A multi-mode gear shifting and error-proofing adaptive adjustment method and system

Abstract

The present invention provides a multi-mode shifting and error-proofing adaptive adjustment method and system, the method comprising: S1, TCU receives current shifting mode information, determines the current vehicle operation shifting curve; S2, TCU obtains and statistically records the current vehicle operation information in real time, the current vehicle operation information includes engine speed, vehicle speed, mass, slope and driving subtotal mileage information; S3, TCU judges the reasonable shifting mode of the current vehicle according to the engine speed distribution ratio, vehicle speed distribution ratio, mass distribution ratio and slope distribution ratio within a driving subtotal mileage. When the driver misjudges or misoperates to select the wrong mode, the method automatically identifies and corrects the shifting mode according to the real-time road spectrum driving information (mass, ramp, vehicle speed, engine speed), and has a certain intelligent error-proofing reminder mechanism, so that the vehicle runs in a more reasonable shifting mode, which greatly improves the driving performance of the vehicle.

Description

Technical Field

[0001] The present invention relates to the technical field of automobile whole vehicle control, and in particular to a multi-mode gear shifting and error-proofing adaptive adjustment method and system. Background Art

[0002] The AMT transmission uses an electronic control unit to manipulate the clutch and control the shift mechanism, so that the manual transmission can achieve automatic shifting, so it is also called an "intelligent shift transmission". The principle of AMT is: the gear decision and actuator control strategy are embedded in the transmission controller (TCU), the transmission control unit receives information from the driver's control of the accelerator pedal, brake pedal and shift handle, vehicle operating parameters and road surface conditions, and the actuator control system coordinates and controls the corresponding actuator according to the information of the current gear and the target gear to achieve the shifting operation process.

[0003] The invention patent application with application publication number CN115539623A discloses a commercial vehicle AMT intelligent shift control method based on people, vehicles and roads, including the steps of: calculating the engine speed after shifting, the engine torque after shifting, and the vehicle acceleration after shifting; if the engine speed after shifting meets the engine speed condition after shifting, the engine torque after shifting meets the engine load rate condition after shifting, and the vehicle acceleration after shifting meets the whole vehicle acceleration condition after shifting, then send a shift instruction; if the engine speed after shifting does not meet the engine speed condition after shifting, or the engine torque after shifting does not meet the engine load rate condition after shifting, or the vehicle acceleration after shifting does not meet the whole vehicle acceleration condition after shifting, then return and execute again. This application mainly solves the gear selection accuracy and gear retention ability of AMT vehicles under the condition of sudden accelerator pedaling, and has strong adaptive recognition and judgment of the driver's intention in complex and specific conditions, thereby realizing intelligent shifting strategy and very accurate gear judgment and selection. This application mainly focuses on the shift accuracy under the condition of sudden accelerator pedaling.

[0004] The invention patent with the authorization publication number CN113044039B discloses a gear calculation method and device. The gear calculation method includes: when the gear shift activation condition is met: obtaining the current engine speed and the gearbox output shaft speed, and calculating the current gear of the vehicle based on the engine speed and the gearbox output shaft speed; determining the basic gear shift point of the current vehicle speed according to the current engine speed, the throttle opening and the current gear; correcting the basic gear shift point of the vehicle based on the current driving condition of the vehicle to obtain the optimal gear shift point, wherein the driving condition at least includes the vehicle load and the driving road slope value; determining the optimal gear of the current vehicle based on the optimal gear shift point. The method solves the technical problem of low accuracy and poor reliability caused by the vehicle's driving condition when calculating the optimal gear in the vehicle-mounted control system in the prior art, and achieves the technical effect of improving the accuracy of the optimal gear calculation and improving driving reliability. The method calculates the optimal gear that the current vehicle should be in according to the current working condition of the vehicle, and informs the driver through the in-vehicle display system to guide the driver to perform the gear shift operation to ensure the best fuel consumption of the vehicle.

