A vehicle control method, device and medium for preventing gear slipping
By acquiring the position signals of the transmission components of the shift mechanism, the disengagement state and its influencing factors are determined, and a corrective gear engagement operation is performed. This solves the problem of disengagement of the electric drive transmission under complex road conditions, ensuring vehicle safety and driving experience.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- Filing Date
- 2024-11-05
- Publication Date
- 2026-04-14
AI Technical Summary
In complex and ever-changing road conditions, electric drive transmissions are prone to gear slippage, leading to power loss and motor overspeed malfunctions, which affect vehicle safety.
By acquiring the position signals of the transmission components of the gear shifting mechanism, the vehicle's disengagement state and its influencing factors are determined, including the disengagement stage and dynamic control parameters. Based on these factors, it is determined whether the conditions for re-engaging the gear are met, and re-engaging the gear is performed when appropriate.
It effectively prevents the vehicle from completely disengaging, ensuring normal vehicle operation and improving driving safety and driving experience.
Smart Images
Figure CN119594183B_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of vehicle gear control technology, and in particular to a control method, device and medium for preventing vehicle gear slippage. Background Technology
[0002] With the continuous development of new energy vehicles, they are being applied to all aspects of people's lives due to their advantages such as environmental protection, high energy efficiency, and low operating costs. For example, new energy commercial vehicles can be used in closed scenarios with fixed-point and high-frequency transportation, short-distance transportation scenarios with fixed routes and short one-way distances, and long-distance transportation scenarios on trunk lines such as highways.
[0003] To meet the diverse application needs of new energy vehicles, multi-speed electric drive transmissions have become an important trend in the development of electric drive systems. Multi-speed electric drive transmissions can expand the efficient operating range of the electric motor, reduce operating speed, and improve energy utilization efficiency, thereby enhancing the overall vehicle's power and fuel economy.
[0004] However, electric drive transmissions are prone to disengagement when driving in complex and changing road conditions. When a vehicle completely disengages, meaning the transmission torque cannot be transmitted, it leads to a loss of power, causing serious functional failure of the vehicle. In addition, it may cause motor overspeed failure, rendering the vehicle unable to drive normally and thus posing a safety hazard.
[0005] Therefore, how to prevent a vehicle from completely disengaging from gear and ensure its normal operation is a problem that urgently needs to be solved by those skilled in the art. Summary of the Invention
[0006] In view of this, one aspect of this application provides a control method for preventing vehicle gear slippage, the method comprising:
[0007] Obtain the position signal of the transmission components of the gear shifting mechanism;
[0008] If the vehicle is determined to be in a disengaged state based on the position signal, the factors affecting the re-engagement of the vehicle are determined; wherein, the factors affecting the re-engagement of the vehicle include the disengagement stage used to characterize the current degree of disengagement of the vehicle and the dynamic control parameters of the vehicle.
[0009] When it is determined that the vehicle meets the conditions for supplementary gear shifting based on the aforementioned factors affecting supplementary gear shifting, the vehicle is controlled to perform supplementary gear shifting.
[0010] Optionally, the dynamic control parameters include at least one of throttle opening and slip ratio.
[0011] Optionally, the disengagement stage includes a torque transmission stage and a torque interruption stage, and the degree of disengagement corresponding to the torque transmission stage is lower than the degree of disengagement corresponding to the torque interruption stage.
[0012] Optionally, the torque transmission stage includes a first stage and a second stage. Based on the factors influencing the supplementary gear shifting, determining whether the vehicle meets the supplementary gear shifting conditions includes:
[0013] When the disengagement stage is the first stage, if the throttle opening is less than the first opening threshold, then it is determined that the vehicle meets the re-engagement condition.
[0014] When the disengagement stage is the second stage, if the dynamic control parameters meet the first condition or the second condition, then the vehicle is determined to meet the re-engagement condition; wherein, the first condition is that the slip ratio is less than the slip ratio threshold and the throttle opening is less than the second opening threshold; the second condition is that the slip ratio is not less than the slip ratio threshold.
[0015] Optionally, the first stage includes multiple first sub-stages, and the second stage includes multiple second sub-stages.
[0016] Optionally, the first opening thresholds corresponding to each of the first sub-stages are different, and the higher the degree of disengagement corresponding to the first sub-stage, the larger the corresponding first opening threshold.
[0017] The first and second conditions corresponding to each second sub-stage are different, and the higher the degree of disengagement corresponding to the second sub-stage, the larger the corresponding slip ratio threshold and the larger the second opening threshold.
