Gearbox gear control method and device based on dynamic programming

Abstract

The application provides a gearbox gear control method and device based on dynamic programming. The method obtains front road data and real-time vehicle parameters, calculates torque and speed requirements of the gearbox output shaft, obtains target torque and speed, calculates shift cost at the shift time, including fuel consumption and impact cost, and optimizes the shift cost through a dynamic programming algorithm to determine the target shift path and gear timing data at multiple future times. According to the target shift path and the activation state of the gear selection mode, the recommended gear is determined, and the gearbox optimization shift strategy is controlled. The reasonable gear is planned in advance, the problem that the power loss is caused by the inability to plan in advance according to the road changes in the prior art, and the problems that the economy and shift impact of the vehicle are not considered, resulting in high energy consumption of the vehicle are solved.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of gearbox control, 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

[0002] As an important part of the new energy vehicle industry chain, hybrid commercial vehicles will play an increasingly important role in the field of transportation in the future, thanks to policy support, technology upgrading and optimization of the industry chain. However, the cost of commercial vehicles and the efficiency of operation require more stringent requirements for fuel economy. From a technical point of view, optimizing the torque distribution of the powertrain, gearbox shift control and other key strategies are 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 pre-set upshift and downshift curve through logical rules and table lookup. This method cannot perform shift 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 respond to changes in working conditions, which reveals the limitations of the non-predictive logical rule shift strategy.

[0004] Although some existing technologies have proposed predictive shift control methods that consider economy, these methods are usually only applicable to traditional fuel vehicles, and the factors considered are relatively few, failing to fully exploit 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 its application in engineering practice. SUMMARY

[0005] The main purpose of the present application is to provide 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, to at least solve the problem that the prior art cannot plan in advance according to the changes in the road, resulting in power loss, and the economy and shift impact of the vehicle are not considered, resulting in high energy consumption of the vehicle.

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

[0007] Optionally, based on the first target data and the second target data, calculating torque demand and speed demand of the output shaft of the gearbox, obtaining first target torque and first target speed, comprises: based on the first target data, analyzing to obtain distance sequence, first slope sequence and first curvature sequence, the data in the first slope sequence and the first curvature sequence each corresponding to the distance sequence one by one; based on the distance sequence, the first slope sequence and the first curvature sequence, generating distance-based vehicle speed sequence by a speed planner, obtaining a first vehicle speed sequence; based on the first vehicle speed sequence and the distance sequence, converting the first vehicle speed sequence into a time-based sequence, obtaining a second vehicle speed sequence; based on the second vehicle speed sequence and the second target data, calculating torque sequence and speed sequence of the output shaft of the gearbox by vehicle dynamics formula, obtaining the first target torque and the first target speed.

[0008] Optionally, the shift cost at the current time for shifting is calculated based on the first target torque, the first target rotating speed and the current gear of the gearbox and is represented in a matrix form to obtain a first target matrix, including: the demand torque and the demand rotating speed of an input shaft of the gearbox are calculated based on the first target torque, the first target rotating speed and the current gear of the gearbox to obtain a second target torque and a second target rotating speed; the equivalent fuel consumption cost is calculated based on the second target torque and the second target rotating speed to obtain a first target cost; the shift impact cost of switching to each gear at the current time is calculated based on the current gear of the gearbox to obtain a plurality of second target costs; the first target cost and the second target costs are summed up to obtain the shift cost, and the shift cost is represented in a matrix form to obtain the first target matrix.

[0009] Optionally, the target shift path is obtained by DP algorithm optimization based on the first target matrix, including: the current gear of the gearbox is taken as an initial state of the DP algorithm; the first target matrix is determined as a state transition equation of the DP algorithm; the maximum recursive step number of the DP algorithm is determined based on the time included in the first vehicle speed sequence; an empty matrix is determined as a shift path matrix, and a first column of the shift path matrix is updated with the initial state; the DP algorithm is cycled based on the DP algorithm, and a column is added to the shift path matrix in each step until the column number 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 in the maximum recursive step number; the row corresponding to the minimum value of the minimum cost is determined as the target shift path.

[0010] Optionally, the recommended gear is determined based on at least the target shift path and an activation state of the predictive gear selection mode, including: a gear located at the second position in the target shift path is determined as a candidate recommended gear; in a case where the activation state is activated, the candidate recommended gear is determined as the recommended gear; in a case where the activation state is not activated, a gear output by the TCU is determined as the recommended gear.

[0011] Optionally, the torque sequence and the rotation speed sequence of the output shaft of the gearbox are calculated based on the second vehicle speed sequence and the second target data through a vehicle dynamics formula, to obtain the first target torque and the first target rotation 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 rotation speed of the output shaft 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 rotation speed; determining the required torque of the wheel end at each moment based on the target wheel speed sequence, the first slope sequence, and the moment of inertia from the output shaft of the gearbox to the wheel of the gearbox, to obtain a third target torque; and determining the first target torque based on the third target torque, torque loss, and auxiliary power.