[0005] The above two patents do not have clear definitions in terms of gear shifting mode settings, which seriously affects the vehicle's driving performance. Summary of the invention

[0006] The purpose of the present invention is to address the defects of the prior art and provide a multi-mode shifting and error-proofing adaptive adjustment method and system. The method automatically identifies and corrects the shifting mode based on the real-time road spectrum driving information (load, slope, vehicle speed, engine speed, etc.), with a subtotal mileage as a cycle, and according to the engine speed distribution ratio, vehicle speed distribution ratio, mass distribution ratio, and slope distribution ratio, so that the vehicle can run in a more reasonable shifting mode, greatly improving the vehicle's driving performance.

[0007] In order to solve the above problems, in a first aspect, the present invention provides a multi-mode shifting and error-proofing adaptive adjustment method, comprising:

[0008] S1. TCU receives current shift mode information and determines the current vehicle shift curve;

[0009] S2, TCU real-time acquisition and statistical recording of the current vehicle operation information, the current vehicle operation information includes engine speed, vehicle speed, mass, slope and mileage information;

[0010] S3. TCU determines the reasonable gear shifting mode of the current vehicle according to the engine speed distribution ratio, vehicle speed distribution ratio, mass distribution ratio and slope distribution ratio within a subtotal mileage.

[0011] Further, in step S1, the shift modes include E mode, E+ mode, and P mode, wherein the E mode is an economic mode, the E+ mode is a super economic mode, and the shift point is lower than the E mode, and the P mode is a power mode, and the shift point is higher than the E mode.

[0012] Further, step S3 includes: the TCU determines the value of the shift mode Mode1 according to the mass distribution ratio, the slope distribution ratio and a preset mass / slope dual factor 2-D Tabel.

[0013] Furthermore, in step S3, the value of the corresponding shift mode Mode1 is obtained in the mass / slope dual factor 2-D Tablel according to the highest mass distribution ratio and the highest slope distribution ratio.

[0014] Further, step S3 includes: the TCU determines the value of the shift mode Mode2 according to the engine speed distribution ratio, the vehicle speed distribution ratio and a preset engine speed / vehicle speed dual factor 2-D Tabel.

[0015] Furthermore, in step S3, the value of the shift mode Mode2 is obtained in the engine speed / vehicle speed dual factor 2-D Tablel according to the highest proportion of the engine speed distribution and the highest proportion of the vehicle speed distribution.

[0016] Furthermore, step S3 includes: determining a first gear shift mode according to the value of Mode1, determining a second gear shift mode according to the value of Mode2; if the first gear shift mode and the second gear shift mode are the same gear shift mode, then the first gear shift mode or the second gear shift mode is used as a reasonable gear shift mode for the current vehicle; otherwise, judging a reasonable gear shift mode for the current vehicle according to the priority of the gear shift mode.

[0017] Furthermore, in step S3, the priority of the shift mode is: P>E>E+.

[0018] Further, the method includes step S4: if the reasonable gear shift mode of the current vehicle determined by the TCU is the same as the current gear shift mode, the status quo is maintained; if they are different, the driver is prompted to switch to a reasonable gear shift mode.

[0019] In a second aspect, the present invention provides a multi-mode shifting and error-proofing adaptive adjustment system, comprising: a vehicle speed sensor, a rotation speed sensor, a slope sensor, a mass sensor, and a TCU, wherein the vehicle speed sensor, rotation speed sensor, slope sensor, and mass sensor are respectively connected to the TCU, the slope sensor is used to detect the slope of the road condition on which the vehicle is located in real time, the mass sensor is used to detect the vehicle weight, and the vehicle speed sensor is used to detect the vehicle speed; the rotation speed sensor is used to detect the input shaft speed of the transmission, and the TCU is used to record the vehicle operation information in real time and calculate the engine speed distribution ratio, vehicle speed distribution ratio, mass distribution ratio, and slope distribution ratio and determine the reasonable shifting mode of the current vehicle.

[0020] The beneficial effects of the present invention are:

[0021] 1. The present invention automatically identifies and corrects the shifting mode according to the real-time road spectrum driving information (load, slope, vehicle speed, engine speed, etc.), with one driving subtotal mileage as one cycle, and according to the engine speed distribution ratio, vehicle speed distribution ratio, mass distribution ratio, and slope distribution ratio, so that the vehicle runs in a more reasonable shifting mode, greatly improving the vehicle's driving performance.