[0018] Optionally, the factors affecting the supplementary gear engagement also include the current driving gear of the vehicle; wherein, there are multiple driving gears, and the supplementary gear engagement conditions are different for different driving gears. Under the same disengagement stage conditions, the higher the vehicle speed corresponding to the driving gear, the smaller the first opening threshold, the smaller the second opening threshold, and the greater the slip ratio.
[0019] Another aspect of this application provides a vehicle anti-disengagement control device, the device comprising:
[0020] The acquisition module is used to acquire the position signals of the transmission components of the gear shifting mechanism;
[0021] The determination module is used to determine the factors affecting the re-engagement of the vehicle when the vehicle is determined to be in a disengaged state based on the position signal; wherein the factors affecting the re-engagement include the disengagement stage, which characterizes the current degree of disengagement of the vehicle, and the dynamic control parameters of the vehicle.
[0022] The control module is used to control the vehicle to perform a supplementary gear shift when it is determined, based on the factors affecting the supplementary gear shift, that the vehicle meets the conditions for supplementary gear shifting.
[0023] Another aspect of this application provides a vehicle anti-disengagement control device, including a memory and a processor, wherein the memory stores a computer program executable on the processor, and the processor executes the program to implement the steps of the vehicle anti-disengagement control method.
[0024] Another aspect of this application provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of the vehicle anti-disengagement control method.
[0025] The vehicle anti-disengagement control method, device, and medium provided in this application have the following beneficial effects: the vehicle disengagement is divided into different disengagement stages according to the degree of disengagement, and under different disengagement stages, when the vehicle meets the conditions for re-engaging the gear according to the vehicle's dynamic control parameters, the vehicle is re-engaged, thereby avoiding sudden complete disengagement of the vehicle that could lead to motor overspeed failure, ensuring normal vehicle operation, and improving vehicle driving safety. Attached Figure Description
[0026] Figure 1 A schematic flowchart illustrating a vehicle anti-disengagement control method provided in an embodiment of this application;
[0027] Figure 2 This is a signal timing diagram of a gear shifting mechanism provided in an embodiment of this application;
[0028] Figure 3 This is a schematic diagram illustrating the relationship between a position signal and a gear position, provided in an embodiment of this application.
[0029] Figure 4 A schematic diagram illustrating the division of the off-grid stage provided in an embodiment of this application;
[0030] Figure 5 A schematic diagram illustrating the division of the off-grid stage according to another embodiment of this application;
[0031] Figure 6 This is a schematic diagram of the structure of a vehicle anti-disengagement control device provided in an embodiment of this application;
[0032] Figure 7 This is a schematic diagram of the structure of a vehicle anti-disengagement control device provided in another embodiment of this application.
[0033] The reference numerals in the attached diagram are as follows: 70 is memory, 71 is processor, 72 is display screen, 73 is input / output interface, 74 is communication interface, 75 is power supply, 76 is communication bus, 701 is computer program, 702 is operating system, and 703 is data. Detailed Implementation
[0034] The terminology used in this application is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. The singular forms “a,” “the,” and “the” used in this application and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise. It should also be understood that the term “and / or” as used herein refers to and includes any or all possible combinations of one or more of the associated listed items.
[0035] It should be understood that although the terms first, second, third, etc., may be used in this application to describe various information, such information should not be limited to these terms. These terms are only used to distinguish information of the same type from one another. For example, without departing from the scope of this application, first information may also be referred to as second information, and similarly, second information may also be referred to as first information. Depending on the context, the word "if" as used herein may be interpreted as "when," "when," or "in response to determination."
[0036] Figure 1 This is a flowchart illustrating a vehicle anti-disengagement control method provided in an embodiment of this application, as shown below. Figure 1 As shown, the method includes:
[0037] S10: Obtain the position signal of the transmission component of the gear shifting mechanism;
[0038] Figure 2 This is a signal timing diagram of a gear shifting mechanism provided in an embodiment of this application. In a specific embodiment, when a vehicle is driving under complex operating conditions, the electric drive transmission is prone to disengagement. Specifically, as shown... Figure 2 As shown, when a vehicle disengages from gear, the position signal of the transmission components of the gear shift mechanism gradually decreases until it reaches point M, at which point the vehicle is completely disengaged. That is, from point M onwards, the transmission can no longer transmit torque, resulting in a loss of vehicle power and potentially causing problems such as motor overspeeding. Figure 2 It can be seen that during the process of the vehicle disengaging from gear, the driver's gear request signal did not change, that is, the driver did not request to engage gear. Moreover, after the vehicle completely disengages at point M, the actual gear position of the transmission control unit (TCU) changes, that is, the TCU requests to engage gear after the vehicle disengages from gear.