[0012] Optionally, the required torque and the required rotation speed of the input shaft of the gearbox are calculated based on the first target torque, the first target rotation speed, and the current gear of the gearbox, to obtain a second target torque and a second target rotation speed, including: determining the transmission ratio of the gearbox according to the current gear of the gearbox; calculating the second target rotation speed based on the first target rotation speed and the transmission ratio; and 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 configured to acquire road data within a preset distance in front, to obtain first target data, and to acquire real-time parameters of a whole vehicle, to obtain second target data, the road data including distance, slope, and curvature; a first calculation unit configured to calculate torque demand and rotation speed demand of an output shaft of a gearbox based on the first target data and the second target data, to obtain a first target torque and a first target rotation speed; a second calculation unit configured to calculate a gear shifting cost at a current moment for gear shifting based on the first target torque, the first target rotation speed, and a current gear of the gearbox and to represent the gear shifting cost in a matrix form, to obtain a first target matrix, the gear shifting cost including at least equivalent fuel consumption cost and gear shifting impact cost; a third calculation unit configured to optimize a target gear shifting path through a DP algorithm based on the first target matrix, the target gear shifting path including gear timing data at a plurality of future moments; and a control unit configured to determine a recommended gear based on at least the target gear shifting path and an activation state of a predictive gear selection mode, and to control the gearbox based on the recommended gear, the recommended gear being a gear to be switched at a next moment.

[0014] According to still another aspect of the present application, a computer readable storage medium is provided, the computer readable storage medium comprising a stored program, wherein the computer readable storage medium controls a device where the computer readable storage medium is located to execute any one of the methods when the program runs.

[0015] According to yet 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 configured to be executed by the one or more processors, the one or more programs including instructions for performing any of the methods described.

[0016] By applying the technical solution of the present application, the road data (such as distance, slope and curvature) within a preset distance in front and the real-time parameters of the vehicle (such as load, rolling resistance coefficient, air resistance coefficient and windward area) are acquired, the torque demand and the speed demand of the output shaft of the gearbox are calculated, and the target torque and speed are obtained. Based on these target data, the shift cost at the current shift time is further calculated, and the shift cost is represented in the form of a matrix, including the equivalent fuel consumption cost and the shift impact cost. Then, the dynamic programming (DP) algorithm is used to optimize the shift cost, determine the target shift path, and obtain the gear timing data at multiple future times. Finally, the recommended gear is determined according to the target shift path and the activation state of the predictive gear selection mode, and the gearbox is controlled based on the recommended gear to optimize the shift strategy. The present application collects the road data in front of the vehicle through the electronic map of the vehicle, combines the road data and the vehicle data with the dynamics model, predicts the speed and torque demand of the vehicle, and then determines the gear selection based on the DP algorithm for the solver to integrate the equivalent fuel cost and the shift cost, so as to realize the early planning of reasonable gears, solve the problem of power loss caused by the inability to plan in advance according to the road changes in the prior art, and improve the vehicle economy and the shift impact, thereby reducing the energy consumption of the vehicle. BRIEF DESCRIPTION OF DRAWINGS

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

[0018] Figure 2 A flowchart of a dynamic programming-based gearbox gear control method provided in an embodiment of the present application is shown;

[0019] Figure 3 A flowchart of a specific dynamic programming-based gearbox gear control method provided in an embodiment of the present application is shown;

[0020] Figure 4 A structure block diagram of a dynamic programming-based gearbox gear control device provided in an embodiment of the present application is shown.

[0021] Among the above drawings, the following reference signs are included:

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

[0023] It should be noted that the embodiments and features of the embodiments in the present application can be combined with each other without conflict. The present application will be described in detail below with reference to the accompanying drawings and in conjunction with the embodiments.

[0024] In order for those skilled in the technical field to better understand the scheme of the present application, the technical solutions in the embodiments of the present application will be described clearly and completely below with reference to the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, not all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative labor should be within the scope of protection of the present application.

[0025] It should be noted that the terms "first", "second" and the like in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects, and do not necessarily describe a specific order or sequence. It should be understood that the data thus used can be interchanged under appropriate circumstances, so that the embodiments of the present application described herein can be implemented. In addition, the terms "include" and "have" and any variations thereof are intended to cover non-exclusive inclusion, for example, a process, method, system, product or device that includes a series of steps or units does not necessarily limit to those steps or units clearly listed, but can include other steps or units not clearly listed or inherent to these processes, methods, products or devices.

[0026] For the convenience of description, the following explains some nouns or terms related to the embodiments of the present application:

[0027] Commercial vehicle: a car designed and technically characterized for the transport of people and goods;

[0028] Gearbox: a mechanism used to change the speed and torque from the engine, which can fix or step change the transmission ratio of the output shaft and the input shaft;

[0029] TCU (Transmission Control Unit): an electronic control device responsible for managing the gear shifting process of the gearbox. The TCU makes gear shifting decisions based on the real-time driving state of the vehicle (such as vehicle speed, engine speed, load, etc.), thereby optimizing power output and improving fuel efficiency;

[0030] Map box: A device specifically designed to store offline map data and provide road information, commonly used in car navigation systems. It can compare and analyze data collected by on-board sensors with map data to provide real-time route suggestions, traffic conditions and other information for drivers;

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

[0032] Dynamic programming: A branch of operations research that seeks to optimize decision-making processes by dividing the process into stages, each of which requires a decision to be made in order to achieve the best overall outcome. The selection of decisions at each stage cannot be arbitrary, as it depends on the current state and affects future development;

[0033] Equivalent fuel factor: A coefficient that converts the electrical energy consumption of an electric vehicle 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 use efficiency of a vehicle during operation. It is usually evaluated by the energy consumption per unit distance or working time. The lower the energy consumption, the more energy-efficient the vehicle is under the same working conditions, and the better the economy.

