A vehicle gear prediction control method, a terminal device, and a storage medium

Abstract

The present application relates to a kind of vehicle gear prediction control method, terminal equipment and storage medium, in the method, according to the difference of the slope value of the terrain corresponding to the front axle and rear axle of vehicle, the gearbox of vehicle is controlled to carry out gear adjustment.The present application combines the characteristics of part vehicle itself body is long, selects the slope difference of the terrain where the front axle and rear axle of vehicle are located as the auxiliary condition of gear shifting, i.e.before the slope difference of front axle and rear axle indicates that terrain will have significant influence on vehicle power, different gear auxiliary trigger mode can help vehicle to shift in advance, or keep gear to reduce the frequency of gear shifting, make high power efficiency, effectively improve the energy economy of vehicle.

Description

Technical Field

[0001] This invention relates to the field of vehicle control, and more particularly to a vehicle gear prediction control method, terminal equipment, and storage medium. Background Technology

[0002] Automatic transmissions in vehicles typically shift gears based on a two-dimensional shift curve of "vehicle speed - throttle position." Therefore, shifting relies solely on the current vehicle speed and throttle opening, lacking predictability regarding environmental factors. Commercial vehicles often carry heavy loads, making terrain gradients a significant factor in the transmission's decision-making. Trucks, in particular, are often quite long, reaching tens of meters in length. In actual driving, if a significant change in terrain is imminent, the difference in gradient between the front and rear of the vehicle can be substantial, potentially leading to frequent or delayed gear shifts, resulting in increased fuel consumption and reduced efficiency. Summary of the Invention

[0003] To address the aforementioned problems, this invention proposes a vehicle gear prediction control method, a terminal device, and a storage medium.

[0004] The specific plan is as follows:

[0005] A vehicle gear prediction control method includes: controlling the vehicle's transmission to adjust gears based on the difference in slope values ​​between the front and rear axles of the vehicle corresponding to the terrain.

[0006] Furthermore, when the front and rear axles of the vehicle are connected in a non-rigid manner, the slope values ​​of the terrain corresponding to the front and rear axles are measured by sensors installed on the front and rear axles.

[0007] Furthermore, the terrain slope corresponding to the front and rear axles of the vehicle is obtained through a positioning system installed on the vehicle and an electronic map containing road slope data.

[0008] Furthermore, the method for obtaining the slope values ​​of the terrain corresponding to the front and rear axles of the vehicle includes the following steps:

[0009] S101: Collect the distance L1 between the installation position of the positioning antenna installed on the vehicle and the front wheel of the vehicle and the distance L2 between the front wheel and the rear wheel of the vehicle;

[0010] S102: During vehicle operation, the vehicle's location P is obtained from the positioning system, and a road search and matching is performed on the electronic map based on the location P to match the road where the vehicle is currently located.

[0011] S103: In the electronic map, search along the direction of travel of the road where the vehicle is currently located, and obtain the road slope value S1 at a distance L1 in front of the positioning position P as the slope value of the terrain corresponding to the front axle of the vehicle, and the road slope data S2 at a distance L2 behind the positioning position P as the slope value of the terrain corresponding to the rear axle of the vehicle.

[0012] Furthermore, the method for controlling the vehicle's transmission to adjust gears based on the difference in slope values ​​between the front and rear axles of the vehicle includes the following steps:

[0013] S201: Real-time judgment of the difference in slope values ​​S d If the absolute value is greater than the set difference threshold T of the slope value, proceed to S202; otherwise, maintain the original shift control logic.

[0014] S202: Determine the area where the vehicle is currently in gear based on the current vehicle speed and throttle opening; adjust the gear according to the area where the current gear is in, and in combination with the slope values ​​of the terrain corresponding to the front and rear axles of the vehicle.

[0015] Furthermore, the formula for calculating the slope difference threshold T is as follows:

[0016]

[0017] Among them, F max Indicates the engine's maximum output torque, i g The gear ratio of the current transmission is represented by i0, the final drive ratio of the vehicle is represented by m, the total mass of the vehicle is represented by r, the wheel radius on the drive shaft is represented by g, and N represents the percentage change in throttle.