[0039] To address the aforementioned technical problems, this application provides a control method for preventing vehicle gear slippage. Specifically, firstly, the position signal of the transmission component of the gear shift mechanism in the vehicle is obtained through step S10. In an optional embodiment, the position signal of the transmission component may be, but is not limited to, the signal corresponding to the position of the shift fork.
[0040] It should be noted that the vehicles provided in this application embodiment include, but are not limited to, mini-trucks, light trucks, heavy trucks, and light commercial vehicles (LCVs). Furthermore, it should be noted that the sensors used to collect position signals may include, but are not limited to, position sensors and angle sensors.
[0041] S11: When it is determined that the vehicle is in a disengaged state based on the position signal, determine the factors affecting the vehicle's re-engagement; wherein, the factors affecting the re-engagement include the disengagement stage used to characterize the current degree of disengagement of the vehicle and the vehicle's dynamic control parameters.
[0042] Furthermore, in step S11, it is determined whether the vehicle is in a disengaged state based on the position signal of the transmission component. If it is in a disengaged state, the factors affecting the vehicle's re-engagement are determined. These factors include the disengagement stage, which characterizes the current degree of disengagement, and the vehicle's dynamic control parameters.
[0043] Factors affecting supplementary gear shifting refer to the factors that meet the conditions for supplementary gear shifting when determining to perform supplementary gear shifting to prevent the vehicle from completely disengaging from gear. According to... Figure 2 It can be seen that the process from a vehicle disengaging from gear to complete disengagement, where the vehicle loses power and cannot move normally, is a gradual process. For example, as... Figure 2 As shown, the position signal begins to disengage from point N, and the signal gradually decreases over time until, starting from point M, the vehicle is completely disengaged. At this point, the transmission can no longer transmit torque, and the vehicle loses power and continues to drive normally.
[0044] Therefore, in a specific embodiment, to prevent the vehicle from completely disengaging, a supplementary gear is engaged before point M. Thus, the factors influencing this supplementary gear engagement include the disengagement stage, which characterizes the current degree of disengagement. Furthermore, the factors influencing this supplementary gear engagement also include the vehicle's dynamic control parameters. In an optional embodiment, these dynamic control parameters may include, but are not limited to, throttle opening and slip ratio.
[0045] It should be noted that, in one optional embodiment, when determining whether a vehicle is in a disengaged state based on the position signal of the transmission components, the judgment conditions for the position signal differ depending on whether the vehicle disengages from different driving gears. Examples will be provided below for clarity.
[0046] Figure 3 This is a schematic diagram illustrating the relationship between a position signal and a gear position, provided in an embodiment of this application. For example, as shown... Figure 3As shown, when the position signal value is between 8 and 10, the vehicle is in gear 1 or 3, meaning the gear position is between points B and C. When the position signal value is between 40 and 42, the vehicle is in gear 2 or 4, meaning the gear position is between points F and G. A position signal value between 0 and 8 is invalid, and a position signal value between 23 and 27 indicates neutral, meaning the gear position is between points D and E.
[0047] When the position signal value is between 10-23 or 27-40, the vehicle is in a transitional gear state, and the position signal is often in these two ranges when the gear disengages. In other words, when the driver does not issue a shift request and the vehicle position signal is in these two ranges, it indicates that the vehicle has disengaged from the gear.
[0048] However, as shown in point 3, when the vehicle begins to disengage from gears 1 and 3, the position signal moves from 10 to neutral, meaning the position signal changes from 10 to 23. When the vehicle begins to disengage from gears 2 and 4, the position signal moves from 40 to neutral, meaning the position signal changes from 40 to 27. Clearly, the changes in value differ depending on the gear; the position signal gradually increases for gears 1 and 3, while it gradually decreases for gears 2 and 4.
[0049] Therefore, in one optional embodiment, when determining whether the vehicle is in a disengaged state based on the position signal of the transmission component, the current driving gear of the vehicle is determined. If the value of the position signal of the transmission component is not within the range of the position signal value corresponding to the current driving gear, and changes in the direction of the position signal value corresponding to neutral, then the vehicle is determined to be in a disengaged state.
[0050] S12: When it is determined that the vehicle meets the conditions for supplementary gear shifting based on the factors affecting supplementary gear shifting, control the vehicle to perform supplementary gear shifting.