[0035] As introduced in the background art, the existing technology cannot dynamically adjust the gear to respond to road changes, and the predictive gear shifting method is mostly limited to fuel vehicles, which is complex and has poor real-time performance, limiting engineering applications and failing to effectively improve the fuel economy and operating efficiency of hybrid commercial vehicles. To solve the problem of existing technology that cannot plan in advance according to road changes, resulting in power loss, and insufficient consideration of vehicle economy and gear shifting impact, leading to high energy consumption of the vehicle, the embodiments of the present application provide 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.

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

[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 the case of running on a mobile terminal, Figure 1This 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) a processor 102 (the processor 102 may include but is not limited to a microprocessor MCU or a programmable logic device FPGA and other processing devices) and a memory 104 for storing data, wherein the mobile terminal may also include a transmission device 106 and an input and output device 108 for communication functions. It will be understood by those skilled in the art that Figure 1 The structure shown is only for illustration and does not limit the structure of the mobile terminal. Figure 1 More or fewer components than shown, or with Figure 1 Different configurations shown.

[0038] The memory 104 can be used to store computer programs, such as software programs and modules for application software, such as the computer program corresponding to the dynamic programming-based transmission gear control method in the embodiment of the present invention. The processor 102 executes the computer programs stored in the memory 104 to execute various functional applications and data processing, thereby implementing the aforementioned method. The memory 104 may include high-speed random access memory (RAM) and may also include 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 memory remotely located from the processor 102, and such remote memory may be connected to the mobile terminal via a network. Examples of such networks include, but are not limited to, the Internet, an intranet, a local area network, a mobile communication network, and combinations thereof. The transmission device 106 is used to receive or transmit data via a network. Specific examples of such networks may include a wireless network provided by the mobile terminal's telecommunications provider. In one example, the transmission device 106 includes a network interface controller (NIC), which can be connected to other network devices via a base station to enable communication 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 dynamic programming based gearbox gear control method according to an embodiment of the present application, Figure 3 is a flow chart of a dynamic programming based gearbox gear control method according to an embodiment of the present application, Figure 2 and Figure 3 The method comprises the following steps:

[0041] In step S201, road data within a preset distance ahead is acquired to obtain first target data, and real-time parameters of the whole vehicle are acquired to obtain second target data. The road data includes distance, slope and curvature, and the real-time parameters of the whole vehicle include at least load, rolling resistance coefficient, air resistance coefficient and windward area.

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

[0043] Further, the whole vehicle electronic map acquires road data (including distance, slope and curvature) within a preset distance ahead based on the current position in real time, and real-time parameters (such as load, rolling resistance coefficient, air resistance coefficient and windward area) of the whole vehicle, which can provide accurate input information for subsequent gear control. This data fusion method not only considers the working condition of the current vehicle, but also provides more comprehensive support for shift decision through the prediction of future road conditions.

[0044] In step S202, the torque demand and the speed demand of the output shaft of the gearbox are calculated based on the first target data and the second target data to obtain first target torque and first target speed.

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

[0046] In step S203, the shift cost of shift at the current time is calculated based on the first target torque, the first target speed and the current gear of the gearbox and represented in a matrix form to obtain a first target matrix. The shift cost includes at least equivalent fuel consumption cost and shift impact cost.

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

[0048] In step S204, a target shift path is obtained by optimizing the first target matrix based on a DP algorithm, and the target shift path includes gear time sequence data at multiple future time points.

[0049] Specifically, the dynamic programming (DP) algorithm is used to optimize the shift cost to obtain a target shift path, which includes gear time sequence data at multiple future time points. The dynamic programming method can make global optimization decisions based on the current state, future working conditions and shift cost, and can flexibly adjust the shift strategy according to the real-time changing working conditions compared with the traditional shift control based on preset rules. This method can accurately calculate the optimal gear switching time under various working conditions, thereby reducing unnecessary shifting times, improving shift efficiency, and further improving the fuel economy and power performance of the vehicle.

[0050] In step S205, a recommended gear is determined based on at least the target shift path and the activation state of the predictive gear selection mode, and the transmission is controlled based on the recommended gear. The recommended gear is the gear expected to be switched at the next time point.

[0051] Specifically, the recommended gear is determined according to the target shift path and the activation state of the predictive gear selection mode, and the transmission is controlled based on the recommended gear. This step not only considers the gear time sequence data at multiple future time points, but also introduces the predictive gear selection mode, so that the shift decision is made more in advance and accurately, and the gear can be dynamically adjusted under different working conditions, thereby improving the power response and fuel efficiency of the vehicle.

[0052] Through this embodiment, the front road data and the vehicle working condition are obtained in real time through the vehicle electronic map, the rotation speed and torque demand of the vehicle are predicted by combining the dynamic programming optimization algorithm, and then the gear selection is decided by the DP algorithm for the solver based on the rotation speed and torque demand and the vehicle parameters to synthesize the equivalent fuel cost and shift cost, which realizes the early planning of reasonable gears and effectively improves the intelligence and adaptive ability of the transmission control. Through the fine control of the shift process, not only the fuel consumption and emissions can be reduced, but also the power performance and driving stability of the vehicle can be improved, solving the problem that the power loss is caused by the inability to plan in advance according to the road changes in the prior art, and the economy and shift shock of the vehicle are not considered, 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 demand and the speed demand of the output shaft of the gearbox are calculated to obtain a first target torque and a first target speed, comprising:

[0054] Step S301, based on the first target data, the distance sequence, the first slope sequence and the first curvature sequence are obtained, and the data in the first slope sequence and the first curvature sequence are one-to-one corresponding 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 running path based on a certain time period or distance in the future. The distance sequence (Dst) represents the distance traveled by the vehicle along the road, usually in meters. It provides a benchmark for subsequent vehicle speed and power demand calculations. The slope sequence (Slp) describes the slope change of the road, that is, the angle of the road rising or falling, and 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, which usually describes the degree of road curvature. Curvature has a direct impact on the steering control and speed stability of the vehicle when driving. The data in these sequences are one-to-one corresponding to the distance sequence, which constitutes the prediction information of the road conditions during vehicle driving.

