A vehicle speed control method, device, equipment, and vehicle

Abstract

This invention discloses a vehicle speed control method, device, equipment, and vehicle. The vehicle speed control method includes: calculating a first input speed difference and a target adjustment coefficient based on the target gear, the actual speed of the gearbox input shaft, the actual speed of the gearbox output shaft, and the clutch state; calculating a target required torque based on the first input speed difference and the target adjustment coefficient, and adjusting the speed according to the target required torque. In this invention, the first input speed difference and the target adjustment coefficient take into account the influence of the gearbox input shaft speed and the gearbox output shaft speed, so the resulting target required torque also takes into account the influence of different factors such as vehicle weight, slope, slippery road surface, and changes in the required torque of the input shaft. By adjusting the motor speed based on this target required torque, this speed control method can adapt to the shifting speed adjustment process under different conditions such as vehicle weight, slope, slippery road surface, and changes in the required torque of the gearbox input shaft, improving speed adjustment efficiency and accuracy, and exhibiting high reliability.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and in particular to a vehicle speed control method, device, equipment, and vehicle. Background Technology

[0002] An automated mechanical transmission (AMT) is a stepped mechanical automatic transmission that adds an electronic control system to a traditional dry clutch and manual gear transmission, transforming the manual shifting mechanism into an automatic shifting mechanism to achieve automatic gear shifting.

[0003] Currently, automatic transmissions typically adjust the motor speed based on the engine speed before engaging the gear to complete the shift. This speed adjustment shifting process is too time-consuming, resulting in a low success rate on inclines or surfaces with high resistance. Summary of the Invention

[0004] This invention provides a vehicle speed control method, device, equipment, and vehicle to solve problems such as low speed control efficiency in existing vehicles.

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

[0006] Calculate the first input speed difference and the target adjustment coefficient based on the target gear, the actual speed of the gearbox input shaft, the actual speed of the gearbox output shaft, and the clutch status;

[0007] Based on the first input speed difference and the target adjustment coefficient, the target required torque is calculated and the speed is adjusted according to the target required torque.

[0008] According to another aspect of the present invention, a vehicle speed control device is provided, comprising:

[0009] The coefficient calculation module is used to calculate the first input speed difference and the target adjustment coefficient based on the target gear, the actual speed of the gearbox input shaft, the actual speed of the gearbox output shaft, and the clutch status.

[0010] The torque speed regulation module is used to calculate the target required torque based on the first input speed difference and the target adjustment coefficient, and to regulate the speed according to the target required torque.

[0011] According to another aspect of the present invention, an electronic device is provided, comprising:

[0012] At least one processor;

[0013] and a memory communicatively connected to the at least one processor;

[0014] The memory stores a computer program that is executed by the at least one processor to enable the at least one processor to perform the vehicle speed control method as described above.

[0015] According to another aspect of the present invention, a vehicle is provided, comprising: the vehicle speed control device as described above.

[0016] In this invention, the vehicle speed control device calculates a first input speed difference and a target adjustment coefficient based on the target gear, the actual speed of the gearbox input shaft, the actual speed of the gearbox output shaft, and the clutch state. Then, based on the first input speed difference and the target adjustment coefficient, it calculates the target required torque and adjusts the speed according to the target required torque. Different road conditions, such as vehicle weight, slope, and slippery road surface, affect the speed of the gearbox output shaft, and the required torque of the speed-regulating components at the front end of the gearbox input shaft varies. Since the first input speed difference and the target adjustment coefficient consider the influence of the speed of the gearbox input shaft and the speed of the gearbox output shaft, the resulting target required torque also takes into account the influence of different factors such as vehicle weight, slope, slippery road surface, and changes in the required torque of the input shaft. By adjusting the motor speed based on this target required torque, this speed control method can adapt to the shifting speed adjustment process under different conditions such as vehicle weight, slope, slippery road surface, and changes in the required torque of the gearbox input shaft, improving speed adjustment efficiency and accuracy, and offering high reliability.