[0051] In one optional embodiment, when the vehicle meets the conditions for supplementary gear engagement based on factors affecting supplementary gear engagement, the vehicle is controlled to perform supplementary gear engagement. Specifically, during supplementary gear engagement, the motor is first controlled to clear torque, then the gear shifting mechanism is controlled to engage the gear, and the position signal of the current transmission component is acquired again. The success of gear engagement is determined based on the current position signal; that is, whether the current position signal has returned to the position signal range corresponding to the current driving gear. If supplementary gear engagement fails, the process continues until a successful gear engagement is achieved.
[0052] It should be noted that the vehicle anti-disengagement control method provided in the embodiments of this application may include, but is not limited to, gear shifting methods, pneumatic shifting methods, and electric motor shifting methods applied to transmissions.
[0053] Therefore, the vehicle anti-disengagement control method provided in this application divides the vehicle disengagement into different disengagement stages according to the degree of disengagement, and in different disengagement stages, when the vehicle meets the conditions for re-engaging the gear according to the vehicle's dynamic control parameters, the vehicle is re-engaged, thereby avoiding the motor overspeed failure caused by the vehicle suddenly and completely disengaging, ensuring normal vehicle operation, and improving vehicle driving safety.
[0054] In one optional embodiment, the dynamic control parameters include at least one of throttle opening and slip ratio. In a specific embodiment, it is understood that when the vehicle is in a disengaged state but not fully disengaged, the vehicle's throttle opening and slip ratio change with the position signal; therefore, it can be determined whether the vehicle needs to be re-engaged based on at least one of the vehicle's throttle opening and slip ratio. In another optional embodiment, the dynamic control parameters may also include requested torque. It should be noted that this application does not limit the method of obtaining the throttle opening and slip ratio.
[0055] Depend on Figure 2 It is known that before a vehicle completely disengages from gear and cannot move normally, there is a period during which the vehicle, although disengaged, can still transmit torque normally, meaning it can move normally. During this stage, the vehicle's dynamic control parameters can be used to control the vehicle to re-engage gears.
[0056] Therefore, in another alternative embodiment, the disengagement phase can be divided into a torque transmission phase and a torque interruption phase; that is, the disengagement phase includes both a torque transmission phase and a torque interruption phase. Clearly, the degree of disengagement corresponding to the torque transmission phase is lower than the degree of disengagement corresponding to the torque interruption phase. For example, in... Figure 2 In the process, from point N to point M, the position signal gradually decreases and the degree of disengagement gradually increases. Starting from point M, the vehicle is completely disengaged, that is, starting from point M, the vehicle is in the torque interruption stage. At this time, torque cannot be transmitted and the vehicle cannot drive normally.
[0057] Understandably, in order to prevent the vehicle from completely disengaging, the re-engaging of the vehicle must be completed before the vehicle enters the torque interruption phase; that is, it must be completed during the torque transmission phase when the torque can be transmitted normally and the vehicle can drive normally.
[0058] Specifically, the conditions for supplementary gear engagement can be determined based on at least one of the throttle opening and slip ratio. If the conditions are met, the vehicle should be engaged immediately to prevent it from entering the torque interruption phase and causing it to completely disengage.
[0059] In one optional embodiment, the torque transmission stage includes a first stage and a second stage, determining whether the vehicle meets the conditions for supplementary gear shifting based on factors affecting supplementary gear shifting, including:
[0060] When the disengagement phase is the first phase, if the throttle opening is less than the first opening threshold, then the vehicle is determined to meet the conditions for re-engaging.
[0061] When the disengagement stage is the second stage, if the dynamic control parameters meet the first condition or the second condition, then the vehicle is determined to meet the re-engagement condition. The first condition is that the slip ratio is less than the slip ratio threshold and the throttle opening is less than the second opening threshold. The second condition is that the slip ratio is not less than the slip ratio threshold.
[0062] In a specific embodiment, during the initial stage of the vehicle entering the disengagement phase, the position signal changes slowly, and the transmission can still transmit torque normally, without affecting the normal driving of the vehicle. During the later stage of disengagement, but before the complete disengagement, the transmission can still transmit torque normally, but the position signal changes rapidly. If a gear is not engaged in time, the risk of the vehicle completely disengaging is high.
[0063] Therefore, in one optional embodiment, the torque transmission stage is divided into two stages based on the characteristics of different stages; that is, the torque transmission stage includes a first stage and a second stage. Different release / disengagement control logic is then set for the first stage and the second stage.
[0064] It should be noted that the degree of gear disengagement in the first stage is lower than that in the second stage. Furthermore, it should be noted that the boundary node dividing the position signal values between the first and second stages can be set based on empirical values, different vehicle transmissions, road conditions, or dynamically adjusted according to the actual usage of the vehicle; this application does not impose any limitations on this.
