Gearbox gear control method and device based on dynamic planning

Abstract

The invention provides a gearbox gear control method and device based on dynamic planning. According to the method, the torque and rotating speed requirements of an output shaft of a gearbox are calculated by obtaining front road data and whole vehicle real-time parameters, and the target torque and rotating speed are obtained; the gear shifting cost at the gear shifting moment is calculated, the gear shifting cost comprises oil consumption and impact cost, the gear shifting cost is optimized through a dynamic programming algorithm, and a target gear shifting path and gear time sequence data at multiple moments in the future are determined; and according to the target gear shifting path and the activation state of the gear selection mode, a recommended gear is determined, and a gearbox is controlled to optimize a gear shifting strategy. The reasonable gears are planned in advance, and the problems that in the prior art, planning cannot be conducted in advance according to road changes, consequently, power losses are caused, and the energy consumption of the whole vehicle is high due to the fact that the economical efficiency and gear shifting impact of the whole vehicle are not considered sufficiently are solved.

Description

Technical Field

[0001] The present invention relates to the field of gearbox control, and in particular to a gearbox gear control method based on dynamic programming, a gearbox gear control device based on dynamic programming, a computer-readable storage medium and a vehicle. Background Art

[0002] As an important part of the new energy vehicle industry chain, hybrid commercial vehicles will play an increasingly important role in the transportation sector in the future, thanks to policy support, technology upgrades and industry chain optimization. However, factors such as the cost of using commercial vehicles and operational efficiency require more stringent requirements on their fuel economy. From a technical perspective, optimizing key strategies such as powertrain torque distribution and gearbox shift control is of great significance to improving the economy of the vehicle.

[0003] The traditional commercial vehicle gear control method mainly relies on detecting the engine speed and selecting the gear according to the preset upshift and downshift curve through logic rules and table lookup. This method cannot shift gears in advance according to the real-time changes of the road ahead (such as slope, curvature, etc.), nor can it dynamically adjust the gear to cope with changes in working conditions, which reveals the limitations of non-predictive logic rule shifting strategies.

[0004] Although some existing technologies have proposed predictive shift control methods that take economic considerations into account, these methods are usually only applicable to traditional fuel vehicles and take relatively few factors into consideration, failing to fully tap the potential of predictive devices and control methods. In addition, some solutions rely on real-time optimization to solve the objective function, which not only consumes a large amount of computing resources of embedded chips, but also performs poorly in real time, greatly limiting their practical application in engineering practice. Summary of the invention

[0005] The main purpose of the present application is to provide a transmission gear control method based on dynamic programming, a transmission gear control device based on dynamic programming, a computer-readable storage medium and a vehicle, so as to at least solve the problems in the prior art that the power loss is caused by the inability to plan in advance according to road changes, and the economy of the whole vehicle and the gear shifting impact are not considered enough, resulting in high energy consumption of the whole vehicle.

[0006] In order to achieve the above-mentioned purpose, according to one aspect of the present application, a gearbox gear control method based on dynamic programming is provided, the method comprising: obtaining road data within a preset distance ahead to obtain first target data, obtaining real-time parameters of the whole vehicle to obtain second target data, the road data comprising distance, slope and curvature, and the real-time parameters of the whole vehicle comprising at least load, rolling resistance coefficient, air resistance coefficient and frontal area; calculating the torque demand and speed demand of the output shaft of the gearbox based on the first target data and the second target data to obtain a first target torque and a first target speed; calculating the gear shift cost of the current moment based on the first target torque, the first target speed and the current gear of the gearbox and expressing it in matrix form to obtain a first target matrix, the gear shift cost comprising at least equivalent fuel consumption cost and gear shift impact cost; optimizing through DP algorithm based on the first target matrix to obtain a target gear shift path, the target gear shift path comprising gear timing data at multiple future moments; determining a recommended gear based at least on the target gear shift path and the activation state of the predictive gear selection mode, and controlling the gearbox based on the recommended gear, the recommended gear being the gear expected to be switched at the next moment.

[0007] Optionally, based on the first target data and the second target data, the torque requirement and the speed requirement of the output shaft of the gearbox are calculated to obtain a first target torque and a first target speed, including: parsing based on the first target data to obtain a distance sequence, a first slope sequence and a first curvature sequence, and the data in the first slope sequence and the first curvature sequence correspond one-to-one to the distance sequence; generating a distance-based vehicle speed sequence through a speed planner based on the distance sequence, the first slope sequence and the first curvature sequence to obtain a first vehicle speed sequence; converting the first vehicle speed sequence into a time-based sequence based on the first vehicle speed sequence and the distance sequence to obtain a second vehicle speed sequence; calculating the torque sequence and the speed sequence of the output shaft of the gearbox through a vehicle dynamics formula based on the second vehicle speed sequence and the second target data to obtain the first target torque and the first target speed.

[0008] Optionally, the gear shifting cost for performing gear shifting at the current moment is calculated based on the first target torque, the first target speed and the current gear position of the gearbox and expressed in matrix form to obtain a first target matrix, including: calculating the required torque and required speed of the input shaft of the gearbox based on the first target torque, the first target speed and the current gear position of the gearbox to obtain a second target torque and a second target speed; calculating the equivalent fuel consumption cost based on the second target torque and the second target speed to obtain a first target cost; calculating the gear shifting impact cost of switching to each gear at the current moment based on the current gear position of the gearbox to obtain multiple second target costs; obtaining the gear shifting cost by summing the first target cost and the second target cost, and expressing the gear shifting cost in matrix form to obtain the first target matrix.

[0009] Optionally, a target shift path is obtained by optimizing the DP algorithm based on the first target matrix, including: taking the current gear of the transmission as the initial state of the DP algorithm; determining the first target matrix as the state transfer equation of the DP algorithm; determining the maximum recursive step number of the DP algorithm based on the moment included in the first vehicle speed sequence; determining an empty matrix as a shift path matrix, and updating the first column of the shift path matrix with the initial state; looping based on the DP algorithm, adding a column to the shift path matrix in each step until the number of columns of the shift path matrix is ​​equal to the maximum recursive step number, wherein the rows of the shift path matrix are used to represent the minimum cost of the transmission switching to each gear at the maximum recursive step number; and determining the row corresponding to the minimum value of the minimum cost as the target shift path.

[0010] Optionally, the recommended gear is determined based at least on the target gear shift path and the activation state of the predictive gear selection mode, including: determining the second gear in the target gear shift path as the alternative recommended gear; when the activation state is activated, determining the alternative recommended gear as the recommended gear; when the activation state is not activated, determining the gear output by the TCU as the recommended gear.

[0011] Optionally, based on the second vehicle speed sequence and the second target data, the torque sequence and the speed sequence of the gearbox output shaft are calculated by the vehicle dynamics formula to obtain the first target torque and the first target speed, including: determining the wheel speed corresponding to each moment based on the second vehicle speed sequence and the tire radius to obtain a target wheel speed sequence; determining the output shaft speed of the gearbox at each moment based on the target wheel speed sequence and the main reduction ratio of the gearbox to obtain the first target speed; determining the required torque at the wheel end at each moment based on the target wheel speed sequence, the first slope sequence, and the rotational inertia from the output shaft of the gearbox to the wheel to obtain a third target torque; determining the first target torque based on the third target torque, torque loss and auxiliary machine power.

[0012] Optionally, the required torque and required speed of the input shaft of the gearbox are calculated based on the first target torque, the first target speed and the current gear of the gearbox to obtain a second target torque and a second target speed, including: determining the transmission ratio of the gearbox according to the current gear of the gearbox; calculating the second target speed based on the first target speed and the transmission ratio; calculating the second target torque based on the first target torque, the moment of inertia of the gearbox, the moment of inertia of the clutch and the moment of inertia of the engine.

