

[0054] It should be noted that when judging whether it is necessary to determine the target control mode based on the transmission output shaft speed, it can be determined based on the transmission output shaft speed whether the increase in the vehicle output shaft speed within a certain period of time is not greater than the preset increase. Optionally, determining the target control mode based on the transmission output shaft speed includes: determining the speed increase corresponding to the transmission output shaft speed within a preset time period; if the speed increase is not greater than the preset increase, determining the target control mode.

[0055] The speed increase can be used to determine whether the vehicle is creeping within a certain period of time. Theoretically, when the vehicle is not creeping, the speed increase should be 0. However, considering the measurement accuracy and error of the transmission output shaft speed sensor, the speed increase can be set to 10 to 20 r / min.

[0056] In practical applications, the increase in the speed of the transmission output shaft within a preset time period can be collected. For example, the preset time period is t0, and the start time in t0 is t S , since it is counted from the time when the driver operates the vehicle with the intention to make the vehicle start to crawl, t S =0, the end time is t E , if t0 is taken as 5s, then t E=5s, that is, t0 = t E -t S , then the increase in the transmission output shaft speed during t0 can be in, Indicates t S The transmission output shaft speed at the start time, Indicates t E The transmission output shaft speed at the end moment. Furthermore, it can be determined whether the increase in the transmission output shaft speed within the preset time length is not greater than the preset increase amount. Since the vehicle is in the creep control state, if the speed increase is not greater than the preset increase amount, it can be determined that the vehicle has not moved forward or backward within the time length, that is, although the vehicle is in the creep control state, it is actually unable to crawl. If the speed increase is greater than the preset increase amount, it can be determined that the vehicle's crawling speed has increased and is able to crawl. When it is determined that the speed increase is not greater than the preset increase amount, it indicates that the driver intends to operate the vehicle to make the vehicle start crawling, but in fact the vehicle cannot crawl. At this time, the target control method can be determined and executed to solve the problem of the vehicle being unable to crawl at low oil temperature. If the speed increase is greater than the preset increase amount, it indicates that the vehicle speed has increased within the preset time length, and there is no need to determine the target control method.

[0057] S140: Regulate the transmission output shaft speed based on the target control method, so that the target vehicle is controlled to travel based on the regulated transmission output shaft speed.

[0058] In actual applications, when the oil temperature is lower than the third preset temperature value, the transmission output shaft speed is not greater than the first preset speed value, the shift lever position is the first gear, the accelerator pedal opening is the first preset opening value, the brake pedal opening is the second preset opening value, the parking state is the first starting state, the braking state is the second starting state, the engine working state is normal working and the increase in the transmission output shaft speed is not greater than the preset increase, the transmission output shaft speed can be regulated based on the execution of the engine speed control method and the transmission cooling flow control method, so that the target vehicle can be controlled to travel based on the regulated transmission output shaft speed.

[0059] It should be noted that when the transmission output shaft speed is controlled based on the engine speed control method, the engine water temperature can be rapidly increased by increasing the engine speed so that the transmission oil temperature can be rapidly increased during heat exchange between the engine cooling system and the transmission oil cooler. As the oil temperature increases, the viscosity of the oil will decrease, and the amount of oil retained in the system will decrease, prompting the oil level in the transmission oil pan to increase so that the liquid level submerges the oil pump suction port, thereby preventing the suction port from sucking in air. At the same time, the amount of bubbles entrapped in the lubrication system oil due to the stirring of the shaft teeth can also be reduced, thereby significantly reducing the amount of air sucked into the torque converter and improving the torque transmission capacity of the torque converter at low oil temperatures. At the same time, the impeller speed can also be increased, thereby increasing the speed difference between the impeller and the turbine, improving the impeller's oil stirring ability, which is conducive to the rapid increase of oil temperature and the reduction and elimination of bubbles in the oil, thereby improving the torque transmission capacity of the torque converter at low oil temperatures, and then increasing the transmission output shaft speed, allowing the vehicle to crawl at low oil temperatures.

