An engine operation control method, device, system, and storage medium

Abstract

The application discloses an engine operation control method, device, system and storage medium, and relates to the technical field of engines, and the method comprises the following steps: receiving a gear shifting control parameter sent by a transmission control unit and acquiring a target parameter, wherein the target parameter comprises a final target rotating speed; the gear shifting control parameter comprises an engine real-time rotating speed; judging whether a current vehicle is in a gear shifting synchronization stage according to the gear shifting control parameter and the target parameter; if the gear shifting synchronization stage is started, dynamically adjusting an engine current target rotating speed according to the gear shifting control parameter until the engine real-time rotating speed reaches the final target rotating speed. Through the dynamic adjustment of the engine target rotating speed, the engine rotating speed adjustment in the gear shifting process is optimized, the smoothness of the vehicle in the gear shifting process is ensured, and the impact and vibration during gear shifting are reduced.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of engine, in particular to an engine operation control method, device, system and storage medium. BACKGROUND

[0002] When the automatic manual transmission (AMT) technology is matched with the engine, automatic gear shifting is achieved by precisely controlling the torque and speed of the engine. During gear shifting, the upshift and downshift operations are completed by controlling the engine parameters to achieve a smooth gear shifting experience.

[0003] In the upshift synchronization phase, the target is to rapidly reduce the engine speed to the target value to shorten the gear shifting time. To this end, the engine will take the measure of cutting off the fuel supply when it identifies the upshift synchronization phase to achieve rapid speed reduction. When the speed approaches the target value, PI (proportional-integral) controller adjustment is needed to ensure that the speed does not drop too much and is maintained near the target speed.

[0004] However, PI adjustment usually starts to work when the engine speed approaches the target speed, which leads to a relatively lagging adjustment response. In particular, in gas machines, this lag may cause the engine speed to drop below the target speed too much, affecting the comfort of gear shifting. SUMMARY

[0005] The main purpose of the present application is to provide an engine operation control method, device, system and storage medium. By dynamically adjusting the target speed of the engine, the adjustment of the engine speed during gear shifting is optimized to ensure the smoothness of the vehicle during gear shifting and reduce the impact and vibration during gear shifting.

[0006] To achieve the above-mentioned purpose, the embodiments of the present application provide the following technical solutions:

[0007] According to a first aspect of the embodiments of the present application, an engine operation control method is provided, which comprises:

[0008] receiving a gear shifting control parameter sent by a transmission control unit and obtaining a target parameter, the target parameter including a final target speed; the gear shifting control parameter including a real-time engine speed;

[0009] determining whether the upshift synchronization phase is started according to the gear shifting control parameter and the target parameter;

[0010] if the upshift synchronization phase is started, dynamically adjusting the current target speed of the engine according to the gear shifting control parameter until the real-time engine speed reaches the final target speed.

[0011] Optionally, the target parameter further comprises a target gear; the shift control parameter further comprises an engine real-time gear; the judging whether the current vehicle is in a shift synchronization phase according to the shift control parameter and the target parameter comprises:

[0012] If the engine real-time gear is inconsistent with the target gear, it is determined that the current vehicle is in a shift synchronization phase; the shift synchronization phase comprises an upshift synchronization phase and a downshift synchronization phase; the upshift synchronization phase is started when the engine real-time gear is lower than the target gear; the downshift synchronization phase is started when the engine real-time gear is higher than the target gear.

[0013] Optionally, the engine current target speed is dynamically adjusted according to the shift control parameter until the engine real-time speed reaches the final target speed, comprising:

[0014] The speed difference between the engine real-time speed and the engine current target speed is monitored;

[0015] When the speed difference is within a preset range, the engine current target speed is dynamically adjusted until the engine real-time speed reaches the final target speed.

[0016] Optionally, if the downshift synchronization phase is started, the dynamic adjustment of the engine current target speed comprises:

[0017] The engine current target speed is adjusted to the engine real-time speed;

[0018] The engine torque output is reduced by a set torque unit at a set frequency to reduce the engine real-time speed; meanwhile, a proportional integral regulator and a filtering algorithm are applied to control the engine real-time speed.

[0019] Optionally, if the upshift synchronization phase is started, the dynamic adjustment of the engine current target speed comprises:

[0020] The engine current target speed is adjusted to the engine real-time speed;

[0021] The engine torque output is increased by a set torque unit at a set frequency to increase the engine real-time speed; meanwhile, a proportional integral regulator and a filtering algorithm are applied to control the engine real-time speed.

