Vehicle starting control method, device, equipment, medium and program product

Abstract

The invention provides a vehicle starting control method, device and equipment, a medium and a program product, and can be applied to the technical field of vehicles. In the method, when it is determined that a vehicle is in an abnormal scene in the starting process by using a first rotating speed and a first closing degree, a second rotating speed larger than the first rotating speed is determined according to a preset first power and rotating speed corresponding curve. And dynamically adjusting the closing degree of the clutch according to the real-time rotating speed of the engine in the process of controlling the rotating speed of the engine to gradually rise to the second rotating speed. According to the scheme, the vehicle power is improved by increasing the rotating speed of the engine, the vehicle power is larger than the resistance and meets the starting condition, then the vehicle cannot be shut down in the starting process by dynamically adjusting the closing degree of the clutch, and successful starting of the vehicle in the abnormal scene is achieved.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a vehicle starting control method, device, equipment, medium and program product. Background Art

[0002] In order to improve the convenience of users driving the vehicle, when the vehicle starts, the vehicle can control the engine speed and the degree of clutch closing to achieve a smooth start of the vehicle.

[0003] In the prior art, the vehicle calculates the estimated engine power based on the throttle opening and fixed parameters such as the vehicle weight, and then determines the speed corresponding to the estimated engine power based on the corresponding curve of power and speed. The degree of clutch closure is determined based on the estimated engine power. The vehicle controls the engine speed to increase to the speed corresponding to the estimated engine power, and controls the clutch to close to the degree of closure, so that the vehicle power is greater than the resistance, thereby enabling the vehicle to start.

[0004] However, in some abnormal scenarios, such as high altitude scenarios and scenarios on roads with increased resistance, if the vehicle still runs at the speed and degree of closure corresponding to the estimated engine power, the vehicle power will be less than the resistance and the vehicle will not be able to start successfully. Summary of the invention

[0005] The embodiments of the present application provide a vehicle starting control method, device, equipment, medium and program product, which are used to solve the problem that the existing starting control method cannot successfully start the vehicle in abnormal scenarios.

[0006] In a first aspect, an embodiment of the present application provides a vehicle starting control method, which is applied to a transmission control unit TCU of a vehicle, and the method includes:

[0007] In the process of controlling the engine speed to gradually increase to a first speed and controlling the clutch to close to a first closing degree, determining whether the vehicle is in an abnormal scenario according to the real-time engine speed, the real-time engine power and the atmospheric pressure, wherein the first speed and the first closing degree are determined according to the estimated engine power estimated according to the throttle opening;

[0008] If the vehicle is in an abnormal scenario, determining a second speed corresponding to the estimated engine power according to a preset first power and speed corresponding curve, wherein the second speed is greater than the first speed;

[0009] The engine speed is controlled to gradually increase to the second speed, and the degree of clutch closing is dynamically adjusted according to the real-time engine speed.

[0010] In a specific implementation, determining whether the vehicle is in an abnormal scenario based on the real-time engine speed, the real-time engine power and the atmospheric pressure includes:

[0011] According to the preset corresponding relationship between the speed and the power threshold, the power threshold corresponding to the real-time speed of the engine is determined;

[0012] If the difference between the power threshold and the real-time engine power is less than a preset difference, and the current atmospheric pressure is less than a preset atmospheric pressure threshold, it is determined that the vehicle is in a high altitude scene, and the abnormal scene includes the high altitude scene.

[0013] In a specific embodiment, the method further comprises:

[0014] If the real-time engine power is greater than the estimated engine power, it is determined that the vehicle is in a resistance-enhanced road section scenario, and the abnormal scenario includes the resistance-enhanced road section scenario.

[0015] In a specific implementation, if it is determined that the vehicle is in a high altitude scenario, the dynamically adjusting the degree of clutch closing according to the real-time engine speed includes:

[0016] Calculating a first speed difference between a real-time engine speed and a third speed, wherein the third speed is the engine speed when it is determined that the vehicle is in an abnormal scenario;

[0017] Inputting the first speed difference into a preset proportional-integral-differential PID control algorithm to obtain a second closing degree;

[0018] Determining whether the second closure degree reaches full closure;

[0019] If the second closing degree has not reached full closing, controlling the clutch to close toward the second closing degree, and determining whether the real-time engine speed decreases;

[0020] If the real-time speed of the engine decreases, the third speed is increased by a preset speed value to obtain a new third speed;

[0021] Determining whether the new third speed is less than a preset speed threshold;

[0022] If the new third speed is less than the preset speed threshold, repeat the above steps until the preset condition is met, and control the clutch to close to a new second closing degree;

[0023] The preset condition includes any one of the following:

[0024] The new second closure degree reaches full closure;

[0025] The real-time engine speed remains unchanged or increases;

[0026] The new third rotation speed is greater than or equal to the preset rotation speed threshold.

[0027] In a specific embodiment, the method further comprises:

[0028] Determining the first speed according to the estimated engine power and a preset second power-speed correspondence curve;

[0029] The maximum speed corresponding to the second power and speed corresponding curve is less than or equal to the minimum speed corresponding to the first power and speed corresponding curve.

[0030] In a specific implementation, if it is determined that the vehicle is in a road section with increased resistance, dynamically adjusting the degree of clutch closing according to the real-time engine speed includes:

[0031] Calculate a second speed difference between the real-time speed of the engine and the first speed;

[0032] Inputting the second speed difference into a preset proportional-integral-differential PID control algorithm to obtain a third closing degree;

[0033] Determining whether the third closure degree reaches full closure;

[0034] If the third closing degree does not reach full closing, the clutch is controlled to close toward the third closing degree, and the above steps are repeated until the new third closing degree reaches full closing, and the clutch is controlled to close to the new third closing degree.