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

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

[0058] Step S303, based on the first vehicle speed sequence and the distance sequence, the first vehicle speed sequence is converted into a time-based 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 ] and the predicted distance-based vehicle speed sequence V=[v0 v1 v2…v i ] are obtained, where x nIf the fixed sampling time interval t i is: Therefore, the time sequence T s = [t0t1 t2…t n is completed based on the position-based prediction sequence to the 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 gearbox output shaft are calculated through the vehicle dynamics formula, and the first target torque and the first target speed are obtained.

[0061] Through this series of steps, the vehicle can accurately predict the required power output according to the front road and the current working condition, so as to more reasonably control the gearbox, optimize the gear shifting decision, and further improve the economy and performance of the vehicle.

[0062] As a possible implementation, the gear shifting cost at the current time is calculated based on the first target torque, the first target speed and the current gear of the gearbox, and is represented in the form of a matrix to obtain a first target matrix, including:

[0063] Step S401, based on the first target torque, the first target speed and the current gear of the gearbox, the required torque and the required speed of the input shaft of the gearbox are calculated to obtain the second target torque and the second target speed;

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

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

[0066] Specifically, using the engine external characteristic map Map and the current operating point (torque T G (k) and speed ω G (k) of the engine, the fuel consumption rate of the engine is queried to obtain the equivalent fuel consumption cost Cost e when gear shifting.

[0067] Wherein, C eqfor equivalent fuel consumption, which is used to convert battery energy consumption into equivalent fuel consumption, to unify the standard for calculating different energy consumption, f(*,*) is a look-up table function of fuel consumption, which is a function of looking up fuel consumption based on SOC (state of battery power) change and 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, ΔSOCloadm represents the total mass of the vehicle, including the weight of the vehicle itself, passengers and cargo, r represents the tire radius, w e represents the engine proportion coefficient in equivalent fuel consumption, w m represents the proportion coefficient of the drive motor in equivalent fuel consumption, ω G is the required speed of the input shaft of the transmission, T G (k) is the required torque of the input shaft of the transmission.

[0068] Step S403, calculate the shift shock cost of switching to each gear at the current time based on the current gear of the transmission, to obtain a plurality of second target costs;

[0069] Specifically, in the process of transmission shifting, the target of adjusting the weight coefficient for pure engine driving and P2 hybrid architecture (P2 Hybrid) is to optimize the fuel efficiency and power performance of shifting. The shift cost function mainly involves the following trade-offs: fuel consumption cost, shift shock cost and power demand, etc. The shift cost of the transmission Cost shft : Costshft=wshft(wsigCostsig+wmulCostmul+Cost N ), wherein w shft is the shift cost weight, Cost 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 is the cost matrix of shifting to N gear, Cost e is the equivalent fuel consumption cost when shifting.

[0070] Step S404, sum the first target cost and the second target cost to obtain the shift cost, and represent the shift cost in the form of a matrix 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] Further, the cost function Cost at gear shifting is: Cost = Cost e + Cost shft , where Cost e is the equivalent fuel consumption cost at gear shifting, and Cost shft is the gear shifting cost of the gearbox. The cost function Cost is in matrix form, providing input data for subsequent dynamic programming algorithm to optimize the gear position. Each element point represents the cost of switching from gear position i to gear position j, for example, S25 represents the cost of switching from gear position 2 to gear position 5.

[0074] As a possible implementation, the target gear shifting path is obtained by DP algorithm optimization based on the first target matrix, including:

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

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

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

[0078] Specifically, in the dynamic programming (DP) algorithm, the key to defining the transition relationship between states is to take the gear shifting cost function matrix as the state transition equation. Here, the gear shifting cost matrix represents the cost required to transition from the current gear position to the target gear position, which usually includes multiple factors involved in the gear shifting process, such as gear shifting time, gear shifting impact, fuel consumption, etc.

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

[0080] Specifically, according to the distance-based vehicle speed sequence, the maximum number of recursive steps (i.e. time steps) required by the algorithm is determined. The maximum number of recursive steps is determined according to the number of time points in the vehicle speed sequence, meaning that the algorithm needs to traverse all time points from the starting time point to the last predicted time point.

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

[0082] Specifically, an empty matrix is created to represent the gear shifting path (bestPath nG×n matrix). The number of rows of this matrix represents the number of gears of the gearbox, and the number of columns represents the number of predicted steps (i.e. time points). The first column of the gear shifting path matrix is updated with the initial state (i.e. the current gear position). This column represents the gear shifting path starting from the initial time point.