[0022] Optionally, the preset range is adjusted in real time according to the following process:

[0023] A speed correction factor is determined according to the shift control parameter and the target parameter;

[0024] The preset range is adjusted according to the speed correction factor, the engine real-time speed and the engine current target speed.

[0025] Optionally, the shift control parameter further comprises a slope and a throttle opening degree; and the determining the speed correction factor according to the shift control parameter and the target parameter comprises:

[0026] determining a first speed correction factor according to the engine real-time gear and the target gear;

[0027] determining a second speed correction factor according to the slope and the throttle opening degree;

[0028] adding the first speed correction factor and the second speed correction factor to obtain the speed correction factor.

[0029] According to a second aspect of the embodiments of the present application, an engine operation control system is provided, which comprises:

[0030] a data receiving module, configured to receive a shift control parameter sent by a transmission control unit and acquire a target parameter, wherein the target parameter comprises a final target speed, and the shift control parameter comprises an engine real-time speed;

[0031] a shift judging module, configured to judge whether a current vehicle is in a shift synchronization stage according to the shift control parameter and the target parameter;

[0032] a speed dynamic adjustment module, configured to dynamically adjust a current target speed of the engine according to the shift control parameter if the shift synchronization stage is started, until the engine real-time speed reaches the final target speed.

[0033] According to a third aspect of the embodiments of the present application, an electronic device is provided, which comprises a memory, a processor and a computer program stored in the memory and executable on the processor, and the processor executes the computer program to implement the method of the first aspect.

[0034] According to a fourth aspect of the embodiments of the present application, a computer readable storage medium is provided, which stores computer readable instructions, and the computer readable instructions are executable by a processor to implement the method of the first aspect.

[0035] In summary, the embodiment of the present application provides an engine operation control method, device, system and storage medium. The shift control parameter sent by the transmission control unit is received, and a target parameter is obtained, the target parameter including a final target speed; the shift control parameter includes an engine real-time speed; whether the current vehicle is in the shift synchronization stage is determined according to the shift control parameter and the target parameter; if the shift synchronization stage is started, the engine target speed is dynamically adjusted according to the shift control parameter until the engine real-time speed reaches the final target speed. By dynamically adjusting the engine target speed, the engine speed adjustment in the shift process is optimized, the smoothness of the vehicle in the shift process is ensured, and the impact and vibration during the shift are reduced. BRIEF DESCRIPTION OF DRAWINGS

[0036] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the drawings needed to be used in the embodiments or the prior art description will be briefly introduced. Obviously, the drawings in the following description are only some embodiments of the present application, and for those skilled in the art, other drawings can also be obtained according to the structures shown in the drawings without creative labor.

[0037] The structures, proportions, sizes, etc. shown in the specification are only used to cooperate with the content disclosed in the specification, to be understood and read by those skilled in the art, and are not used to limit the conditions that the present application can be implemented, so they do not have technical significance. Any modification of structure, change of proportion relationship or adjustment of size, without affecting the effect and purpose that the present application can produce, should still fall within the scope of the technical content disclosed by the present application.

[0038] Figure 1 A flow chart of an engine operation control method is provided for the embodiment of the present application;

[0039] Figure 2 A range setting correction schematic diagram is provided for the embodiment of the present application;

[0040] Figure 3 A block diagram of an engine operation control system is provided for the embodiment of the present application;

[0041] Figure 4 A structure diagram of an electronic device provided by the embodiment of the present application is shown;

[0042] Figure 5 A diagram of a computer readable storage medium provided by the embodiment of the present application is shown.

[0043] The implementation of the present application, functional characteristics and advantages will be further described with reference to the drawings. DETAILED DESCRIPTION

[0044] The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by a person of ordinary skill in the art without creative effort fall within the protection scope of the present application.

[0045] It should be noted that all directional indications, such as up, down, left, right, front, back, etc., in the embodiments of the present application are only used to explain the relative position relationship, movement condition, etc. between components in a certain posture (as shown in the drawings), and if the certain posture changes, the directional indications also change accordingly.

[0046] In addition, the description such as "first", "second" and the like in the present application is only for the purpose of description, and cannot be understood as indicating or implying the relative importance of the indicated technical features or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first", "second" can explicitly or implicitly include at least one of the features. In the description of the present application, the meaning of "a plurality of" is at least two, for example, two, three, etc., unless otherwise explicitly specified.