[0035] In a specific embodiment, the method further comprises:

[0036] Determining the first speed according to the estimated engine power and a preset second power-speed correspondence curve;

[0037] Wherein, the maximum speed corresponding to the second power and speed corresponding curve is equal to the maximum speed corresponding to the first power and speed corresponding curve;

[0038] The minimum speed corresponding to the second power and speed corresponding curve is equal to the minimum speed corresponding to the first power and speed corresponding curve;

[0039] The speed corresponding to the same power in the first power and speed corresponding curve is greater than the speed corresponding to the same power in the second power and speed corresponding curve.

[0040] In a second aspect, an embodiment of the present application provides a vehicle starting control device, comprising:

[0041] Processing modules for:

[0042] In the process of controlling the engine speed to gradually increase to a first speed and controlling the clutch to close to a first closing degree, determining whether the vehicle is in an abnormal scenario according to the real-time engine speed, the real-time engine power and the atmospheric pressure, wherein the first speed and the first closing degree are determined according to the estimated engine power estimated according to the throttle opening;

[0043] If the vehicle is in an abnormal scenario, determining a second speed corresponding to the estimated engine power according to a preset first power and speed corresponding curve, wherein the second speed is greater than the first speed;

[0044] The control module is used to control the engine speed to gradually increase to the second speed, and adjust the closing degree of the clutch according to the real-time engine speed.

[0045] In a third aspect, an embodiment of the present application provides a transmission control unit, comprising:

[0046] Processor, memory, communication interface;

[0047] The memory is used to store executable instructions of the processor;

[0048] Wherein, the processor is configured to execute the vehicle starting control method described in any one of the first aspects by executing the executable instructions.

[0049] In a fourth aspect, an embodiment of the present application provides a vehicle, the vehicle comprising:

[0050] Transmission control unit, engine, clutch, air pressure sensor;

[0051] The transmission control unit is used to execute the vehicle starting control method described in any one of the first aspects above.

[0052] In a fifth aspect, an embodiment of the present application provides a readable storage medium having a computer program stored thereon, and when the computer program is executed by a processor, the vehicle starting control method described in any one of the first aspects is implemented.

[0053] In a sixth aspect, an embodiment of the present application provides a computer program product, including a computer program, which, when executed by a processor, is used to implement the vehicle starting control method described in any one of the first aspects.

[0054] The vehicle starting control method, device, equipment, medium and program product provided by the embodiments of the present application, when determining that the vehicle is in an abnormal scenario during the starting process using the first speed and the first closure degree, determines a second speed greater than the first speed according to a preset first power and speed corresponding curve. In the process of controlling the engine speed to gradually increase to the second speed, the closure degree of the clutch is dynamically adjusted according to the real-time engine speed. This solution increases the power of the vehicle by increasing the engine speed, so that the vehicle power is greater than the resistance and the starting conditions are met, and then by dynamically adjusting the closure degree of the clutch, the vehicle will not stall during the starting process, thereby achieving a successful start of the vehicle in an abnormal scenario. BRIEF DESCRIPTION OF THE DRAWINGS

[0055] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, a brief introduction will be given below to the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0056] Figure 1a A schematic diagram of the vehicle transmission system provided for this application;

[0057] Figure 1b A schematic diagram of a power-speed corresponding curve and a clutch-transmitted power-speed corresponding curve provided in this application;

[0058] Figure 2 A schematic diagram of a flow chart of a first embodiment of a vehicle starting control method provided in the present application;

[0059] Figure 3a A schematic diagram of a flow chart of a second embodiment of a vehicle starting control method provided in the present application;

[0060] Figure 3b A schematic diagram 1 comparing the first power and speed corresponding curve and the second power and speed corresponding curve provided in the present application;

[0061] Figure 4a A schematic diagram of a flow chart of a third embodiment of a vehicle starting control method provided in the present application;

[0062] Figure 4b A comparison diagram of the first power and speed corresponding curve and the second power and speed corresponding curve provided in this application Figure 2 ;

[0063] Figure 5 A schematic diagram of the structure of an embodiment of a vehicle starting control device provided in the present application;

[0064] Figure 6A schematic structural diagram of a transmission control unit provided in this application. DETAILED DESCRIPTION

[0065] In order to make the purpose, technical solution and advantages of the embodiments of the present application clearer, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments made by ordinary technicians in this field under the enlightenment of the embodiments belong to the scope of protection of the present application.

[0066] The terms "first", "second", "third", "fourth", etc. (if any) in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchangeable where appropriate, so that the embodiments of the present application described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any of their variations are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units that are clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0067] With the continuous development of science and technology, the transmission control unit (TCU) in the vehicle can control the engine speed and the degree of clutch closing when the vehicle starts, so as to achieve a smooth start of the vehicle and improve the convenience of users driving the vehicle.

[0068] For example, Figure 1a The schematic diagram of the vehicle transmission system provided for this application is as follows: Figure 1a As shown, the vehicle transmission system includes an engine, a clutch and a gearbox. Considering the performance, comfort and economy of the vehicle, when the vehicle starts, the engine and the clutch cooperate with each other, and the power of the engine is transmitted to the wheels after passing through the clutch and the gearbox, so that the vehicle power is greater than the resistance, and the vehicle starts.