[0013] According to another aspect of the present application, a gearbox gear control device based on dynamic programming is provided, the device comprising: an acquisition unit, for acquiring road data within a preset distance ahead to obtain first target data, acquiring real-time parameters of the whole vehicle to obtain second target data, wherein the road data comprises distance, slope and curvature; a first calculation unit, for calculating the torque demand and speed demand of the output shaft of the gearbox based on the first target data and the second target data to obtain a first target torque and a first target speed; a second calculation unit, for calculating the shift cost of shifting at the current moment based on the first target torque, the first target speed and the current gear of the gearbox and expressing it in a matrix form to obtain a first target matrix, wherein the shift cost comprises at least an equivalent fuel consumption cost and a shift impact cost; a third calculation unit, for optimizing through a DP algorithm based on the first target matrix to obtain a target shift path, wherein the target shift path comprises gear timing data at multiple future moments; a control unit, for determining a recommended gear based at least on the target shift path and the activation state of a predictive gear selection mode, and controlling the gearbox based on the recommended gear, wherein the recommended gear is the gear expected to be switched at the next moment.

[0014] According to another aspect of the present application, a computer-readable storage medium is provided, wherein the computer-readable storage medium includes a stored program, wherein when the program is executed, the device where the computer-readable storage medium is located is controlled to execute any one of the methods described.

[0015] According to another aspect of the present application, a vehicle is provided, comprising: one or more processors, a memory, and one or more programs, wherein the one or more programs are stored in the memory and are configured to be executed by the one or more processors, and the one or more programs include methods for executing any one of the described methods.

[0016] By applying the technical solution of the present application, the torque demand and speed demand of the gearbox output shaft are calculated by obtaining the road data (such as distance, slope and curvature) within a preset distance ahead and the real-time parameters of the vehicle (such as load, rolling resistance coefficient, air resistance coefficient and frontal area), thereby obtaining the target torque and speed. Based on these target data, the gear shift cost at the current gear shift moment is further calculated, and the gear shift cost is expressed in matrix form, including the equivalent fuel consumption cost and the gear shift impact cost. Then, the dynamic programming (DP) algorithm is used to optimize the gear shift cost, determine the target gear shift path, and obtain the gear timing data at multiple moments in the future. Finally, according to the target gear shift path and the activation state of the predictive gear selection mode, the recommended gear is determined, and the gearbox is controlled based on the recommended gear to optimize the gear shift strategy. The present application collects the road data ahead through the electronic map of the whole vehicle, combines the road data and the whole vehicle data with the dynamic model, predicts the speed and torque requirements of the vehicle, and then uses the DP algorithm to comprehensively calculate the equivalent fuel cost and the gear shift cost for the solver based on the speed and torque requirements and the whole vehicle parameters, thereby realizing the advance planning of reasonable gears, solving the problems in the prior art of power loss caused by the inability to plan in advance according to road changes, and insufficient consideration of the economy of the whole vehicle and the impact of gear shifting, resulting in high energy consumption of the whole vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 A hardware structure block diagram of a mobile terminal for transmission gear position control based on dynamic programming provided in an embodiment of the present application is shown;

[0018] Figure 2 A schematic flow chart of a transmission gear position control method based on dynamic programming according to an embodiment of the present application is shown;

[0019] Figure 3 A schematic flow chart of a specific transmission gear position control method based on dynamic programming provided according to an embodiment of the present application is shown;

[0020] Figure 4 A structural block diagram of a transmission gear control device based on dynamic programming provided according to an embodiment of the present application is shown.

[0021] The above drawings include the following reference numerals:

[0022] 102, processor; 104, memory; 106, transmission device; 108, input and output devices. DETAILED DESCRIPTION

[0023] It should be noted that, in the absence of conflict, the embodiments and features in the embodiments of the present application can be combined with each other. The present application will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0024] In order to enable those skilled in the art to better understand the solution of the present application, 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 only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work should fall within the scope of protection of the present application.

[0025] It should be noted that the terms "first", "second", etc. 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 sequential order. It should be understood that the data used in this way can be interchanged where appropriate, so that the embodiments of the present application described here. 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 comprising a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0026] For the convenience of description, some nouns or terms involved in the embodiments of the present application are explained below:

[0027] Commercial vehicle: a vehicle that is designed and technically used to transport people and goods;

[0028] Gearbox: A mechanism used to change the speed and torque from the engine. It can change the output shaft and input shaft transmission ratio in a fixed or step-by-step manner.

[0029] TCU (Transmission Control Unit): An electronic control unit that manages the gear shifting process of the gearbox. The TCU makes gear shifting decisions based on the vehicle's real-time driving status (such as vehicle speed, engine speed, load, etc.) to optimize power output and improve fuel efficiency;

[0030] Map box: A device that is used to store offline map data and provide road information. It is commonly used in vehicle navigation systems. It can compare and analyze the data collected by vehicle sensors with map data to provide drivers with real-time route suggestions, traffic conditions and other information.

[0031] Model Predictive Control (MPC): A special type of control, where the current control action is obtained at each sampling instant by solving a finite-time open-loop optimal control problem. The current state of the process is used as the initial state of the optimal control problem, and the optimal control sequence obtained only implements the first control action;

[0032] Dynamic programming: It is a branch of operations research. It is a process for optimizing the decision-making process. It divides the process into several interconnected stages. Decisions need to be made at each stage so that the whole process can achieve the best activity results. Therefore, the selection of decisions at each stage cannot be determined arbitrarily. It depends on the current state and affects future development.

[0033] Equivalent fuel factor: A factor that converts the electrical energy consumption of an electric or hybrid vehicle into the corresponding fuel consumption, used to compare the efficiency and environmental impact of different energy systems;

[0034] Vehicle economy: refers to the energy efficiency of a vehicle during operation. It is usually evaluated by the energy consumed per unit of driving distance or working time. The lower the energy consumption, the more energy-efficient and economical the vehicle is under the same working conditions.

[0035] As introduced in the background technology, the conventional commercial vehicle gear control in the prior art cannot dynamically adjust the gear to cope with road changes, and the predictive gear shifting methods are mostly limited to fuel vehicles, with complex calculations and poor real-time performance, which limits engineering applications and cannot effectively improve the fuel economy and operational efficiency of hybrid commercial vehicles. In order to solve the problem in the prior art that the power economy and operating efficiency of the hybrid commercial vehicle cannot be planned in advance according to road changes, and insufficient consideration is given to the economy of the whole vehicle and the impact of gear shifting, resulting in high energy consumption of the whole vehicle, the embodiments of the present application provide a transmission gear control method based on dynamic planning, a transmission gear control device based on dynamic planning, a computer-readable storage medium and a vehicle.

[0036] The technical solutions in the embodiments of the present invention will be described clearly and completely below in conjunction with the accompanying drawings in the embodiments of the present invention.

[0037] The method embodiments provided in the embodiments of the present application can be executed in a mobile terminal, a computer terminal or a similar computing device. Taking running on a mobile terminal as an example, Figure 11 is a hardware structure block diagram of a mobile terminal of a transmission gear position control method based on dynamic programming according to an embodiment of the present invention. Figure 1 As shown, the mobile terminal may include one or more ( Figure 1 Only one is shown in the figure) a processor 102 (the processor 102 may include but is not limited to a processing device such as a microprocessor MCU or a programmable logic device FPGA) and a memory 104 for storing data, wherein the mobile terminal may also include a transmission device 106 and an input / output device 108 for communication functions. It can be understood by those skilled in the art that Figure 1 The structure shown is for illustration only and does not limit the structure of the mobile terminal. Figure 1 More or fewer components as shown, or with Figure 1 Different configurations are shown.