[0047] In the present application, unless otherwise explicitly specified and limited, the terms "connection", "fixing" and the like should be understood in a broad sense, for example, "fixing" can be fixed connection, or detachable connection, or integral; can be mechanical connection, or electrical connection; can be direct connection, or indirect connection through an intermediate medium; can be the internal communication of two elements or the interaction relationship between two elements, unless otherwise explicitly limited. For a person of ordinary skill in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0048] In addition, the technical solutions of each embodiment of the present application can be combined with each other, but it must be based on the fact that a person of ordinary skill in the art can realize it, and when the combination of technical solutions appears contradictory or unachievable, it should be considered that the combination of technical solutions does not exist, nor within the protection scope of the present application.

[0049] The technical terms related to the embodiments of the present application are explained as follows:

[0050] ECU: Electronic Control Unit, also known as "driving computer", "on-board computer" and so on. In terms of use, it is a microcomputer controller specially designed for automobiles. Like ordinary computers, it is composed of microprocessors (CPU), memory (ROM, RAM), input / output interfaces (I / O), analog-to-digital converters (A / D), and large-scale integrated circuits such as shaping and driving. In a simple way, "ECU is the brain of the car".

[0051] TCU: AMT gearbox control unit, the specific functions can be referred to the ECU functions.

[0052] AMT gearbox: Based on the manual transmission, a set of electric control actuators are added to replace manual operation to realize automatic shifting function. The actuators are divided into shift actuator and clutch actuator.

[0053] Target speed: In the process of shifting, the ideal speed that the engine needs to reach.

[0054] Engine speed: The current speed of the engine, which needs to be adjusted through control to match the target speed.

[0055] Throttle: A mechanism to control the power output of the engine. By adjusting the throttle, the speed of the engine can be affected.

[0056] Gear information: The current gear state of the transmission. The shifting process needs to be adjusted according to the gear information.

[0057] Speed setting value: The target value of the engine speed set according to the gear information and driving conditions.

[0058] Shift control mode: The algorithm or logic to control the engine speed and throttle to achieve shifting.

[0059] The embodiments of the present application specifically relate to how the electronic control unit ECU works with the transmission control unit TCU to optimize the engine speed management of the vehicle during upshift and downshift.

[0060] Figure 1 An engine operation control method provided by the embodiments of the present application is shown, the method comprising:

[0061] Step 101: receiving the shift control parameters sent by the transmission control unit and obtaining the target parameters, the target parameters including the final target speed; the shift control parameters including the real-time speed of the engine;

[0062] Step 102: determining whether the current vehicle is in the shift synchronization stage according to the shift control parameters and the target parameters;

[0063] Step 103: If the shift synchronization stage is started, dynamically adjust the current target speed of the engine according to the shift control parameter until the real-time speed of the engine reaches the final target speed.

[0064] By receiving the shift control parameter and the target parameter sent by the TCU, the ECU can accurately control the engine speed to achieve synchronization with the gear of the transmission. By dynamically adjusting the target speed of the engine, it is ensured that the engine speed can smoothly transition to the speed matching the new gear during upshift or downshift. Through smooth shifting, mechanical impact on the engine and transmission is reduced, prolonging their service life.

[0065] In a possible implementation, the target parameter further comprises a target gear; the shift control parameter further comprises a real-time gear of the engine; in step 102, the determination of whether the current vehicle starts the shift synchronization stage according to the shift control parameter and the target parameter comprises:

[0066] If the real-time gear of the engine is inconsistent with the target gear, it is determined that the current vehicle starts the shift synchronization stage; the shift synchronization stage comprises an upshift synchronization stage and a downshift synchronization stage; the upshift synchronization stage is started when the real-time gear of the engine is lower than the target gear; the downshift synchronization stage is started when the real-time gear of the engine is higher than the target gear.

[0067] Suppose a car is driving uphill, the current gear is 3, and the driver wants to downshift to get more power. The ECU receives the shift control parameter sent by the TCU, including the real-time speed and gear (3) of the engine, and the target parameter, including the final target speed and the target gear (2). The ECU determines that the real-time gear of the engine (3) is inconsistent with the target gear (2), so it is determined that the vehicle enters the downshift synchronization stage.

[0068] In a possible implementation, in step 103, the current target speed of the engine is dynamically adjusted according to the shift control parameter until the real-time speed of the engine reaches the final target speed, comprising:

[0069] Monitoring the speed difference between the real-time speed of the engine and the current target speed of the engine; when the speed difference is within a preset range, dynamically adjusting the current target speed of the engine until the real-time speed of the engine reaches the final target speed.