[0069] When the vehicle starts, the TCU calculates the estimated engine power based on the throttle opening and fixed parameters such as the vehicle weight, and then determines the speed corresponding to the estimated engine power based on the power-speed correspondence curve, and then determines the clutch transmission power corresponding to the speed based on the clutch transmission power-speed correspondence curve, and then determines the clutch closing degree based on the correspondence between the clutch transmission power and the closing degree. The vehicle controls the engine speed to increase to the speed corresponding to the estimated engine power, and controls the clutch to close to the closing degree, so that the vehicle power is greater than the resistance, thereby achieving vehicle starting.

[0070] For example, Figure 1b The schematic diagram of the power and speed corresponding curve and the clutch transmission power and speed corresponding curve provided in this application is as follows: Figure 1b As shown, the solid curve is the power and speed corresponding curve, and the dotted curve is the clutch transmission power and speed corresponding curve. According to the power and speed corresponding curve, the speed C corresponding to the estimated engine power A is determined; and then according to the clutch transmission power and speed corresponding curve, the clutch transmission power B corresponding to the speed C is determined. According to the clutch transmission power B, the degree of clutch closure is determined.

[0071] However, in some abnormal scenarios, such as high altitude scenarios and scenarios on roads with increased resistance, if the vehicle still runs at the speed and degree of closure corresponding to the estimated engine power, the vehicle power will be less than the resistance and the vehicle will not be able to start successfully.

[0072] At high altitudes, the vehicle power is reduced, which may make the vehicle power less than the resistance. In mountainous areas, muddy roads, steep slopes and other road sections with increased resistance, the vehicle power may also be less than the resistance due to increased resistance.

[0073] In view of the problems existing in the prior art, the inventor discovered during the research on the vehicle starting control method that in order to enable the vehicle to start in an abnormal scenario, when it is determined that the vehicle is in an abnormal scenario, the engine speed can be increased to increase the power of the starting force, and the degree of clutch closure can be dynamically adjusted to prevent the vehicle from stalling and achieve vehicle starting. Based on the above invention concept, the vehicle starting control scheme in this application is designed.

[0074] The following is an example of an application scenario of the vehicle start control method provided in this application.

[0075] For example, in this application scenario, the vehicle is parked at a high altitude and the user needs to drive the vehicle. After the user starts the vehicle and steps on the accelerator pedal, the TCU estimates the estimated engine power based on the accelerator opening, and then determines the first speed and the first closing degree based on the second power and speed corresponding curve and the clutch transmission power and speed corresponding curve. The second power and speed corresponding curve is Figure 1bThe solid curve in is a curve for determining the speed corresponding to the estimated engine power in a non-abnormal scenario.

[0076] The TCU controls the engine speed to gradually increase to the first speed, controls the clutch to close to the first closing degree, attempts to start, and in this process determines whether the vehicle is in an abnormal scenario based on the engine real-time speed, engine real-time power and atmospheric pressure.

[0077] If it is determined that the vehicle is in an abnormal scenario, a second speed corresponding to the estimated engine power is determined according to a preset first power and speed correspondence curve, and the second speed is greater than the first speed.

[0078] The engine speed is then controlled to gradually rise to the second speed, and the degree of clutch closing is dynamically adjusted according to the real-time engine speed, so that the vehicle power is enhanced, and the vehicle is not stalled, thereby achieving vehicle starting.

[0079] It should be noted that the above scenario is only an example of an application scenario provided by an embodiment of the present application. The embodiment of the present application does not limit the actual form of the various devices included in the scenario, nor does it limit the interaction method between the devices. In the specific application of the solution, it can be set according to actual needs.

[0080] The technical solution of the present application is described in detail below through specific embodiments. It should be noted that the following specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described in detail in some embodiments.

[0081] Figure 2 This is a flow chart of the first embodiment of the vehicle start control method provided by the present application. The present embodiment of the present application describes the situation that when the TCU detects that the vehicle is in an abnormal scene, it increases the engine speed and dynamically adjusts the degree of clutch closure to achieve vehicle start. The method in this embodiment can be implemented by software, hardware, or a combination of software and hardware. Figure 2 As shown, the vehicle starting control method specifically includes the following steps:

[0082] S201: In the process of controlling the engine speed to gradually increase to a first speed and controlling the clutch to close to a first closing degree, determining whether the vehicle is in an abnormal scenario according to the real-time engine speed, the real-time engine power and the atmospheric pressure.

[0083] After the user presses the accelerator pedal, the TCU estimates the engine power based on the accelerator opening, and then determines the first speed and the first closing degree based on the second power and speed corresponding curve and the clutch transmission power and speed corresponding curve.

[0084] In this step, the TCU determines whether the vehicle is in an abnormal scenario according to the real-time engine speed, real-time engine power and atmospheric pressure while controlling the engine speed to gradually increase to the first speed and controlling the clutch to close to the first closing degree, that is, during the process of attempting to start according to the first speed and the first closing degree. Abnormal scenarios include high altitude scenarios or resistance-enhanced road sections.

[0085] Specifically, the power threshold corresponding to the real-time speed of the engine is determined according to the preset corresponding relationship between the speed and the power threshold, wherein the power threshold corresponding to the real-time speed of the engine represents the maximum power that the engine can achieve at the speed in high altitude areas.