[0038] The memory 104 can be used to store computer programs, for example, software programs and modules of application software, such as the computer program corresponding to the gearbox gear control method based on dynamic programming in the embodiment of the present invention. The processor 102 executes various functional applications and data processing by running the computer program stored in the memory 104, that is, the above method is implemented. The memory 104 may include a high-speed random access memory, and may also include a non-volatile memory, such as one or more magnetic storage devices, flash memory, or other non-volatile solid-state memory. In some examples, the memory 104 may further include a memory remotely arranged relative to the processor 102, and these remote memories can be connected to the mobile terminal via a network. Examples of the above network include but are not limited to the Internet, an intranet, a local area network, a mobile communication network, and a combination thereof. The transmission device 106 is used to receive or send data via a network. The specific example of the above network may include a wireless network provided by a communication provider of the mobile terminal. In one example, the transmission device 106 includes a network adapter (Network Interface Controller, referred to as NIC), which can be connected to other network devices through a base station so as to communicate with the Internet. In one example, the transmission device 106 may be a radio frequency (RF) module, which is used to communicate with the Internet wirelessly.

[0039] In this embodiment, a transmission gear control method based on dynamic programming is provided, which runs on a mobile terminal, a computer terminal or a similar computing device. It should be noted that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system such as a set of computer executable instructions, and although a logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in an order different from that shown here.

[0040] Figure 2 is a flow chart of a transmission gear position control method based on dynamic programming according to an embodiment of the present application, Figure 3 FIG. 1 is a flow chart of a specific transmission gear position control method based on dynamic programming according to an embodiment of the present application. Figure 2 and Figure 3 As shown, the method comprises the following steps:

[0041] Step S201, obtaining road data within a preset distance ahead, obtaining first target data, obtaining real-time parameters of the entire vehicle, and obtaining second target data, wherein the road data includes distance, slope, and curvature, and the real-time parameters of the entire vehicle include at least load, rolling resistance coefficient, air resistance coefficient, and frontal area;

[0042] Specifically, vehicle parameters include multiple key characteristics of the vehicle, which reflect multiple aspects such as vehicle weight, power system performance, air resistance, tire characteristics, etc., and can accurately predict the behavior of the vehicle under different working conditions.

[0043] Furthermore, the electronic map of the vehicle collects the road data within the preset distance ahead in real time based on the current position (including distance, slope and curvature) and the real-time parameters of the vehicle (such as load, rolling resistance coefficient, air resistance coefficient and frontal area), which can provide accurate input information for subsequent gear control. This data fusion method not only takes into account the current working conditions of the vehicle, but also provides more comprehensive support for gear shifting decisions by predicting future road conditions.

[0044] Step S202, based on the first target data and the second target data, calculating the torque requirement and the speed requirement of the output shaft of the gearbox to obtain a first target torque and a first target speed;

[0045] Specifically, the target torque and target speed of the gearbox output shaft are accurately obtained through calculations based on the road ahead data and the real-time parameters of the vehicle. This target setting based on dynamic working conditions can dynamically adapt to different working conditions compared to traditional fixed speed or torque shifting strategies.

[0046] Step S203, calculating the gear shifting cost of the current moment based on the first target torque, the first target speed and the current gear position of the transmission and expressing it in a matrix form to obtain a first target matrix, wherein the gear shifting cost at least includes an equivalent fuel consumption cost and a gear shifting impact cost;

[0047] Specifically, the shifting cost is calculated by combining the target torque, speed and current gear position, and expressed in matrix form, further refining the economic and performance requirements during the shifting process. The shifting cost here includes equivalent fuel consumption cost and shifting impact cost, etc., which can accurately measure the fuel consumption change and power response smoothness during shifting. This shifting strategy based on the cost matrix effectively reduces the power loss caused by frequent or untimely shifting, thereby reducing energy consumption and extending the service life of the power system.

[0048] Step S204, optimizing by DP algorithm based on the first target matrix to obtain a target shift path, where the target shift path includes gear position timing data at multiple future moments;

[0049] Specifically, the shift cost is optimized by using a dynamic programming (DP) algorithm to obtain the target shift path, which contains the gear timing data at multiple future moments. The dynamic programming method can make global optimization decisions based on the current state, future working conditions, and shift costs. Compared with traditional shift control based on preset rules, it can flexibly adjust the shift strategy according to real-time changing working conditions. This method can accurately calculate the optimal gear switching time under a variety of working conditions, thereby reducing the number of unnecessary shifts, improving shift efficiency, and thus improving the fuel economy and power of the vehicle.

[0050] Step S205, determining a recommended gear based at least on the target gear shift path and the activation state of the predictive gear selection mode, and controlling the transmission based on the recommended gear, wherein the recommended gear is the gear that is expected to be switched at the next moment.

[0051] Specifically, the recommended gear is determined based on the target shift path and the activation status of the predictive gear selection mode, and the transmission is controlled based on this. This step not only takes into account the gear timing data at multiple moments in the future, but also introduces the predictive gear selection mode, making the shift decision more advanced and accurate, and being able to dynamically adjust the gear under different working conditions, thereby improving the vehicle's power response and fuel efficiency.

[0052] Through this embodiment, the front road data and vehicle working conditions are obtained in real time through the vehicle electronic map, and the speed and torque requirements of the vehicle are predicted in combination with the dynamic programming optimization algorithm, and then the gear selection is decided by the DP algorithm for the solver based on the speed and torque requirements and vehicle parameters, which realizes the advance planning of reasonable gears and effectively improves the intelligence and adaptive ability of the gearbox control. Through the refined control of the gear shifting process, it can not only reduce fuel consumption and emissions, but also improve the power performance and driving stability of the vehicle, solving the problem that the existing technology cannot plan ahead according to road changes, resulting in power loss, and insufficient consideration of the vehicle's economy and gear shifting shock, resulting in high energy consumption of the vehicle.

[0053] As a possible implementation, based on the first target data and the second target data, the torque requirement and the speed requirement of the output shaft of the gearbox are calculated to obtain the first target torque and the first target speed, including:

[0054] Step S301, performing analysis based on the first target data to obtain a distance sequence, a first slope sequence and a first curvature sequence, wherein the data in the first slope sequence and the first curvature sequence correspond one-to-one to the distance sequence;

[0055] Specifically, three types of road-related data are first parsed from the first target data: distance sequence (Dst), first slope sequence (Slp) and first curvature sequence (Crv). These data provide important information for the vehicle's running path based on a certain time period or distance in the future. The distance sequence (Dst) represents the distance the vehicle travels along the road, usually in meters. It provides a benchmark for subsequent calculations of vehicle speed and power requirements. The slope sequence (Slp) describes the slope change of the road, that is, the angle at which the road rises or falls. The slope affects the power demand of the vehicle during driving, especially when climbing or descending. The curvature sequence (Crv) represents the curvature change of the road, usually describing the degree of curvature of the road. The curvature has a direct impact on the steering control and speed stability of the vehicle during driving. The data in these sequences correspond one-to-one with the distance sequence, constituting the prediction information of the road conditions during vehicle driving.

[0056] Step S302, generating a distance-based vehicle speed sequence through a speed planner based on the distance sequence, the first slope sequence and the first curvature sequence to obtain a first vehicle speed sequence;

[0057] Specifically, a speed planner is used to generate a distance-based speed sequence (V) based on the parsed distance sequence (Dst), slope sequence (Slp) and curvature sequence (Crv). The speed sequence (V) describes the expected speed of the vehicle at different distances ahead. Based on the road conditions (slope, curvature, etc.) on which the vehicle is located, the speed planner calculates the optimal speed based on the target vehicle performance and control strategy.

