Vehicle in-gear sliding control method, device and equipment

Abstract

The invention relates to the field of vehicle control, and provides a vehicle in-gear sliding control method, device and equipment, and the method comprises the following steps: judging whether a gear is a lowest sliding limit gear or not in a vehicle state of loosening an accelerator, loosening a brake and being not in a neutral gear; if not, the vehicle enters a gear shifting mode after triggering a gear shifting point in the sliding process; if yes, whether a clutch is separated or not is judged; if the clutch is separated, entering a first in-gear sliding mode; and if the clutch is combined, entering a second in-gear sliding mode. The problems of abnormal abrasion of the clutch and vehicle impact caused by frequent separation and combination of the clutch during gear sliding in the prior art are solved, and the adaptive capacity and driving comfort of the vehicle in a complex scene are improved.

Description

Technical Field

[0001] The present invention relates to the field of vehicle technology, and in particular to a method, device and equipment for controlling vehicle coasting with gear engaged. Background Art

[0002] With the continuous development of commercial vehicle technology, AMT (Automated Mechanical Transmission) is increasingly widely used in the field of commercial vehicles. AMT combines the high transmission efficiency of manual transmission and the convenience of automatic transmission, becoming an important choice for modern commercial vehicle transmission systems.

[0003] In congested highway conditions, gear slip is one of the common conditions. Usually, when the vehicle speed is low and the brakes are frequently applied, the clutch is prone to frequent separation and engagement.

[0004] At present, the main strategy adopted by the existing technology for AMT gear-glide control is to control the clutch to engage when the gearbox input shaft speed exceeds the set value. However, the disadvantages of the existing technology are: when controlling the clutch engagement, the main basis is the gearbox input shaft speed, but this speed is difficult to calibrate. If the set input shaft speed value is large, the clutch will be subjected to a large impact and sliding work during the clutch engagement process, which will affect the life of the clutch; if the speed setting value is small, the problem of frequent clutch engagement and separation will occur, which will also affect the life of the clutch and the vehicle driving comfort will be poor, and the vehicle adaptability in complex scenarios will be poor. Summary of the invention

[0005] The present invention provides a method, device and equipment for controlling coasting of a vehicle with gear engaged, which solves the problems of abnormal clutch wear and vehicle impact caused by frequent separation and engagement of the clutch during coasting with gear engaged in the prior art, and improves the adaptability and driving comfort of the vehicle in complex scenarios.

[0006] The present invention provides a vehicle coasting control method with gear engaged, comprising the following steps: When the accelerator pedal and the brake are released and the vehicle is not in neutral, determine whether the gear is the lowest limit gear for coasting; If it is not the lowest limit gear for coasting, the vehicle enters the gear shift mode after the gear shift point is triggered during the coasting process; If it is the coasting minimum limit gear, determining whether the clutch is disengaged; If the clutch is disengaged, the vehicle enters the first gear-carrying glide mode; If the clutch is engaged, the vehicle enters the second geared coasting mode.

[0007] A vehicle coasting control method with gear engaged provided by the present invention, after entering a first coasting mode with gear engaged, includes: determining whether the vehicle is in an accelerating state; if the vehicle is not in an accelerating state, then stopping the vehicle and engaging a starting gear when a parking condition is met; if the vehicle is in an accelerating state, determining whether a speed difference is greater than a first threshold; if the speed difference is greater than the first threshold, entering a first clutch and engine control mode; if the speed difference is not greater than the first threshold, entering a second clutch and engine control mode.

[0008] A vehicle coasting control method with gear provided by the present invention, after entering the second coasting mode with gear, includes: judging whether the vehicle is decelerating; if the vehicle is not decelerating, shifting gears after triggering the shift point; if the vehicle is decelerating, judging whether the engine speed is less than a second threshold; if the engine speed is not less than the second threshold, entering the second clutch and engine control mode; if the engine speed is less than the second threshold, judging whether the clutch is disengaged; if the clutch is disengaged, entering the first coasting mode with gear; if the clutch is not disengaged, entering the third clutch and engine control mode.

[0009] According to a vehicle coasting control method provided by the present invention, after entering the first clutch and engine control mode, it includes: continuing to determine whether the speed difference is greater than a second threshold value; if it is not greater than the second threshold value, requesting torque control to control the engine through a transmission control unit, and controlling the clutch to engage to a clutch slip point; if it is greater than the second threshold value, requesting speed control to control the engine through the transmission control unit, and controlling the clutch to engage; when the clutch is fully engaged and the engine speed is greater than the first threshold value, requesting torque control to control the engine through the transmission control unit, and keeping the clutch at its current position; and entering the second coasting mode with gear after waiting for a preset time.

