Automatic transmission gear optimization method, device and vehicle

Abstract

The present invention belongs to the field of vehicle technology, and discloses an automatic transmission gear optimization method, device and vehicle. The automatic transmission gear optimization method includes pre-storing the engine universal characteristic MAP of the vehicle, dividing the universal characteristic MAP into several grids, and pre-storing the engine gear decision MAP; if the engine operating condition of the vehicle meets the boundary conditions, then recording the speed, torque and duration of the current steady-state operating condition of the engine, and determining the grid corresponding to the current steady-state operating condition according to the speed and torque of the current steady-state operating condition; when the cumulative running time of the vehicle reaches a preset time, respectively calculating the sum of the cumulative fuel consumption of all operating conditions in each grid; respectively calculating the sum of the expected cumulative fuel consumption of all operating conditions in each grid after shifting from the current decision gear to the target gear; and determining the economic gear corresponding to each grid. The automatic transmission gear optimization method of the present invention can reduce the calibration workload of the gear decision MAP when the vehicle leaves the factory.

Description

Technical Field

[0001] The present invention relates to the field of vehicle technology, and in particular to an automatic transmission gear optimization method, device and vehicle. Background Art

[0002] In recent years, cars have become an indispensable means of transportation for people. However, while cars bring convenience to people, they also bring huge energy consumption and pollutant emissions. With the increasing shortage of energy, energy conservation, emission reduction and low-carbon life have received more and more attention. Among them, automobile fuel consumption and emissions have become one of the most important sources of fuel consumption and pollution in cities. How to reduce vehicle fuel consumption has become a major issue. The current gear control of automatic transmission vehicles mainly obtains the current decision gear by querying the gear decision MAP through the pedal opening and speed of the whole vehicle, and at the same time, the final gear is obtained by adding slope correction and environmental correction. However, each model accurately calibrates the gear decision MAP, which is a huge workload; and this method cannot adjust and optimize the MAP value online, so it is difficult to obtain the optimal gear required for the operation of the whole vehicle. If the gear decision MAP is integrated into the ECU, the fuel consumption of nearby gears is calculated in real time, and the gear with the lowest fuel consumption is updated, the computing power is very high and it is easy to generate interference data. Summary of the invention

[0003] The purpose of the present invention is to provide an automatic transmission gear optimization method, device and vehicle, which can reduce the calibration workload of the gear decision MAP when the vehicle leaves the factory, solve the problem that single working condition optimization is easily affected by interference data, resulting in inaccurate optimization results, and has low requirements on computing power.

[0004] To achieve this object, the present invention adopts the following technical solutions:

[0005] A method for optimizing the gear position of an automatic transmission, comprising:

[0006] Pre-store a universal characteristic MAP of the vehicle's engine, divide the universal characteristic MAP into a plurality of grids, and pre-store an engine gear decision MAP, wherein the gear decision MAP includes a corresponding decision gear of each of the grids;

[0007] Monitor vehicle status and record the vehicle's cumulative running time;

[0008] If the current steady-state operating condition of the vehicle engine meets the boundary conditions, the speed, torque and duration of the current steady-state operating condition of the engine are recorded, and the grid corresponding to the current steady-state operating condition is determined according to the speed and torque of the current steady-state operating condition;

[0009] When the cumulative running time of the vehicle reaches a preset time, the cumulative fuel consumption of all the steady-state working conditions in each grid is calculated according to the speed, torque and duration of each steady-state working condition and the engine universal characteristic MAP;

[0010] According to the universal characteristic MAP, the engine gear decision MAP, the speed, torque and duration of each steady-state working condition, respectively calculating the sum of the expected cumulative fuel consumption of all the steady-state working conditions in each grid after shifting from the current decision gear to the target gear;

[0011] Determining the economic gear corresponding to each of the grids according to the sum of the accumulated fuel consumption of each of the grids and the sum of the expected accumulated fuel consumption of each of the grids;

[0012] If the vehicle state satisfies the gear decision MAP update condition, the economic gear corresponding to each of the grids is used as the new corresponding decision gear of the grid.

[0013] Preferably, the target gear is an adjacent gear of the current corresponding decision gear of the grid.