[0058] Step S303, converting the first vehicle speed sequence into a sequence based on a time sequence based on the first vehicle speed sequence and the distance sequence to obtain a second vehicle speed sequence;

[0059] Specifically, based on the first vehicle speed sequence (V) and the distance sequence (Dst), the vehicle speed sequence is converted from a distance-based form to a time-based form. For example, the predicted distance sequence Dst = [x0 x1 x2 ... x n ], x i represents the predicted vehicle position, the predicted distance-based speed sequence V = [v0 v1 v2…v n], then the fixed sampling time interval t i for: Therefore, the time series T composed of each sampling point in the corresponding prediction sequence s =[t0t1 t2…t n ], completing the conversion of location-based prediction sequence into time-based prediction sequence.

[0060] Step S304 , based on the second vehicle speed sequence and the second target data, the torque sequence and the speed sequence of the output shaft of the transmission are calculated by using the vehicle dynamics formula to obtain a first target torque and a first target speed.

[0061] Through this series of steps, the vehicle can accurately predict the required power output based on the road ahead and current operating conditions, thereby more reasonably controlling the transmission and optimizing shifting decisions, thereby improving the economy and performance of the vehicle.

[0062] As a possible implementation, the shift cost of the current moment shifting is calculated based on the first target torque, the first target speed and the current gear position of the transmission and expressed in matrix form to obtain a first target matrix, including:

[0063] Step S401, calculating the required torque and required speed of the input shaft of the transmission based on the first target torque, the first target speed and the current gear position of the transmission to obtain a second target torque and a second target speed;

[0064] Specifically, the required torque and required speed of the gearbox input shaft can be derived based on the current gear position, the first target torque and the speed of the gearbox, which provides the necessary basic data for subsequent gear shifting decisions, control strategies and power system optimization.

[0065] Step S402, calculating the equivalent fuel consumption cost based on the second target torque and the second target speed to obtain a first target cost;

[0066] Specifically, the engine external characteristic map Map and the current engine operating point (torque T G (k) and speed ω G (k) Query the engine's fuel consumption rate and obtain the equivalent fuel consumption cost when shifting gears. e .

[0067] Among them, C eqis the equivalent fuel coefficient, which is used to convert battery energy consumption into equivalent fuel consumption and to unify the standard for calculating different energy consumption. f(*,*) is the lookup table function for fuel consumption, which is a function for finding fuel consumption based on the change in SOC (battery state of charge) and the torque distribution coefficient. k1 and k2 represent the torque distribution coefficient, indicating how the torque is distributed between the motor and the transmission system in different gears or driving modes. C is the maximum energy of the battery, ΔSOC, load m represents the total mass of the vehicle, including the weight of the vehicle itself, passengers and cargo, r represents the tire radius, and w e Indicates the engine proportion coefficient in equivalent fuel consumption, w m Indicates the ratio of the driving motor in the equivalent fuel consumption, ω G is the required speed of the input shaft of the gearbox, T G (k) is the required torque of the input shaft of the gearbox.

[0068] Step S403, calculating the gear shift impact cost of switching to each gear at the current moment based on the current gear of the transmission, and obtaining a plurality of second target costs;

[0069] Specifically, during the gearbox shifting process, the goal of adjusting the weight coefficient for pure engine drive and P2 hybrid architecture (P2 Hybrid) is to optimize the fuel efficiency and power performance of the gear shift. The gear shift cost function mainly involves the following trade-offs: fuel consumption cost, gear shift impact cost and power demand. shft :Costshft=wshft(wsigCostsig+wmulCostmul+Cost N ), where w shft Cost is the shift cost weight, sig is the single-step shift cost matrix, w sig is the weight of the single-step shift cost matrix, Cost mul is the skip-shift cost matrix, w mul is the weight of the skip-shift cost matrix, Cost N Cost is the cost matrix for switching to level N. e is the equivalent fuel consumption cost when shifting gears.

[0070] Step S404: summing the first target cost and the second target cost to obtain a gear shift cost, and expressing the gear shift cost in a matrix form to obtain a first target matrix.

[0071] Specifically, the shift cost function matrix is:

[0072] 1 2 3 4 5 6 7 8 1 S11 S12 S13 S14 S15 S16 S17 S18 2 S21 S22 S23 S24 S25 S26 S27 S28 3 S31 S32 S33 S34 S35 S36 S37 S38 4 S41 S42 S43 S44 S45 S46 S47 S48 5 S51 S52 S53 S54 S55 S56 S57 S58 6 S61 S62 S63 S64 S65 S66 S67 S68 7 S71 S72 S73 S74 S75 S76 S77 S78 8 S81 S82 S83 S84 S85 S86 S87 S88

[0073] Furthermore, the cost function Cost during gear shifting is: Cost = Cost e +Cost shft , among which Cost e is the equivalent fuel consumption cost when shifting gears, Cost shft is the gearbox shift cost. The cost function Cost is in matrix form and provides input data for the subsequent dynamic programming algorithm to perform gear optimization. Each element point represents the cost of switching from gear i to gear j. For example, S25 represents the cost of switching from gear 2 to gear 5.

[0074] As a possible implementation method, the target shift path is obtained by optimizing the first target matrix through the DP algorithm, including:

[0075] Step S501, taking the current gear position of the transmission as the initial state of the DP algorithm;

[0076] Specifically, the current gear position (i.e., current state) of the gearbox is used as the initial state of the DP algorithm. This means that when the algorithm starts, the gearbox is already in a certain gear position as the initial input.

[0077] Step S502, determining the first target matrix as the state transfer equation of the DP algorithm;

[0078] Specifically, in the dynamic programming (DP) algorithm, the key to using the shift cost function matrix as the state transfer equation is to define the transfer relationship between states. Here, the shift cost matrix represents the cost required to shift from the current gear to the target gear, and usually includes multiple factors involved in the shift process, such as shift time, shift shock, fuel consumption, etc.

[0079] Step S503, determining the maximum recursive step number of the DP algorithm based on the moments included in the first vehicle speed sequence;

[0080] Specifically, the maximum number of recursive steps (i.e., time steps) required by the algorithm is determined based on the distance-based speed sequence. The maximum number of recursive steps is determined based on the number of moments in the speed sequence, which means that the algorithm needs to traverse all moments, from the starting moment to the predicted final moment.

[0081] Step S504, determining the empty matrix as the shift path matrix, and updating the first column of the shift path matrix with an initial state;

[0082] Specifically, create an empty matrix to represent the shift path (bestPath nG×n Matrix). The number of rows of this matrix represents the number of gears in the gearbox, and the number of columns represents the number of predicted steps (i.e., the number of moments). Use the initial state (i.e., the current gear) to update the first column of the shift path matrix. This column represents the shift path starting from the initial moment.

[0083] Step S505, looping based on the DP algorithm, adding a column to the shift path matrix in each step length until the number of columns of the shift path matrix is ​​equal to the maximum recursive step number, wherein the rows of the shift path matrix are used to represent the minimum cost of the gearbox switching to each gear position at the maximum recursive step number;

[0084] Specifically, based on the predicted time series Ts, the algorithm is divided into calculation steps k=1,2,…n; each time the minimum cost vector bestCost of switching from gear i to gear j is calculated nG×n ,i,j=1,2,…n G Enter the loop, and from the second moment on, calculate the best gear shift path at the current moment based on the gear shift path at the previous moment, and update the gear shift path matrix. Use the gear position of the previous step as the starting gear position for the next step. For each prediction step in the loop, the gear shift path matrix bestPath nG×n A new column is added to represent the updated gear shift path from step 1 to step k. For the minimum cost vector of gear shift, each row represents the minimum cost vector bestCost accumulated to step k, switching to gear N12 3 4 5 6 7 8 9 10 11 12 respectively nG×n .