[0060] Optionally, if the target control mode is the engine speed control mode, the transmission output shaft speed is regulated based on the target control mode, including: when adjusting the current speed of the engine based on the engine speed control mode, determining the current speed of the transmission output shaft, until the adjustment is completed when the current speed of the transmission output shaft is greater than a second preset speed value.

[0061] In actual applications, the transmission controller TCU (Transmission Control Unit) can send a speed increase request to the engine controller ECU (Engine Control Unit) through the CAN bus, so that the ECU increases the engine speed when receiving the speed increase request. The engine speed increase can be achieved by: determining the speed compensation amount, increasing the speed compensation amount based on the engine target idle speed, and the speed compensation amount linearly decreases with the increase of the transmission output shaft speed until the control ends when the transmission output shaft speed reaches a second preset speed value. For example, the initial speed compensation amount is 400r / min, which decreases linearly with the increase of the transmission output shaft speed. When the transmission output shaft speed reaches the second preset speed value (such as 60r / min), the engine speed compensation amount drops to 0. You can refer to Figure 3 , Figure 3The relationship between engine speed compensation and transmission output shaft speed can be represented as a schematic diagram. Δn0 represents the initial value of the engine speed compensation, n0 represents the first preset speed value, and n2 represents the second preset speed value. The engine speed compensation decreases linearly with increasing transmission output shaft speed. An increase in output shaft speed indicates an increase in vehicle speed. Reducing the engine speed compensation as vehicle speed increases ensures improved torque converter torque transfer capability at low oil temperatures while also balancing vehicle economy and NVH performance. Once the adjusted transmission output shaft speed exceeds the second preset speed value n2, the vehicle's crawl speed is determined to be sufficiently high, indicating successful crawling. At this point, the current engine speed increase is no longer necessary. If the transmission output shaft speed is not greater than the second preset speed value, the vehicle's crawl speed is not yet high enough, and further engine speed increase control is required to improve the vehicle's crawling capability at low oil temperatures. This control continues until the transmission output shaft speed exceeds the second preset speed value.

[0062] It should be noted that when the transmission output shaft speed is controlled based on the transmission cooling flow control method, the temperature of the transmission oil can be quickly increased by increasing the cooling flow from the torque converter to the oil cooler, thereby eliminating and reducing bubbles in the oil, improving the torque transmission capacity of the torque converter at low oil temperature, and then increasing the transmission output shaft speed, so that the vehicle can crawl at low oil temperature.

[0063] Optionally, if the target control method is the transmission cooling flow control method, the transmission output shaft speed is regulated based on the target control method, including: when controlling the amount of oil in the torque converter in the transmission flowing into the oil cooler based on the transmission cooling flow control method, determining the current speed of the transmission output shaft, until the control ends when the current speed is greater than a second preset speed value.

[0064] In actual applications, the transmission controller TCU directly sends an instruction to increase the cooling flow to the variable flow solenoid valve, and increases the compensation flow on the basis of the original oil flow flowing to the oil cooler. The increase in the transmission cooling flow can be achieved by: determining the cooling flow compensation amount, and increasing the cooling flow compensation amount on the basis of the original oil flow value flowing to the oil cooler. The cooling flow compensation amount decreases linearly with the increase of the transmission output shaft speed. The increase in the transmission cooling flow is conducive to the increase of the transmission oil temperature, thereby reducing the bubbles in the oil and improving the torque transmission capacity of the torque converter. The control ends when the transmission output shaft speed reaches the second preset speed value. For example, the initial cooling flow compensation amount is 5L / min, which decreases linearly with the increase of the transmission output shaft speed. When the transmission output shaft speed reaches the second preset speed value (such as 60r / min), the cooling flow compensation amount drops to 0. You can refer to Figure 4 , Figure 4The relationship between the cooling flow compensation and the transmission output shaft speed can be represented as a schematic diagram. Δq0 represents the initial value of the cooling flow compensation, n0 represents the first preset speed value, and n2 represents the second preset speed value. The cooling flow compensation decreases linearly with increasing transmission output shaft speed. An increase in output shaft speed indicates an increase in vehicle speed. As vehicle speed increases, the cooling flow compensation decreases. Once the adjusted transmission output shaft speed exceeds the second preset speed value n2, the vehicle is deemed to have successfully crawled at a sufficiently high speed, and no further cooling flow increase is required. If the transmission output shaft speed is not greater than the second preset speed value, the vehicle's crawling speed is not yet high enough, and further transmission cooling flow increase control is required to improve the vehicle's crawling capability at low oil temperatures. This control continues until the transmission output shaft speed exceeds the second preset speed value.