[0017] It should be understood that the description in this section is not intended to identify key or essential features of the embodiments of the present invention, nor is it intended to limit the scope of the invention. Other features of the invention will become readily apparent from the following description. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1 This is a schematic diagram of a vehicle speed control method provided in an embodiment of the present invention;

[0020] Figure 2 This is a schematic diagram of another vehicle speed control method provided in an embodiment of the present invention;

[0021] Figure 3 This is a schematic diagram of another vehicle speed control method provided in an embodiment of the present invention;

[0022] Figure 4 This is a schematic diagram of another vehicle speed control method provided in an embodiment of the present invention;

[0023] Figure 5 This is a schematic diagram of another vehicle speed control method provided in an embodiment of the present invention;

[0024] Figure 6 This is a schematic diagram of a vehicle speed control device provided in an embodiment of the present invention;

[0025] Figure 7 This is a schematic diagram of an electronic device provided in an embodiment of the present invention. Detailed Implementation

[0026] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0027] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0028] Figure 1 This is a schematic diagram of a vehicle speed control method provided in an embodiment of the present invention. This embodiment is applicable to situations where the speed of a vehicle's motor is controlled by torque. This vehicle speed control method can be executed by a vehicle speed control device, which can be implemented in hardware and / or software and can be configured in the vehicle. Figure 1 As shown, the vehicle speed control method includes:

[0029] Step S10: Calculate the first input speed difference and the target adjustment coefficient based on the target gear, the actual speed of the gearbox input shaft, the actual speed of the gearbox output shaft, and the clutch status;

[0030] Step S20: Calculate the target required torque based on the first input speed difference and the target adjustment coefficient, and adjust the speed according to the target required torque.

[0031] Speed ​​regulation refers to adjusting the rotational speed of a vehicle's motor. Speed ​​difference is the difference between the motor's actual speed and its target speed. Vehicles with automatic transmissions require gear shifting during operation. During gear shifting, the shift actuator needs to be controlled to allow the transmission to engage the target gear, thus completing the shift. Specifically, during gear shifting, the motor speed is adjusted according to the target gear before engaging the gear, causing the transmission to switch to the target gear, thereby completing the shift operation.

[0032] In this embodiment, the vehicle speed control device is connected to the accelerator pedal to obtain the accelerator pedal opening and calculates the target gear requested by the driver based on the accelerator pedal opening. Alternatively, the vehicle speed control device is connected to the vehicle controller (VCU). The VCU obtains the accelerator pedal opening and calculates the target gear requested by the driver based on the accelerator pedal opening, and the vehicle speed control device obtains the target gear through the VCU. If a gear shift occurs during vehicle operation, the target gear will change accordingly. The calculation process of the target gear is not described in detail here.

[0033] The vehicle speed control unit is connected to the transmission to obtain the actual speed of the transmission input shaft and the actual speed of the transmission output shaft. Alternatively, the vehicle speed control unit is connected to the transmission via the vehicle control unit (VCU), and obtains the actual speed of the transmission input shaft and the actual speed of the transmission output shaft through the VCU. The vehicle speed control unit can also obtain the vehicle's clutch status, or it can obtain the vehicle's clutch status through the VCU.

[0034] After acquiring parameters such as the current target gear, the actual speed of the transmission input shaft, the actual speed of the transmission output shaft, and the clutch status, the vehicle speed control device can calculate the first input speed difference and the target adjustment coefficient. The selectable target adjustment coefficient includes at least one of the following: proportional adjustment coefficient, integral adjustment coefficient, and derivative adjustment coefficient. The first input speed difference can be a PID input speed difference, and the target adjustment coefficient can be a PID adjustment coefficient. Specifically, the vehicle speed control device can calculate the first input speed difference based on the current target gear, the actual speed of the transmission input shaft, and the actual speed of the transmission output shaft; then, the vehicle speed control device can calculate the target adjustment coefficient based on the first input speed difference and the clutch status. Therefore, the first input speed difference and the target adjustment coefficient take into account the influence of the transmission input shaft speed and the transmission output shaft speed.

[0035] The vehicle speed control device calculates the target torque requirement based on the first input speed difference and the target adjustment coefficient, and then adjusts the speed of the vehicle's motor according to the target torque requirement, thus realizing speed control using a torque-controlled motor.

[0036] In this invention, the vehicle speed control device calculates a first input speed difference and a target adjustment coefficient based on the target gear, the actual speed of the gearbox input shaft, the actual speed of the gearbox output shaft, and the clutch state. Then, based on the first input speed difference and the target adjustment coefficient, it calculates the target required torque and adjusts the speed according to the target required torque. Different road conditions, such as vehicle weight, slope, and slippery road surface, affect the speed of the gearbox output shaft, and the required torque of the speed-regulating components at the front end of the gearbox input shaft varies. Since the first input speed difference and the target adjustment coefficient consider the influence of the speed of the gearbox input shaft and the speed of the gearbox output shaft, the resulting target required torque also takes into account the influence of different factors such as vehicle weight, slope, slippery road surface, and changes in the required torque of the input shaft. By adjusting the motor speed based on this target required torque, this speed control method can adapt to the shifting speed adjustment process under different conditions such as vehicle weight, slope, slippery road surface, and changes in the required torque of the gearbox input shaft, improving speed adjustment efficiency and accuracy, and offering high reliability.