[0085] Step S506: determine the row corresponding to the minimum value of the minimum cost as the target shift path.

[0086] Specifically, by finding the minimum cost value in the bestPath nG×n matrix and determining the corresponding minimum cost path (optimal path). In the bestCost nG×n matrix, the row corresponding to the minimum cost indicates that the gearbox switches to the most appropriate gear at each step in the entire prediction process. So far, the rolling optimization based on MPC as the logical framework and DP algorithm as the solver has been realized.

[0087] As a possible implementation, determining the recommended gear based at least on the target gear shift path and the activation state of the predictive gear selection mode includes:

[0088] Step S601, determining the second gear in the target gear shift path as the candidate recommended gear;

[0089] Specifically, after traversing the entire prediction step cycle, the accumulated minimum cost vector bestCost nG×n is taken as the global minimum to obtain the optimal cost and the final gear to be switched. Based on the final gear, the optimal shift path is found in the shift path bestPath nG×n, and the time-based predicted shift sequence is obtained, and the second gear is used as the recommended gear for PGS optimization. In this path, the second gear is the most likely shift gear at the next moment, so it is selected as the candidate gear.

[0090] Step S602, when the activation state is activated, determining the candidate recommended gear as the recommended gear;

[0091] Specifically, if the activation state of the predictive gear selection mode is activated, the candidate recommended gear is selected as the recommended gear. In this case, the system selects the optimal gear according to the predicted gear shift path.

[0092] Step S603: when the activation state is inactive, the gear position output by the TCU is determined as the recommended gear position.

[0093] Specifically, if the activation state of the predictive gear selection mode is not activated, the current gear output by the TCU (transmission control unit) is directly selected as the recommended gear. In this case, the vehicle will select the appropriate gear according to the traditional control logic, which may be based on the current vehicle speed, acceleration, load and other information.

[0094] As a possible implementation, based on the second vehicle speed sequence and the second target data, the torque sequence and the speed sequence of the output shaft of the transmission are calculated by the vehicle dynamics formula to obtain the first target torque and the first target speed, including:

[0095] Step S701, determining the wheel speed corresponding to each moment based on the second vehicle speed sequence and the tire radius to obtain a target wheel speed sequence;

[0096] Specifically, the speed sequence based on distance is V = [v0 v1 v2…v n ], the tire radius is r, then the wheel speed sequence ω w is: w =v / r, the wheel speed sequence corresponds to the wheel speed at each moment.

[0097] Step S702, determining the output shaft speed of the gearbox at each moment based on the target wheel speed sequence and the main reduction ratio of the gearbox to obtain a first target speed;

[0098] Step S703, determining the required torque of the wheel end at each moment based on the target wheel speed sequence, the first slope sequence, and the rotational inertia from the output shaft of the gearbox to the wheel, to obtain a third target torque;

[0099] Step S704: determining the first target torque based on the third target torque, the torque loss and the auxiliary machine power.

[0100] Specifically, based on the converted second vehicle speed sequence (V) and the second target data (real-time parameters of the whole vehicle), the torque sequence T of the output shaft of the gearbox is obtained by calculation through the whole vehicle dynamics model. a (k) and the speed sequence ω a (k):ω a (k) = ω w (k)i0

[0101]

[0102] Among them, k is the sampling time, wheel speed ω w and wheel angular acceleration a w It is an important parameter to describe the vehicle's motion state, affecting the gearbox's power demand and shift timing. The wheel's rotational inertia J w Affects the speed of vehicle acceleration and deceleration, especially when the vehicle is shifting gears quickly. Large wheel inertia may cause a lag in power response. The air resistance coefficient C D Describes the friction between the vehicle and the air, which usually has the greatest impact at high speeds. The tire radius r is the geometric dimension of the wheel in contact with the ground, which affects the rolling distance and rotation speed of the tire. The slope a s Indicates the inclination angle of the vehicle's driving path, usually expressed in degrees or percentages. The auxiliary power P aux The power requirements of equipment such as the air conditioner and generator in the car affect the total energy consumption of the vehicle. The final reduction ratio i0 of the gearbox is the ratio of the transmission system in the gearbox, which affects the efficiency of power transmission and directly determines the transmission ratio of the engine's torque output to the wheels.

[0103] Through the above steps, the torque sequence and speed sequence of the gearbox output shaft can be gradually calculated based on the second vehicle speed sequence and the second target data using the vehicle dynamics formula. The results of these calculations provide the required data for subsequent control and optimization, and ultimately the first target torque and first target speed are obtained.

[0104] As a possible implementation, the required torque and required speed of the input shaft of the gearbox are calculated based on the first target torque, the first target speed and the current gear position of the gearbox to obtain the second target torque and the second target speed, including:

[0105] Step S801, determining the transmission ratio of the transmission according to the current gear position of the transmission;

[0106] Step S802, calculating a second target speed based on the first target speed and the transmission ratio;

[0107] Step S803: Calculate the second target torque according to the first target torque, the moment of inertia of the gearbox, the moment of inertia of the clutch and the moment of inertia of the engine.

[0108] Specifically, according to the transmission ratio i of the current gear of the gearbox G , the torque and speed of the gearbox output shaft are mapped to the input shaft to obtain the required torque T of the gearbox input shaft G (k) and required speed ω G (k):ω G (k) = ω a (k)i G , angular acceleration a at the input end of the gearbox G (k) is: Required torque T of the gearbox input shaft G (k): In the formula, ω a is the gearbox output shaft speed, i G is the current gear ratio, k is the index of discrete time, indicating the calculation time, t is the corresponding actual time, t(k) represents the time value at time k, t(k+1)-t(k) is the time step, T a (k) is the torque sequence of the gearbox output shaft, and the moment of inertia of each gear of the gearbox J g Indicates that the moment of inertia of each gear affects the power response of each gear, and the engine moment of inertia J e It indicates the inertia force of the engine during rotation. A larger moment of inertia means that it takes more time for the engine to accelerate or decelerate. The clutch moment of inertia J c It affects the stability and efficiency of power transmission during gear shifting. Larger rotational inertia will cause power loss and delay during gear shifting.

[0109] Through the above steps, based on the first target speed and torque, combined with the transmission ratio of the current gear and other inertia parameters of the gearbox, the required torque and speed of the gearbox input shaft can be calculated. These calculation results provide key data support for subsequent shifting strategies and power control.

[0110] The embodiment of the present application also provides a transmission gear control device based on dynamic programming. It should be noted that the transmission gear control device based on dynamic programming of the embodiment of the present application can be used to execute the transmission gear control method based on dynamic programming provided by the embodiment of the present application. The device is used to implement the above-mentioned embodiments and preferred implementation modes, and the descriptions that have been made will not be repeated. As used below, the term "module" can implement a combination of software and / or hardware for a predetermined function. Although the device described in the following embodiments is preferably implemented in software, the implementation of hardware, or a combination of software and hardware, is also possible and conceivable.

[0111] The following is an introduction to the transmission gear control device based on dynamic programming provided in an embodiment of the present application.

[0112] Figure 4 is a structural block diagram of a gearbox gear position control device based on dynamic programming according to an embodiment of the present application. Figure 4 As shown, the device includes: an acquisition unit 10, a first calculation unit 20, a second calculation unit 30, a third calculation unit 40 and a control unit 50.