[0086] Furthermore, if the difference between the power threshold and the real-time engine power is less than the preset difference, and the current atmospheric pressure is less than the preset atmospheric pressure threshold, it is determined that the vehicle is in a high-altitude scenario. The difference between the power threshold and the real-time engine power is less than the preset difference, indicating that the engine power is already close to the power threshold, the engine can continue to increase power to a small extent, and the engine is affected by the altitude. The current atmospheric pressure is less than the preset atmospheric pressure threshold, indicating that the vehicle is in a high-altitude area. When the vehicle is in a high-altitude area and the engine is affected by the altitude, it is determined that the vehicle is in a high-altitude scenario.

[0087] It should be noted that the preset difference can be 1 kW, 5 kW, 10 kW, etc., and the preset air pressure threshold can be 0.1 Bar, 0.2 Bar, 0.5 Bar, 0.6 Bar, 0.8 Bar, etc. The embodiment of the present application does not limit the preset difference and the preset air pressure value, and can be determined according to actual conditions.

[0088] If the real-time engine power is greater than the estimated engine power, it is determined that the vehicle is in a road section with increased resistance. If the real-time engine power is greater than the estimated engine power, it means that the external resistance is large and the vehicle is in a road section with increased resistance.

[0089] In one implementation, the high altitude scene has a higher priority, and only when it is determined that the vehicle is not in the high altitude scene will it be determined whether the vehicle is in the resistance enhanced road section scene.

[0090] If the difference between the power threshold and the real-time power of the engine is greater than or equal to the preset difference, or the current atmospheric pressure is greater than or equal to the preset atmospheric pressure threshold, it means that the engine is not affected by the altitude, or the vehicle is not in a high altitude area, and it is determined that the vehicle is not in a high altitude scene.

[0091] S202: If the vehicle is in an abnormal scenario, a second speed corresponding to the estimated engine power is determined according to a preset first power and speed correspondence curve.

[0092] In this step, when the TCU detects an abnormal vehicle scenario, in order to improve vehicle power, the second speed corresponding to the estimated engine power is determined according to a preset first power and speed corresponding curve, and the second speed is greater than the first speed.

[0093] It should be noted that, in the process of controlling the engine speed to gradually increase to the first speed and closing the clutch to the first closing degree, if it is determined that the vehicle is not in an abnormal scenario, the vehicle power will be greater than the resistance and the vehicle will start successfully.

[0094] S203: Control the engine speed to gradually increase to a second speed, and dynamically adjust the degree of clutch closing according to the real-time engine speed.

[0095] In this step, after the TCU determines the second speed, it controls the engine speed to gradually increase to the second speed. In this process, in order to prevent the vehicle from stalling, the degree of clutch closing is dynamically adjusted according to the real-time engine speed, the vehicle power is enhanced and the vehicle is ensured not to stall, so that the vehicle can start.

[0096] The vehicle starting control method provided in this embodiment determines a second speed greater than the first speed according to a preset first power and speed corresponding curve when the vehicle is in an abnormal scenario during the starting process using the first speed and the first closing degree. In the process of controlling the engine speed to gradually increase to the second speed, the closing degree of the clutch is dynamically adjusted according to the real-time engine speed. This solution increases the power of the vehicle by increasing the engine speed, so that the vehicle power is greater than the resistance and the starting conditions are met, and then by dynamically adjusting the closing degree of the clutch, the vehicle will not stall during the starting process, thereby achieving successful starting of the vehicle in an abnormal scenario.

[0097] Figure 3a This is a flow chart of the second embodiment of the vehicle starting control method provided by this application. Based on the above embodiment, this embodiment of the application describes the situation in which the TCU dynamically adjusts the clutch closing degree according to the real-time engine speed when the vehicle is at a high altitude. Figure 3a As shown, the vehicle starting control method specifically includes the following steps:

[0098] S301: Calculate a first speed difference between the real-time engine speed and the third speed.

[0099] In this step, when the TCU controls the engine speed to gradually increase to the second speed, in order to prevent the vehicle from stalling, it is necessary to dynamically adjust the degree of clutch closing. First, the first speed difference between the real-time engine speed and the third speed is calculated, where the third speed is the engine speed when it is determined that the vehicle is in an abnormal scenario.

[0100] S302: Inputting the first speed difference into a preset PID control algorithm to obtain a second closing degree value.

[0101] In this step, after obtaining the first speed difference, the TCU inputs it into a preset proportional-integral-derivative (PID) control algorithm to obtain a second closing degree.

[0102] It should be noted that the PID control algorithm has three input items, namely the current error item, the cumulative error item, and the error change item. When the PID control algorithm is used for the first time, the current error item is the first speed difference, and the cumulative error item and the error change item are 0. Each time the PID control algorithm is used after the first time, the current error item is the first speed difference of this time, the cumulative error item is the sum of the first speed difference from the first time to this time, and the error change item is the difference between the first speed difference of this time and the first speed difference of the previous time.

[0103] S303: Determine whether the second closure degree reaches full closure; if the second closure degree value does not reach full closure, execute step S304; if the second closure degree value reaches full closure, execute step S307.

[0104] In this step, after the TCU determines the second closing degree, it determines whether the second closing degree reaches full closing, so as to determine whether to continue adjusting the closing degree of the clutch.

[0105] S304: Control the clutch to close to the second closing degree, and determine whether the real-time engine speed decreases; if the real-time engine speed decreases, execute step S305; if the real-time engine speed remains unchanged or increases, execute step S307.