[0014] Preferably, the step of respectively calculating the sum of the accumulated fuel consumption of all the steady-state conditions in each of the grids comprises:

[0015] querying the fuel consumption of each of the steady-state working conditions according to the speed, torque and the universal characteristic MAP of each of the steady-state working conditions;

[0016] Calculating the accumulated fuel consumption of each steady-state operating condition according to the fuel consumption and duration of each steady-state operating condition;

[0017] According to the accumulated fuel consumption of each steady-state operating condition, the sum of the accumulated fuel consumption of all the steady-state operating conditions in each grid is calculated respectively.

[0018] Preferably, the respectively calculating the sum of the expected cumulative fuel consumption of all the steady-state working conditions in each of the grids after shifting from the current decision gear to the target gear comprises:

[0019] Calculating the expected speed and expected torque after shifting to the target gear position in each of the steady-state operating conditions according to the speed and torque in each of the steady-state operating conditions;

[0020] According to the expected speed, the expected torque and the universal characteristic MAP, querying the expected fuel consumption after shifting to the target gear position in each of the steady-state working conditions;

[0021] Calculating the expected cumulative fuel consumption after shifting to the target gear position under each of the steady-state operating conditions according to the expected fuel consumption after shifting to the target gear position under each of the steady-state operating conditions and the duration of each of the steady-state operating conditions;

[0022] According to the expected cumulative fuel consumption after shifting to the target gear position under each of the steady-state operating conditions, the sum of the expected cumulative fuel consumption of all the steady-state operating conditions in each of the grids is calculated respectively.

[0023] Preferably, the boundary condition includes the engine lubricating oil temperature being lower than a limit value.

[0024] Preferably, the gear decision MAP update condition is that the vehicle speed is zero for the first time after determining the economic gear corresponding to each of the grids.

[0025] Preferably, after taking the economic gear corresponding to each grid as the new corresponding decision gear of the grid, the method further comprises:

[0026] The vehicle's cumulative running time is reset and the vehicle's cumulative running time is recorded again.

[0027] Preferably, the preset time is not less than 30 days.

[0028] An automatic transmission gear optimization device uses any of the automatic transmission gear optimization methods described above to optimize the gear decision MAP.

[0029] A vehicle uses any of the automatic transmission gear optimization methods described above to optimize the gear decision MAP.

[0030] Beneficial effects of the present invention:

[0031] The automatic transmission gear optimization method of the present invention can reduce the calibration workload of the gear decision MAP when the vehicle leaves the factory by optimizing the gear decision MAP during vehicle use. The sum of the accumulated fuel consumption of each steady-state working condition in the grid is used as the optimization condition to solve the problem that the optimization of a single working condition is easily affected by interference data, resulting in inaccurate optimization results. In addition, the gear decision MAP optimization is performed once within a preset time, and the requirements for computing power are low. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] Figure 1 is a flow chart of an automatic transmission gear optimization method provided by an embodiment of the present invention;

[0033] Figure 2 It is a schematic diagram of the distribution of various steady-state operating conditions in the universal characteristic MAP provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0034] The present invention will be further described in detail below in conjunction with the accompanying drawings and embodiments. It is to be understood that the specific embodiments described herein are only used to explain the present invention, rather than to limit the present invention. It should also be noted that, for ease of description, only parts related to the present invention, rather than all structures, are shown in the accompanying drawings.

[0035] In the description of the present invention, unless otherwise clearly specified and limited, the terms "connected", "connected", and "fixed" should be understood in a broad sense, for example, it 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. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0036] In the present invention, unless otherwise clearly specified and limited, a first feature being "above" or "below" a second feature may include that the first and second features are in direct contact, or may include that the first and second features are not in direct contact but are in contact through another feature between them. Moreover, a first feature being "above", "above" and "above" a second feature includes that the first feature is directly above and obliquely above the second feature, or simply indicates that the first feature is higher in level than the second feature. A first feature being "below", "below" and "below" a second feature includes that the first feature is directly below and obliquely below the second feature, or simply indicates that the first feature is lower in level than the second feature.

[0037] In the description of this embodiment, the terms "upper", "lower", "right", etc., directions or positional relationships are based on the directions or positional relationships shown in the drawings, and are only for the convenience of description and simplification of operation, rather than indicating or implying that the device or element referred to must have a specific direction, be constructed and operated in a specific direction, and therefore cannot be understood as limiting the present invention. In addition, the terms "first" and "second" are only used to distinguish in the description and have no special meaning.