[0113] The acquisition unit 10 is used to acquire road data within a preset distance ahead, obtain first target data, obtain real-time parameters of the vehicle, and obtain second target data, wherein the road data includes distance, slope, and curvature;

[0114] Specifically, vehicle parameters include multiple key characteristics of the vehicle, which reflect multiple aspects such as vehicle weight, power system performance, air resistance, tire characteristics, etc., and can accurately predict the behavior of the vehicle under different working conditions.

[0115] Furthermore, the electronic map of the vehicle collects the road data within the preset distance ahead in real time based on the current position (including distance, slope and curvature) and the real-time parameters of the vehicle (such as load, rolling resistance coefficient, air resistance coefficient and frontal area), which can provide accurate input information for subsequent gear control. This data fusion method not only takes into account the current working conditions of the vehicle, but also provides more comprehensive support for gear shifting decisions by predicting future road conditions.

[0116] A first calculation unit 20 is used to calculate the torque requirement and the speed requirement of the output shaft of the gearbox based on the first target data and the second target data to obtain a first target torque and a first target speed;

[0117] Specifically, the target torque and target speed of the gearbox output shaft are accurately obtained through calculations based on the road ahead data and the real-time parameters of the vehicle. This target setting based on dynamic working conditions can dynamically adapt to different working conditions compared to traditional fixed speed or torque shifting strategies.

[0118] A second calculation unit 30 is used to calculate the gear shifting cost of the current moment based on the first target torque, the first target speed and the current gear position of the transmission and express it in a matrix form to obtain a first target matrix, wherein the gear shifting cost at least includes an equivalent fuel consumption cost and a gear shifting impact cost;

[0119] Specifically, the shifting cost is calculated by combining the target torque, speed and current gear position, and expressed in matrix form, further refining the economic and performance requirements during the shifting process. The shifting cost here includes equivalent fuel consumption cost and shifting impact cost, etc., which can accurately measure the fuel consumption change and power response smoothness during shifting. This shifting strategy based on the cost matrix effectively reduces the power loss caused by frequent or untimely shifting, thereby reducing energy consumption and extending the service life of the power system.

[0120] A third calculation unit 40 is used to obtain a target shift path by optimizing through a DP algorithm based on the first target matrix, wherein the target shift path includes gear position timing data at multiple future moments;

[0121] Specifically, the shift cost is optimized by using a dynamic programming (DP) algorithm to obtain the target shift path, which contains the gear timing data at multiple future moments. The dynamic programming method can make global optimization decisions based on the current state, future working conditions, and shift costs. Compared with traditional shift control based on preset rules, it can flexibly adjust the shift strategy according to real-time changing working conditions. This method can accurately calculate the optimal gear switching time under a variety of working conditions, thereby reducing the number of unnecessary shifts, improving shift efficiency, and thus improving the fuel economy and power of the vehicle.

[0122] The control unit 50 is used to determine a recommended gear based on at least the target gear shift path and the activation state of the predictive gear selection mode, and control the transmission based on the recommended gear, wherein the recommended gear is the gear that is expected to be switched at the next moment.

[0123] Specifically, the recommended gear is determined based on the target shift path and the activation status of the predictive gear selection mode, and the transmission is controlled based on this. This step not only takes into account the gear timing data at multiple moments in the future, but also introduces the predictive gear selection mode, making the shift decision more advanced and accurate, and being able to dynamically adjust the gear under different working conditions, thereby improving the vehicle's power response and fuel efficiency.

[0124] Through this embodiment, a gearbox gear control device based on dynamic programming is provided, and the device includes: an acquisition unit, a first calculation unit, a second calculation unit, a third calculation unit and a control unit. The acquisition unit is used to acquire road data within a preset distance ahead to obtain first target data, acquire real-time parameters of the whole vehicle to obtain second target data, and the road data includes distance, slope and curvature; the first calculation unit is used to calculate the torque demand and speed demand of the output shaft of the gearbox based on the first target data and the second target data to obtain a first target torque and a first target speed; the second calculation unit is used to calculate the shift cost of the current moment based on the first target torque, the first target speed and the current gear of the gearbox and express it in a matrix form to obtain a first target matrix, and the shift cost at least includes an equivalent fuel consumption cost and a shift impact cost; the third calculation unit is used to optimize through a DP algorithm based on the first target matrix to obtain a target shift path, and the target shift path includes gear timing data at multiple future moments; the control unit is used to determine a recommended gear based on at least the target shift path and the activation state of the predictive gear selection mode, and control the gearbox based on the recommended gear, and the recommended gear is the gear expected to be switched at the next moment. The device collects road data ahead through the electronic map of the whole vehicle, combines the road data and the whole vehicle data with the dynamic model, predicts the vehicle's speed and torque requirements, and then uses the DP algorithm to comprehensively calculate the equivalent fuel cost and gear shift cost for the solver based on the speed and torque requirements and the whole vehicle parameters, thereby realizing the advance planning of reasonable gears, solving the problems in the prior art of power loss caused by the inability to plan in advance according to road changes, and insufficient consideration of the vehicle's economy and gear shift shock, resulting in high vehicle energy consumption.

[0125] As a possible implementation manner, the first computing unit includes: a parsing module, a generating module, a converting module and a first computing module.

[0126] An analysis module is used to analyze based on the first target data to obtain a distance sequence, a first slope sequence and a first curvature sequence, wherein the data in the first slope sequence and the first curvature sequence correspond to the distance sequence one by one;

[0127] A generating module, configured to generate a vehicle speed sequence based on a distance through a speed planner based on the distance sequence, the first slope sequence and the first curvature sequence, thereby obtaining a first vehicle speed sequence;

[0128] A conversion module, configured to convert the first vehicle speed sequence into a sequence based on a time sequence based on the first vehicle speed sequence and the distance sequence, so as to obtain a second vehicle speed sequence;

[0129] The first calculation module is used to calculate the torque sequence and speed sequence of the output shaft of the transmission through the vehicle dynamics formula based on the second vehicle speed sequence and the second target data to obtain the first target torque and the first target speed.

[0130] As a possible implementation manner, the second calculation unit includes: a second calculation module, a third calculation module, a fourth calculation module and a summing module.

[0131] A second calculation module, configured to calculate a required torque and a required speed of an input shaft of the transmission based on the first target torque, the first target speed and a current gear position of the transmission, to obtain a second target torque and a second target speed;

[0132] A third calculation module, configured to calculate an equivalent fuel consumption cost based on the second target torque and the second target speed to obtain a first target cost;

[0133] A fourth calculation module, configured to calculate the gear shift impact cost of switching to each gear at the current moment based on the current gear of the gearbox, and obtain a plurality of second target costs;

[0134] The summing module is used to sum the first target cost and the second target cost to obtain the gear shifting cost, and express the gear shifting cost in a matrix form to obtain the first target matrix.

[0135] As a possible implementation manner, the third calculation unit includes: a state module, a state determination module, a step determination module, an update module, a loop module and a path determination module.

[0136] The state module is used to use the current gear position of the transmission as the initial state of the DP algorithm;

[0137] A state determination module, used for determining the first target matrix as a state transfer equation of the DP algorithm;

[0138] A step number determination module, used for determining a maximum recursive step number of the DP algorithm based on the moments included in the first vehicle speed sequence;

[0139] An updating module, used for determining the empty matrix as a shift path matrix, and updating the first column of the shift path matrix with an initial state;

[0140] A loop module, used for looping based on the DP algorithm, adding a column to the shift path matrix in each step until the number of columns of the shift path matrix is ​​equal to the maximum recursive step number, wherein the row of the shift path matrix is ​​used to represent the minimum cost of the gearbox switching to each gear position at the maximum recursive step number;

[0141] The path determination module is used to determine the row corresponding to the minimum value of the minimum cost as the target shift path.