[0010] According to a vehicle coasting control method with gear engaged provided by the present invention, a transmission control unit requests torque control to control the engine, specifically comprising: sending a request torque control signal through the transmission control unit; obtaining the friction torque at the current speed of the engine according to the request torque control signal; using the friction torque as the request torque; and controlling the engine according to the request torque.

[0011] According to a vehicle coasting control method with gear engaged provided by the present invention, a transmission control unit requests speed control to control the engine, specifically comprising: sending a request speed control signal through the transmission control unit; obtaining the output shaft speed and the speed ratio of the current gear according to the request speed control signal; determining a request speed value according to the output shaft speed and the speed ratio of the current gear; and controlling the engine according to the request speed value.

[0012] The present invention also provides a vehicle coasting control device with gear engaged, comprising the following modules: The gear position determination module is used to determine whether the gear position is the lowest limit gear position for coasting when the accelerator and brake are released and the vehicle is not in neutral; A gear shift module, used for, if the gear is not the lowest limit gear for coasting, the vehicle enters a gear shift mode after a gear shift point is triggered during coasting; A clutch state determination module, used to determine whether the clutch is disengaged if the gear is the lowest limit gear for coasting; A first coasting control module with gear, configured to enter a first coasting mode with gear if the clutch is disengaged; The second coasting control module is configured to enter a second coasting mode if the clutch is engaged.

[0013] The present invention also provides an electronic device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the computer program, any of the above-mentioned vehicle coasting control methods with gear engaged is implemented.

[0014] The present invention also provides a non-transitory computer-readable storage medium having a computer program stored thereon. When the computer program is executed by a processor, any of the above-mentioned vehicle coasting control methods with gear engaged is implemented.

[0015] The present invention also provides a computer program product, comprising a computer program, and when the computer program is executed by a processor, any of the above-mentioned vehicle coasting control methods with gear engaged is implemented.

[0016] The present invention provides a vehicle coasting control method, device and equipment, which have the following beneficial effects: by accurately controlling the engagement and disengagement timing of the clutch, excessive impact and sliding work caused by excessive speed difference during the clutch engagement process are avoided, thereby extending the service life of the clutch. By controlling the engine and clutch in different modes, the sense of frustration caused by improper clutch engagement is avoided, and the driving smoothness and comfort are improved. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] In order to more clearly illustrate the technical solutions in the present invention or the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0018] Figure 1 This is one of the flow charts of the vehicle coasting control method with gear engaged provided by the present invention.

[0019] Figure 2It is a flow chart of a control method for a first geared coasting mode provided by the present invention.

[0020] Figure 3 It is a logic flow diagram of the second clutch and engine control mode provided by the present invention.

[0021] Figure 4 It is a flow chart of the control method of the second gear-glide mode provided by the present invention.

[0022] Figure 5 It is a schematic diagram of the gear-glide control system provided by the present invention.

[0023] Figure 6 The present invention is a schematic structural diagram of a vehicle coasting control device with gears provided by the present invention.

[0024] Figure 7 It is a structural schematic diagram of the electronic device provided by the present invention. DETAILED DESCRIPTION

[0025] In order to make the purpose, technical solution and advantages of the present invention clearer, the technical solution of the present invention will be clearly and completely described below in conjunction with the drawings of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0026] In congested conditions, drivers of commercial vehicles equipped with AMT (Automated Mechanical Transmission) transmissions frequently switch the accelerator and brake to control the vehicle speed. When the vehicle speed is low and the brake is stepped on, the vehicle maintains the current gear and the clutch is disengaged. There is a speed difference between the transmission input shaft speed and the engine speed. At this time, when the brake is released and the vehicle coasts, the input shaft speed increases as the vehicle speed increases when encountering a downhill road. If the speed difference is not controlled, it is easy to have a large speed difference, resulting in abnormal wear when the clutch is engaged, and affecting the driving comfort of the vehicle.