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

[0084] Specifically, based on the predicted time sequence Ts, the calculation step k = 1, 2, … n of the algorithm is divided; each time, the minimum cost vector bestCost nG×n , i, j = 1, 2, … n G is calculated from the gear i to the gear j. Enter the loop, from the second time, each time according to the shift path of the previous time, calculate the optimal shift path of the current time, and update the shift path matrix. The gear of the previous step is used as the starting gear of the shift in the next step. Every time a prediction step is looped, a column is added to the shift path matrix bestPath nG×n , which represents the updated shift path from the first step to the kth step. For the minimum cost vector of the shift, each row represents the minimum cost vector bestCost nG×n cumulated to the kth step, respectively switching to gears N12 3 4 5 6 7 8 9 10 11 12.

[0085] Step S506, the row corresponding to the minimum value of the minimum cost is determined as the target shift path.

[0086] Specifically, by finding the minimum cost value in the bestPath nG×n matrix, the minimum cost path (optimal path) corresponding to the minimum cost is determined. In the bestCost nG×n matrix, the row corresponding to the minimum cost represents that the gearbox switches to the most suitable gear at each step during the entire prediction process. Thus, the rolling optimization based on the MPC as the logical framework and the DP algorithm as the solver is realized.

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

[0088] Step S601, the gear located in the second position in the target shift path is determined as the candidate recommended gear;

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

[0090] Step S602, in the case where the activation state is activated, the candidate recommended gear is determined 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 shift path.

[0092] Step S603, in the case where the activation state is not activated, the gear output by the TCU is determined as the recommended gear.

[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 an appropriate gear according to the traditional control logic, which may be based on the current vehicle speed, acceleration, load, etc.

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

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

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

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

[0098] Step S703, based on the target wheel speed sequence, the first slope sequence, and the moment of inertia from the output shaft of the transmission to the wheel, the demand torque of the wheel end at each moment is determined to obtain the third target torque;

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

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

[0101]

[0102] wherein k is the sampling time, the wheel speed ω w and the wheel angular acceleration a w are important parameters describing the motion state of the vehicle, affecting the power demand and shift timing of the gearbox, the wheel moment of inertia J w affecting the speed of acceleration and deceleration of the vehicle, especially when the vehicle is shifting rapidly, a larger wheel moment of inertia may cause a lag in power response, the air resistance coefficient C D describing the friction between the vehicle and the air, which usually has the greatest impact when driving at high speed, the tire radius r is the geometric size of the wheel in contact with the ground, affecting the rolling distance and speed of the tire, the slope a s represents the inclination angle of the vehicle driving path, usually expressed in degrees or percentage, the auxiliary power P aux includes the power demand of devices such as air conditioner and generator in the vehicle, affecting the total energy consumption of the whole vehicle, the main reduction ratio i0 of the gearbox is the ratio of the transmission system in the gearbox, affecting the efficiency of power transmission, and directly determining the transmission ratio of the torque output from the engine to the wheel.

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

[0104] As a possible implementation, the demand torque and demand 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 the second target torque and the second target speed, including:

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

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

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

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

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

[0110] The embodiment of the present application also provides a gearbox gear control device based on dynamic programming. It should be noted that the gearbox gear control device based on dynamic programming of the embodiment of the present application can be used to execute the gearbox gear control method based on dynamic programming provided by the embodiment of the present application. The device is used to realize the above-mentioned embodiments and preferred embodiments, and will not be described here. As used below, the term "module" can be a combination of software and / or hardware that implements a predetermined function. Although the device described in the following embodiments is preferably implemented in software, hardware, or a combination of software and hardware is also possible and is contemplated.

[0111] The following introduces a gearbox gear control device based on dynamic programming provided by an embodiment of the application.

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

[0113] The acquisition unit 10 is configured to acquire road data within a preset distance in front to obtain first target data, and acquire real-time parameters of the whole vehicle to obtain second target data, wherein the road data comprises distance, slope and curvature.

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

[0115] Further, the whole vehicle electronic map acquires the road data (including distance, slope and curvature) within a preset distance in front based on the current position in real time, and the real-time parameters of the whole vehicle (such as load, rolling resistance coefficient, air resistance coefficient and windward area), which can provide accurate input information for subsequent gear control. This data fusion method not only considers the working condition of the current vehicle, but also provides more comprehensive support for shift decision through the prediction of future road conditions.

[0116] The first calculation unit 20 is configured to calculate the torque demand and the 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.

[0117] Specifically, the target torque and the target speed of the output shaft of the gearbox are accurately obtained through calculation based on the road data in front and the real-time parameters of the whole vehicle. Compared with the traditional fixed speed or torque shift strategy, this target setting based on dynamic working condition can dynamically adapt to different working condition requirements.

[0118] The second calculation unit 30 is configured to calculate a shift cost at the current time for shifting based on the first target torque, the first target speed and the current gear of the gearbox and represent the shift cost in a matrix form to obtain a first target matrix, wherein the shift cost at least comprises an equivalent fuel consumption cost and a shift impact cost.

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

[0120] The third calculation unit 40 is configured to obtain a target shift path based on the first target matrix by DP algorithm optimization, the target shift path including gear time sequence data at a plurality of future time points;

[0121] Specifically, the target shift path is obtained by optimizing the shift cost using the dynamic programming (DP) algorithm, and the path contains gear time sequence data at a plurality of future time points. The dynamic programming method can make global optimization decisions according to the current state, future working conditions and shift cost, and can flexibly adjust the shift strategy according to the real-time changing working conditions compared with the traditional shift control based on preset rules. This method can accurately calculate the optimal gear switching time under various working conditions, thereby reducing unnecessary shifting times, improving shift efficiency, and further improving the fuel economy and power performance of the vehicle.