[0037] Figure 2 This is a schematic diagram of another vehicle speed control method provided in an embodiment of the present invention. Figure 2 As shown, the optional calculation of the first input speed difference includes: first, determining the compensation speed difference based on the target gear and the gear MAP model, and calculating the actual speed difference based on the target gear, the actual speed of the gearbox input shaft, and the actual speed of the gearbox output shaft; second, determining the sum of the compensation speed difference and the actual speed difference as the first input speed difference.

[0038] Optional calculations of the actual speed difference include: First, determining the target gear ratio based on the target gear, and calculating the target input shaft speed based on the actual output shaft speed of the gearbox and the target gear ratio; Second, determining the difference between the actual input shaft speed of the gearbox and the target input shaft speed as the actual speed difference.

[0039] The optional target adjustment coefficient includes a first base coefficient. Calculating the target adjustment coefficient involves: first, calculating the first base coefficient based on the first input speed difference and clutch state, combined with the PID parameter MAP model; then, calculating the target required torque based on the first input speed difference and the target adjustment coefficient, and adjusting the speed according to the target required torque.

[0040] In this embodiment, the vehicle speed control device pre-stores a gear position MAP model, which includes an upshift MAP data table and a downshift MAP data table. During preliminary testing, the gear position MAP model is obtained through pre-testing and stored in the vehicle speed control device. If the target gear is known, the compensation speed difference corresponding to the target gear can be determined by looking up the gear position MAP model. Specifically, given the target gear and the original gear, it can be determined whether the target gear is in an upshift or downshift state relative to the original gear. If the target gear is in an upshift state relative to the original gear, the upshift MAP data table is extracted from the gear position MAP model, and the value corresponding to the target gear in the upshift MAP data table is determined as the compensation speed difference. If the target gear is in a downshift state relative to the original gear, the downshift MAP data table is extracted from the gear position MAP model, and the value corresponding to the target gear in the downshift MAP data table is determined as the compensation speed difference. Thus, the compensation speed difference is determined based on the target gear and the gear position MAP model.

[0041] The vehicle speed control device pre-stores gear ratio curve models. During preliminary testing, these models are obtained and stored in the device. If the target gear is known, the target gear ratio can be determined by looking up the gear ratio curve model. The actual output shaft speed divided by the target gear ratio is the target input shaft speed. The difference between the actual input shaft speed and the target input shaft speed is the actual speed difference. Therefore, the actual speed difference is determined based on the target gear, the actual input shaft speed, and the actual output shaft speed.

[0042] The sum of the compensated speed difference and the actual speed difference is the first input speed difference. The first input speed difference can be optionally a PID input speed difference, used to determine the torque required by the speed-regulating components. This achieves compensation for the output shaft speed difference based on the target gear and gear shifting status, adjusting the PID base coefficient accordingly.

[0043] The optional target adjustment coefficient includes a first basic coefficient. The optional first basic coefficient is a PID basic coefficient, which includes at least one of the proportional control coefficient KP, integral control coefficient KI, and derivative control coefficient KD. The vehicle speed control device pre-stores a PID parameter MAP model, which includes at least one of the PID-based KP parameter MAP data tables, KI parameter MAP data tables, and KD parameter MAP data tables. In preliminary testing, the PID parameter MAP model is obtained through pre-testing and stored in the vehicle speed control device. If the PID input speed difference and clutch state are known, then by looking up the PID parameter MAP model, the first basic coefficient corresponding to the first input speed difference can be determined; that is, the PID basic coefficient for normal gear-compensated speed difference is calculated based on the clutch state and the compensated speed difference.

[0044] Specifically, the sum of the compensated speed difference and the actual speed difference is determined as the first input speed difference. The vehicle speed control device can also obtain the clutch state through the vehicle controller. Then, the KP parameter MAP data table is extracted from the PID parameter MAP model, and the values ​​in the KP parameter MAP data table corresponding to the first input speed difference and clutch state are determined as the proportional adjustment coefficient KP in the first basic coefficients; or, the KI parameter MAP data table is extracted from the PID parameter MAP model, and the values ​​in the KI parameter MAP data table corresponding to the first input speed difference and clutch state are determined as the integral adjustment coefficient KI in the first basic coefficients; or, the KD parameter MAP data table is extracted from the PID parameter MAP model, and the values ​​in the KD parameter MAP table corresponding to the first input speed difference and clutch state are determined as the derivative adjustment coefficient KD in the first basic coefficients.