[0065] It should be noted that the second preset speed value n2 is greater than the first preset speed value n0. After the transmission output shaft speed is not greater than the first preset speed value n0 and it is determined to be executed, the target control mode will only be ended when the transmission output shaft speed is greater than the second preset speed value n2. The transmission output shaft speed hysteresis loop between the first preset speed value n0 and the second preset speed value n2 can effectively prevent the target control mode from frequently switching between the execution and end states, or erroneous execution and erroneous termination, thereby avoiding the resulting vehicle drivability problems and NVH problems.

[0066] It should also be noted that the first preset temperature value, the second preset temperature value, the third preset temperature value, the first preset speed value, the first preset opening value, the second preset opening value, the preset growth amount and the second preset speed value in the present technical solution can all be determined by technical personnel in actual work. At the same time, the relationship between the engine speed compensation amount and the transmission output shaft speed, as well as the relationship between the cooling flow compensation amount and the transmission output shaft speed are only recommended corresponding relationships. These can be adaptively adjusted and set according to actual needs and circumstances, and are not limited in this embodiment.

[0067] The technical solution of this embodiment obtains the oil temperature of the transmission oil in the target vehicle; if the oil temperature is not less than a first preset temperature value, then obtains the vehicle data to be used corresponding to the target vehicle; based on the oil temperature and the vehicle data to be used, determines a target control mode, which includes an engine speed control mode and a transmission cooling flow control mode, and regulates the transmission output shaft speed based on the target control mode so that the target vehicle is controlled to travel based on the regulated transmission output shaft speed. This solves the problem in the prior art of heating the transmission oil by adding a heating component, which increases vehicle cost and manufacturing process complexity and poses a safety hazard. It realizes that the engine speed control mode and the transmission cooling flow control mode are determined based on the oil temperature and the vehicle data to be used, so that the transmission output shaft speed is regulated based on the target control mode, without the need for additional heating components, reducing cost waste and manufacturing process complexity. By controlling the engine speed and the transmission cooling flow, bubbles in the oil are reduced, and the torque transmission capability of the torque converter at low oil temperatures is improved, thereby achieving the beneficial effects of improving the vehicle's creeping capability at low oil temperatures and ensuring driving safety.

[0068] Example 2

[0069] As an alternative embodiment of the above embodiment, Figure 5 FIG2 is a schematic diagram of a vehicle control method provided according to Embodiment 2 of the present invention.

[0070] See also Figure 5 A temperature sensor can be used to collect the temperature of the oil in the transmission to determine whether the transmission oil temperature is at least a first preset temperature value. If not, the lubrication flow rate of the oil in the transmission oil cooler to the lubrication system can be reduced. If so, the oil temperature and the vehicle data to be used can be used to further determine whether the low-temperature creep condition is met. The first preset temperature value, which can be denoted as T0, is used to determine whether to activate the lubrication flow control of the oil in the transmission oil cooler to the lubrication system. Its value can be between -10°C and 0°C. It should be noted that when the transmission oil temperature is detected to be above a second preset temperature value (which can be denoted as T2), the control method for reducing the lubrication flow rate of the oil in the transmission oil cooler to the lubrication system is terminated, and the flow rate from the oil cooler to the lubrication system is maintained according to the transmission's original control method. When the transmission oil temperature is detected to be below T2, the control method for reducing the lubrication flow rate of the oil in the transmission oil cooler to the lubrication system is executed.