[0106] In this step, if the TCU determines that the second closing degree has not reached full closing, it controls the clutch to close to the second closing degree, and determines whether the real-time engine speed decreases to determine whether to continue adjusting the closing degree of the clutch.

[0107] S305: Increasing the third speed by a preset speed value to obtain a new third speed value.

[0108] In this step, if the TCU determines that the real-time engine speed has decreased, the third speed is increased by a preset speed value to obtain a new third speed value, and the degree of clutch closure can be adjusted more accurately later.

[0109] It should be noted that the preset speed value may be 80 rpm, 100 rpm, 150 rpm, etc. The embodiment of the present application does not limit the preset speed value and may be determined according to actual conditions.

[0110] S306: Determine whether the new third speed value is less than the preset speed threshold; if the new third speed value is less than the preset speed threshold, execute step S301; if the new third speed value is greater than or equal to the preset speed threshold, execute step S307.

[0111] In this step, after obtaining the new third speed value, the TCU determines whether the new third speed value is less than a preset speed threshold value to determine whether to continue adjusting the closing degree of the clutch.

[0112] If the new third speed value is less than the preset speed threshold, it means that the clutch closing degree still needs to be adjusted, and the process returns to step S301 to use the new third speed value when calculating the first speed difference. Until the preset condition is met, the clutch is controlled to close to the new second closing degree.

[0113] The preset condition includes any of the following:

[0114] The new second closure degree reaches full closure;

[0115] The real-time engine speed remains unchanged or increases;

[0116] The new third rotation speed is greater than or equal to the preset rotation speed threshold.

[0117] It should be noted that the preset speed threshold may be 1000 rpm, 1200 rpm, 1500 rpm, etc. The embodiment of the present application does not limit the preset speed threshold, which may be determined according to actual conditions.

[0118] S307: Control the clutch to close to a second closing degree.

[0119] In this step, if the TCU determines that the second closing degree reaches full closing, there is no need to adjust the closing degree of the clutch, and the clutch is controlled to close to the second closing degree.

[0120] If the TCU determines that the real-time engine speed does not decrease, it means that the current clutch closing degree will not affect the engine speed and will not cause the vehicle to stall. There is no need to adjust the clutch closing degree, and the clutch is controlled to close to the second closing degree.

[0121] If the TCU determines that the new third speed value is greater than or equal to the preset speed threshold, it means that the clutch closing degree cannot be further adjusted, and the clutch is controlled to close to the second closing degree.

[0122] It should be noted that when the vehicle is in a high-altitude scenario, the first speed is determined based on the estimated engine power and a preset second power-speed correspondence curve, and the maximum speed corresponding to the second power-speed correspondence curve is less than or equal to the minimum speed corresponding to the first power-speed correspondence curve.

[0123] For example, Figure 3b The first schematic diagram of the comparison between the first power and speed corresponding curve and the second power and speed corresponding curve provided by the present application. Figure 3b As shown, the solid curve is the second power and speed corresponding curve, and the dotted curve is the first power and speed corresponding curve. It can be seen that the maximum speed A corresponding to the second power and speed corresponding curve is equal to the minimum speed A corresponding to the first power and speed corresponding curve. The speed C corresponding to the same power D in the first power and speed corresponding curve is greater than the speed B corresponding to the second power and speed corresponding curve.

[0124] It should be noted that the maximum speed corresponding to the second power and speed corresponding curve belongs to any speed range of 1200rpm-1400rpm, 1100rpm-1500rpm, 1250rpm-1350rpm, etc., the minimum speed corresponding to the second power and speed corresponding curve belongs to any speed range of 650rpm-1200rpm, 600rpm-1100rpm, 700rpm-1250rpm, etc., and the minimum speed corresponding to the first power and speed corresponding curve belongs to any speed range of 1200rpm-1400rpm, 1100rpm-1500rpm, etc. In any speed range such as pm-1500rpm, 1250rpm-1350rpm, the maximum speed corresponding to the first power and speed corresponding curve belongs to any speed range such as 1400rpm-1600rpm, 1500rpm-1700rpm, 1350rpm-1550rpm, etc. The embodiment of the present application does not limit the speed range to which the maximum speed and minimum speed corresponding to the first power and speed corresponding curve belong, and the speed range to which the maximum speed and minimum speed corresponding to the second power and speed corresponding curve belong, which can be determined according to actual conditions.

[0125] The vehicle starting control method provided in this embodiment ensures that the vehicle will not stall by dynamically adjusting the closing degree of the clutch according to the real-time engine speed and the PID control algorithm.

[0126] Figure 4a This is a flow chart of the third embodiment of the vehicle starting control method provided by the present application. Based on the above embodiments, the present embodiment of the present application describes the situation in which the TCU dynamically adjusts the clutch closing degree according to the real-time engine speed when the vehicle is in a resistance-enhanced road section. Figure 4a As shown, the vehicle starting control method specifically includes the following steps:

[0127] S401: Calculate a second speed difference between the real-time engine speed and the first speed.

[0128] In this step, when the TCU controls the engine speed to gradually increase to the second speed, in order to prevent the vehicle from stalling, it is necessary to dynamically adjust the degree of clutch closing. First, the second speed difference between the real-time engine speed and the first speed is calculated.

[0129] S402: Input the second speed difference into a preset PID control algorithm to obtain a third closing degree.

[0130] In this step, after obtaining the first speed difference, the TCU inputs it into a preset PID control algorithm to obtain a third closing degree.