[0045] The target torque is calculated based on the first input speed difference and the target adjustment coefficient. Specifically, the product of the first input speed difference and the target adjustment coefficient is the target torque. The motor speed is adjusted according to the target torque, causing the gearbox to switch to the target gear.

[0046] In this embodiment, the output shaft speed difference of the PID base coefficient is compensated according to the target gear and the shifting state, thereby dynamically adjusting the shifting speed regulation torque. Based on the target required torque, the motor speed is regulated. This speed regulation control method can adapt to the shifting speed regulation process under different conditions such as vehicle weight, slope, and slippery road surface. It can reduce the problems of speed regulation failure or long speed regulation time caused by factors such as slope, vehicle load, and road surface, achieve fast and reliable shifting, improve speed regulation efficiency and accuracy, and has high reliability.

[0047] Figure 3 This is a schematic diagram of another vehicle speed control method provided in an embodiment of the present invention. Figure 3 As shown, the optional target adjustment coefficient also includes the input shaft compensation coefficient; the calculation of the target adjustment coefficient includes: first, calculating the input shaft speed change rate based on the actual speed of the gearbox input shaft, and calculating the actual speed difference based on the target gear, the actual speed of the gearbox input shaft, and the actual speed of the gearbox output shaft; second, calculating the input shaft compensation coefficient based on the input shaft speed change rate and the actual speed difference, combined with the input shaft MAP model.

[0048] In this embodiment, the actual speed difference is determined based on the target gear, the actual speed of the gearbox input shaft, and the actual speed of the gearbox output shaft. The calculation process is similar to that in the above embodiment and will not be repeated here. The rate of change of the actual speed of the gearbox input shaft within the time interval Δt1 is calculated. This rate of change is the rate of change of the gearbox input shaft speed. The time interval Δt1 can be reasonably designed and is not specifically limited.

[0049] Optional input shaft compensation coefficients include at least one of proportional control coefficient KP, integral control coefficient KI, and derivative control coefficient KD. The vehicle speed control device pre-stores an input shaft MAP model, which includes at least one of a KP parameter MAP data table, a KI parameter MAP data table, and a KD parameter MAP data table based on the transmission input shaft. In preliminary testing, the input shaft MAP model is obtained through pre-testing and stored in the vehicle speed control device. If the rate of change of transmission input shaft speed and the actual speed difference are known, the input shaft compensation coefficient corresponding to the actual speed of the transmission input shaft can be determined by looking up the input shaft MAP model. This coefficient is used to calculate the input shaft PID compensation coefficient based on the rate of change of transmission input shaft speed and the actual speed difference, and is used to compensate for normal shift PID.

[0050] Specifically, the KP parameter MAP data table is extracted from the input shaft MAP model, and the values ​​in the KP parameter MAP data table corresponding to the gearbox input shaft speed change rate and actual speed difference are determined as the proportional adjustment coefficient KP in the input shaft compensation coefficient; or, the KI parameter MAP data table is extracted from the input shaft MAP model, and the values ​​in the KI parameter MAP data table corresponding to the gearbox input shaft speed change rate and actual speed difference are determined as the integral adjustment coefficient KI in the input shaft compensation coefficient; or, the KD parameter MAP data table is extracted from the input shaft MAP model, and the values ​​in the KD parameter MAP table corresponding to the gearbox input shaft speed change rate and actual speed difference are determined as the derivative adjustment coefficient KD in the input shaft compensation coefficient.

[0051] The target adjustment coefficient is the sum of the input shaft compensation coefficient and the first base coefficient. Then, the sum of the first base coefficient KP and the input shaft compensation coefficient KP is the proportional adjustment coefficient KP of the target adjustment coefficient. The sum of the first base coefficient KI and the input shaft compensation coefficient KI is the integral adjustment coefficient KI of the target adjustment coefficient. The sum of the first base coefficient KD and the input shaft compensation coefficient KD is the derivative adjustment coefficient KD of the target adjustment coefficient.

[0052] The target torque is calculated based on the first input speed difference and the target adjustment coefficient. Specifically, the product of the first input speed difference and the target adjustment coefficient is the target torque. The motor speed is adjusted according to the target torque, causing the gearbox to switch to the target gear.