[0018] Furthermore, the gear adjustment in step S202 includes the following situations:

[0019] (1) When the slope value of the terrain corresponding to the front axle of the vehicle is greater than the slope value of the terrain corresponding to the rear axle, if the area where the current gear is located is the upshift critical zone, the vehicle is forced to maintain the current gear for a specified time after that time, and the forced control is canceled after the specified time is exceeded; if the area where the current gear is located is the downshift critical zone, the current gear is forced to downshift.

[0020] (2) When the slope value of the terrain corresponding to the front axle of the vehicle is less than the slope value of the terrain corresponding to the rear axle, if the area where the current gear is located is the upshift critical zone, the current gear is forcibly controlled to upshift; if the area where the current gear is located is the downshift critical zone, the vehicle is forcibly controlled to maintain the current gear for the specified time afterward, and the forced control is canceled after the specified time is exceeded.

[0021] Furthermore, the method for determining whether the current gear is in the critical zone for upshifting or downshifting is as follows: Obtain the current gear n, and based on the current vehicle speed and throttle opening, obtain the corresponding state point on the gearbox shift curve. If the state point is between the upshift curve of gear n-1 and the downshift curve of gear n, then the current gear is in the critical zone for downshifting; if the state point is between the downshift curve of gear n+1 and the upshift curve of gear n, then the current gear is in the critical zone for upshifting.

[0022] A vehicle gear prediction and control terminal device includes a processor, a memory, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the steps of the method described in the embodiments of the present invention.

[0023] A computer-readable storage medium storing a computer program that, when executed by a processor, implements the steps of the method described above in the embodiments of the present invention.

[0024] The present invention adopts the above technical solution, and takes into account the characteristics of some vehicles with long bodies. It selects the slope difference of the terrain where the front and rear axles of the vehicle are located as the auxiliary condition for gear shifting. That is, before the slope difference between the front and rear axles indicates that the terrain will have a significant impact on the vehicle's power, different gear-assisted triggering methods can help the vehicle shift gears in advance, or maintain the gear to reduce the shifting frequency and improve power efficiency, thereby effectively improving the vehicle's energy economy. Attached Figure Description

[0025] Figure 1 The diagram shown is a shift curve diagram in Embodiment 1 of the present invention. Detailed Implementation

[0026] To further illustrate the various embodiments, the present invention provides accompanying drawings. These drawings are part of the disclosure of the present invention, primarily used to illustrate the embodiments, and can be used in conjunction with the relevant descriptions in the specification to explain the operating principles of the embodiments. With reference to these drawings, those skilled in the art should be able to understand other possible implementations and the advantages of the present invention.

[0027] The present invention will now be further described in conjunction with the accompanying drawings and specific embodiments.

[0028] Example 1:

[0029] This invention, taking into account the long body of some vehicles (such as trucks), provides a vehicle gear prediction control method, which includes: controlling the vehicle's transmission to adjust the gear according to the difference in slope values ​​of the terrain corresponding to the front axle and the rear axle of the vehicle.

[0030] In this embodiment, gear adjustment includes three types: forced hold, forced upshift, and forced downshift.

[0031] It should be noted that for vehicles with more than two axles, the front axle refers to the first axle counted from the front of the vehicle, and the rear axle refers to the last axle.

[0032] The slope values ​​of the terrain corresponding to the front and rear axles of a vehicle can be obtained in various ways, such as by using sensors, electronic maps, etc.

[0033] The sensor data acquisition method involves measuring the slope of the terrain corresponding to the front axle using sensors mounted on the front and rear axles. The slope value corresponding to the front axle, measured by the front axle sensor, is set to S1, and the slope value corresponding to the rear axle, measured by the rear axle sensor, is set to S2. The difference S between S1 and S2 is then calculated. d =S1-S2 is the difference in slope values ​​between the front and rear axles corresponding to the terrain.

[0034] The electronic map is obtained by combining a positioning system installed on the vehicle with an electronic map containing road slope data. The specific acquisition method in this embodiment includes the following steps:

[0035] S101: Collect the distance L1 between the installation position of the positioning antenna installed on the vehicle and the front wheel of the vehicle and the distance L2 between the front wheel and the rear wheel of the vehicle;

[0036] S102: During vehicle operation, the vehicle's location P is obtained from the positioning system, and a road search and matching is performed on the electronic map based on the location P to match the road where the vehicle is currently located.