[0122] The control unit 50 is configured 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, the recommended gear being a gear expected to be switched at a next time point.

[0123] Specifically, the recommended gear is determined according to the target shift path and the activation state of the predictive gear selection mode, and the gearbox is controlled based on this. This step not only considers the gear time sequence data at a plurality of future time points, but also introduces the predictive gear selection mode, so that the shift decision is more advanced and accurate, and the gear can be dynamically adjusted under different working conditions, thereby improving the power response and fuel efficiency of the vehicle.

[0124] The embodiment provides a gearbox gear control device based on dynamic programming, which 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 for acquiring road data within a preset distance in front, obtaining first target data, acquiring real-time parameters of the whole vehicle, and obtaining second target data. The road data comprises distance, slope and curvature; the first calculation unit is used for calculating torque demand and speed demand of an output shaft of the gearbox based on the first target data and the second target data, and obtaining first target torque and first target speed; the second calculation unit is used for calculating a gear shifting cost at a current time based on the first target torque, the first target speed and a current gear of the gearbox and representing the gear shifting cost in a matrix form, and obtaining a first target matrix. The gear shifting cost at least comprises equivalent fuel consumption cost and gear shifting impact cost; the third calculation unit is used for optimizing the first target matrix through a DP algorithm, and obtaining a target gear shifting path. The target gear shifting path comprises gear time sequence data at a plurality of future times; and the control unit is used for determining a recommended gear based on at least the target gear shifting path and an activation state of a predictive gear selection mode, and controlling the gearbox based on the recommended gear. The recommended gear is a gear to be switched at a next time. The device collects road data in front through a whole vehicle electronic map, combines the road data and whole vehicle data with a dynamics model, predicts speed demand and torque demand of the vehicle, and then decides a gear selection based on the speed demand and the torque demand and whole vehicle parameters through a DP algorithm for a solver to synthesize equivalent fuel cost and gear shifting cost, so that reasonable gears are planned in advance, and the problems that power loss is caused by being unable to plan in advance according to road changes in the prior art, and the whole vehicle economy and gear shifting impact are not considered enough, resulting in high energy consumption of the whole vehicle are solved.

[0125] As a possible implementation manner, the first calculation unit comprises an analysis module, a generation module, a conversion module and a first calculation module.

[0126] The analysis module is used for analyzing based on the first target data, and obtaining a distance sequence, a first slope sequence and a first curvature sequence. The data in the first slope sequence and the first curvature sequence are one-to-one corresponding to the distance sequence.

[0127] The generation module is used for generating a distance-based vehicle speed sequence based on the distance sequence, the first slope sequence and the first curvature sequence through a speed planner, and obtaining a first vehicle speed sequence.

[0128] The conversion module is used for converting the first vehicle speed sequence to a time sequence-based sequence based on the first vehicle speed sequence and the distance sequence, and obtaining a second vehicle speed sequence.

[0129] The first calculation module is used for calculating a torque sequence and a speed sequence of the output shaft of the gearbox based on the second vehicle speed sequence and the second target data through a whole vehicle dynamics formula, and obtaining the first target torque and the first target speed.

[0130] As a possible implementation manner, the second calculation unit comprises a second calculation module, a third calculation module, a fourth calculation module and a summation module.

[0131] The second calculation module is configured to calculate a demand torque and a demand speed of an input shaft of the gearbox 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;

[0132] The third calculation module is 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] The fourth calculation module is configured to calculate a gear shift impact cost of switching to each gear at the current time based on the current gear of the gearbox, to obtain a plurality of second target costs;

[0134] The summation module is configured to sum the first target cost and the second target cost, to obtain a gear shift cost, and to represent the gear shift cost in a matrix form, to obtain a first target matrix.

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

[0136] The state module is configured to take the current gear of the gearbox as an initial state of the DP algorithm;

[0137] The state determination module is configured to determine the first target matrix as a state transition equation of the DP algorithm;

[0138] The step number determination module is configured to determine a maximum recursive step number of the DP algorithm based on the time points included in the first speed sequence;

[0139] The update module is configured to determine an empty matrix as a gear shift path matrix, and to update a first column of the gear shift path matrix with the initial state;

[0140] The loop module is configured to loop based on the DP algorithm, and to add a column to the gear shift path matrix in each step, until the number of columns of the gear shift path matrix is equal to the maximum recursive step number, wherein the rows of the gear shift path matrix are used to represent minimum costs of the gearbox switching to each gear in the maximum recursive step number;

[0141] The path determination module is configured to determine a row corresponding to a minimum value of the minimum costs as a target gear shift path.

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

[0143] The first gear determination module is configured to determine the gear at the second position in the target gear shifting path as a candidate recommended gear.

[0144] The second gear determination module is configured to determine the candidate recommended gear as a recommended gear when the activation state is activated.

[0145] The third gear determination module is configured to determine the gear output by the TCU as the recommended gear when the activation state is not activated.

[0146] As a possible implementation manner, the first calculation module comprises a wheel speed sub-module, a first rotation speed sub-module, a third torque sub-module and a first torque sub-module.

[0147] The wheel speed sub-module is configured to determine the wheel speed at each time point based on the second speed sequence and the tire radius to obtain a target wheel speed sequence.