[0053] In this embodiment, the shifting torque is dynamically adjusted based on gear speed difference compensation and changes in the input shaft speed of the gearbox. The motor speed is adjusted based on the target torque requirement. This speed control method can adapt to different shifting speed adjustment processes under various conditions such as vehicle weight, slope, slippery road surface, and changes in the required torque of the gearbox input shaft. It can reduce speed adjustment failures or long adjustment times caused by factors such as slope, vehicle load, and road surface. It can also reduce the problem of excessive or insufficient speed adjustment torque caused by abnormal speed adjustment components at the front end of the input shaft, which leads to the speed difference not being reached or over-adjustment. This achieves fast and reliable shifting, improves speed adjustment efficiency and accuracy, and has high reliability.

[0054] Figure 4 This is a schematic diagram of another vehicle speed control method provided in an embodiment of the present invention. Figure 4 As shown, the optional target adjustment coefficient also includes the output shaft compensation coefficient; the calculation of the target adjustment coefficient includes: first, calculating the output shaft speed change rate based on the actual speed of the gearbox output shaft, and calculating the actual speed difference based on the target gear, the actual speed of the gearbox input shaft, and the actual speed of the gearbox output shaft; second, calculating the output shaft compensation coefficient based on the output shaft speed change rate and the actual speed difference, combined with the output shaft MAP model.

[0055] In this embodiment, the actual speed difference is determined based on the target gear, the actual speed of the gearbox input shaft, and the actual speed of the gearbox output shaft. The calculation process is similar to that in the above embodiment and will not be repeated here. The rate of change of the actual speed of the gearbox output shaft within the time interval Δt2 is calculated. This rate of change is the rate of change of the gearbox output shaft speed. The time interval Δt2 can be reasonably designed and is not specifically limited.

[0056] The optional output shaft compensation coefficient includes at least one of the proportional control coefficient KP, integral control coefficient KI, and derivative control coefficient KD. The vehicle speed control device pre-stores an output shaft MAP model, which includes at least one of the KP parameter MAP data table, KI parameter MAP data table, and KD parameter MAP data table based on the transmission output shaft. In preliminary testing, the output shaft MAP model is obtained through pre-testing and stored in the vehicle speed control device. If the rate of change of the transmission output shaft speed and the actual speed difference are known, the output shaft compensation coefficient corresponding to the actual speed of the transmission output shaft can be determined by looking up the output shaft MAP model. This coefficient is used to calculate the output shaft PID compensation coefficient based on the rate of change of the transmission output shaft speed and the actual speed difference, and is used to compensate for normal shift PID.

[0057] Specifically, the KP parameter MAP data table is extracted from the output shaft MAP model, and the values ​​in the KP parameter MAP data table corresponding to the gearbox output shaft speed change rate and actual speed difference are determined as the proportional adjustment coefficient KP in the output shaft compensation coefficient; or, the KI parameter MAP data table is extracted from the output shaft MAP model, and the values ​​in the KI parameter MAP data table corresponding to the gearbox output shaft speed change rate and actual speed difference are determined as the integral adjustment coefficient KI in the output shaft compensation coefficient; or, the KD parameter MAP data table is extracted from the output shaft MAP model, and the values ​​in the KD parameter MAP table corresponding to the gearbox output shaft speed change rate and actual speed difference are determined as the derivative adjustment coefficient KD in the output shaft compensation coefficient.

[0058] The target adjustment coefficient is the sum of the output shaft compensation coefficient and the first basic coefficient. Then, the sum of the first basic coefficient KP and the output shaft compensation coefficient KP is the proportional adjustment coefficient KP of the target adjustment coefficient. The sum of the first basic coefficient KI and the output shaft compensation coefficient KI is the integral adjustment coefficient KI of the target adjustment coefficient. The sum of the first basic coefficient KD and the output shaft compensation coefficient KD is the derivative adjustment coefficient KD of the target adjustment coefficient.

[0059] The target torque is calculated based on the first input speed difference and the target adjustment coefficient. Specifically, the product of the first input speed difference and the target adjustment coefficient is the target torque. The motor speed is adjusted according to the target torque, causing the gearbox to switch to the target gear.