[0065] In a specific embodiment, the first stage can be understood as the initial disengagement phase. During this stage, the engagement sleeve has just begun to disengage, the meshing of the engagement teeth is at its maximum, and the transmission can still transmit torque normally, supporting normal driving functions without affecting the driver's use. This stage should prioritize ensuring normal operation and minimizing the impact on driving feel; therefore, shifting gears is performed opportunistically. When the throttle opening is large, the driver demands greater torque, and the transmission transmits greater torque. To avoid affecting the driver's driving experience and improve driving smoothness, shifting gears is performed during the first stage when high torque is applied.
[0066] Specifically, when the disengagement phase is in its first stage, if the throttle opening is less than the first threshold, the vehicle is determined to meet the conditions for supplementary gear engagement. For example, if the throttle opening is determined to be less than 20%, the vehicle is determined to meet the conditions for supplementary gear engagement, and the vehicle is controlled to perform supplementary gear engagement. Thus, supplementary gear engagement is performed when the driver's power demand is relatively low, reducing the impact on driving smoothness.
[0067] The second stage can be understood as the later stage of disengagement, that is, the latter half of the disengagement process. At this point, the complete disengagement point is approaching. To prevent sudden disengagement, a timely re-engagement should be performed. Therefore, the second stage includes a judgment of the shift fork slip ratio, which refers to the rate of change of the shift fork position. When the slip ratio is large, it indicates that the engagement amount of the gear teeth is continuously and rapidly decreasing, and a timely re-engagement should be performed.
[0068] Therefore, in one optional embodiment, when the disengagement stage is the second stage, if the slip ratio is less than the slip ratio threshold, the slip ratio is relatively small, indicating that the shift fork position is relatively stable and can support short-term operation, allowing for timely gear re-engagement. Specifically, when the throttle opening is less than the second opening threshold, it is determined that under the condition that the slip ratio is less than the slip ratio threshold, the vehicle can be re-engaged. That is, when the slip ratio is less than the slip ratio threshold and the throttle opening is less than the second opening threshold, the dynamic control parameters meet the first condition, and the vehicle can be re-engaged.
[0069] In another optional embodiment, when the slip ratio is not less than the slip ratio threshold, it indicates that the shift fork position is continuously moving towards neutral. In this case, a timely gear shift should be performed to prevent sudden disengagement, which could cause motor overspeed and affect vehicle operation. Therefore, when the slip ratio is not less than the slip ratio threshold, the dynamic control parameters are determined to meet the second condition, and the vehicle should be immediately re-engaged.
[0070] Figure 4 This is a schematic diagram illustrating the division of the off-grid stage provided in an embodiment of this application. For ease of understanding, it will be described below in conjunction with... Figure 3 , Figure 4 Please provide a detailed explanation.
[0071] like Figure 3 As shown, when the vehicle disengages from gears 2 or 4, the position signal changes from 40 to 27. Figure 4 As shown, at position signal node 33, the disengagement stage is divided into a torque transmission stage and a torque interruption stage, and at position signal node 37, the torque transmission stage is divided into a first stage and a second stage.
[0072] During the movement of the position signal from 40 to 27, if the position signal is detected to be between 37 and 40, it is determined that the current disengagement is in the first stage. At this time, it is determined whether the throttle opening is less than the first opening threshold. If it is less than the first opening threshold, in order to ensure the driver's driving experience, the gear is immediately re-engaged.
[0073] If the position signal is between 33 and 37, it indicates that the gear disengagement is in the second stage, signifying that the shift fork is continuously moving towards neutral. At this point, if the slip ratio is less than the slip ratio threshold (e.g., 3%), a supplementary gear engagement is required. Specifically, this is done when the throttle opening is less than the second opening threshold (e.g., 15%). That is, when the slip ratio is less than 3% and the throttle opening is less than 15%, a supplementary gear engagement is performed.
[0074] Of course, if the slip ratio is not less than 3%, the possibility of the vehicle completely disengaging is higher, and the vehicle should be re-engaged in time.
[0075] Therefore, the vehicle anti-disengagement control method provided in this application divides the torque transmission stage into a first stage and a second stage according to the different characteristics of the disengagement stage, and sets different re-engagement conditions for different stages. Specifically, in the first stage, the focus is on ensuring the driver's driving smoothness and avoiding frequent gear shifting that would affect the driver's driving experience. In the second stage, the focus is on preventing the vehicle from completely disengaging, ensuring that the vehicle can drive normally, and avoiding problems such as motor overspeed failure caused by disengagement.