[0148] The first rotation speed sub-module is configured to determine the output shaft rotation speed of the gearbox at each time point based on the target wheel speed sequence and the main reduction ratio of the gearbox to obtain a first target rotation speed.

[0149] The third torque sub-module is configured to determine the demand torque of the wheel end at each time point based on the target wheel speed sequence, the first slope sequence and the moment of inertia from the output shaft of the gearbox to the wheel to obtain a third target torque.

[0150] The first torque sub-module is configured to determine the first target torque based on the third target torque, the torque loss and the auxiliary machine power.

[0151] As a possible implementation manner, the second calculation module comprises a transmission ratio sub-module, a second rotation speed sub-module and a second torque sub-module.

[0152] The transmission ratio sub-module is configured to determine the transmission ratio of the gearbox according to the current gear of the gearbox.

[0153] The second rotation speed sub-module is configured to calculate a second target rotation speed based on the first target rotation speed and the transmission ratio.

[0154] The second torque sub-module is configured to calculate a 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.

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

[0156] The processor includes a core, and the core retrieves corresponding program units from the memory.

[0157] The memory can 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 memory (flash RAM), and the memory includes at least one memory chip.

[0158] The embodiment of the present application provides a computer readable storage medium, and the computer readable storage medium includes a stored program, wherein the program controls a device where the computer readable storage medium is located to perform the dynamic programming based gearbox gear control method when the program is running.

[0159] The embodiment of the present application provides a vehicle, including one or more processors, a memory, and one or more programs, wherein the one or more programs are stored in the memory and configured to be executed by the one or more processors, and the one or more programs include the dynamic programming based gearbox gear control method.

[0160] Obviously, those skilled in the art should understand that the modules or steps of the present application described above can be realized by general computing devices, and they can be concentrated on a single computing device or distributed on a network composed of multiple computing devices, and they can be realized by program codes executable by the computing devices, so that they can be stored in storage devices and executed by the computing devices, and in some cases, the steps shown or described can be executed in different sequences, or they can be manufactured into individual integrated circuit modules, or multiple modules or steps can be manufactured into a single integrated circuit module. Therefore, the present application is not limited to any specific combination of hardware and software.

[0161] Those skilled in the art should understand that the embodiments of the present application can be provided as a method, a system, or a computer program product. Therefore, the present application can adopt a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware aspects. Moreover, the present application can adopt a computer program product in the form of one or more computer usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer usable program codes.

[0162] The computer program instructions can also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer-implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart block or blocks. Figure 1 one or more flow or blocks Figure 1 one or more flow or blocks

[0163] These computer program instructions can also be stored in a computer readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer readable memory produce an article of manufacture including instructions which implement the function specified in the flowchart block or blocks. Figure 1 one or more flow or blocks Figure 1 one or more flow or blocks

[0164] The computer program instructions can also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer-implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart block or blocks. Figure 1 one or more flow or blocks Figure 1 one or more flow or blocks

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

[0166] The memory can include non-persistent memory and / or persistent memory, such as flash memory, read-only memory (ROM), and / or volatile or non-volatile random access memory (RAM), among others. The memory is an example of computer readable media.

[0167] Computer-readable media includes 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 technologies, compact disc read-only memory (CD-ROM), digital versatile disc (DVD) or other optical storage, magnetic cassette, magnetic disk storage or other magnetic storage devices, or any other non-transmission medium that can be used to store information accessible to a computing device. According to the definition herein, computer-readable media does not include transitory media such as modulated data signals and carriers.

[0168] It should also be noted that the terms "comprising", "including" or any other variant thereof are intended to cover non-exclusive inclusion, so that processes, methods, articles or devices including a series of elements not only include those elements, but also include other elements not explicitly listed or inherent to such processes, methods, articles or devices. Without more limitations, the element defined by the statement "including a" does not exclude the presence of additional identical elements in the process, method, article or device including the element.

[0169] From the above description, it can be seen that the above-mentioned 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 front road data and the vehicle working condition in real time through the vehicle electronic map, combines the dynamic programming optimization algorithm, predicts the speed and torque demand of the vehicle, and then decides the gear selection based on the DP algorithm for the solver to comprehensively equivalent fuel cost and shift cost based on the speed and torque demand and the vehicle parameters, realizes the advance planning of reasonable gear, and effectively improves the intelligentization and adaptive ability of the gearbox control. Through the fine control of the shift process, not only the fuel consumption and emission can be reduced, but also the power performance and driving stability of the vehicle can be improved, which solves the problem that the existing technology cannot plan in advance according to the road change, resulting in power loss, and the economic efficiency and shift impact of the vehicle are not considered, resulting in high energy consumption of the vehicle.