[0071] Based on the above solution, whether the conditions for commencing cold-temperature creep are met is determined based on the oil temperature and the vehicle data to be used. For example, if the transmission output shaft speed in the target vehicle is not greater than a first preset speed value, the shift lever is in the forward or reverse gear position, the accelerator pedal opening is 0, the brake pedal opening is 0, the vehicle's AUTOHOLD function is not engaged, the vehicle's EPB function is not engaged, the transmission oil temperature is below a third preset temperature value, and the engine is started and operating normally, then the vehicle's driving state can be determined to meet the cold-temperature creep initiation conditions. This means that the driver intends to initiate cold-temperature creep by operating the shift lever, accelerator pedal, brake pedal, or the vehicle's AUTOHOLD function or EPB function. In this case, the target control mode can be determined and executed based on the increase in transmission output shaft speed over a preset time period. It should be noted that when the vehicle cannot simultaneously meet the following conditions: the transmission output shaft speed is not greater than the first preset speed value, the shift lever is in the forward gear or reverse gear position, the accelerator pedal opening is 0, the brake pedal opening is 0, the vehicle's AUTOHOLD (automatic parking) function is not turned on, the vehicle's EPB (electronic parking brake) function is not turned on, the transmission oil temperature is lower than the third preset temperature value, and the engine has been started and is in normal operating condition, it can be determined that the vehicle's driving condition does not meet the conditions for starting low-temperature crawling, and there is no need to determine the target control method at this time. For example, when the transmission output shaft speed is greater than the first preset speed value, it means that the vehicle is in a crawling state; when the transmission output shaft speed is not greater than the first preset speed value but does not meet at least one of the shift lever position being in the forward gear or reverse gear position, the accelerator pedal opening is 0, the brake pedal opening is 0, the vehicle AUTOHOLD (automatic parking) function is not turned on, and the vehicle EPB (electronic parking brake) function is not turned on, it means that the driver has not yet intended to make the vehicle start crawling; when the transmission oil temperature is not lower than the third preset temperature value, it means that the transmission oil temperature does not meet the low temperature condition; when the engine is not in the started and normal operating state, it means that the engine is in an abnormal operating state, for example, not started or a fault state.