[0022] 2. The present invention combines different shift mode settings according to the economic speed characteristics of the engine to set the shift modes into three modes: E mode, E+ mode, and P mode. Among them, the E mode is the economic mode, which is suitable for general national highway conditions; the E+ mode is the super economic mode, and the shift point is lower than the E mode, and it has a neutral coasting function (the vehicle speed is higher than the set value, the accelerator is released to coast, and the gearbox gear returns to neutral), which is suitable for high-speed conditions; the P mode is the power mode, and the shift point is higher than the E mode, which is suitable for off-road conditions. The three modes clearly correspond to different usage scenarios, and the adaptability to vehicle performance is significantly improved.

[0023] 3. The present invention obtains the value of the corresponding shift mode Mode1 in the mass / slope dual factor 2-D Tabel according to the highest proportion of mass distribution and the highest proportion of slope distribution, obtains the value of the shift mode Mode2 in the engine speed / vehicle speed dual factor 2-D Tabel according to the highest proportion of engine speed distribution and the highest proportion of vehicle speed distribution, and determines the shift mode by combining the values ​​of Mode1 and Mode2, so that the determination result of the shift mode is more accurate.

[0024] 4. The present invention statistically processes real-time vehicle operation information (engine speed, vehicle speed, mass, slope) based on the mileage subtotal, uses a fuzzy control algorithm to determine and confirm the vehicle's operating shift mode, recommends a reasonable vehicle operating shift strategy, and interacts with the driver for confirmation, and has adaptive and error-proofing functions.

[0025] 5. The present invention prioritizes multiple shift modes. When the shift modes determined by the mass / slope double factor 2-D Tabel and the engine speed / vehicle speed double factor 2-D Tabel are different, the priority ranking can be used to determine the reasonable shift mode of the current vehicle.

[0026] 6. The priorities of the multiple shift modes of the present invention are P>E>E+. The priority of the shift mode is mainly based on power demand, and the P mode has the highest priority to ensure that the vehicle power can meet normal driving needs and improve the vehicle's driving performance.

[0027] 7. The present invention iteratively updates the L mileage interval within a driving cycle to determine a reasonable shifting mode for the current vehicle based on the highest proportion of engine speed distribution, the highest proportion of vehicle speed distribution, the highest proportion of mass distribution, and the highest proportion of slope distribution, so that the vehicle's shifting mode is the best shifting mode that meets the current working conditions, which can improve the vehicle's driving performance. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] Figure 1 is a flow chart of an adjustment method in an embodiment of the present invention;

[0029] Figure 2 An example diagram of a certain gear shift curve in different modes in an embodiment of the present invention;

[0030] Figure 3 is a mass / slope dual factor 2-D Table in an embodiment of the present invention;

[0031] Figure 4 It is the engine speed / vehicle speed dual factor 2-D Table in the embodiment of the present invention. DETAILED DESCRIPTION

[0032] In order to make the technical problems, technical solutions and beneficial effects to be solved by the present application more clearly understood, the present application is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and are not used to limit the present application.

[0033] The present embodiment provides a multi-mode shifting and error-proofing adaptive adjustment system, including: a vehicle speed sensor, a rotation speed sensor, a slope sensor, a mass sensor, and a TCU. The vehicle speed sensor, rotation speed sensor, slope sensor, and mass sensor are respectively connected to the TCU. The slope sensor is used to detect the slope of the road condition on which the vehicle is located in real time, the mass sensor is used to detect the vehicle weight, and the vehicle speed sensor is used to detect the vehicle speed; the rotation speed sensor is used to detect the input shaft speed of the transmission, and the TCU is used to record the vehicle operation information in real time and calculate the engine speed distribution ratio, vehicle speed distribution ratio, mass distribution ratio, and slope distribution ratio, and determine the reasonable shifting mode of the current vehicle.