[0076] Based on the above embodiments, in order to improve the control accuracy of gear shifting and further enhance the driver's driving experience, as an optional embodiment, the first stage includes multiple first sub-stages, and the second stage includes multiple second sub-stages.
[0077] In a specific embodiment, each first sub-stage and second sub-stage are set with different re-attachment conditions. Specifically, each first sub-stage has a different first opening threshold, and the higher the degree of disengagement of the first sub-stage, the larger the corresponding first opening threshold.
[0078] Figure 5 A schematic diagram illustrating the division of the off-grid stage is provided for another embodiment of this application, for example, as shown below. Figure 5 As shown, the first stage is divided into two sub-stages, namely sub-stage H1 and sub-stage H2. It can be understood that the degree of disengagement in sub-stage H1 is lower than that in sub-stage H2. Therefore, the first throttle opening threshold corresponding to sub-stage H1 is lower than the opening threshold corresponding to sub-stage H2. For example, in sub-stage H1, when the throttle opening is less than 20%, a supplementary gear engagement is performed. In sub-stage H2, when the throttle opening is less than 40%, a supplementary gear engagement is performed.
[0079] In the second stage, the first and second conditions corresponding to each second sub-stage are different, and the higher the degree of disengagement corresponding to the second sub-stage, the larger the corresponding slip ratio threshold and the larger the second opening threshold.
[0080] For example, such as Figure 5As shown, the second stage is divided into a second sub-stage H3 and a second sub-stage H4. The degree of derailment in the second sub-stage H3 is lower than that in the second sub-stage H4. Therefore, the slip ratio threshold corresponding to the second sub-stage H3 is greater than the slip ratio threshold corresponding to the second sub-stage H4, and the second opening threshold corresponding to the second sub-stage H3 is greater than the second opening threshold corresponding to the second sub-stage H4.
[0081] For example, in the second sub-stage H3, if the slip ratio is less than 3% and the throttle opening is less than 10%, a gear shift is performed. Alternatively, if the slip ratio is not less than 3%, a gear shift is performed. In the second sub-stage H4, if the slip ratio is less than 6% and the throttle opening is less than 20%, a gear shift is performed. Alternatively, if the slip ratio is not less than 6%, a gear shift is performed.
[0082] Therefore, the vehicle anti-gear disengagement control method provided in this application divides both the first stage and the second stage into multiple different sub-stages, and sets different supplementary gear engagement judgment conditions for different sub-stages. This improves the accuracy of supplementary gear engagement control, further enhances driving smoothness, improves vehicle safety, and enhances the driver's driving experience.
[0083] It is understandable that vehicles have different gears, and the vehicle speed and torque requirements differ depending on the gear. When a vehicle disengages from its gear, the same or different conditions can be set for re-engaging the same gear.
[0084] In one optional embodiment, the factors influencing the supplementary gear shift also include the vehicle's current driving gear; wherein, there are multiple driving gears, and different driving gears correspond to different supplementary gear shift conditions.
[0085] Understandably, different gears require different speeds and torque from a vehicle. For example, first gear is often used for getting out of trouble or starting on a hill with a heavy load, and the speed is relatively low. Second gear is the standard starting gear, used for acceleration from a standstill. Third or fourth gear allows for relatively higher speeds, but the gear ratio is low, and the torque transmitted by the engagement gears is less.
[0086] Therefore, in one alternative embodiment, different shift conditions are set for different driving gears, which can adapt to different vehicle models and expand the scope of application, scenarios and working conditions.
[0087] Understandably, based on driving habits, first gear is often used with high throttle, i.e., high torque. Therefore, the initial throttle opening threshold for first gear is relatively high. Furthermore, under high torque conditions, a lower slip ratio can prevent sudden gear slippage due to high torque operation; therefore, the slip ratio for first gear is relatively low.
[0088] The 3rd and 4th gears can be set in reverse. The 3rd and 4th gears correspond to higher vehicle speeds, so setting a smaller throttle opening can greatly improve the driving feel. The torque transmitted is also smaller, and the slip ratio can be set appropriately larger.
[0089] Therefore, specifically, under the same disengagement phase conditions, the higher the vehicle speed corresponding to the driving gear, the smaller the first opening threshold, the smaller the second opening threshold, and the greater the slip ratio.