[0072] Based on the above scheme, it can be determined whether the increase in the transmission output shaft speed within the preset time period is not greater than the preset increase. If so, the target control mode is determined and executed. If not, it is determined whether the transmission output shaft speed is greater than the second preset speed value. If so, the target control mode is terminated. If not, the target control mode is continued. For example, assuming that the preset time period is t0, the start time in t0 is t S , since it is counted from the time when the driver operates the vehicle with the intention to make the vehicle start to crawl, t S =0, the end time is t E , if t0 is taken as 5s, then t E =5s, that is, t0 = t E -tS , then the increase in the transmission output shaft speed during t0 can be in, Indicates t S The transmission output shaft speed at the start time, Indicates t E The transmission output shaft speed at the end moment. Further, it can be determined whether the increase in the transmission output shaft speed within the preset time length is not greater than the preset increase amount. Since the vehicle is in the creep control state, if the speed increase is not greater than the preset increase amount, it can be determined that the vehicle has not moved forward or backward within the time length, that is, although the vehicle is in the creep control state, it is actually unable to crawl. If the speed increase is greater than the preset increase amount, it can be determined that the vehicle's crawling speed has increased and is able to crawl. When it is determined that the speed increase is not greater than the preset increase amount, it indicates that the driver intends to operate the vehicle to make the vehicle start crawling, but in fact the vehicle cannot crawl. At this time, the target control method can be determined and executed to solve the problem that the vehicle cannot crawl at low oil temperature. If the speed increase is greater than the preset increase amount, it indicates that the vehicle speed has increased within the preset time length, and there is no need to determine the target control method. The target control method can be an engine speed control method. For example, when executing the engine speed control method, the speed compensation amount can be determined, and the speed compensation amount is added on the basis of the engine target idle speed. Continue to refer to Figure 3 The engine speed compensation amount decreases linearly as the transmission output shaft speed increases, increasing the engine speed until the transmission output shaft speed reaches a second preset speed value, at which point control terminates. For example, the initial speed compensation amount is 400 rpm and decreases linearly as the transmission output shaft speed increases. When the transmission output shaft speed reaches a second preset speed value n2 (e.g., 60 rpm), the engine speed compensation amount drops to zero. An increase in output shaft speed indicates an increase in vehicle speed. As vehicle speed increases, the engine speed compensation amount is reduced, ensuring that the torque converter's torque transfer capacity at low oil temperatures is improved while also balancing vehicle economy and NVH performance. When the adjusted transmission output shaft speed exceeds the second preset speed value, it is determined that the vehicle's creep speed is sufficiently high, indicating successful creeping. At this point, the current engine speed increase is no longer necessary. If the transmission output shaft speed is not greater than the second preset speed value, the vehicle's creep speed is not yet sufficiently high, requiring continued engine speed increase control to improve the vehicle's creeping capacity at low oil temperatures. This control terminates when the transmission output shaft speed exceeds the second preset speed value. The target control mode can also be a transmission cooling flow control mode. For example, when executing the transmission cooling flow control mode, the cooling flow compensation amount is determined, and the cooling flow compensation amount is added to the original oil flow value flowing to the oil cooler. Figure 4The cooling flow compensation decreases linearly with increasing transmission output shaft speed. Increasing transmission cooling flow helps raise transmission oil temperature, thereby reducing bubbles in the oil and improving the torque converter's torque transfer capability. Control ends when the transmission output shaft speed reaches a second preset speed value. For example, the initial cooling flow compensation is 5 L / min. When the transmission output shaft speed reaches the second preset speed value n2 (e.g., 60 rpm), the cooling flow compensation decreases to 0. An increase in output shaft speed indicates an increase in vehicle speed. As vehicle speed increases, the cooling flow compensation decreases. Once the adjusted transmission output shaft speed exceeds the second preset speed value, it is determined that the vehicle's creep speed is sufficiently high, indicating successful creep. At this point, increasing the cooling flow is no longer necessary. If the transmission output shaft speed is not greater than the second preset speed value, the vehicle's creep speed is not yet high enough, and further transmission cooling flow increase control is required to improve the vehicle's creep capability at low oil temperatures. Control ends when the transmission output shaft speed exceeds the second preset speed value.

[0073] The technical solution of this embodiment obtains the oil temperature of the transmission oil in the target vehicle; if the oil temperature is not less than a first preset temperature value, then obtains the vehicle data to be used corresponding to the target vehicle; based on the oil temperature and the vehicle data to be used, determines a target control mode, which includes an engine speed control mode and a transmission cooling flow control mode, and regulates the transmission output shaft speed based on the target control mode so that the target vehicle is controlled to travel based on the regulated transmission output shaft speed. This solves the problem in the prior art of heating the transmission oil by adding a heating component, which increases vehicle cost and manufacturing process complexity and poses a safety hazard. It realizes that the engine speed control mode and the transmission cooling flow control mode are determined based on the oil temperature and the vehicle data to be used, so that the transmission output shaft speed is regulated based on the target control mode, without the need for additional heating components, reducing cost waste and manufacturing process complexity. By controlling the engine speed and the transmission cooling flow, bubbles in the oil are reduced, and the torque transmission capability of the torque converter at low oil temperatures is improved, thereby achieving the beneficial effects of improving the vehicle's creeping capability at low oil temperatures and ensuring driving safety.

[0074] Example 3

[0075] Figure 6 FIG. 1 is a schematic diagram of the structure of a vehicle control device according to the third embodiment of the present invention. Figure 6 As shown, the device includes: an oil temperature acquisition module 610 , a vehicle data acquisition module 620 , a control mode determination module 630 and a speed control module 640 .

[0076] Among them, the oil temperature acquisition module 610 is used to obtain the oil temperature of the oil in the transmission of the target vehicle; the vehicle data acquisition module 620 is used to obtain the vehicle data to be used corresponding to the target vehicle if the oil temperature is not less than a first preset temperature value; the control mode determination module 630 is used to determine the target control mode based on the oil temperature and the vehicle data to be used; wherein the target control mode includes an engine speed control mode and a transmission cooling flow control mode; the speed control module 640 is used to control the transmission output shaft speed based on the target control mode, so that the target vehicle is controlled to travel based on the regulated transmission output shaft speed.