[0038] like Figure 1 As shown, this embodiment provides a method for optimizing the gear position of an automatic transmission, comprising:

[0039] The engine universal characteristic MAP of the vehicle is pre-stored, and the universal characteristic MAP is divided into a plurality of grids, and the engine gear decision MAP is pre-stored, and the gear decision MAP includes the corresponding decision gear of each grid. Specifically, in this embodiment, the universal characteristic MAP is divided into a rectangular grid of M rows and N columns, and the divided grids are as follows: Figure 2 As shown, the specific values ​​of M and N can be selected as needed. In this embodiment, the value of M is 4 and the value of N is 5;

[0040] Monitor vehicle status and record the vehicle's cumulative running time;

[0041] If the current steady-state working condition of the vehicle engine meets the boundary conditions, the speed, torque and duration of the current steady-state working condition of the engine are recorded, and the grid corresponding to the current steady-state working condition is determined according to the speed and torque of the current steady-state working condition. Steady-state working condition and transient working condition are two commonly used concepts to describe the working condition of the engine. The speed and torque of the engine do not change within a period of time under the steady-state working condition. The universal characteristics are measured under the steady-state working condition. Therefore, the data recorded in this embodiment are all data of the engine in the steady-state working condition;

[0042] When the cumulative running time of the vehicle reaches the preset time, the cumulative fuel consumption of all steady-state conditions in each grid is calculated according to the speed, torque and duration of each steady-state condition and the engine universal characteristic MAP. Specifically, in this embodiment, when the cumulative running time of the vehicle reaches the preset time, the distribution of each steady-state condition in the universal characteristic MAP is as follows: Figure 2 As shown, a dot in the figure represents a steady-state condition;

[0043] According to the universal characteristic MAP, the engine gear decision MAP, the speed, torque and duration of each steady-state working condition, the sum of the expected cumulative fuel consumption of all steady-state working conditions in each grid after shifting from the current decision gear to the target gear is calculated;

[0044] Determine the economic gear corresponding to each grid according to the sum of the accumulated fuel consumption of each grid and the sum of the expected accumulated fuel consumption of each grid;

[0045] If the vehicle state meets the gear decision MAP update condition, the economic gear corresponding to each grid is used as the new corresponding decision gear of the grid.

[0046] The MAP used for engine control is a two-dimensional interpolation map that can obtain the desired output through two inputs and internal data interpolation. It is a common engine control algorithm. The engine universal characteristic MAP in this embodiment is a fuel consumption characteristic MAP based on engine speed and torque, and the engine fuel consumption can be judged based on the engine speed and torque. The gear decision MAP is a MAP that determines the engine gear based on the engine speed and torque. The engine gear can be determined based on the current vehicle engine speed and torque. In this embodiment, all points in each grid of the universal characteristic MAP correspond to the same decision gear.

[0047] The automatic transmission gear optimization method provided in this embodiment can reduce the calibration workload of the gear decision MAP when the vehicle leaves the factory by optimizing the gear decision MAP during vehicle use. The sum of the accumulated fuel consumption of each steady-state working condition in the grid is used as the optimization condition to solve the problem that the optimization of a single working condition is easily affected by interference data, resulting in inaccurate optimization results. In addition, the gear decision MAP optimization is performed once within a preset time, which has low requirements on computing power.

[0048] Optionally, the target gear is an adjacent gear of the current corresponding decision gear of the grid, that is, a gear that is one gear higher and one gear lower than the current corresponding decision gear of the grid.

[0049] Optionally, calculating the sum of the cumulative fuel consumption of all steady-state conditions in each grid separately includes:

[0050] According to the speed, torque and universal characteristic MAP of each steady-state working condition, query the fuel consumption of each steady-state working condition. If the speed and torque are known, the corresponding fuel consumption can be queried through the engine universal characteristic MAP;

[0051] According to the fuel consumption and duration of each steady-state operating condition, the cumulative fuel consumption of each steady-state operating condition is calculated. Specifically, the cumulative fuel consumption can be obtained by multiplying the fuel consumption by the duration.