[0034] like Figure 1 As shown, this embodiment provides a multi-mode shifting and error-proofing adaptive adjustment method, including:

[0035] S1. The driver selects the vehicle shift mode E mode, E+ mode or P mode through the vehicle interactive button, and the transmission controller (TCU) receives the driver's shift mode selection information to confirm the corresponding shift strategy and determine the current vehicle operation shift curve;

[0036] Among them, E mode is the economic mode, suitable for general highway conditions; E+ mode is the super economic mode, the shift point is lower than the E mode, with neutral coasting function (vehicle speed is higher than the set value, release the accelerator to coast, the gearbox returns to neutral), suitable for high-speed conditions; P mode is the power mode, the shift point is higher than the E mode, suitable for off-road conditions. Taking an engine with an economic speed range of 1000rpm-1400rpm as an example, the shift lines of different shift modes are as follows Figure 2 As shown, the overall trend is P mode > E mode > E+ mode.

[0037] S2. During the driving process of the vehicle, the speed sensor, rotation speed sensor, slope sensor, and mass sensor respectively obtain the vehicle speed, rotation speed, slope, and mass information in real time and transmit them to the TCU. The TCU records the current vehicle operation information with a driving subtotal mileage L as a period;

[0038] S3. TCU determines the highest engine speed distribution ratio, the highest speed distribution ratio, the highest mass distribution ratio, and the highest slope distribution ratio according to the engine speed distribution ratio, the vehicle speed distribution ratio, the mass distribution ratio, and the slope distribution ratio in a driving subtotal mileage L. Among them, the engine speed distribution ratio indicates the percentage of mileage corresponding to different engine speeds in a driving subtotal mileage; similarly, the vehicle speed distribution ratio indicates the percentage of mileage corresponding to different vehicle speeds in a driving subtotal mileage, the mass distribution ratio indicates the percentage of mileage corresponding to different masses in a driving subtotal mileage, and the slope distribution ratio indicates the percentage of mileage corresponding to different slopes in a driving subtotal mileage.

[0039] According to the highest proportion of mass distribution and the highest proportion of slope distribution, the value of corresponding shift mode Mode1 is obtained in the mass / slope dual factor 2-D Tabel. According to the highest proportion of engine speed distribution and the highest proportion of vehicle speed distribution, the value of shift mode Mode2 is obtained in the engine speed / vehicle speed dual factor 2-D Tabel.

[0040] The first shift mode is determined according to the value of Mode1, and the second shift mode is determined according to the value of Mode2. If the first shift mode and the second shift mode are the same shift mode, the first shift mode or the second shift mode is used as the reasonable shift mode for the current vehicle; otherwise, the reasonable shift mode for the current vehicle is determined according to the priority of the shift mode.

[0041] Step S3 specifically includes:

[0042] The TCU uses L=30km as a subtotal mileage (which can be calibrated and adjusted) and calculates in real time the engine speed distribution ratio, vehicle speed distribution ratio, mass distribution ratio, and slope distribution ratio within a subtotal mileage L.

[0043] like Figure 3 As shown in FIG. 1 , it is a mass / slope dual factor 2-D Table of this embodiment. The larger the mass and the steeper the slope, the greater the power required. Therefore, when the mass and the slope are large, the P mode needs to be used to provide sufficient power. When the mass and the slope are small, the E+ mode needs to be used to reduce the engine fuel consumption. Figure 4 As shown, it is the engine speed / vehicle speed dual factor 2-D Table of this embodiment. When the vehicle speed is high and the engine speed is low, it means that the required power is small and the E+ mode can be used. When the vehicle speed is low and the engine speed is high, it means that the required power is large and the P mode needs to be used.

[0044] This embodiment takes an engine with an economic speed range of 1000rpm-1400rpm and a vehicle with an allowable load of M≤49 tons as an example. Figure 3 As shown, the mass of the vehicle is divided into four ranges of [10000, 20000), [20000, 30000), [30000, 40000) and greater than 40000, and the slope is divided into four ranges of [0, 5), [5, 10), [10, 15) and greater than 15; TCU calculates the mass distribution ratio of the vehicle in the four ranges of [10000, 20000), [20000, 30000), [30000, 40000) and greater than 40000, and the highest mass distribution ratio is in [30000, 40000); TCU calculates the slope distribution ratio of the slope in the four ranges of [0, 5), [5, 10), [10, 15) and greater than 15, and the highest slope distribution ratio is in [0, 5); therefore, in the mass / slope dual-factor 2-D Table, Mode1 is the E+ mode.