[0070] By monitoring the difference between the engine's real-time speed and the target speed, the ECU can more accurately control the engine speed to achieve smooth shifting. During the shift synchronization phase, the target speed of the engine is dynamically adjusted according to the real-time speed difference to adapt to changing driving conditions. By ensuring that the speed difference is within a preset range, the ECU can more effectively manage the shift timing, improving the efficiency and quality of shifting. For example, the ECU monitors the difference between the engine's real-time speed and the target speed (200 rpm). If this difference is within the preset range, the ECU will dynamically adjust the target speed of the engine. For example, the ECU may gradually reduce fuel supply or adjust the throttle opening, so that the engine speed smoothly drops to 1800 rpm.

[0071] In one possible implementation, if the downshift synchronization phase is enabled, the dynamic adjustment of the engine's current target speed includes: adjusting the engine's current target speed to the engine's real-time speed; reducing the engine's torque output by a set torque unit at a set frequency to reduce the engine's real-time speed; and applying a proportional-integral regulator and a filtering algorithm to control the engine's real-time speed.

[0072] By dynamically adjusting the target speed of the engine, it is ensured that the engine speed can quickly and smoothly match the requirements of the new gear during downshift. By reducing the engine's torque output by a set torque unit, the engine's deceleration process is precisely controlled to meet the needs of downshift. By applying a proportional-integral regulator and a filtering algorithm, the accuracy and responsiveness of engine speed control during shifting are improved. For example, the ECU dynamically adjusts the target speed of the engine according to the shift control parameters. For example, if the engine's current speed is 2500 rpm and the target speed of gear 2 is 2000 rpm, the ECU will gradually reduce the engine's torque output, control the throttle opening, and use PI regulation and filtering algorithm to smoothly reduce the engine's speed to 2000 rpm.

[0073] In one possible implementation, if the upshift synchronization phase is enabled, the dynamic adjustment of the engine's current target speed includes: adjusting the engine's current target speed to the engine's real-time speed; increasing the engine's torque output by a set torque unit at a set frequency to increase the engine's real-time speed; and applying a proportional-integral regulator and a filtering algorithm to control the engine's real-time speed.

[0074] By dynamically adjusting the engine target speed, it ensures that the engine speed can quickly and smoothly match the requirements of the new gear during the upshift process. By increasing the engine torque output in set torque units, the engine acceleration process is precisely controlled to meet the needs of the upshift. Through the application of proportional-integral regulator (PI regulator) and filtering algorithm, the accuracy and responsiveness of engine speed control during shifting are improved. For example, the ECU adjusts the current engine target speed to the real-time speed (2000 rpm), and then increases the engine torque output in set torque units according to the set frequency to increase the real-time engine speed. At the same time, the ECU applies proportional-integral regulator and filtering algorithm to control the real-time engine speed, so that it smoothly rises to 2200 rpm.

[0075] In one possible implementation, the preset range is adjusted in real time according to the following process:

[0076] According to the shift control parameters and the target parameters, a speed correction factor is determined; according to the speed correction factor, the real-time engine speed and the current engine target speed, the preset range is adjusted.

[0077] In one possible implementation, the shift control parameters further include slope and throttle opening; and the determination of the speed correction factor according to the shift control parameters and the target parameters comprises:

[0078] According to the real-time engine gear and the target gear, a first speed correction factor is determined; according to the slope and the throttle opening, a second speed correction factor is determined; and the first speed correction factor and the second speed correction factor are added to obtain the speed correction factor.

[0079] By adjusting the preset range in real time, the shift control can adapt to different driving conditions and vehicle states. By combining the real-time engine gear, the target gear, the slope and the throttle opening, the speed correction factor is accurately calculated to achieve more accurate engine speed control.

[0080] Assuming a car is driving on an uphill road, it needs to shift from 3rd gear to 4th gear to maintain power. The ECU receives the shift control parameters sent by the TCU, including the engine's real-time speed (e.g. 2000 rpm), the real-time gear (3rd gear), the target gear (4th gear), the slope, and the throttle opening. The ECU determines the first speed correction factor based on the engine's real-time gear and the target gear, taking into account the increased speed needed to match the transmission ratio of the new gear during upshift. The ECU determines the second speed correction factor based on the slope and the throttle opening, taking into account the need for more power output on an uphill and the driver's demand for power. The ECU adds the first speed correction factor and the second speed correction factor to obtain the speed correction factor. The ECU adjusts the preset range based on the speed correction factor, the engine's real-time speed, and the engine's current target speed, ensuring that the engine speed can smoothly transition to the target speed during upshift. Through this series of operations, the car can quickly respond to the driver's needs while maintaining the continuity of power output during upshift on an uphill road, reducing the impact of shifting, improving driving comfort and vehicle performance.