[0060] Different road conditions, such as vehicle weight, slope, and slippery road surfaces, can cause inconsistent changes in the output shaft speed of the transmission, leading to incomplete speed adjustment or excessively long adjustment times. Adding vehicle weight and slope sensors increases costs, makes it difficult to balance accuracy and reliability, and complicates the logic. In this embodiment, the shifting torque is dynamically adjusted based on gear speed difference compensation and changes in the transmission output shaft speed. Motor speed is then adjusted based on this target torque requirement. This speed control method can adapt to shifting speed adjustments under different conditions, including vehicle weight, slope, slippery road surfaces, and transmission errors. It reduces speed adjustment failures or long adjustment times caused by factors such as slope, vehicle load, and road surface. Furthermore, it better adapts to shifting speed adjustments under conditions of inconsistent output shaft changes due to vehicle weight and slope, achieving fast and reliable shifting, improving speed adjustment efficiency and accuracy, and offering high reliability.

[0061] Figure 5 This is a schematic diagram of another vehicle speed control method provided in an embodiment of the present invention. Figure 5 As shown, the selectable target adjustment coefficients include the first base coefficient, the input shaft compensation coefficient, and the output shaft compensation coefficient.

[0062] In this embodiment, the first basic coefficient is calculated based on the first input speed difference and the clutch state, combined with the PID parameter MAP model. The calculation process is similar to that in the above embodiment and will not be repeated here.

[0063] The input shaft speed change rate is calculated based on the actual speed of the gearbox input shaft. Then, the input shaft compensation coefficient is calculated using the input shaft speed change rate and the actual speed difference, combined with the input shaft MAP model. The calculation process is similar to the above embodiment and will not be repeated here.

[0064] The output shaft speed change rate is calculated based on the actual speed of the gearbox output shaft. Then, the output shaft compensation coefficient is calculated using the output shaft speed change rate and the actual speed difference, combined with the output shaft MAP model. The calculation process is similar to the above embodiment and will not be repeated here.

[0065] The optional first basic coefficient includes at least one of the proportional control coefficient KP, integral control coefficient KI, and derivative control coefficient KD. The optional input axis compensation coefficient includes at least one of the proportional control coefficient KP, integral control coefficient KI, and derivative control coefficient KD. The optional output axis compensation coefficient includes at least one of the proportional control coefficient KP, integral control coefficient KI, and derivative control coefficient KD.

[0066] The target adjustment coefficient is the sum of the input shaft compensation coefficient, the output shaft compensation coefficient, and the first basic coefficient. Then, the sum of the first basic coefficient KP, the input shaft compensation coefficient KP, and the output shaft compensation coefficient KP is the proportional adjustment coefficient KP of the target adjustment coefficient. The sum of the first basic coefficient KI, the input shaft compensation coefficient KI, and the output shaft compensation coefficient KI is the integral adjustment coefficient KI of the target adjustment coefficient. The sum of the first basic coefficient KD, the input shaft compensation coefficient KD, and the output shaft compensation coefficient KD is the derivative adjustment coefficient KD of the target adjustment coefficient.

[0067] The target torque is calculated based on the first input speed difference and the target adjustment coefficient. Specifically, the product of the first input speed difference and the target adjustment coefficient is the target torque. The motor speed is adjusted according to the target torque, causing the gearbox to switch to the target gear.

[0068] In this embodiment, the shifting speed regulation torque is dynamically adjusted based on gear speed difference compensation, changes in the input shaft speed of the gearbox, and changes in the output shaft speed. The motor speed is then adjusted based on the target required torque. This speed regulation control method can adapt to different situations such as vehicle weight, slope, slippery road surface, and changes in the required torque of the gearbox input shaft. It can reduce the problems of speed regulation failure or long speed regulation time caused by factors such as slope, vehicle load, and road surface, achieve fast and reliable shifting, improve speed regulation efficiency and accuracy, and has high reliability.

[0069] Based on the same inventive concept, this invention provides a schematic diagram of a vehicle speed control device, which is used to execute the vehicle speed control method described in any of the above embodiments. Figure 6 This is a schematic diagram of a vehicle speed control device provided in an embodiment of the present invention, as shown below. Figure 6 As shown, the vehicle speed control device in this embodiment includes: a coefficient calculation module 110, used to calculate the first input speed difference and the target adjustment coefficient based on the target gear, the actual speed of the gearbox input shaft, the actual speed of the gearbox output shaft, and the clutch state; and a torque speed control module 120, used to calculate the target required torque based on the first input speed difference and the target adjustment coefficient, and to adjust the speed according to the target required torque.

[0070] This invention provides a vehicle, including: a vehicle speed control device as described in any of the above embodiments.