[0131] It should be noted that the PID control algorithm has three input items, namely the current error item, the cumulative error item, and the error change item. When the PID control algorithm is used for the first time, the current error item is the second speed difference, and the cumulative error item and the error change item are 0. Each time the PID control algorithm is used after the first time, the current error item is the second speed difference of this time, the cumulative error item is the sum of the second speed difference from the first time to this time, and the error change item is the difference between the second speed difference of this time and the second speed difference of the previous time.

[0132] S403: Determine whether the third closure degree reaches full closure. If the third closure degree does not reach full closure, execute step S404; if the third closure degree reaches full closure, execute step S405.

[0133] In this step, after the TCU determines the second closing degree, it determines whether the second closing degree reaches full closing, so as to determine whether to continue adjusting the closing degree of the clutch.

[0134] S404: Control the clutch to close to a third closing degree, and execute step S401.

[0135] In this step, if the TCU determines that the third closing degree has not reached full closing, it means that the closing degree of the clutch still needs to be adjusted, and the process returns to step S401 until the new third closing degree reaches full closing, and the clutch is controlled to close to the new third closing degree.

[0136] S405: Control the clutch to close to a third closing degree.

[0137] In this step, if the TCU determines that the third closing degree reaches full closing, it means that there is no need to further adjust the closing degree of the clutch, and the clutch is controlled to close to the third closing degree.

[0138] It should be noted that when the vehicle is in a resistance-enhanced road section scenario, the first speed is determined based on the estimated engine power and a preset second power-speed correspondence curve, and the maximum speed corresponding to the second power-speed correspondence curve is equal to the maximum speed corresponding to the first power-speed correspondence curve.

[0139] The minimum speed corresponding to the second power and speed corresponding curve is equal to the minimum speed corresponding to the first power and speed corresponding curve;

[0140] For the same power, the speed corresponding to the first power and speed corresponding curve is greater than the speed corresponding to the second power and speed corresponding curve.

[0141] For example, Figure 4b A comparison diagram of the first power and speed corresponding curve and the second power and speed corresponding curve provided in this application Figure 2 .like Figure 4b As shown, the solid curve is the second power and speed corresponding curve, and the dotted curve is the first power and speed corresponding curve. It can be seen that the maximum speed A corresponding to the second power and speed corresponding curve is equal to the maximum speed A corresponding to the first power and speed corresponding curve. The minimum speed B corresponding to the second power and speed corresponding curve is equal to the minimum speed B corresponding to the first power and speed corresponding curve. The speed D corresponding to the same power E in the first power and speed corresponding curve is greater than the speed C corresponding to the second power and speed corresponding curve.

[0142] It should be noted that the maximum speed corresponding to the first power and speed corresponding curve and the second power and speed corresponding curve belongs to any speed range of 1200rpm-1400rpm, 1100rpm-1500rpm, 1250rpm-1350rpm, etc., and the minimum speed corresponding to the first power and speed corresponding curve and the second power and speed corresponding curve belongs to any speed range of 650rpm-1200rpm, 600rpm-1100rpm, 700rpm-1250rpm, etc. The embodiment of the present application does not limit the speed range to which the maximum speed and minimum speed corresponding to the first power and speed corresponding curve belong, and the speed range to which the maximum speed and minimum speed corresponding to the second power and speed corresponding curve belong, and can be determined according to actual conditions.

[0143] The vehicle starting control method provided in this embodiment ensures that the vehicle will not stall by dynamically adjusting the closing degree of the clutch according to the real-time engine speed and the PID control algorithm.

[0144] The following is an embodiment of the device of the present application, which can be used to execute the embodiment of the method of the present application. For details not disclosed in the embodiment of the device of the present application, please refer to the embodiment of the method of the present application.

[0145] Figure 5This is a schematic diagram of the structure of the vehicle start control device embodiment provided by the present application; the device can be integrated into the TCU in the above method embodiment, or can be implemented by the TCU in the above method embodiment. Figure 5 As shown, the vehicle starting control device 50 includes:

[0146] The processing module 51 is used for:

[0147] In the process of controlling the engine speed to gradually increase to a first speed and controlling the clutch to close to a first closing degree, determining whether the vehicle is in an abnormal scenario according to the real-time engine speed, the real-time engine power and the atmospheric pressure, wherein the first speed and the first closing degree are determined according to the estimated engine power estimated according to the throttle opening;

[0148] If the vehicle is in an abnormal scenario, determining a second speed corresponding to the estimated engine power according to a preset first power and speed corresponding curve, wherein the second speed is greater than the first speed;

[0149] The control module 52 is used to control the engine speed to gradually increase to the second speed, and adjust the closing degree of the clutch according to the real-time engine speed.

[0150] Furthermore, the processing module 51 is specifically used for:

[0151] According to the preset corresponding relationship between the speed and the power threshold, the power threshold corresponding to the real-time speed of the engine is determined;

[0152] If the difference between the power threshold and the real-time engine power is less than a preset difference, and the current atmospheric pressure is less than a preset atmospheric pressure threshold, it is determined that the vehicle is in a high altitude scene, and the abnormal scene includes the high altitude scene.

[0153] Furthermore, the processing module 51 is also used for:

[0154] If the real-time engine power is greater than the estimated engine power, it is determined that the vehicle is in a resistance-enhanced road section scenario, and the abnormal scenario includes the resistance-enhanced road section scenario.