[0142] As a possible implementation manner, the control unit includes: a first gear determination module, a second gear determination module and a third gear determination module.

[0143] A first gear position determination module, used for determining the second gear position in the target gear shift path as an alternative recommended gear position;

[0144] A second gear determination module, configured to determine the candidate recommended gear as the recommended gear when the activation state is activated;

[0145] The third gear determination module is used to determine the gear output by the TCU as the recommended gear when the activation state is inactive.

[0146] As a possible implementation manner, the first calculation module includes: a wheel speed submodule, a first rotation speed submodule, a third torque submodule and a first torque submodule.

[0147] A wheel speed submodule, used to determine the wheel speed corresponding to each moment based on the second vehicle speed sequence and the tire radius, and obtain a target wheel speed sequence;

[0148] A first speed submodule, used to determine the output shaft speed of the gearbox at each moment based on the target wheel speed sequence and the main reduction ratio of the gearbox, to obtain a first target speed;

[0149] A third torque submodule is used to determine the required torque of the wheel end at each moment based on the target wheel speed sequence, the first slope sequence, and the rotational inertia from the output shaft of the gearbox to the wheel, so as to obtain a third target torque;

[0150] The first torque submodule is configured to determine a first target torque based on a third target torque, a torque loss, and an auxiliary machine power.

[0151] As a possible implementation manner, the second calculation module includes: a transmission ratio submodule, a second speed submodule and a second torque submodule.

[0152] The transmission ratio submodule is used to determine the transmission ratio of the transmission according to the current gear position of the transmission;

[0153] A second speed submodule, configured to calculate a second target speed based on the first target speed and the transmission ratio;

[0154] The second torque submodule is used to calculate the second target torque according to the first target torque, the rotational inertia of the transmission, the rotational inertia of the clutch and the rotational inertia of the engine.

[0155] The above-mentioned gearbox gear control device based on dynamic programming includes a processor and a memory, and the above-mentioned acquisition unit, the first calculation unit, the second calculation unit, the third calculation unit and the control unit are all stored in the memory as program units, and the processor executes the above-mentioned program units stored in the memory to realize the corresponding functions. The above-mentioned modules are all located in the same processor; or, the above-mentioned modules are located in different processors in the form of any combination.

[0156] The processor includes a kernel, which calls the corresponding program unit from the memory. One or more kernels can be set, and the communication efficiency can be improved by adjusting the kernel parameters.

[0157] The memory may include non-permanent memory in a computer-readable medium, random access memory (RAM) and / or non-volatile memory, such as read-only memory (ROM) or flash RAM, and the memory includes at least one memory chip.

[0158] An embodiment of the present invention provides a computer-readable storage medium, which includes a stored program, wherein when the program is running, the device where the computer-readable storage medium is located is controlled to execute the transmission gear control method based on dynamic programming.

[0159] An embodiment of the present invention provides a vehicle, comprising: one or more processors, a memory, and one or more programs, wherein the one or more programs are stored in the memory and are configured to be executed by the one or more processors, and the one or more programs include a method for executing the above-mentioned dynamic programming-based transmission gear control method.

[0160] Obviously, those skilled in the art should understand that the above modules or steps of the present invention can be implemented by a general computing device, they can be concentrated on a single computing device, or distributed on a network composed of multiple computing devices, they can be implemented by a program code executable by a computing device, so that they can be stored in a storage device and executed by the computing device, and in some cases, the steps shown or described can be executed in a different order than here, or they can be made into individual integrated circuit modules, or multiple modules or steps therein can be made into a single integrated circuit module for implementation. Thus, the present invention is not limited to any specific combination of hardware and software.

[0161] Those skilled in the art will appreciate that the embodiments of the present application may be provided as methods, systems, or computer program products. Therefore, the present application may adopt the form of a complete hardware embodiment, a complete software embodiment, or an embodiment in combination with software and hardware. Moreover, the present application may adopt the form of a computer program product implemented in one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) that include computer-usable program code.

[0162] The present application is described with reference to the flowcharts and / or block diagrams of the methods, devices (systems), and computer program products according to the embodiments of the present application. It should be understood that each process and / or box in the flowchart and / or block diagram, as well as the combination of the processes and / or boxes in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to generate a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1 A process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0163] These computer program instructions may also be stored in a computer-readable memory capable of directing a computer or other programmable data processing device to operate in a specific manner, so that the instructions stored in the computer-readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 A process or multiple processes and / or boxes Figure 1 A function specified in one or more boxes.

[0164] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operating steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing instructions for implementing the process in the computer or other programmable device. Figure 1 A process or multiple processes and / or boxes Figure 1 The steps for the functions specified in one or more boxes.

[0165] In a typical configuration, a computing device includes one or more processors (CPU), input / output interfaces, network interfaces, and memory.

[0166] The memory may include non-permanent memory in a computer-readable medium, random access memory (RAM) and / or non-volatile memory in the form of read-only memory (ROM) or flash RAM. The memory is an example of a computer-readable medium.

[0167] Computer readable media include permanent and non-permanent, removable and non-removable media that can be implemented by any method or technology to store information. Information can be computer readable instructions, data structures, program modules or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technology, compact disk read-only memory (CD-ROM), digital versatile disk (DVD) or other optical storage, magnetic cassettes, magnetic disk storage or other magnetic storage devices or any other non-transmission media that can be used to store information that can be accessed by a computing device. As defined herein, computer readable media does not include temporary computer readable media (transitory media), such as modulated data signals and carrier waves.

[0168] It should also be noted that the terms "include", "comprises" or any other variations thereof are intended to cover non-exclusive inclusion, so that a process, method, commodity or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, commodity or device. In the absence of more restrictions, the elements defined by the sentence "comprises a ..." do not exclude the existence of other identical elements in the process, method, commodity or device including the elements.

[0169] From the above description, it can be seen that the above embodiments of the present application achieve the following technical effects:

[0170] 1) The gearbox gear control method based on dynamic programming of the present application obtains the road data and vehicle working conditions ahead in real time through the electronic map of the vehicle, and combines the dynamic programming optimization algorithm to predict the speed and torque requirements of the vehicle, and then uses the DP algorithm to comprehensively calculate the equivalent fuel cost and shifting cost for the solver based on the speed and torque requirements and vehicle parameters, so as to make decisions on gear selection, realize the advance planning of reasonable gears, and effectively improve the intelligence and adaptive ability of gearbox control. Through the refined control of the shifting process, it can not only reduce fuel consumption and emissions, but also improve the power performance and driving stability of the vehicle, solving the problem that the existing technology cannot plan ahead according to road changes, resulting in power loss, and insufficient consideration of the vehicle's economy and shifting shock, resulting in high energy consumption of the vehicle.