[0090] For example, when the disengagement phase is the first phase in the above embodiment, the vehicle speed corresponding to first gear is less than the vehicle speed corresponding to second gear. Therefore, the first opening threshold corresponding to first gear is greater than the first opening threshold corresponding to second gear, and the second opening threshold corresponding to first gear is also greater than the second opening threshold corresponding to second gear. However, the slip ratio corresponding to first gear is less than the slip ratio corresponding to second gear. Similarly, corresponding shift conditions are set for different gears.
[0091] It should be noted that the shift conditions for different driving gears can be set according to different vehicles or based on experience values, and this application does not impose any restrictions on this.
[0092] Therefore, the vehicle anti-disengagement control method provided in this application sets different supplementary gear engagement conditions for different driving gears, which can be applied to different vehicle models, working conditions and scenarios, to avoid vehicle disengagement and improve vehicle safety.
[0093] In the above embodiments, the control method for preventing vehicle gear slippage has been described in detail. This application also provides an embodiment of a control device for preventing vehicle gear slippage.
[0094] Figure 6 This is a schematic diagram of the structure of a vehicle anti-disengagement control device provided in an embodiment of this application, as shown below. Figure 6 As shown, the device includes:
[0095] The acquisition module 60 is used to acquire the position signal of the transmission component of the gear shifting mechanism;
[0096] The determination module 61 is used to determine the factors affecting the vehicle's re-engagement when the vehicle is determined to be in a disengaged state based on the position signal; wherein, the factors affecting the re-engagement include the disengagement stage used to characterize the current degree of disengagement of the vehicle and the vehicle's dynamic control parameters.
[0097] The control module 62 is used to control the vehicle to perform supplementary gear shifting when it is determined that the vehicle meets the conditions for supplementary gear shifting based on the factors affecting supplementary gear shifting.
[0098] Figure 7This is a schematic diagram of the structure of a vehicle anti-disengagement control device provided in another embodiment of this application, as shown below. Figure 7 As shown, the vehicle anti-disengagement control device includes: a memory 70 for storing computer programs;
[0099] The processor 71 is used to execute a computer program to implement the steps of the vehicle anti-disengagement control method as described in the above embodiments.
[0100] The vehicle anti-disengagement control device provided in this embodiment may include, but is not limited to, a vehicle controller or a domain controller.
[0101] The processor 71 may include one or more processing cores, such as a quad-core processor or an octa-core processor. The processor 71 may be implemented using at least one of the following hardware forms: Digital Signal Processor (DSP), Field-Programmable Gate Array (FPGA), and Programmable Logic Array (PLA). The processor 71 may also include a main processor and a coprocessor. The main processor, also known as the Central Processing Unit (CPU), is used to process data in the wake-up state; the coprocessor is a low-power processor used to process data in the standby state. In some embodiments, the processor 71 may integrate a Graphics Processing Unit (GPU), which is responsible for rendering and drawing the content to be displayed on the screen. In some embodiments, the processor 71 may also include an Artificial Intelligence (AI) processor, which is used to handle computational operations related to machine learning.
[0102] The memory 70 may include one or more computer-readable storage media, which may be non-transitory. The memory 70 may also include high-speed random access memory and non-volatile memory, such as one or more disk storage devices or flash memory devices. In this embodiment, the memory 70 is used to store at least the following computer program 701, which, after being loaded and executed by the processor 71, is capable of implementing the relevant steps of the vehicle anti-disengagement control method disclosed in any of the foregoing embodiments. In addition, the resources stored in the memory 70 may also include an operating system 702 and data 703, etc., and the storage method may be temporary storage or permanent storage. The operating system 702 may include Windows, Unix, Linux, etc. The data 703 may include, but is not limited to, relevant data involved in the vehicle anti-disengagement control method.
[0103] In some embodiments, the vehicle anti-disengagement control device may further include a display screen 72, an input / output interface 73, a communication interface 74, a power supply 75, and a communication bus 76.
[0104] Those skilled in the art will understand that Figure 7 The structure shown does not constitute a limitation on the control device for preventing vehicle derailment and may include more or fewer components than shown.
[0105] The vehicle anti-disengagement control device provided in this application includes a memory and a processor. When the processor executes the program stored in the memory, it can implement the vehicle anti-disengagement control method described in the above embodiments.
[0106] It should be noted that although the operations are depicted in a specific order in the accompanying drawings, this should not be construed as requiring these operations to be performed in the specific order shown or sequentially, or requiring all illustrated operations to be performed to achieve the desired result. In some cases, multitasking and parallel processing may be advantageous. Furthermore, the separation of various system modules and components in the above embodiments should not be construed as requiring such separation in all embodiments, and it should be understood that the described program components and systems can generally be integrated together in a single software product or packaged into multiple software products.