[0045] It should be noted that the values ​​in the mass / slope dual-factor 2-D Table are set by the actual vehicle configuration calibration and can be adjusted. The numerical values ​​in this specific embodiment are set to demonstrate the technical effects of the present invention and are not used as the basis for ultimately limiting the scope of protection.

[0046] like Figure 4 As shown, the vehicle speed is divided into eight ranges of [10, 20), [20, 30) ... [70, 80), and the engine speed is divided into eight ranges of [900, 1000), [1000, 1100) ... [1700, 1800). The TCU calculates the distribution proportion of the engine speed in the eight ranges of [900, 1000), [1000, 1100) ... [1700, 1800), and the highest distribution proportion of the engine speed is in [1000, 1100). The TCU calculates the distribution proportion of the vehicle speed in the eight ranges of [10, 20), [20, 30) ... [70, 80), and the highest distribution proportion of the vehicle speed is in [30, 40). Therefore, in the engine speed / vehicle speed dual factor 2-DTable, Mode2 is E mode.

[0047] It should be noted that the values ​​in the engine speed / vehicle speed dual factor 2-D Tabel are set by the actual vehicle configuration calibration and can be adjusted. The numerical values ​​in this specific embodiment are set to demonstrate the technical effects of the present invention and are not used as the basis for ultimately limiting the scope of protection.

[0048] Mode1 and Mode2 correspond to different modes. The reasonable shift mode of the current vehicle is determined based on the priority of the shift mode. The priority of the shift mode is: P>E>E+. Therefore, TCU determines and recommends that the reasonable shift mode of the current vehicle is E mode. The priority of the shift mode is mainly based on power demand, and P mode has the highest priority to ensure that the vehicle power can meet normal driving needs and improve the vehicle's driving performance.

[0049] S4. If the reasonable gear shift mode of the current vehicle determined by the TCU is the same as the current gear shift mode, the status quo is maintained; if different, the driver is prompted to switch to a reasonable gear shift mode. Specifically:

[0050] like Figure 1 As shown, the current vehicle driver interactive button selection shift mode X is compared with the TCU comprehensive judgment and recommendation of a reasonable shift mode Y. If X=Y, the current state is maintained and continued until the next mileage L cycle calculation value Y is updated and judged again. If X≠Y, the TCU identifies the shift strategy and determines that the driver's selection mode is wrong, and the instrument prompts the driver to confirm the change of the shift mode.

[0051] It should be noted that due to the constantly changing road conditions, the result calculated by the TCU is the reasonable gear shifting mode of the previous mileage subtotal, so the calculated result is not necessarily applicable to the current working conditions. For example, in the previous mileage subtotal, the road slope was relatively gentle, and the reasonable gear shifting mode for the vehicle was E mode. However, the current vehicle is on a steep slope, and the driver switches the gear shifting mode to P mode. At this time, the reasonable gear shifting mode calculated by the TCU is E mode, which is different from the current gear shifting mode P mode. The TCU will issue a reminder through the instrument to remind the driver to confirm the change of gear shifting mode. At this time, the best gear shifting mode is actually P mode. The driver can choose the gear shifting mode that the driver thinks is appropriate according to the current working conditions. The TCU only serves as a reminder.

[0052] The multi-mode shifting and error-proofing adaptive adjustment method records and processes vehicle operation information in real time through the whole process TCU, iteratively updates the intelligent and reasonable shifting mode of the L mileage interval within a driving cycle, and interacts with the driver through the instrument to confirm the process, so as to prevent the driver from making wrong choices of shifting modes due to misjudgment of the vehicle's operating status, which seriously affects the vehicle's operating performance. The vehicle mass, road slope, engine speed, and vehicle speed information required by the transmission controller must be obtained by sensors or CAN buses. The shifting mode selection settings corresponding to each factor interval segment are confirmed according to the actual engine characteristics and actual vehicle application requirements.