[0027] At present, the existing technical solution for the above working conditions is to control the clutch to engage when the input shaft speed exceeds the set value. However, it is difficult to calibrate the input shaft speed when controlling the clutch to engage. If the input shaft speed is set to a large value, the clutch will be subjected to a large impact and sliding work during the clutch engagement process, which will affect the life of the clutch. If the speed setting value is small, the clutch will easily engage and disengage frequently, which will also affect the life of the clutch and reduce the driving comfort of the vehicle. The vehicle has poor adaptability in complex scenarios.

[0028] The present invention proposes a method for controlling the coasting of an AMT with gears on a commercial vehicle, which solves the problems that the speed difference is difficult to control when the clutch is engaged, the vehicle has poor adaptability in complex scenarios, and causes abnormal wear of the clutch, affecting its life and poor vehicle comfort.

[0029] Combine the following Figure 1-Figure 7 Embodiments of the present invention are described in detail.

[0030] Figure 1 FIG. 1 is one of the flow charts of the vehicle coasting control method provided by the present invention, such as Figure 1 As shown, the method comprises the following steps: S110: When the accelerator pedal and the brake are released and the vehicle is not in neutral, determine whether the gear position is the lowest limit gear position for coasting.

[0031] Specifically, when the vehicle is in a non-neutral gear state with the accelerator pedal and brake pedal released, the system first detects the signal that the accelerator pedal is completely released and the brake pedal is also released through the CAN signal, and confirms that the vehicle is not currently in neutral. Then, the system compares the preset coasting minimum limit gear parameter with the actual gear of the current vehicle to determine whether the current gear has reached the minimum limit gear allowed during coasting.

[0032] By determining whether the vehicle is in the lowest coasting gear, the vehicle's coasting strategy can be optimized to avoid frequent and unnecessary gear shifting operations during low-speed coasting, thereby improving driving smoothness.

[0033] S1201: If it is not the lowest limit gear for coasting, the vehicle enters the gear shift mode after the gear shift point is triggered during coasting.

[0034] Specifically, if the system determines that the current gear is not the preset minimum limit gear for coasting, the vehicle will continue to coast. During the coasting process, the system will continue to monitor the engine speed. When the shift point is triggered, the system will automatically trigger the shift mechanism to smoothly transition the vehicle from the current gear to the next appropriate gear, thus entering the shift mode.

[0035] By flexibly adjusting the gear according to the actual driving status and road conditions of the vehicle, the vehicle can better adapt to different road environments and driving needs. By dynamically adjusting the gear, the vehicle can better adapt to various complex road conditions and driving scenarios, improving the adaptability and flexibility of the vehicle. It reduces the power interruption or frustration caused by gear mismatch, making the driving process smoother and more comfortable.

[0036] S1202: If it is the lowest limit gear for coasting, determine whether the clutch is disengaged.

[0037] Specifically, after reaching the lowest set gear, the clutch disengages as the vehicle speed decreases, that is, when the vehicle is coasting at low speed, it will not frequently downshift. If the system confirms that the current gear is the preset lowest limit gear for coasting, then the clutch status will be checked next, that is, whether the clutch has been disengaged. This is generally achieved by monitoring the clutch position sensor signal to confirm whether the clutch has been completely disengaged.

[0038] When coasting in the lowest limit gear, if the vehicle speed continues to decrease, in order to avoid the engine speed being too low, it is necessary to ensure that the clutch can be disengaged in time. By accurately controlling the disengagement timing of the clutch, the engine speed can be prevented from dropping below the idle speed, preventing the vehicle from stalling, while improving driving comfort.

[0039] S12021. If the clutch is disengaged, the vehicle enters the first gear-engaged coasting mode.

[0040] A vehicle coasting control method with gear engaged provided by the present invention, after entering a first coasting mode with gear engaged, includes: determining whether the vehicle is in an accelerating state; if the vehicle is not in an accelerating state, parking the vehicle and engaging a starting gear when a parking condition is met; if the vehicle is in an accelerating state, determining whether a speed difference is greater than a first threshold; if the speed difference is greater than the first threshold, entering a first clutch and engine control mode; if the speed difference is not greater than the first threshold, entering a second clutch and engine control mode.

[0041] Specifically, when it is confirmed that the clutch has been disengaged and the vehicle is in a state where the engine and input shaft speeds are not synchronized, the system enters the first gear-engaged coasting mode. In this mode, the clutch is disengaged, and the system will further analyze the vehicle's driving state (vehicle acceleration coasting stop or vehicle acceleration) and adopt different control strategies accordingly (control the clutch pre-engagement and engagement process).