[0171] 2) The gearbox gear control device based on dynamic programming of the present application comprises: an acquisition unit, a first calculation unit, a second calculation unit, a third calculation unit and a control unit. The acquisition unit is used to acquire road data within a preset distance ahead to obtain first target data, acquire real-time parameters of the whole vehicle to obtain second target data, and the road data includes distance, slope and curvature; the first calculation unit is used to calculate the torque demand and speed demand of the output shaft of the gearbox based on the first target data and the second target data to obtain the first target torque and the first target speed; the second calculation unit is used to calculate the shift cost of the current moment based on the first target torque, the first target speed and the current gear of the gearbox and express it in matrix form to obtain the first target matrix, and the shift cost at least includes equivalent fuel consumption cost and shift impact cost; the third calculation unit is used to optimize through the DP algorithm based on the first target matrix to obtain a target shift path, and the target shift path includes gear timing data at multiple moments in the future; the control unit is used to determine the recommended gear based on at least the target shift path and the activation state of the predictive gear selection mode, and control the gearbox based on the recommended gear, and the recommended gear is the gear expected to be switched at the next moment. The device collects road data ahead through the electronic map of the whole vehicle, combines the road data and the whole vehicle data with the dynamic model, predicts the vehicle's speed and torque requirements, and then uses the DP algorithm to comprehensively calculate the equivalent fuel cost and gear shift cost for the solver based on the speed and torque requirements and the whole vehicle parameters, thereby realizing the advance planning of reasonable gears, solving the problems in the prior art of power loss caused by the inability to plan in advance according to road changes, and insufficient consideration of the vehicle's economy and gear shift shock, resulting in high vehicle energy consumption.

[0172] The above are only preferred embodiments of the present application and are not intended to limit the present application. For those skilled in the art, the present application may have various modifications and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims

1. A gearbox gear control method based on dynamic programming, characterized in that: The method comprises: Acquire road data within a preset distance ahead to obtain first target data, acquire real-time parameters of the entire vehicle to obtain second target data, wherein the road data includes distance, slope and curvature, and the real-time parameters of the entire vehicle include at least load, rolling resistance coefficient, air resistance coefficient and frontal area; Based on the first target data and the second target data, calculating the torque requirement and the speed requirement of the output shaft of the gearbox to obtain a first target torque and a first target speed; Calculating the gear shifting cost of the current gear shifting based on the first target torque, the first target speed and the current gear position of the gearbox and expressing it in a matrix form to obtain a first target matrix, wherein the gear shifting cost at least includes an equivalent fuel consumption cost and a gear shifting impact cost; Based on the first target matrix, a target shift path is obtained by optimizing through a DP algorithm, wherein the target shift path includes gear position timing data at multiple future moments; Based at least on the target shift path and the activation state of the predictive gear selection mode, a recommended gear is determined, and the transmission is controlled based on the recommended gear, wherein the recommended gear is the gear that is expected to be switched at the next moment.

2. The method according to claim 1, characterized in that Based on the first target data and the second target data, calculating the torque requirement and the speed requirement of the output shaft of the gearbox to obtain a first target torque and a first target speed includes: performing analysis based on the first target data to obtain a distance sequence, a first slope sequence and a first curvature sequence, wherein data in the first slope sequence and the first curvature sequence correspond one-to-one to the distance sequence; Based on the distance sequence, the first slope sequence and the first curvature sequence, a speed planner is used to generate a distance-based vehicle speed sequence to obtain a first vehicle speed sequence; Converting the first vehicle speed sequence into a sequence based on a time sequence based on the first vehicle speed sequence and the distance sequence to obtain a second vehicle speed sequence; Based on the second vehicle speed sequence and the second target data, the torque sequence and the speed sequence of the transmission output shaft are calculated by the vehicle dynamics formula to obtain the first target torque and the first target speed.

3. The method according to claim 2, characterized in that The shifting cost of the current moment shifting is calculated based on the first target torque, the first target speed and the current gear position of the transmission and expressed in matrix form to obtain a first target matrix, including: Calculating a required torque and a required speed of an input shaft of the transmission based on the first target torque, the first target speed, and a current gear position of the transmission to obtain a second target torque and a second target speed; Calculating the equivalent fuel consumption cost based on the second target torque and the second target speed to obtain a first target cost; Calculating the gear shift impact cost of switching to each gear at the current moment based on the current gear of the gearbox to obtain a plurality of second target costs; The gear shift cost is obtained by summing the first target cost and the second target cost, and the gear shift cost is expressed in a matrix form to obtain the first target matrix.

4. The method according to claim 2, characterized in that: Based on the first target matrix, the target shift path is obtained by optimizing through the DP algorithm, including: Taking the current gear position of the gearbox as the initial state of the DP algorithm; Determining the first target matrix as a state transfer equation of the DP algorithm; Determining a maximum number of recursive steps of the DP algorithm based on moments included in the first vehicle speed sequence; Determine the empty matrix as a shift path matrix, and update the first column of the shift path matrix with the initial state; Looping based on the DP algorithm, adding a column to the shift path matrix in each step until the number of columns of the shift path matrix is ​​equal to the maximum recursive step number, wherein the row of the shift path matrix is ​​used to represent the minimum cost of the gearbox switching to each gear at the maximum recursive step number; The row corresponding to the minimum value of the minimum cost is determined as the target shift path.

5. The method according to claim 1, characterized in that: Determining a recommended gear based at least on the target shift path and an activation state of a predictive gear selection mode includes: determining the second gear position in the target gear shift path as an alternative recommended gear position; When the activation state is activated, determining the candidate recommended gear as the recommended gear; When the activation state is inactive, the gear position output by the TCU is determined as the recommended gear position.

6. The method according to claim 2, characterized in that Calculating the torque sequence and the speed sequence of the output shaft of the transmission through the vehicle dynamics formula based on the second vehicle speed sequence and the second target data to obtain the first target torque and the first target speed includes: Determine the wheel speed corresponding to each moment based on the second vehicle speed sequence and the tire radius to obtain a target wheel speed sequence; Determine the output shaft speed of the gearbox at each moment based on the target wheel speed sequence and the final reduction ratio of the gearbox to obtain the first target speed; Determine the required torque of the wheel end at each moment based on the target wheel speed sequence, the first slope sequence, and the rotational inertia from the output shaft of the gearbox to the wheel, and obtain a third target torque; The first target torque is determined based on the third target torque, torque loss, and auxiliary machine power.

7. The method according to claim 3, characterized in that Calculating the required torque and required speed of the input shaft of the gearbox based on the first target torque, the first target speed and the current gear position of the gearbox to obtain a second target torque and a second target speed includes: determining a transmission ratio of the gearbox according to a current gear position of the gearbox; calculating the second target speed based on the first target speed and the transmission ratio; The second target torque is calculated based on the first target torque, the moment of inertia of the transmission, the moment of inertia of the clutch, and the moment of inertia of the engine.

8. A gearbox gear control device based on dynamic programming, characterized in that: The device comprises: An acquisition unit is used to acquire road data within a preset distance ahead, obtain first target data, obtain real-time parameters of the entire vehicle, and obtain second target data, wherein the road data includes distance, slope, and curvature; A first calculation unit, configured to calculate a torque requirement and a speed requirement of an output shaft of the gearbox based on the first target data and the second target data, to obtain a first target torque and a first target speed; a second calculation unit, configured to calculate a gear shifting cost for a current gear shift based on the first target torque, the first target speed and the current gear position of the gearbox and express the cost in a matrix form to obtain a first target matrix, wherein the gear shifting cost includes at least an equivalent fuel consumption cost and a gear shifting impact cost; A third calculation unit, configured to obtain a target gear shift path by optimizing the first target matrix through a DP algorithm, wherein the target gear shift path includes gear position timing data at multiple future moments; A control unit is used to determine a recommended gear based at least on the target gear shift path and the activation state of the predictive gear selection mode, and control the transmission based on the recommended gear, wherein the recommended gear is the gear that is expected to be switched at the next moment.

9. A computer-readable storage medium, characterized in that: The computer-readable storage medium includes a stored program, wherein when the program is executed, the device where the computer-readable storage medium is located is controlled to execute the method according to any one of claims 1 to 7.

10. A vehicle, characterized in that: include: One or more processors, a memory, and one or more programs, wherein the one or more programs are stored in the memory and are configured to be executed by the one or more processors, and the one or more programs include methods for executing any one of claims 1 to 7.

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