[0037] S103: In the electronic map, search along the direction of travel of the road where the vehicle is currently located, and obtain the road slope value S1 at a distance L1 in front of the positioning position P as the slope value of the terrain corresponding to the front axle of the vehicle, and the road slope data S2 at a distance L2 behind the positioning position P as the slope value of the terrain corresponding to the rear axle of the vehicle.

[0038] In this embodiment, a high-precision positioning antenna is preferably used as the positioning system. Other positioning systems may be used in other embodiments, and no restrictions are imposed here.

[0039] It should be noted that in step S103, the direction in which the front of the vehicle is facing is considered the front, and the direction in which the rear of the vehicle is facing is considered the rear.

[0040] Furthermore, sensor-based data acquisition is only suitable for vehicles with a non-rigid connection (such as an articulated joint) between the front and rear axles, such as trailers in trucks. Electronic map acquisition is applicable to all vehicle models.

[0041] The specific process of gear adjustment in this embodiment includes the following steps:

[0042] S201: Real-time judgment of the difference in slope values ​​S d If the absolute value is greater than the set difference threshold T of the slope value, proceed to S202; otherwise, maintain the original shift control logic.

[0043] The threshold T for the difference in gradient values ​​is related to the power parameters of different vehicle models and the current gross vehicle weight. Changes in gradient will cause changes in the vehicle's power, i.e., |S d If |>T, then the percentage change in throttle N needs to be used to compensate, then:

[0044] mgsin(T)=NF max i g i0 / r

[0045] The left side of the above formula represents the change in vehicle power caused by the slope, and the right side represents the change in power caused by the change in throttle percentage N.

[0046] Based on the above formula, the formula for calculating the slope difference threshold T is as follows:

[0047]

[0048] Among them, F max Indicates the engine's maximum output torque, i g The gear ratio of the current transmission is represented by i0, the gear ratio of the vehicle's final drive is represented by m, the total mass of the vehicle is represented by m, which can be obtained by known methods such as load sensors, r represents the wheel radius on the drive shaft, g represents the gravitational acceleration, and N represents the percentage change in throttle. In this embodiment, N is preferably set to 5%, but in other embodiments, it can be set according to the actual application, and there is no limitation here.

[0049] S202: Determine the area where the vehicle is currently in gear based on the current vehicle speed and throttle opening; adjust the gear according to the area where the current gear is in, and in combination with the slope values ​​of the terrain corresponding to the front and rear axles of the vehicle.

[0050] In this embodiment, gear adjustment specifically includes the following situations:

[0051] (1) When the slope value of the terrain corresponding to the front axle of the vehicle is greater than the slope value of the terrain corresponding to the rear axle:

[0052] If the gear is in the upshift threshold zone, a forced hold is triggered, meaning the vehicle is forced to maintain the current gear for a specified time. This forced hold is canceled after the specified time has elapsed. Since we are about to enter an increasingly steep uphill section, if we upshift now, we may need to downshift immediately due to the increased power demands of the uphill climb. Therefore, triggering the forced hold in this situation helps reduce gear shifting and avoids the energy waste caused by frequent gear changes. If the gear hold time exceeds the specified time, the forced hold is canceled, and the system reverts to the original shift control logic.

[0053] If the gear is in the downshift threshold zone, a forced downshift is triggered, meaning the gear is forcibly controlled to downshift. Since we are about to enter an increasingly steep uphill section, downshifting in advance helps maintain the vehicle's uphill power and avoids wasting energy by passively slowing down due to insufficient power caused by the increasing gradient and then downshifting to accelerate.

[0054] If the gear position is not in the critical zone for upshifting or downshifting, the original shift control logic will be maintained.

[0055] (2) When the slope value of the terrain corresponding to the front axle of the vehicle is less than the slope value of the terrain corresponding to the rear axle:

[0056] If the gear is in the upshift threshold zone, a forced upshift is triggered, meaning the gear is forcibly shifted up. Since we are about to enter a steep downhill slope, upshifting in advance reduces engine speed, improving fuel economy. The power loss caused by upshifting is quickly compensated for by the steeper descent, so it doesn't affect the driving experience.