[0052] According to the cumulative fuel consumption of each steady-state working condition, the sum of the cumulative fuel consumption of all steady-state working conditions in each grid is calculated respectively. Specifically, the cumulative fuel consumption of all steady-state working conditions in each grid is accumulated to obtain the sum of the cumulative fuel consumption of all steady-state working conditions in each grid. For example, the sum of the cumulative fuel consumption of all steady-state working conditions in a certain grid is calculated. According to the recorded speed and torque of each steady-state working condition, the steady-state working conditions that are located in the grid are counted, and the cumulative fuel consumption of these steady-state working conditions is accumulated to obtain the sum of the cumulative fuel consumption of all steady-state working conditions in the grid.

[0053] Optionally, the sum of the expected cumulative fuel consumption of all steady-state operating conditions in each grid after shifting from the current decision gear to the target gear is calculated respectively includes:

[0054] According to the speed and torque of each steady-state working condition, the expected speed and expected torque after shifting to the target gear of each steady-state working condition are calculated. The universal characteristic MAP grid of the steady-state working condition can be found through the speed and torque of each steady-state working condition. The corresponding decision gear of the grid can be determined according to the gear decision MAP. The corresponding decision gear is also the actual gear of the steady-state working condition at that time. The speed, torque and gear of the steady-state working condition are known. According to the equal power distance, the expected speed and expected torque after shifting to the target gear can be calculated. The specific calculation method is common knowledge in the field and will not be described in detail here.

[0055] According to the expected speed, expected torque and universal characteristic MAP, query the expected fuel consumption after shifting to the target gear under various steady-state conditions;

[0056] According to the expected fuel consumption after shifting to the target gear in each steady-state operating condition and the duration of each steady-state operating condition, the expected cumulative fuel consumption after shifting to the target gear in each steady-state operating condition is calculated. Specifically, the expected cumulative fuel consumption is obtained by multiplying the expected fuel consumption by the duration.

[0057] According to the expected cumulative fuel consumption after shifting to the target gear under each steady-state operating condition, the sum of the expected cumulative fuel consumption of all steady-state operating conditions in each grid is calculated respectively.

[0058] Optionally, the boundary condition includes that the engine lubricating oil temperature is lower than a limit value. If the engine lubricating oil temperature is too high, it means that the engine is in an abnormal state, and the data in this state has no reference significance for optimizing fuel consumption. Therefore, when the engine lubricating oil temperature is too high, it is not necessary to record the speed, torque and duration of the current steady-state working condition of the engine.

[0059] Alternatively, if Figure 1 As shown, after determining the economic gear corresponding to each grid, if the vehicle state meets the gear decision MAP update condition, the economic gear corresponding to each grid is used as the new corresponding decision gear of the grid, so as to make the vehicle more fuel-efficient.

[0060] Optionally, the gear decision MAP update condition is that the vehicle speed is zero for the first time after the economic gear corresponding to each grid is determined. Updating the gear decision MAP when the vehicle speed is zero can avoid the risk of the gear decision MAP updating interfering with the driving of the vehicle and causing an accident.

[0061] Optionally, after the economic gear corresponding to each grid is used as the new corresponding decision gear of the grid, the vehicle's cumulative running time is cleared and the vehicle's cumulative running time is re-recorded. In this way, the gear decision MAP is further optimized, and the continuous gear decision MAP can adapt the gear decision MAP to the new use area after the vehicle changes its use area. For example, after the use environment of the vehicle changes from a plain area to a plateau area, the vehicle can adapt to the use characteristics of the plateau area through continuous optimization of the gear decision MAP, making the vehicle more fuel-efficient.

[0062] Optionally, the preset time is not less than 30 days. This allows long-term online correction, avoids frequent gear decision MAP corrections that deteriorate driving experience, and improves the accuracy of gear decision MAP corrections. Specifically, in this embodiment, the preset time is 30 days to avoid wasting fuel due to untimely gear decision MAP optimization caused by a long preset time.

[0063] This embodiment also provides an automatic transmission gear optimization device, which uses the above-mentioned automatic transmission gear optimization method to optimize the gear decision MAP.

[0064] This embodiment also provides a vehicle, in which the engine universal characteristic MAP and the engine gear decision MAP are pre-stored in the vehicle's ECU. The vehicle's ECU can receive monitoring data of the vehicle status and use the above-mentioned automatic transmission gear optimization method to optimize the gear decision MAP.