[0071] In this invention, a vehicle speed control device is integrated into the vehicle. This device calculates a first input speed difference and a target adjustment coefficient based on the target gear, the actual speed of the transmission input shaft, the actual speed of the transmission output shaft, and the clutch state. Then, based on the first input speed difference and the target adjustment coefficient, it calculates the target required torque and adjusts the speed according to the target required torque. The first input speed difference and the target adjustment coefficient take into account the influence of the transmission input shaft speed and the transmission output shaft speed, so the resulting target required torque also considers the influence of different factors such as vehicle weight, slope, slippery road surface, and changes in the required torque of the input shaft. By adjusting the motor speed based on this target required torque, this speed control method can adapt to the shifting speed adjustment process under different conditions such as vehicle weight, slope, slippery road surface, and changes in the required torque of the transmission input shaft, improving speed adjustment efficiency and accuracy, and exhibiting high reliability.

[0072] Based on the same inventive concept, embodiments of the present invention provide an electronic device, including: at least one processor; and a memory communicatively connected to the at least one processor; the memory stores a computer program executed by the at least one processor, the computer program being executed by the at least one processor to cause the at least one processor to perform the vehicle speed control method as described in any of the above embodiments.

[0073] Figure 7A schematic diagram of an electronic device 10, which can be used to implement embodiments of the present invention, is shown. The electronic device 10 is intended to represent various forms of digital computers, such as laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The electronic device 10 may also represent various forms of mobile devices, such as personal digital processors, cellular phones, smartphones, wearable devices (e.g., helmets, glasses, watches, etc.), and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely illustrative and are not intended to limit the implementation of the invention described and / or claimed herein.

[0074] like Figure 7 As shown, the electronic device 10 includes at least one processor 11 and a memory, such as a read-only memory (ROM) 12 or a random access memory (RAM) 13, communicatively connected to the at least one processor 11. The memory stores computer programs executable by the at least one processor. The processor 11 can perform various appropriate actions and processes based on the computer program stored in the ROM 12 or loaded from storage unit 18 into the RAM 13. The RAM 13 can also store various programs and data required for the operation of the electronic device 10. The processor 11, ROM 12, and RAM 13 are interconnected via a bus 14. An input / output (I / O) interface 15 is also connected to the bus 14.

[0075] Multiple components in electronic device 10 are connected to I / O interface 15, including: input unit 16, such as keyboard, mouse, etc.; output unit 17, such as various types of displays, speakers, etc.; storage unit 18, such as disk, optical disk, etc.; and communication unit 19, such as network card, modem, wireless transceiver, etc. Communication unit 19 allows electronic device 10 to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0076] Processor 11 can be a variety of general-purpose and / or special-purpose processing components with processing and computing capabilities. Some examples of processor 11 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various special-purpose artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, a digital signal processor (DSP), and any suitable processor, controller, microcontroller, etc. Processor 11 performs the various methods and processes described above, such as vehicle speed control methods.

[0077] In some embodiments, the vehicle speed control method may be implemented as a computer program tangibly contained in a computer-readable storage medium, such as storage unit 18. In some embodiments, part or all of the computer program may be loaded and / or installed on electronic device 10 via ROM 12 and / or communication unit 19. When the computer program is loaded into RAM 13 and executed by processor 11, one or more steps of the vehicle speed control method described above may be performed. Alternatively, in other embodiments, processor 11 may be configured to perform the vehicle speed control method by any other suitable means (e.g., by means of firmware).

[0078] Various embodiments of the systems and techniques described above 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), payload-programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various embodiments may include implementations in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which may be a dedicated or general-purpose programmable processor, capable of receiving data and instructions from a storage system, at least one input device, and at least one output device, and transmitting data and instructions to the storage system, the at least one input device, and the at least one output device.

[0079] Computer programs used to implement 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 executed by the processor, the computer programs cause the functions / operations specified in the flowcharts and / or block diagrams to be performed. The computer programs may be executed entirely on a machine, partially on a machine, or as a standalone software package, partially on a machine and partially on a remote machine, or entirely on a remote machine or server.

[0080] In the context of this invention, a computer-readable storage medium can be a tangible medium that may contain or store a computer program for use by or in conjunction with an instruction execution system, apparatus, or device. A computer-readable storage medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination thereof. Alternatively, a computer-readable storage medium may be a machine-readable signal medium. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof.

[0081] To provide interaction with a user, the systems and techniques described herein can be implemented on an electronic device having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to the user; and a keyboard and pointing device (e.g., a mouse or trackball) through which the user provides input to the electronic device. Other types of devices can also be used to provide interaction with the user; for example, feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including sound input, voice input, or tactile input).