[0081] In summary, the engine operation control method provided by the present application, through information interaction between ECU and TCU, ECU recognizes the upshift and downshift synchronization stage, when the engine speed and the set speed difference is within the set value range, the ECU will set the engine set speed value as the current speed, and filter the time Ramp to the target speed. Let the speed PI intervene and release in advance, to prevent the engine speed from falling too much or rising too much at the end of synchronization. At the same time, the difference between the engine speed and the set speed (set value) in the synchronization stage is corrected based on parameters such as gear, gear difference, slope, speed and speed difference, so that the set value adapts to more working conditions and improves the quality of gear shifting.

[0082] The engine operation control method provided by the embodiment of the present application is described in detail as follows:

[0083] First aspect: During vehicle operation, ECU and TCU interact through information to identify that the vehicle is in upshift and downshift synchronization stage.

[0084] Step 1: ECU receives the gear and control speed information sent by TCU, including current gear, target gear and related speed data.

[0085] Step 2: ECU analyzes the information to determine whether the vehicle is in upshift synchronization stage. It involves comparing the current gear and the target gear to determine whether upshift is needed.

[0086] Second aspect: ECU determines whether it is an upshift condition based on the current gear and the target gear. Then:

[0087] Step 1: In the upshift synchronization phase, the ECU monitors the speed difference between the actual engine speed and the target engine speed. This speed difference is the amount that the engine needs to adjust to achieve a smooth upshift.

[0088] Step 2: The ECU checks if this speed difference is within a pre-set range. The pre-set range is to avoid the engine speed changing too much, which would affect the driving comfort.

[0089] Step 3: If the speed difference is within the pre-set range, the ECU adjusts the engine speed set value to gradually transition to approach the current engine speed. This adjustment is done through a filter time to ensure that the speed change is smooth.

[0090] Step 4: During the transition, the ECU controls the engine throttle opening to achieve a gradual reduction in speed until the temporary target speed is reached. Once the engine speed reaches the temporary target speed, the ECU continues to monitor the speed to ensure it smoothly transitions to the final target speed.

[0091] Step 5: When the engine speed stabilizes at the final target speed, the upshift process is complete. The ECU sends a signal to the TCU confirming that the upshift operation has been completed and the vehicle can continue to travel in the new gear.

[0092] In summary, the upshift synchronization phase, the ECU monitors the speed difference between the engine speed and the target speed, and determines whether it is within the set value N0 range; when the engine speed and the target speed difference δ is within the set value N0 range, the engine speed set value Ramp to the current engine speed value, and through the filter time Ramp to the target speed value.

[0093] For example, the ECU determines that it is currently in the upshift synchronization phase based on the relevant gear information received from the TCU, the engine speed is currently 1400 rpm, and the target speed is 1200 rpm. After the engine speed drops from 1400 rpm to 1300 rpm, the current engine speed and target speed difference δ (100 rpm) is within the set value N0 (100 rpm), so the current target speed is set to 1300 rpm (the temporary target speed is filtered through the filter time to ramp to the original target speed of 1200 rpm), and the intervention is performed in advance to prevent the engine speed from dropping too much.

[0094] Throughout the process, the ECU prevents the engine speed from overshooting too much at the end of the synchronization phase by intervening early. This is achieved by adjusting the throttle opening appropriately as the speed approaches the target speed. The ECU also uses PI regulation to fine-tune the engine speed, ensuring that it does not drop too far below the target speed. Through this process, the ECU is able to intelligently manage the engine speed, ensuring smoothness and responsiveness of the vehicle during the upshift, while improving fuel efficiency and driving comfort.

[0095] Third Aspect: The ECU determines that it is a downshift scenario based on the current gear and the target gear. Then:

[0096] Step 1: During the downshift synchronization phase, the ECU monitors the difference between the target speed and the actual engine speed. This difference is the amount that the engine needs to adjust to achieve a smooth downshift.

[0097] Step 2: The ECU checks whether this speed difference is within a pre-set range. This range is designed to avoid large changes in engine speed that could affect driving comfort.

[0098] Step 3: If the speed difference is within the pre-set range, the ECU adjusts the engine speed setpoint so that it gradually transitions towards the current engine speed. This adjustment is achieved through a filter time to ensure that the speed change is smooth.

[0099] Step 4: During the transition, the ECU controls the engine throttle opening to achieve a gradual increase in speed until the temporary target speed is reached. Once the engine speed reaches the temporary target speed, the ECU continues to monitor the speed to ensure that it smoothly transitions to the final target speed.

[0100] Step 5: When the engine speed stabilizes at the final target speed, the downshift process is complete. The ECU sends a signal to the TCU confirming that the downshift operation has been completed and that the vehicle can continue to travel in the new gear.