[0065] Obviously, the above embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the embodiments of the present invention. For those skilled in the art, various obvious changes, readjustments and substitutions can be made without departing from the protection scope of the present invention. It is not necessary and impossible to list all the embodiments here. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the protection scope of the claims of the present invention.

Claims

1. A method for optimizing the gear position of an automatic transmission, characterized in that: include: Pre-store a universal characteristic MAP of the vehicle's engine, divide the universal characteristic MAP into a plurality of grids, and pre-store an engine gear decision MAP, wherein the gear decision MAP includes a corresponding decision gear of each of the grids; Monitor vehicle status and record the vehicle's cumulative running time; If the current steady-state operating condition of the vehicle engine meets the boundary conditions, the speed, torque and duration of the current steady-state operating condition of the engine are recorded, and the grid corresponding to the current steady-state operating condition is determined according to the speed and torque of the current steady-state operating condition; When the cumulative running time of the vehicle reaches a preset time, the cumulative fuel consumption of all the steady-state working conditions in each grid is calculated according to the speed, torque and duration of each steady-state working condition and the engine universal characteristic MAP; According to the universal characteristic MAP, the engine gear decision MAP, the speed, torque and duration of each steady-state working condition, respectively calculating the sum of the expected cumulative fuel consumption of all the steady-state working conditions in each grid after shifting from the current decision gear to the target gear; Determining the economic gear corresponding to each of the grids according to the sum of the accumulated fuel consumption of each of the grids and the sum of the expected accumulated fuel consumption of each of the grids; If the vehicle state satisfies the gear decision MAP update condition, the economic gear corresponding to each of the grids is used as the new corresponding decision gear of the grid.

2. The automatic transmission gear optimization method according to claim 1, characterized in that: The target gear is an adjacent gear of the current corresponding decision gear of the grid.

3. The automatic transmission gear optimization method according to claim 1, characterized in that: The step of respectively calculating the sum of the accumulated fuel consumption of all the steady-state operating conditions in each of the grids comprises: querying the fuel consumption of each of the steady-state working conditions according to the speed, torque and the universal characteristic MAP of each of the steady-state working conditions; Calculating the accumulated fuel consumption of each steady-state operating condition according to the fuel consumption and duration of each steady-state operating condition; According to the accumulated fuel consumption of each steady-state operating condition, the sum of the accumulated fuel consumption of all the steady-state operating conditions in each grid is calculated respectively.

4. The automatic transmission gear optimization method according to claim 1, characterized in that: The calculation of the expected cumulative fuel consumption of all the steady-state conditions in each grid after shifting from the current decision gear to the target gear includes: Calculating the expected speed and expected torque after shifting to the target gear position in each of the steady-state operating conditions according to the speed and torque in each of the steady-state operating conditions; According to the expected speed, the expected torque and the universal characteristic MAP, querying the expected fuel consumption after shifting to the target gear position in each of the steady-state working conditions; Calculating the expected cumulative fuel consumption after shifting to the target gear position under each of the steady-state operating conditions according to the expected fuel consumption after shifting to the target gear position under each of the steady-state operating conditions and the duration of each of the steady-state operating conditions; According to the expected cumulative fuel consumption after shifting to the target gear position under each of the steady-state operating conditions, the sum of the expected cumulative fuel consumption of all the steady-state operating conditions in each of the grids is calculated respectively.

5. The automatic transmission gear optimization method according to claim 1, characterized in that: The boundary condition includes the engine lubricating oil temperature being below a limit value.

6. The automatic transmission gear optimization method according to claim 1, characterized in that: The gear decision MAP update condition is that the vehicle speed is zero for the first time after the economic gear corresponding to each of the grids is determined.

7. The automatic transmission gear optimization method according to claim 1, characterized in that: After the economic gear corresponding to each grid is used as the new corresponding decision gear of the grid, the following further comprises: The vehicle's cumulative running time is reset and the vehicle's cumulative running time is recorded again.

8. The automatic transmission gear optimization method according to claim 1, characterized in that: The preset time is not less than 30 days.

9. An automatic transmission gear position optimization device, characterized in that: The gear decision MAP is optimized using the automatic transmission gear optimization method described in any one of claims 1 to 8.

10. A vehicle, characterized in that: The gear decision MAP is optimized using the automatic transmission gear optimization method described in any one of claims 1 to 8.

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