[0042] like Figure 2 The figure shows the logic flow chart of the control method of the first gear-glide mode. First, the system determines whether the vehicle is in an accelerating state by monitoring the acceleration of the input shaft speed (i.e., angular acceleration). If the angular acceleration is zero or negative, it means that the vehicle is not in an accelerating state. At this time, the system will continue to monitor the vehicle speed and other relevant parameters so that the vehicle can stop in time and shift into the starting gear when the parking conditions are met, so as to prepare for starting again.

[0043] If the vehicle is accelerating, the system will further determine whether the speed difference between the engine speed and the input shaft speed (speed difference = input shaft speed - engine speed) exceeds the preset first threshold (-200rpm). This threshold is set based on factors such as vehicle performance, clutch characteristics, and driving comfort requirements, and is a calibrable value.

[0044] If the speed difference is greater than the first threshold (such as -100rpm), it means that the impact and sliding work generated by the clutch when it re-engages is relatively small, so the system will enter the first clutch and engine control mode, and achieve a soft clutch engagement by controlling the engine speed and clutch engagement depth. At the same time, the engine and clutch are continuously controlled to avoid the clutch being separated immediately after engagement, and to avoid frequent engagement and separation of the clutch.

[0045] If the speed difference is not greater than the first threshold (such as -300rpm), it means that the speed difference is large, and the impact and sliding work generated by the clutch when re-engaging is relatively large. In this mode, the system maintains the current state, and the transmission control unit TCU does not control the engine and clutch.

[0046] By accurately judging the vehicle's driving status and speed difference, different control strategies are adopted to reduce the impact and sliding work when the clutch is engaged, thereby improving the smoothness of the clutch engagement.

[0047] According to a vehicle coasting control method provided by the present invention, after entering the first clutch and engine control mode, it includes: continuing to determine whether the speed difference is greater than the second threshold value (such as -10rpm); if it is not greater than the second threshold value (such as -80rpm), requesting torque control through the transmission control unit to control the engine, and controlling the clutch to engage to the clutch slip point, this control realizes taking over the engine control right in advance and realizing the pre-engagement of the clutch; if it is greater than the second threshold value (such as -5rpm), requesting speed control through the transmission control unit to control the engine, and controlling the clutch to engage, the engagement depth can be obtained by looking up the engine speed table, when the engine speed is greater than the first threshold value (1200rpm), the clutch is fully engaged. This control realizes soft clutch engagement. When the clutch is fully engaged and the engine speed is greater than the first threshold value (such as 1200rpm), requesting torque control through the transmission control unit to control the engine, and keeping the clutch in the current position; after waiting for a preset time, entering the second coasting mode with gear.

[0048] Specifically, Figure 3 The figure shows the logic flow chart of the first clutch and engine control mode. After entering the first clutch and engine control mode, the system first continuously determines whether the speed difference is greater than the preset second threshold value (-10rpm).

[0049] If the speed difference is not greater than the second threshold (such as -80rpm), it indicates that the clutch will still generate certain impact and slip work when it is re-engaged. Controlling the clutch to pre-engage to the slip point can not only reduce the response time of the later clutch engagement, but also avoid clutch wear. At this time, the transmission control unit (TCU) will request torque control to control the engine and control the clutch to engage to the slip point, i.e., the Kp point, to achieve pre-engagement of the clutch, improve response speed, and reduce impact.

[0050] Engine torque control: TCU controls the engine by requesting torque control. The requested torque is the friction torque at the current engine speed.

[0051] The clutch is engaged to the Kp point: TCU controls the clutch to engage quickly to the Kp point.

[0052] This control takes over the engine control in advance and pre-engages the clutch. This step is designed to take over the engine control in advance and pre-engage the clutch, improve response speed and reduce impact.

[0053] If the speed difference is greater than the second threshold (such as -5rpm), it means that the impact and sliding friction work generated when the clutch is engaged are small. At this time, the transmission control unit (TCU) will request the engine speed control to control the engine and control the clutch engagement.

[0054] Engine speed control: TCU controls the engine by requesting speed control. The requested speed value is calculated by the output shaft speed. The calculation method is: output shaft speed * speed ratio of the current gear.

[0055] Clutch engagement: TCU controls clutch engagement, and the engagement depth can be obtained by looking up the engine speed table. When the engine speed is greater than the first threshold (1200rpm), the clutch is fully engaged. This control achieves soft clutch engagement. If the clutch is fully engaged and the engine speed is greater than the first threshold, the engine torque control and the clutch maintain the current position. This process achieves continuous control of the engine and clutch to avoid immediate separation after the clutch is engaged.