[0155] Furthermore, if it is determined that the vehicle is in a high altitude scene, the control module 52 is specifically configured to:

[0156] Calculating a first speed difference between a real-time engine speed and a third speed, wherein the third speed is the engine speed when it is determined that the vehicle is in an abnormal scenario;

[0157] Inputting the first speed difference into a preset PID control algorithm to obtain a second closing degree;

[0158] Determining whether the second closure degree reaches full closure;

[0159] If the second closing degree has not reached full closing, controlling the clutch to close toward the second closing degree, and determining whether the real-time engine speed decreases;

[0160] If the real-time speed of the engine decreases, the third speed is increased by a preset speed value to obtain a new third speed;

[0161] Determining whether the new third speed is less than a preset speed threshold;

[0162] If the new third speed is less than the preset speed threshold, repeat the above steps until the preset condition is met, and control the clutch to close to a new second closing degree;

[0163] The preset condition includes any one of the following:

[0164] The new second closure degree reaches full closure;

[0165] The real-time engine speed remains unchanged or increases;

[0166] The new third rotation speed is greater than or equal to the preset rotation speed threshold.

[0167] Furthermore, the processing module 51 is also used for:

[0168] Determining the first speed according to the estimated engine power and a preset second power-speed correspondence curve;

[0169] The maximum speed corresponding to the second power and speed corresponding curve is less than or equal to the minimum speed corresponding to the first power and speed corresponding curve.

[0170] Furthermore, if it is determined that the vehicle is in a road section with increased resistance, the control module 52 is specifically configured to:

[0171] Calculate a second speed difference between the real-time speed of the engine and the first speed;

[0172] inputting the second speed difference into a preset PID control algorithm to obtain a third closing degree;

[0173] Determining whether the third closure degree reaches full closure;

[0174] If the third closing degree does not reach full closing, the clutch is controlled to close toward the third closing degree, and the above steps are repeated until the new third closing degree reaches full closing, and the clutch is controlled to close to the new third closing degree.

[0175] Furthermore, the processing module 51 is also used for:

[0176] Determining the first speed according to the estimated engine power and a preset second power-speed correspondence curve;

[0177] Wherein, the maximum speed corresponding to the second power and speed corresponding curve is equal to the maximum speed corresponding to the first power and speed corresponding curve;

[0178] The minimum speed corresponding to the second power and speed corresponding curve is equal to the minimum speed corresponding to the first power and speed corresponding curve;

[0179] The speed corresponding to the same power in the first power and speed corresponding curve is greater than the speed corresponding to the same power in the second power and speed corresponding curve.

[0180] The vehicle starting control device provided in this embodiment is used to execute the technical solution in any of the aforementioned method embodiments, and its implementation principle and technical effect are similar and will not be repeated here.

[0181] Figure 6 This is a schematic diagram of the structure of a transmission control unit provided in this application. Figure 6 As shown, the transmission control unit 60 includes:

[0182] Processor 61, memory 62, and communication interface 63;

[0183] The memory 62 is used to store executable instructions of the processor 61;

[0184] The processor 61 is configured to execute the technical solution of the transmission control unit in any of the aforementioned method embodiments by executing the executable instructions.

[0185] Optionally, the memory 62 may be independent or integrated with the processor 61 .

[0186] Optionally, when the memory 62 is a device independent of the processor 61, the transmission control unit 60 may further include:

[0187] The bus 64 , the memory 62 and the communication interface 63 are connected to the processor 61 via the bus 64 and communicate with each other. The communication interface 63 is used to communicate with other devices.

[0188] Optionally, the communication interface 63 may be implemented by a transceiver. The communication interface is used to implement communication between the database access device and other devices (such as a client, a read-write library, and a read-only library). The memory may include a random access memory (RAM) and may also include a non-volatile memory (non-volatile memory), such as at least one disk storage.

[0189] The bus 64 may be a peripheral component interconnect (PCI) bus or an extended industry standard architecture (EISA) bus, etc. The bus may be divided into an address bus, a data bus, a control bus, etc. For ease of representation, only one thick line is used in the figure, but it does not mean that there is only one bus or one type of bus.

[0190] The above-mentioned processor can be a general-purpose processor, including a central processing unit CPU, a network processor (NP), etc.; it can also be a digital signal processor DSP, an application-specific integrated circuit ASIC, a field programmable gate array FPGA or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components.

[0191] The transmission control unit is used to execute the technical solution of the transmission control unit in any of the aforementioned method embodiments, and its implementation principle and technical effect are similar and will not be repeated here.

[0192] The present application also provides a vehicle, the vehicle comprising:

[0193] Transmission control unit, engine, clutch, air pressure sensor.

[0194] The transmission control unit is used to execute the technical solution in any of the aforementioned method embodiments, and its implementation principle and technical effect are similar and will not be repeated here.

[0195] An embodiment of the present application also provides a readable storage medium having a computer program stored thereon, and when the computer program is executed by a processor, the technical solution provided by any of the aforementioned method embodiments is implemented.

[0196] An embodiment of the present application also provides a computer program product, including a computer program, which is used to implement the technical solution provided by any of the aforementioned method embodiments when executed by a processor.

[0197] Those skilled in the art can understand that all or part of the steps of implementing the above-mentioned method embodiments can be completed by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When the program is executed, the steps of the above-mentioned method embodiments are executed; and the aforementioned storage medium includes: ROM, RAM, disk or optical disk and other media that can store program codes.