[0077] The technical solution of this embodiment obtains the oil temperature of the transmission oil in the target vehicle; if the oil temperature is not less than a first preset temperature value, then obtains the vehicle data to be used corresponding to the target vehicle; based on the oil temperature and the vehicle data to be used, determines a target control mode, which includes an engine speed control mode and a transmission cooling flow control mode, and regulates the transmission output shaft speed based on the target control mode so that the target vehicle is controlled to travel based on the regulated transmission output shaft speed. This solves the problem in the prior art of heating the transmission oil by adding a heating component, which increases vehicle cost and manufacturing process complexity and poses a safety hazard. It realizes that the engine speed control mode and the transmission cooling flow control mode are determined based on the oil temperature and the vehicle data to be used, so that the transmission output shaft speed is regulated based on the target control mode, without the need for additional heating components, reducing cost waste and manufacturing process complexity. By controlling the engine speed and the transmission cooling flow, bubbles in the oil are reduced, and the torque transmission capability of the torque converter at low oil temperatures is improved, thereby achieving the beneficial effects of improving the vehicle's creeping capability at low oil temperatures and ensuring driving safety.

[0078] On the basis of the above device, optionally, the device further includes a lubricating oil flow control module, and the lubricating oil flow control module includes a required minimum lubrication quantity determination unit, an oil flow determination unit and an oil flow control unit.

[0079] a minimum required lubrication quantity determining unit, configured to determine a minimum required lubrication quantity corresponding to the transmission if the oil temperature is less than a first preset temperature value;

[0080] an oil flow determination unit, configured to determine an oil flow rate of the oil in the oil cooler in the transmission to the lubrication system based on the required minimum lubrication amount;

[0081] An oil flow control unit is used to control the oil in the oil cooler in the transmission to flow to the lubrication system based on the oil flow, until the control ends when the oil temperature is greater than a second preset temperature value.

[0082] Based on the above device, optionally, the vehicle data acquisition module 620 includes a vehicle data acquisition unit.

[0083] A vehicle data acquisition unit is used to acquire the vehicle data to be used if the oil temperature is not less than a first preset temperature value; wherein the vehicle data to be used includes the transmission output shaft speed, the shift lever position, the accelerator pedal opening, the brake pedal opening, the parking status, the braking status and the engine operating status.

[0084] Based on the above device, optionally, the control mode determination module 630 includes a control mode determination unit.

[0085] a control mode determining unit for determining the target control mode based on the transmission output shaft speed if the oil temperature is less than a third preset temperature value, the transmission output shaft speed is not greater than a first preset speed value, the shift lever position is the first gear, the accelerator pedal opening is the first preset opening value, the brake pedal opening is the second preset opening value, the parking state is the first start state, the braking state is the second start state, and the engine operating state is normal operation.

[0086] On the basis of the above device, optionally, the control mode determination unit includes a speed increase determination subunit and a control mode determination subunit.

[0087] a speed increase determination subunit, configured to determine a speed increase corresponding to the speed of the transmission output shaft within a preset time period;

[0088] The control mode determination subunit is used to determine the target control mode if the speed increase is not greater than a preset increase.

[0089] On the basis of the above device, optionally, the speed control module 640 includes a first speed control unit and a second speed control unit.

[0090] The first speed control unit is used to determine the current speed of the transmission output shaft when adjusting the current speed of the engine based on the engine speed control method, and the adjustment is completed when the current speed of the transmission output shaft is greater than a second preset speed value.

[0091] The second speed control unit is used to determine the current speed of the transmission output shaft when controlling the amount of oil in the torque converter in the transmission flowing into the oil cooler based on the transmission cooling flow control method, and the control ends when the current speed is greater than a second preset speed value.

[0092] The vehicle control device provided in the embodiment of the present invention can execute the vehicle control method provided in any embodiment of the present invention, and has the corresponding functional modules and beneficial effects of the execution method.