[0056] Specifically, the TCU will request speed control to accurately adjust the engine speed, quickly synchronize it with the input shaft speed, and control the clutch to fully engage. After the clutch is fully engaged and the engine speed exceeds the set first threshold (such as 1200rpm), the TCU will switch to torque control mode again, using the friction torque at the current engine speed as the requested torque, and keep the clutch in its current position to prevent it from disengaging again.

[0057] After completing the above steps, the system will wait for a preset time to confirm that the current state is stable, and then automatically enter the second gear-glide mode. This series of complex and delicate operations is designed to optimize the coordination between the engine and the clutch through the TCU's sub-mode control, effectively avoiding the impact and excessive sliding friction when the clutch is engaged, while reducing the wear caused by frequent engagement and disengagement of the clutch, significantly improving the vehicle's adaptability and driving comfort under different working conditions. Through this control method, the performance of commercial vehicles under complex road conditions has been comprehensively improved.

[0058] According to a vehicle coasting control method with gear engaged provided by the present invention, a transmission control unit requests torque control to control the engine, specifically comprising: sending a requested torque control signal through the transmission control unit; obtaining the friction torque at the current speed of the engine according to the requested torque control signal; using the friction torque as the requested torque; and controlling the engine according to the requested torque.

[0059] Specifically, the TCU will first send a request torque control signal, which is determined based on the control mode it is in. The TCU will obtain the friction torque value of the engine and use this friction torque value as the request torque and send it to the engine through a control signal, thereby achieving overriding control of the engine.

[0060] Engine torque control has different purposes at different stages of speed difference. Engine torque control performed when the speed difference is not greater than the second threshold value can take over engine control in advance, pre-engage the clutch, improve system responsiveness, and reduce impact. Engine torque control performed when the speed difference is greater than the second threshold value can maintain a stable engine and vehicle state after the clutch is engaged, avoiding immediate separation of the clutch after engagement.

[0061] According to a vehicle coasting control method with gear engaged provided by the present invention, a transmission control unit requests speed control to control the engine, specifically comprising: sending a request speed control signal through the transmission control unit; obtaining the output shaft speed and the speed ratio of the current gear according to the request speed control signal; determining the request speed value according to the output shaft speed and the speed ratio of the current gear; and controlling the engine according to the request speed value.

[0062] Specifically, the TCU will first send a request speed control signal, which contains the target speed information required for the current operation of the vehicle. Then, the TCU will read the output shaft speed of the vehicle (that is, the wheel speed reflected to the gearbox speed through the transmission system), and combine the current gear position and its corresponding speed ratio (gear ratio) to calculate and determine the target engine speed, that is, the request speed value. The specific calculation method is: request speed value = output shaft speed * current gear ratio.

[0063] This process ensures that when the vehicle is coasting with the clutch engaged, the TCU sends the engine request speed value to the engine control unit, accurately adjusts the engine speed, best matches the wheel speed, optimizes the clutch engagement process, reduces impact and sliding friction, and adapts to different driving conditions and driver intentions.

[0064] S12022: If the clutch is engaged, the vehicle enters the second gear-engaged coasting mode.

[0065] According to a vehicle coasting control method provided by the present invention, after entering the second coasting mode with gear, the method includes: determining whether the vehicle is decelerating; if the vehicle is not decelerating, shifting gears after triggering the shift point; if the vehicle is decelerating, determining whether the engine speed is less than a second threshold value (such as 650rpm); if the engine speed is not less than the second threshold value, entering the second clutch and engine control mode; if the engine speed is less than the second threshold value, determining whether the clutch is disengaged; if the clutch is disengaged, entering the first coasting mode with gear; if the clutch is not disengaged, entering the third clutch and engine control mode.

[0066] Specifically, Figure 4 The figure shows the logic flow chart of the control method of the second coasting mode with gear. When the clutch is in the engaged state in step S12022, the system enters the second coasting mode with gear. In this mode, the clutch is in the engaged state, and the vehicle maintains the current coasting or the vehicle deceleration controls the clutch to separate. The system will first determine in real time whether the vehicle is decelerating. If it is detected that the vehicle is maintaining or accelerating, the system will continue to monitor until the vehicle triggers the preset shift point and performs normal shifting operations to ensure smooth power transmission and reasonable adjustment of vehicle speed.