[0198] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit it. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or replace some or all of the technical features therein with equivalents. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present application.

Claims

1. A vehicle starting control method, characterized in that: The method is applied to a transmission control unit TCU of a vehicle, and comprises: In the process of controlling the engine speed to gradually increase to a first speed and controlling the clutch to close to a first closing degree, determining whether the vehicle is in an abnormal scenario according to the real-time engine speed, the real-time engine power and the atmospheric pressure, wherein the first speed and the first closing degree are determined according to the estimated engine power estimated according to the throttle opening; If the vehicle is in an abnormal scenario, determining a second speed corresponding to the estimated engine power according to a preset first power and speed corresponding curve, wherein the second speed is greater than the first speed; The engine speed is controlled to gradually increase to the second speed, and the degree of clutch closing is dynamically adjusted according to the real-time engine speed.

2. The method according to claim 1, characterized in that The determining whether the vehicle is in an abnormal scenario according to the real-time engine speed, the real-time engine power and the atmospheric pressure includes: According to the preset corresponding relationship between the speed and the power threshold, the power threshold corresponding to the real-time speed of the engine is determined; If the difference between the power threshold and the real-time engine power is less than a preset difference, and the current atmospheric pressure is less than a preset atmospheric pressure threshold, it is determined that the vehicle is in a high altitude scene, and the abnormal scene includes the high altitude scene.

3. The method according to claim 2, characterized in that The method further comprises: If the real-time engine power is greater than the estimated engine power, it is determined that the vehicle is in a resistance-enhanced road section scenario, and the abnormal scenario includes the resistance-enhanced road section scenario.

4. The method according to any one of claims 1 to 3, characterized in that: If it is determined that the vehicle is at a high altitude, the dynamic adjustment of the clutch closing degree according to the real-time engine speed includes: Calculating a first speed difference between a real-time engine speed and a third speed, wherein the third speed is the engine speed when it is determined that the vehicle is in an abnormal scenario; Inputting the first speed difference into a preset proportional-integral-differential PID control algorithm to obtain a second closing degree; Determining whether the second closure degree reaches full closure; If the second closing degree has not reached full closing, controlling the clutch to close toward the second closing degree, and determining whether the real-time engine speed decreases; If the real-time speed of the engine decreases, the third speed is increased by a preset speed value to obtain a new third speed; Determining whether the new third speed is less than a preset speed threshold; If the new third speed is less than the preset speed threshold, repeat the above steps until the preset condition is met, and control the clutch to close to a new second closing degree; The preset condition includes any one of the following: The new second closure degree reaches full closure; The real-time engine speed remains unchanged or increases; The new third rotation speed is greater than or equal to the preset rotation speed threshold.

5. The method according to claim 4, characterized in that The method further comprises: Determining the first speed according to the estimated engine power and a preset second power-speed correspondence curve; The maximum speed corresponding to the second power and speed corresponding curve is less than or equal to the minimum speed corresponding to the first power and speed corresponding curve.

6. The method according to any one of claims 1 to 3, characterized in that: If it is determined that the vehicle is in a road section with increased resistance, dynamically adjusting the clutch closing degree according to the real-time engine speed includes: Calculate a second speed difference between the real-time speed of the engine and the first speed; Inputting the second speed difference into a preset proportional-integral-differential PID control algorithm to obtain a third closing degree; Determining whether the third closure degree reaches full closure; If the third closing degree does not reach full closing, the clutch is controlled to close toward the third closing degree, and the above steps are repeated until the new third closing degree reaches full closing, and the clutch is controlled to close to the new third closing degree.

7. The method according to claim 6, characterized in that The method further comprises: Determining the first speed according to the estimated engine power and a preset second power-speed correspondence curve; Wherein, the maximum speed corresponding to the second power and speed corresponding curve is equal to the maximum speed corresponding to the first power and speed corresponding curve; The minimum speed corresponding to the second power and speed corresponding curve is equal to the minimum speed corresponding to the first power and speed corresponding curve; The speed corresponding to the same power in the first power and speed corresponding curve is greater than the speed corresponding to the same power in the second power and speed corresponding curve.

8. A vehicle starting control device, characterized in that: include: Processing modules for: In the process of controlling the engine speed to gradually increase to a first speed and controlling the clutch to close to a first closing degree, determining whether the vehicle is in an abnormal scenario according to the real-time engine speed, the real-time engine power and the atmospheric pressure, wherein the first speed and the first closing degree are determined according to the estimated engine power estimated according to the throttle opening; If the vehicle is in an abnormal scenario, determining a second speed corresponding to the estimated engine power according to a preset first power and speed corresponding curve, wherein the second speed is greater than the first speed; The control module is used to control the engine speed to gradually increase to the second speed, and adjust the closing degree of the clutch according to the real-time engine speed.

9. A transmission control unit, characterized in that: include: Processor, memory, communication interface; The memory is used to store executable instructions of the processor; Wherein, the processor is configured to execute the vehicle starting control method according to any one of claims 1 to 7 by executing the executable instructions.

10. A vehicle, characterized in that: The vehicle comprises: Transmission control unit, engine, clutch, air pressure sensor; The transmission control unit is used to execute the vehicle starting control method according to any one of claims 1 to 7 above.

11. A readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the vehicle starting control method according to any one of claims 1 to 7 is implemented.

12. A computer program product, characterized in that The invention comprises a computer program, which is used to implement the vehicle starting control method according to any one of claims 1 to 7 when being executed by a processor.

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