[0093] Example 4

[0094] Figure 7 FIG. 1 is a schematic diagram of the structure of a terminal device for implementing the vehicle control method according to an embodiment of the present invention. Figure 7 As shown, terminal device 10 includes at least one processor 11 and memory, such as read-only memory (ROM) 12 and random access memory (RAM) 13, communicatively connected to at least one processor 11. The memory stores computer programs executable by the at least one processor, and processor 11 can perform various appropriate actions and processes based on the computer programs stored in read-only memory (ROM) 12 or loaded from storage unit 16 into random access memory (RAM) 13. RAM 13 can also store various programs and data required for the operation of terminal device 10. Processor 11, ROM 12, and RAM 13 are interconnected via bus 14. An input / output (I / O) interface 15 is also connected to bus 14.

[0095] The processor 11 can be any general-purpose and / or specialized processing component with processing and computing capabilities. Some examples of the processor 11 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various specialized artificial intelligence (AI) computing chips, various processors that run machine learning model algorithms, a digital signal processor (DSP), and any other suitable processor, controller, microcontroller, etc. The processor 11 executes the various methods and processes described above, such as the vehicle control method.

[0096] In some embodiments, the vehicle control method can be implemented as a computer program tangibly contained in a computer-readable storage medium, such as the storage unit 16. In some embodiments, part or all of the computer program can be loaded and / or installed on the terminal device 10 via the ROM 12 and / or the communication unit 17. When the computer program is loaded into the RAM 13 and executed by the processor 11, one or more steps of the vehicle control method described above can be performed. Alternatively, in other embodiments, the processor 11 can be configured to execute the vehicle control method in any other appropriate manner (e.g., via firmware).

[0097] Various embodiments of the systems and techniques described herein can be implemented in digital electronic circuit systems, integrated circuit systems, field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), systems on a chip (SOCs), programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various embodiments can include being implemented in one or more computer programs that are executable and / or interpreted on a programmable system comprising at least one programmable processor, which can be a special purpose or general purpose programmable processor that can receive data and instructions from a storage system, at least one input device, and at least one output device, and transmit data and instructions to the storage system, the at least one input device, and the at least one output device.

[0098] Computer programs for implementing the methods of the present invention may be written in any combination of one or more programming languages. These computer programs may be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, such that when the computer program is executed by the processor, the functions / operations specified in the flowcharts and / or block diagrams are implemented. The computer program may be executed entirely on the machine, partially on the machine, as a stand-alone software package, partially on the machine and partially on a remote machine, or entirely on a remote machine or server.

[0099] In the context of the present invention, computer-readable storage media can be tangible media that can contain or store a computer program for use with an instruction execution system, device or equipment or used in combination with an instruction execution system, device or equipment. Computer-readable storage media can include but are not limited to electronic, magnetic, optical, electromagnetic, infrared or semiconductor systems, devices or equipment, or any suitable combination of the foregoing. Alternatively, computer-readable storage media can be machine-readable signal media. More specific examples of machine-readable storage media can include electrical connections based on one or more lines, portable computer disks, hard disks, random access memories (RAM), read-only memories (ROM), erasable programmable read-only memories (EPROM or flash memory), optical fibers, portable compact disk read-only memories (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.

[0100] It should be understood that the various forms of the processes shown above can be used to reorder, add, or delete steps. For example, the steps described in the present invention can be performed in parallel, sequentially, or in a different order, as long as the desired results of the technical solution of the present invention can be achieved. This is not limited herein.

[0101] The above specific embodiments do not limit the scope of protection of the present invention. Those skilled in the art will appreciate that various modifications, combinations, sub-combinations, and substitutions may be made based on design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention are intended to be included within the scope of protection of the present invention.