[0171] 2) The transmission gear control device based on dynamic programming of the present application, the device 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 in front, to obtain first target data, to 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 torque demand and speed demand of the output shaft of the transmission based on the first target data and the second target data, to obtain first target torque and first target speed; the second calculation unit is used to calculate the gear shifting cost at the current time based on the first target torque, the first target speed and the current gear of the transmission and represent it in matrix form, to obtain the first target matrix, and the gear shifting cost at least includes equivalent fuel consumption cost and gear shifting impact cost; the third calculation unit is used to optimize the target gear shifting path through the DP algorithm based on the first target matrix, to obtain the target gear shifting path, and the target gear shifting path includes gear timing data at multiple future times; the control unit is used to determine the recommended gear based on at least the target gear shifting path and the activation state of the predictive gear selection mode, and control the transmission based on the recommended gear, and the recommended gear is the gear expected to be switched at the next time. The device collects road data in front through the electronic map of the whole vehicle, combines the road data and the whole vehicle data with the dynamics model, predicts the speed and torque demand of the vehicle, and then decides the gear selection based on the speed and torque demand and the whole vehicle parameters through the DP algorithm for the solver to integrate the equivalent fuel cost and the gear shifting cost, realizes the early planning of reasonable gears, and solves the problem that the prior art cannot plan in advance according to the road changes, resulting in power loss, and the problem that the prior art does not consider the economy and gear shifting impact of the whole vehicle, resulting in high energy consumption of the whole vehicle.

[0172] The above is only the preferred embodiment of the present application and is not used to limit the present application. For those skilled in the art, the present application can have various changes 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 dynamic programming based gearbox gear control method, characterized in that, The method comprises: acquiring road data within a preset distance in front to obtain first target data, and acquiring real-time parameters of the whole vehicle to obtain second target data, wherein the road data comprises distance, slope and curvature, and the real-time parameters of the whole vehicle at least comprise load, rolling resistance coefficient, air resistance coefficient and windward area; based on the first target data and the second target data, calculating torque demand and speed demand of an output shaft of a gearbox to obtain first target torque and first target speed; based on the first target torque, the first target speed and the current gear of the gearbox, calculating a gear shifting cost at the current time for gear shifting and representing the gear shifting cost in a matrix form to obtain a first target matrix, wherein the gear shifting cost at least comprises equivalent fuel consumption cost and gear shifting impact cost; based on the first target matrix, optimizing by a DP algorithm to obtain a target gear shifting path, wherein the target gear shifting path comprises gear time sequence data at multiple future times; based on at least the target gear shifting path and an activation state of a predictive gear selection mode, determining a recommended gear, and controlling the gearbox based on the recommended gear, wherein the recommended gear is a gear to be switched at a next time.

2. The method of claim 1, wherein, Based on the first target data and the second target data, calculating torque demand and speed demand of an output shaft of a gearbox to obtain first target torque and first target speed, comprising: based on the first target data, performing analysis 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 are one-to-one corresponding to the distance sequence; based on the distance sequence, the first slope sequence and the first curvature sequence, generating a distance-based vehicle speed sequence by a speed planner to obtain a first vehicle speed sequence; based on the first vehicle speed sequence and the distance sequence, converting the first vehicle speed sequence into a time-based sequence to obtain a second vehicle speed sequence; based on the second vehicle speed sequence and the second target data, calculating a torque sequence and a speed sequence of the output shaft of the gearbox by a whole vehicle dynamics formula to obtain the first target torque and the first target speed.

3. The method of claim 2, wherein, Based on the first target torque, the first target speed and the current gear of the gearbox, calculating a gear shifting cost at the current time for gear shifting and representing the gear shifting cost in a matrix form to obtain a first target matrix, comprising: based on the first target torque, the first target speed and the current gear of the gearbox, calculating demand torque and demand speed of an input shaft of the gearbox to obtain second target torque and second target speed; based on the second target torque and the second target speed, calculating the equivalent fuel consumption cost to obtain a first target cost; based on the current gear of the gearbox, calculating the gear shifting impact cost of switching to each gear at the current time to obtain multiple second target costs; based on the first target cost and the second target cost, performing summation to obtain the gear shifting cost, and representing the gear shifting cost in a matrix form to obtain the first target matrix.

4. The method of claim 2, wherein, Based on the first target matrix, optimizing by a DP algorithm to obtain a target gear shifting path, comprising: taking the current gear of the gearbox as an initial state of the DP algorithm; Determining the first target matrix as a state transition 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; determining an empty matrix as a shift path matrix, and updating a 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 in 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; The row corresponding to the minimum value of the minimum cost is determined as the target shift path.

5. The method of claim 1, wherein, 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 in the target gear shift path as an alternative recommended gear; 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 of claim 2, wherein, Calculating the torque sequence and speed sequence of the transmission output shaft using 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 includes: determining the wheel speed corresponding to each moment based on the second vehicle speed sequence and the tire radius, and obtaining 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 final 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 gradient sequence, and the moment of inertia from the output shaft of the gearbox to the wheel, to 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 of claim 3, wherein, 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 includes: determining a transmission ratio of the transmission according to a current gear position of the transmission; calculating the second target speed based on the first target speed and the gear 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 dynamic programming based gearbox gear control device, characterized in that, The device comprises: an acquisition unit, configured 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; a first calculation unit, configured to calculate a torque requirement and a speed requirement of an output shaft of the transmission 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 a current gear position of the transmission, and express the calculated cost in 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 shock cost; A third computing unit is configured to obtain a target shift path including gear timing data at a plurality of future time points by optimizing a DP algorithm based on the first target matrix. A control unit is configured to determine a recommended gear based on at least the target shift path and an activation state of the predictive gear selection mode, and control the transmission based on the recommended gear, the recommended gear being a gear expected to be switched at a next time point.

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

10. A vehicle characterized by comprising: comprise: one or more processors, memory, and one or more programs, wherein the one or more programs are stored in the memory and configured to be executed by the one or more processors, the one or more programs including instructions for performing the method of any one of claims 1-7.

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