[0101] In summary, the ECU determines whether it is a downshift condition based on the current gear and target gear. During the downshift synchronization phase, the ECU monitors the difference between the target speed and the engine speed, δ1, to see if it is within a set value, N1. When the difference between the engine speed and the target speed, δ1, is within the set value, N1, the engine speed set value, Ramp, is set to the current engine speed value, and a filter time, Ramp, is set to the target speed value. This is similar to the process in the second aspect, except that in the current process, the engine speed needs to be increased to the target speed during downshift synchronization. If the current engine speed is 1200 rpm and the target speed is 1400 rpm, and the speed difference (1400-1300=100 rpm) is within the set value range (e.g. 100 rpm), the ECU will temporarily set the target speed to 1300 rpm. Then, through the Ramp process, this temporary target speed will gradually increase to the final target speed of 1400 rpm.

[0102] Fourth aspect: During the upshift synchronization phase and the downshift synchronization phase, the electronic control unit ECU will modify the set range of the speed difference based on the information provided by the transmission control unit TCU and other related parameters, such as slope, gear and gear difference, etc. These modifications help the ECU more accurately adjust the engine speed to adapt to different driving conditions and vehicle states, thereby improving the quality of gear shifting.

[0103] Figure 2 A schematic diagram of a set range modification is shown in the figure, which describes how to adjust the engine speed through the electronic control unit (ECU) to achieve smooth upshift and downshift operation during the gear shifting process of the automatic transmission (AMT). It includes:

[0104] 1. Comparison of current speed and set speed to determine speed difference.

[0105] The "speed" and "set speed" on the left side of the figure are input signals, which are compared through a subtractor (-) to obtain the speed difference between the current speed and the target speed.

[0106] 2. Current gear and gear difference correction speed MAP for adjusting the set range.

[0107] "Gear" and "gear difference" are processed through a MAP lookup table, which adjusts the speed difference based on the difference between the current gear and the target gear, helping to achieve smoother transition between different gears.

[0108] 3. Throttle and slope correction speed MAP for further adjusting the set range.

[0109] "Throttle" and "slope" are also processed through a MAP, which takes into account the effect of throttle opening and vehicle slope on engine speed, helping to adjust the speed under different driving conditions for smoother shifting.

[0110] 4. Parameter 1 and parameter 2 correction speed MAPs for more refined control.

[0111] "Parameter 1" and "Parameter 2" are processed through a MAP, which includes other factors affecting speed adjustment, such as vehicle load, temperature, etc. Correction of these parameters helps further optimize the shifting process.

[0112] 5. The final setting range Ni is obtained by adding the speed difference to the output of each correction MAP.

[0113] All corrected speed differences are aggregated through an adder (+) to obtain the final setting range Ni. This value is the final target for the ECU to adjust the engine speed to achieve smooth shifting. The above method dynamically adjusts the engine speed by considering multiple factors (such as gear, throttle, slope, etc.) to achieve smooth shifting of the automatic transmission. This system can improve driving comfort and vehicle performance.

[0114] In the engine operation control method provided in the embodiments of the present application, during the upshift synchronization phase, the ECU monitors the difference between the engine speed and the target speed according to the current gear and the target gear. If this difference is within a preset range, the ECU adjusts the engine speed setting value to gradually approach the current engine speed and smoothly transitions to the target speed through the Ramp process. This preset range may be dynamically adjusted according to parameters such as slope, gear difference, etc. to adapt to different driving conditions. During the downshift synchronization phase, the ECU also monitors the speed difference and adjusts the engine speed setting value if necessary. By correcting the setting value, the ECU can prevent the engine speed from rising or falling excessively during downshift, thereby improving the smoothness of shifting. By correcting the setting value according to parameters such as slope, gear and gear difference, the ECU can more accurately control the engine speed, making the shifting process smoother, improving driving comfort and vehicle performance. During upshift and downshift, the vehicle may encounter different road conditions, such as uphill, downhill or sudden acceleration, etc. The ECU dynamically adjusts the setting value by real-time acquisition of TCU information and other sensor data to adapt to these changes, ensuring the stability and responsiveness of the shifting process.

[0115] In summary, the engine operation control method provided by the embodiments of the present application receives a shift control parameter sent by a transmission control unit and obtains a target parameter, the target parameter including a final target speed; the shift control parameter including an engine real-time speed; determines whether the current vehicle is in a shift synchronization stage according to the shift control parameter and the target parameter; if the shift synchronization stage is started, dynamically adjusts the engine current target speed according to the shift control parameter until the engine real-time speed reaches the final target speed. By dynamically adjusting the engine target speed, the engine speed adjustment in the shift process is optimized, the smoothness of the vehicle in the shift process is ensured, and the impact and vibration during the shift are reduced.