Claims
1. A control method for preventing vehicle gear slippage, characterized in that, The method includes: Obtain the position signal of the transmission components of the gear shifting mechanism; When it is determined that the vehicle is in a disengaged state based on the position signal, the factors affecting the vehicle's re-engagement are determined; wherein, the factors affecting the re-engagement include a disengagement stage characterizing the current degree of disengagement of the vehicle and the vehicle's dynamic control parameters; the dynamic control parameters include at least one of throttle opening and slip ratio; the disengagement stage includes a torque transmission stage and a torque interruption stage; the torque transmission stage includes a first stage and a second stage; When it is determined that the vehicle meets the conditions for supplementary gear shifting based on the aforementioned factors affecting supplementary gear shifting, the vehicle is controlled to perform supplementary gear shifting. Among them, determining whether the vehicle meets the conditions for supplementary gear shifting based on the aforementioned factors affecting supplementary gear shifting includes: When the disengagement stage is the first stage, if the throttle opening is less than the first opening threshold, then it is determined that the vehicle meets the re-engagement condition. When the disengagement stage is the second stage, if the dynamic control parameters meet the first condition or the second condition, then the vehicle is determined to meet the re-engagement condition; wherein, the first condition is that the slip ratio is less than the slip ratio threshold and the throttle opening is less than the second opening threshold; the second condition is that the slip ratio is not less than the slip ratio threshold.
2. The vehicle anti-disengagement control method as described in claim 1, characterized in that, The degree of gear disengagement corresponding to the torque transmission phase is lower than the degree of gear disengagement corresponding to the torque interruption phase.
3. The vehicle anti-disengagement control method as described in claim 1, characterized in that, The first phase includes multiple first sub-phases, and the second phase includes multiple second sub-phases.
4. The vehicle anti-disengagement control method as described in claim 3, characterized in that, The first opening thresholds corresponding to each of the first sub-stages are different, and the higher the degree of discontinuity corresponding to the first sub-stage, the larger the corresponding first opening threshold. The first and second conditions corresponding to each second sub-stage are different, and the higher the degree of disengagement corresponding to the second sub-stage, the larger the corresponding slip ratio threshold and the larger the second opening threshold.
5. The vehicle anti-disengagement control method as described in claim 1, characterized in that, The factors affecting the supplementary gear engagement also include the vehicle's current driving gear; wherein, there are multiple driving gears, and the supplementary gear engagement conditions are different for different driving gears. Under the same disengagement stage conditions, the higher the vehicle speed corresponding to the driving gear, the smaller the first opening threshold, the smaller the second opening threshold, and the greater the slip ratio.
6. A vehicle anti-disengagement control device, characterized in that, The device includes: The acquisition module is used to acquire the position signals of the transmission components of the gear shifting mechanism; A determining module is configured to determine the factors influencing the re-engagement of the vehicle when the vehicle is determined to be in a disengaged state based on the position signal; wherein the factors influencing the re-engagement include a disengagement stage characterizing the current degree of disengagement of the vehicle and the vehicle's dynamic control parameters; the dynamic control parameters include at least one of throttle opening and slip ratio; the disengagement stage includes a torque transmission stage and a torque interruption stage; the torque transmission stage includes a first stage and a second stage; The control module is used to control the vehicle to perform a supplementary gear shift when it is determined that the vehicle meets the supplementary gear shift conditions based on the supplementary gear shift influencing factors. Among them, determining whether the vehicle meets the conditions for supplementary gear shifting based on the aforementioned factors affecting supplementary gear shifting includes: When the disengagement stage is the first stage, if the throttle opening is less than the first opening threshold, then it is determined that the vehicle meets the re-engagement condition. When the disengagement stage is the second stage, if the dynamic control parameters meet the first condition or the second condition, then the vehicle is determined to meet the re-engagement condition; wherein, the first condition is that the slip ratio is less than the slip ratio threshold and the throttle opening is less than the second opening threshold; the second condition is that the slip ratio is not less than the slip ratio threshold.
7. A vehicle anti-disengagement control device, comprising a memory and a processor, wherein the memory stores a computer program executable on the processor, characterized in that, When the processor executes the program, it implements the steps of the vehicle anti-disengagement control method according to any one of claims 1 to 5.
8. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the program is executed by the processor, it implements the steps of the vehicle anti-disengagement control method according to any one of claims 1 to 5.
Citation Information
Patent Citations
Off-gear judging and treating method for dual-clutch automatic transmission
CN105840810A