[0057] If the gear is in the downshift threshold zone, the system will force the vehicle to maintain the current gear for a specified time. This forced control will be cancelled after the specified time has elapsed. Since the vehicle is about to enter a steep downhill slope, if it downshifts now, it will likely upshift immediately due to the descent. Therefore, triggering the forced gear hold at this time helps reduce gear shifting and avoids energy waste caused by frequent gear changes. If the gear hold time exceeds the specified time, the forced control will be cancelled, and the vehicle will revert to the original shift control logic.

[0058] If the gear position is not in the critical zone for upshifting or downshifting, the original shift control logic will be maintained.

[0059] The rated time can be set by those skilled in the art, but it generally does not exceed 5 seconds.

[0060] In this embodiment, the method for determining whether the region where the gear is located is the critical zone for upshifting or downshifting is as follows: obtain the current gear n, and in the gearbox shift curve (e.g., ... Figure 1As shown, the corresponding state point is obtained based on the current vehicle speed and throttle opening. If the state point is between the upshift curve of gear n-1 and the downshift curve of gear n, the current gear is determined to be in the downshift critical zone. If the state point is between the downshift curve of gear n+1 and the upshift curve of gear n, the current gear is determined to be in the upshift critical zone. Figure 1 In the example, assuming the vehicle is currently in fourth gear, then point A is in the downshift critical zone; point B is in the upshift critical zone.

[0061] This invention improves the intelligence level of vehicle shifting by judging the difference in terrain slope values ​​between the front and rear axles, making the shifting match the changing terrain and improving the economy of shifting.

[0062] Example 2:

[0063] The present invention also provides a vehicle gear prediction control terminal device, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the steps in the method embodiment described above in Embodiment 1 of the present invention.

[0064] Furthermore, as an executable solution, the vehicle gear prediction control terminal device can be a vehicle-mounted computer, a cloud server, or other computing device. The vehicle gear prediction control terminal device may include, but is not limited to, a processor and a memory. Those skilled in the art will understand that the above-described structure of the vehicle gear prediction control terminal device is merely an example and does not constitute a limitation on the vehicle gear prediction control terminal device. It may include more or fewer components than described above, or combine certain components, or different components. For example, the vehicle gear prediction control terminal device may also include input / output devices, network access devices, buses, etc., and this embodiment of the invention does not limit this.

[0065] Furthermore, as an executable solution, the processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor can be a microprocessor or any conventional processor, etc. The processor is the control center of the vehicle gear position prediction control terminal equipment, connecting all parts of the entire vehicle gear position prediction control terminal equipment via various interfaces and lines.

[0066] The memory can be used to store the computer programs and / or modules. The processor implements various functions of the vehicle gear prediction control terminal device by running or executing the computer programs and / or modules stored in the memory and calling the data stored in the memory. The memory may mainly include a program storage area and a data storage area. The program storage area may store the operating system and at least one application program required for a function; the data storage area may store data created based on the use of the mobile phone, etc. In addition, the memory may include high-speed random access memory and may also include non-volatile memory, such as hard disk, memory, plug-in hard disk, smart media card (SMC), secure digital (SD) card, flash card, at least one disk storage device, flash memory device, or other volatile solid-state storage device.

[0067] The present invention also provides a computer-readable storage medium storing a computer program, which, when executed by a processor, implements the steps of the method described in the embodiments of the present invention.

[0068] If the modules / units integrated in the vehicle gear prediction control terminal device are implemented as software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, all or part of the processes in the methods of the above embodiments of the present invention can also be implemented by a computer program instructing related hardware. The computer program can be stored in a computer-readable storage medium, and when executed by a processor, it can implement the steps of the various method embodiments described above. The computer program includes computer program code, which can be in the form of source code, object code, executable files, or certain intermediate forms. The computer-readable medium can include: any entity or device capable of carrying the computer program code, a recording medium, a USB flash drive, a portable hard drive, a magnetic disk, an optical disk, a computer memory, a read-only memory (ROM), a random access memory (RAM), and a software distribution medium, etc.

[0069] Although the invention has been specifically shown and described in conjunction with preferred embodiments, those skilled in the art should understand that various changes in form and detail may be made to the invention without departing from the spirit and scope of the invention as defined in the appended claims, all of which shall be within the scope of protection of the invention.