[0116] Based on the same technical concept, the embodiments of the present application also provide an engine operation control system, as shown in Figure 3 The system includes:

[0117] The data receiving module 301 is configured to receive a shift control parameter sent by a transmission control unit and obtain a target parameter, the target parameter including a final target speed; the shift control parameter including an engine real-time speed;

[0118] The shift determining module 302 is configured to determine whether the current vehicle is in a shift synchronization stage according to the shift control parameter and the target parameter.

[0119] The speed dynamic adjustment module 303 is configured to dynamically adjust the engine current target speed according to the shift control parameter if the shift synchronization stage is started, until the engine real-time speed reaches the final target speed.

[0120] The embodiments of the present application also provide an electronic device corresponding to the method provided by the foregoing embodiments. Please refer to Figure 4 which shows an electronic device diagram provided by some embodiments of the present application. The electronic device 20 can include a processor 200, a memory 201, a bus 202 and a communication interface 203, the processor 200, the communication interface 203 and the memory 201 being connected through the bus 202; the memory 201 stores a computer program executable on the processor 200, and the processor 200 executes the computer program to perform the method provided by any of the foregoing embodiments of the present application.

[0121] The memory 201 can include a random access memory (RAM) and can also include a non-volatile memory, such as at least one disk memory. The communication connection between the system network element and at least one other network element is realized through at least one physical port (which can be wired or wireless), and the Internet, a wide area network, a local area network, a metropolitan area network, etc. can be used.

[0122] The bus 202 can be an ISA bus, a PCI bus, an EISA bus, etc. The bus can be divided into an address bus, a data bus, a control bus, etc. The memory 201 is used to store programs, and the processor 200 executes the programs after receiving execution instructions. The method disclosed in any of the embodiments of the present application can be applied to the processor 200 or implemented by the processor 200.

[0123] The processor 200 can be an integrated circuit chip with signal processing capability. In the implementation process, each step of the above method can be completed by integrated logic circuits or instructions in the form of software in the processor 200. The processor 200 described above can be a general-purpose processor, including a central processing unit (CPU), a network processor (NP), etc.; it can also be a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a ready-to-program gate array (FPGA) or other programmable logic devices, discrete gates or transistor logic devices, discrete hardware components. Each method, step and logic block disclosed in the embodiments of the present application can be implemented or executed. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in combination with the embodiments of the present application can be directly embodied as a hardware code processor for execution, or a combination of hardware and software modules in the code processor for execution. The software module can be located in a random access memory, a flash memory, a read-only memory, a programmable read-only memory, an electrically erasable programmable memory, a register, etc. The storage medium in the art. The storage medium is located in the memory 201, and the processor 200 reads the information in the memory 201 and combines the hardware to complete the steps of the above method.

[0124] The electronic device provided by the embodiments of the present application and the method provided by the embodiments of the present application have the same beneficial effects as the method they adopt, run or implement.

[0125] The embodiments of the present application also provide a computer-readable storage medium corresponding to the method provided by the preceding embodiments. Please refer to Figure 5The computer readable storage medium shown in the figure is an optical disc 30, on which a computer program (i.e. a program product) is stored, which, when run by a processor, will execute the method provided by any of the preceding embodiments.

[0126] It should be noted that examples of the computer readable storage medium can also include, but are not limited to, a phase change memory (PRAM), a static random access memory (SRAM), a dynamic random access memory (DRAM), other types of random access memory (RAM), a read only memory (ROM), an electrically erasable programmable read only memory (EEPROM), a flash memory, or other optical, magnetic storage medium, which will not be listed one by one here.

[0127] The computer readable storage medium provided by the above embodiments of the present application has the same beneficial effects as the method adopted, run or implemented by the application program stored therein, based on the same inventive concept.

[0128] It should be noted that the above embodiments are used to illustrate but not to limit the present application, and those skilled in the art can design alternative embodiments without departing from the scope of the appended claims. In the claims, any reference signs placed between parentheses shall not be construed as limiting the claims. The word "comprising" does not exclude the presence of elements or steps not listed in the claims. The word "a" or "an" preceding an element does not exclude the presence of a plurality of such elements. The application can be implemented by means of hardware comprising several distinct elements, and by means of a suitably programmed computer. In a unit claim enumerating several means, the several means can be embodied by one and the same item of hardware. The use of the words first, second and third, etc. does not imply any order. These words are to be understood as names.