[0082] The systems and technologies described herein can be implemented in computing systems that include backend components (e.g., as data servers), or computing systems that include middleware components (e.g., application servers), or computing systems that include frontend components (e.g., user computers with graphical user interfaces or web browsers through which users can interact with implementations of the systems and technologies described herein), or any combination of such backend, middleware, or frontend components. The components of the system can be interconnected via digital data communication of any form or medium (e.g., communication networks). Examples of communication networks include local area networks (LANs), wide area networks (WANs), blockchain networks, and the Internet.

[0083] A computing system can include clients and servers. Clients and servers are generally located far apart and typically interact through communication networks. The client-server relationship is created by computer programs running on the respective computers and having a client-server relationship with each other. The server can be a cloud server, also known as a cloud computing server or cloud host, which is a hosting product within the cloud computing service system to address the shortcomings of traditional physical hosts and VPS services, such as high management difficulty and weak business scalability.

[0084] It should be understood that the various forms of processes shown above can be used, with steps reordered, added, or deleted. For example, the steps described in this invention can be executed in parallel, sequentially, or in different orders, as long as the desired result of the technical solution of this invention can be achieved, and this is not limited herein.

[0085] The specific embodiments described above do not constitute a limitation on the scope of protection of this invention. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this invention should be included within the scope of protection of this invention.

Claims

1. A vehicle speed control method characterized by comprising: include: Calculate the first input speed difference and the target adjustment coefficient based on the target gear, the actual speed of the gearbox input shaft, the actual speed of the gearbox output shaft, and the clutch status; Calculate the target required torque based on the first input speed difference and the target adjustment coefficient, and adjust the speed according to the target required torque; Calculating the first input speed difference includes: determining the compensation speed difference based on the target gear and the gear MAP model; calculating the actual speed difference based on the target gear, the actual speed of the gearbox input shaft, and the actual speed of the gearbox output shaft; and determining the sum of the compensation speed difference and the actual speed difference as the first input speed difference. The target adjustment coefficient includes a first basic coefficient; calculating the target adjustment coefficient includes: calculating the first basic coefficient based on the first input speed difference and the clutch state, combined with the PID parameter MAP model. The target adjustment coefficient also includes an input shaft compensation coefficient; calculating the target adjustment coefficient includes: calculating the input shaft speed change rate based on the actual speed of the gearbox input shaft; calculating the actual speed difference based on the target gear, the actual speed of the gearbox input shaft, and the actual speed of the gearbox output shaft; and calculating the input shaft compensation coefficient based on the input shaft speed change rate and the actual speed difference, combined with the input shaft MAP model.

2. The vehicle speed control method according to claim 1, characterized by, The calculation of the actual speed difference includes: The target gear ratio is determined based on the target gear, and the target input shaft speed is calculated based on the actual output shaft speed of the gearbox and the target gear ratio. The difference between the actual speed of the gearbox input shaft and the target speed of the input shaft is defined as the actual speed difference.

3. The vehicle speed control method according to claim 1, characterized by The target adjustment coefficient also includes the output shaft compensation coefficient; The calculation of the target adjustment coefficient includes: The output shaft speed change rate is calculated based on the actual speed of the gearbox output shaft, and the actual speed difference is calculated based on the target gear, the actual speed of the gearbox input shaft, and the actual speed of the gearbox output shaft. The output shaft compensation coefficient is calculated based on the output shaft speed change rate and the actual speed difference, combined with the output shaft MAP model.

4. The vehicle speed control method according to claim 1, characterized by The target adjustment coefficient includes at least one of the following: proportional adjustment coefficient, integral adjustment coefficient, and derivative adjustment coefficient.

5. A vehicle speed control device characterized by comprising: For performing the vehicle speed control method as described in any one of claims 1-4, the vehicle speed control device comprises: The coefficient calculation module is used to calculate the first input speed difference and the target adjustment coefficient based on the target gear, the actual speed of the gearbox input shaft, the actual speed of the gearbox output shaft, and the clutch status. The torque speed regulation module is used to calculate the target required torque based on the first input speed difference and the target adjustment coefficient, and to regulate the speed according to the target required torque.

6. An electronic device, comprising: include: At least one processor; and a memory communicatively connected to the at least one processor; The memory stores a computer program that is executed by the at least one processor to enable the at least one processor to perform the vehicle speed control method as described in any one of claims 1-4.

7. A vehicle characterized by comprising: include: The vehicle speed control device as described in claim 5.

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