Claims

1. A vehicle gear prediction control method, characterized in that, include: Based on the difference in slope values ​​between the front and rear axles of the vehicle corresponding to the terrain, the vehicle's transmission is controlled to adjust gears, including: S201: Real-time judgment of the difference in slope values ​​S d If the absolute value is greater than the set difference threshold T of the slope value, proceed to S202; otherwise, maintain the original shift control logic. S202: Determine the area where the vehicle is currently in gear based on the current vehicle speed and throttle opening; adjust the gear according to the area where the current gear is in, and in combination with the slope values ​​of the terrain corresponding to the front and rear axles of the vehicle. Slope value difference threshold T The calculation formula is: in, This indicates the engine's maximum output torque. This indicates the current gear ratio of the transmission. Indicates the speed ratio of the vehicle's main reduction gear. m Indicates the current total mass of the vehicle. r The radius of the wheel on the drive axle is represented by g, and g represents the acceleration due to gravity. N This indicates the percentage change in throttle position.

2. The vehicle gear prediction control method according to claim 1, characterized in that: When the front and rear axles of a vehicle are connected in a non-rigid manner, the slope values ​​of the terrain corresponding to the front and rear axles are measured by sensors installed on the front and rear axles.

3. The vehicle gear prediction control method according to claim 1, characterized in that: The terrain slope corresponding to the front and rear axles of the vehicle is obtained through a positioning system installed on the vehicle and an electronic map containing road slope data.

4. The vehicle gear prediction control method according to claim 3, characterized in that: The method for obtaining the slope values ​​of the terrain corresponding to the front and rear axles of the vehicle includes the following steps: S101: Collect the distance L1 between the installation position of the positioning antenna installed on the vehicle and the front wheel of the vehicle and the distance L2 between the antenna and the rear wheel of the vehicle; S102: During vehicle operation, the vehicle's location P is obtained from the positioning system, and a road search and matching is performed on the electronic map based on the location P to match the road where the vehicle is currently located. S103: In the electronic map, search along the direction of travel of the road where the vehicle is currently located, and obtain the road slope value S1 at a distance L1 in front of the positioning position P as the slope value of the terrain corresponding to the front axle of the vehicle, and the road slope data S2 at a distance L2 behind the positioning position P as the slope value of the terrain corresponding to the rear axle of the vehicle.

5. The vehicle gear prediction control method according to claim 1, characterized in that: The gear adjustment in step S202 includes the following situations: (1) When the slope value of the terrain corresponding to the front axle of the vehicle is greater than the slope value of the terrain corresponding to the rear axle, if the area where the current gear is located is the upshift critical zone, the vehicle is forced to maintain the current gear for the specified time after that time, and the forced control is cancelled after the specified time is exceeded; if the area where the current gear is located is the downshift critical zone, the current gear is forced to downshift. (2) When the slope value of the terrain corresponding to the front axle of the vehicle is less than the slope value of the terrain corresponding to the rear axle, if the area where the current gear is located is the critical zone for upshifting, the current gear is forcibly controlled to upshift; if the area where the current gear is located is the critical zone for downshifting, the vehicle is forcibly controlled to maintain the current gear for the specified time thereafter, and the forced control is canceled after the specified time is exceeded.

6. The vehicle gear prediction control method according to claim 5, characterized in that: The method for determining whether the current gear is in the critical zone for upshifting or downshifting is as follows: Obtain the current gear n, and based on the current vehicle speed and throttle opening, obtain the corresponding state point on the gearbox shift curve. If the state point is between the upshift curve of gear n-1 and the downshift curve of gear n, then the current gear is in the critical zone for downshifting; if the state point is between the downshift curve of gear n+1 and the upshift curve of gear n, then the current gear is in the critical zone for upshifting.

7. A vehicle gear prediction and control terminal device, characterized in that: It includes a processor, a memory, and a computer program stored in the memory and running on the processor, wherein the processor executes the computer program to implement the steps of the method as described in any one of claims 1 to 6.

8. A computer-readable storage medium storing a computer program, characterized in that: When the computer program is executed by a processor, it implements the steps of the method as described in any one of claims 1 to 6.

Images