Claims

1. A vehicle control method, characterized in that: include: Obtaining the oil temperature of the transmission fluid in the target vehicle; If the oil temperature is not less than a first preset temperature value, acquiring vehicle data to be used corresponding to the target vehicle; Determining a target control mode based on the oil temperature and the vehicle data to be used; wherein the target control mode includes an engine speed control mode and a transmission cooling flow control mode; regulating the transmission output shaft speed based on the target control mode, so that the target vehicle is controlled to travel based on the regulated transmission output shaft speed; If the oil temperature is less than a first preset temperature value, determining a minimum required lubrication amount corresponding to the transmission; determining an oil flow rate of the oil in the oil cooler of the transmission to the lubrication system based on the required minimum lubrication amount; The oil in the oil cooler of the transmission is controlled to flow to the lubrication system based on the oil flow rate until the oil temperature is greater than a second preset temperature value.

2. The method according to claim 1, characterized in that If the oil temperature is not less than a first preset temperature value, obtaining the vehicle data to be used corresponding to the target vehicle includes: If the oil temperature is not less than a first preset temperature value, the vehicle data to be used is obtained; wherein, the vehicle data to be used includes the transmission output shaft speed, the shift lever position, the accelerator pedal opening, the brake pedal opening, the parking state, the braking state and the engine operating state.

3. The method according to claim 2, characterized in that The determining of the target control mode based on the oil temperature and the vehicle data to be used includes: If the oil temperature is less than a third preset temperature value, the transmission output shaft speed is not greater than a first preset speed value, the shift lever position is the first gear, the accelerator pedal opening is the first preset opening value, the brake pedal opening is the second preset opening value, the parking state is the first starting state, the braking state is the second starting state, and the engine operating state is normal operation, the target control mode is determined based on the transmission output shaft speed.

4. The method according to claim 3, characterized in that The determining of the target control mode based on the transmission output shaft speed includes: Determining a speed increase corresponding to the speed of the transmission output shaft within a preset time period; If the speed increase is not greater than the preset increase, the target control mode is determined.

5. The method according to claim 1, wherein The target control mode is an engine speed control mode, and regulating the transmission output shaft speed based on the target control mode includes: When adjusting the current speed of the engine based on the engine speed control method, the current speed of the transmission output shaft is determined until the current speed of the transmission output shaft is greater than a second preset speed value.

6. The method according to claim 1, characterized in that The target control mode is a transmission cooling flow control mode, and regulating the transmission output shaft speed based on the target control mode includes: When controlling the amount of oil in the torque converter in the transmission flowing into the oil cooler based on the transmission cooling flow control method, the current speed of the transmission output shaft is determined, and the control ends when the current speed is greater than a second preset speed value.

7. A vehicle control device, characterized in that: include: An oil temperature acquisition module, used to obtain the oil temperature of the oil in the transmission of the target vehicle; a vehicle data acquisition module, configured to acquire to-be-used vehicle data corresponding to the target vehicle if the oil temperature is not less than a first preset temperature value; a control mode determination module, configured to determine a target control mode based on the oil temperature and the vehicle data to be used; wherein the target control mode includes an engine speed control mode and a transmission cooling flow control mode; a speed control module, configured to control the speed of the transmission output shaft based on the target control mode, so as to control the target vehicle to travel based on the regulated speed of the transmission output shaft; The device further comprises a lubricating oil flow control module, the lubricating oil flow control module comprising a required minimum lubrication amount determination unit, an oil flow determination unit and an oil flow control unit; a minimum required lubrication quantity determining unit, configured to determine a minimum required lubrication quantity corresponding to the transmission if the oil temperature is less than a first preset temperature value; an oil flow determination unit, configured to determine an oil flow rate of the oil in the oil cooler in the transmission to the lubrication system based on the required minimum lubrication amount; An oil flow control unit is used to control the oil in the oil cooler in the transmission to flow to the lubrication system based on the oil flow, until the control ends when the oil temperature is greater than a second preset temperature value.

8. A terminal device, characterized in that: The terminal device includes: at least one processor; and a memory communicatively connected to the at least one processor; wherein, The memory stores a computer program executable by the at least one processor. The computer program is executed by the at least one processor to enable the at least one processor to perform the vehicle control method according to any one of claims 1 to 6.

9. A computer-readable storage medium, characterized in that The computer-readable storage medium stores computer instructions, and the computer instructions are used to enable a processor to implement the vehicle control method according to any one of claims 1 to 6 when executed.

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