[0129] The above description is only the preferred embodiment of the present application, but the protection scope of the present application is not limited to this, and any changes or replacements easily thought of by those skilled in the art within the technical scope disclosed by the present application should be covered within the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

[0130] The above description is only the preferred embodiment of the present application, but the protection scope of the present application is not limited to this, and any changes or replacements easily thought of by those skilled in the art within the technical scope disclosed by the present application should be covered within the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

Claims

1. An engine operation control method characterized by, The method comprises: receiving a shift control parameter sent by a transmission control unit and obtaining a target parameter, the target parameter comprising a target gear and a final target speed; the shift control parameter comprising an engine real-time speed and an engine real-time gear; judging whether the current vehicle is in a shift synchronization phase according to the shift control parameter and the target parameter; if the shift synchronization phase is started, dynamically adjusting the engine current target speed according to the shift control parameter until the engine real-time speed reaches the final target speed; the dynamically adjusting the engine current target speed according to the shift control parameter until the engine real-time speed reaches the final target speed comprises: monitoring a speed difference between the engine real-time speed and the engine current target speed; when the speed difference is within a preset range, dynamically adjusting the engine current target speed until the engine real-time speed reaches the final target speed; wherein the preset range is adjusted in real time according to the following process: determining a speed correction factor according to the shift control parameter and the target parameter; the shift control parameter further comprises a slope and a throttle opening; adjusting the preset range according to the speed correction factor, the engine real-time speed and the engine current target speed; the determining the speed correction factor according to the shift control parameter and the target parameter comprises: determining a first speed correction factor according to the engine real-time gear and the target gear; determining a second speed correction factor according to the slope and the throttle opening; adding the first speed correction factor and the second speed correction factor to obtain the speed correction factor.

2. The method of claim 1, wherein, the judging whether the current vehicle is in a shift synchronization phase according to the shift control parameter and the target parameter comprises: if the engine real-time gear is inconsistent with the target gear, it is determined that the current vehicle is in a shift synchronization phase; the shift synchronization phase comprises an upshift synchronization phase and a downshift synchronization phase; the upshift synchronization phase is started when the engine real-time gear is lower than the target gear; the downshift synchronization phase is started when the engine real-time gear is higher than the target gear.

3. The method of claim 1, wherein, if the downshift synchronization phase is started, the dynamically adjusting the engine current target speed comprises: adjusting the engine current target speed to the engine real-time speed; reducing the engine torque output by a set torque unit at a set frequency to reduce the engine real-time speed; at the same time, applying a proportional integral regulator and a filtering algorithm to control the engine real-time speed.

4. The method of claim 1, wherein, if the upshift synchronization phase is started, the dynamically adjusting the engine current target speed comprises: adjusting the engine current target speed to the engine real-time speed; increasing the engine torque output by a set torque unit at a set frequency to increase the engine real-time speed; at the same time, applying a proportional integral regulator and a filtering algorithm to control the engine real-time speed.

5. An engine operation control system characterized by comprising: the system comprises: a data receiving module for receiving a shift control parameter sent by a transmission control unit and obtaining a target parameter, the target parameter comprising a target gear and a final target speed; the shift control parameter comprising an engine real-time speed and an engine real-time gear; The shift judgment module is configured to determine whether the current vehicle is in a shift synchronization phase according to the shift control parameter and the target parameter. The speed dynamic adjustment module is configured to dynamically adjust the current target speed of the engine according to the shift control parameter if the vehicle is in the shift synchronization phase until the real-time speed of the engine reaches the final target speed. The dynamic adjustment of the current target speed of the engine according to the shift control parameter until the real-time speed of the engine reaches the final target speed includes monitoring the speed difference between the real-time speed of the engine and the current target speed of the engine, and dynamically adjusting the current target speed of the engine until the real-time speed of the engine reaches the final target speed when the speed difference is within a preset range. The preset range is adjusted in real time according to the following process: determining a speed correction factor according to the shift control parameter and the target parameter; the shift control parameter further includes a slope and a throttle opening; adjusting the preset range according to the speed correction factor, the real-time speed of the engine and the current target speed of the engine; determining a first speed correction factor according to the real-time gear of the engine and the target gear; determining a second speed correction factor according to the slope and the throttle opening; and adding the first speed correction factor and the second speed correction factor to obtain the speed correction factor.

6. An electronic device comprising: A memory, a processor and a computer program stored on the memory and executable on the processor, wherein the processor executes the computer program to implement the method of any one of claims 1-4.

7. A computer readable storage medium characterized in that, A computer readable instruction is stored thereon, and the computer readable instruction can be executed by a processor to implement the method of any one of claims 1-4.

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