[0053] The multi-mode shifting and error-proofing adaptive adjustment method clearly defines the three shifting modes E / E+ / P for the usage scenarios of heavy-duty AMT commercial vehicles. At the same time, when the driver misjudges or misoperates and selects the wrong mode, the shifting mode is automatically identified and corrected according to the real-time road driving information (quality, slope, vehicle speed, engine speed). It has a certain intelligent error-proofing reminder mechanism, so that the vehicle can run in a more reasonable shifting mode, which greatly improves the vehicle's driving performance.

[0054] The embodiments described above are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, a person skilled in the art should understand that the technical solutions described in the aforementioned embodiments may still be modified, or some of the technical features may be replaced by equivalents. Such modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present application, and should all be included in the protection scope of the present application.

Claims

1. A multi-mode shifting and error-proofing adaptive adjustment method, characterized in that: include: S1. TCU receives current shift mode information and determines the current vehicle shift curve; S2, TCU real-time acquisition and statistical recording of the current vehicle operation information, the current vehicle operation information includes engine speed, vehicle speed, mass, slope and mileage information; S3, TCU determines the reasonable shift mode of the current vehicle according to the engine speed distribution ratio, vehicle speed distribution ratio, mass distribution ratio, and slope distribution ratio within a driving subtotal mileage; Step S3 includes: The TCU determines the value of the shift mode Mode1 according to the mass distribution ratio, the slope distribution ratio and the preset mass / slope dual factor 2-D Tabel, that is, the value of the corresponding shift mode Mode1 is obtained in the mass / slope dual factor 2-D Tabel according to the highest mass distribution ratio and the highest slope distribution ratio; The TCU determines the value of the shift mode Mode2 according to the engine speed distribution ratio, the vehicle speed distribution ratio and the preset engine speed / vehicle speed dual factor 2-D Tabel, that is, the value of the shift mode Mode2 is obtained in the engine speed / vehicle speed dual factor 2-D Tabel according to the highest engine speed distribution ratio and the highest vehicle speed distribution ratio; The shift mode is determined by combining the values ​​of Mode1 and Mode2.

2. The multi-mode shifting and error-proofing adaptive adjustment method according to claim 1, characterized in that: Step S3 includes: determining the first gear shift mode according to the value of Mode1, and determining the second gear shift mode according to the value of Mode2. If the first gear shift mode and the second gear shift mode are the same gear shift mode, the first gear shift mode or the second gear shift mode is used as the reasonable gear shift mode for the current vehicle; otherwise, judging the reasonable gear shift mode for the current vehicle according to the priority of the gear shift mode.

3. The multi-mode shifting and error-proofing adaptive adjustment method according to claim 2, characterized in that: In step S1 , the shift modes include E mode, E+ mode, and P mode, wherein the E mode is an economic mode, the E+ mode is a super economic mode, and the shift point is lower than that of the E mode, and the P mode is a power mode, and the shift point is higher than that of the E mode.

4. The multi-mode shifting and error-proofing adaptive adjustment method according to claim 3, characterized in that: In step S3 , the priority of the shift mode is: P>E>E+.

5. The multi-mode shifting and error-proofing adaptive adjustment method according to any one of claims 1 to 4, characterized in that: The method comprises step S4: if the reasonable gear shifting mode of the current vehicle determined by the TCU is the same as the current gear shifting mode, the status quo is maintained; if they are different, the driver is prompted to switch to a reasonable gear shifting mode.

6. A multi-mode shifting and error-proofing adaptive adjustment system according to the multi-mode shifting and error-proofing adaptive adjustment method according to any one of claims 1 to 5, characterized in that: include: Vehicle speed sensor, rotation speed sensor, slope sensor, mass sensor, TCU, the vehicle speed sensor, rotation speed sensor, slope sensor, mass sensor are connected to the TCU respectively, the slope sensor is used to detect the slope of the road condition where the vehicle is located in real time, the mass sensor is used to detect the vehicle weight, the vehicle speed sensor is used to detect the vehicle speed; the rotation speed sensor is used to detect the input shaft speed of the transmission, and the TCU is used to record the vehicle operation information in real time and calculate the engine speed distribution ratio, vehicle speed distribution ratio, mass distribution ratio, slope distribution ratio and determine the reasonable shift mode of the current vehicle.

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