[0067] If the vehicle is in a deceleration state, the system will further analyze whether the engine speed is lower than the preset second threshold (such as 650rpm). If the engine speed remains above the second threshold, it means that the vehicle deceleration is not significant, and the TCU does not need to control the engine and clutch, and the vehicle maintains the current state. However, if the engine speed drops below the second threshold, the system will immediately check the status of the clutch. If the clutch has been disengaged, the vehicle will re-enter the first gear-glide mode. At this time, the clutch is disengaged, the engine and the transmission input shaft speed are not synchronized, and it enters the parking or re-acceleration preparation stage. If the clutch is still engaged, the system will start the third clutch and engine control mode. In this mode, the engine enters the low idle control mode, controls the clutch to disengage, to adapt to the vehicle deceleration, and then switches to the first gear-glide mode again.

[0068] like Figure 5The diagram shows the control system of coasting with gear. When the lifting point is triggered or the accelerator or brake is pressed or other instructions are given by the driver, the vehicle enters other modes, including shifting, parking and starting gear, and normal driving. When the vehicle is in the state of releasing the accelerator and brake and not in neutral, the coasting mode with gear is switched according to the vehicle state.

[0069] The present invention determines the vehicle's coasting state with gear engaged, and the TCU controls the engine and clutch in different modes, thereby achieving refined control of the system, avoiding sudden changes in the engine and clutch states, and improving the vehicle's adaptability in complex scenarios. When the clutch is engaged, the TCU controls the engine and clutch in advance, effectively avoiding the problems of large impact and large sliding friction when the clutch is engaged. After the clutch is engaged, the TCU continues to control the engine and clutch, effectively avoiding the problems of frequent clutch engagement, clutch wear when disengaged, and vehicle driving comfort.

[0070] The vehicle coasting control device with gear provided by the present invention is described below. The vehicle coasting control device with gear described below and the vehicle coasting control method with gear described above can be referred to each other.

[0071] like Figure 6 The present invention shows a vehicle gear-glide control device, comprising: The gear determination module 610 is used to determine whether the gear is the lowest limit gear for coasting when the accelerator and brake are released and the vehicle is not in neutral; The gear shift module 6201 is used for, if it is not the lowest limit gear for coasting, the vehicle enters the gear shift mode after the gear shift point is triggered during the coasting process; The clutch state determination module 6202 is used to determine whether the clutch is disengaged if the gear is the lowest limit gear for coasting; The first coasting control module 62021 is used to enter the first coasting mode with gear if the clutch is disengaged; The second coasting control module 62022 is used to enter the second coasting mode if the clutch is engaged.

[0072] Figure 7 An example of a physical structure diagram of an electronic device is shown in FIG. Figure 7As shown, the electronic device may include: a processor 710, a communication interface 720, a memory 730 and a communication bus 740, wherein the processor 710, the communication interface 720 and the memory 730 communicate with each other through the communication bus 740. The processor 710 may call the logic instructions in the memory 730 to execute the vehicle coasting control method with gears, the method comprising: in the vehicle state of releasing the accelerator and the brake and not in neutral, judging whether the gear position is the lowest limit gear position for coasting; if it is not the lowest limit gear position for coasting, the vehicle enters the gear shift mode after triggering the shift point during the coasting process; if it is the lowest limit gear position for coasting, judging whether the clutch is disengaged; if the clutch is disengaged, entering the first coasting mode with gears; if the clutch is engaged, entering the second coasting mode with gears.

[0073] In addition, the logic instructions in the above-mentioned memory 730 can be implemented in the form of a software functional unit and can be stored in a computer-readable storage medium when it is sold or used as an independent product. Based on this understanding, the technical solution of the present invention is essentially or the part that contributes to the prior art or the part of the technical solution can be embodied in the form of a software product, and the computer software product is stored in a storage medium, including a number of instructions to enable a computer device (which can be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the methods of each embodiment of the present invention. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), disk or optical disk and other media that can store program codes.

[0074] On the other hand, the present invention also provides a computer program product, which includes a computer program. The computer program can be stored on a non-transitory computer-readable storage medium. When the computer program is executed by a processor, the computer can execute the vehicle coasting control method provided by the above methods, which includes: when the vehicle is in a state where the accelerator and the brake are released and the gear is not neutral, determining whether the gear is the lowest gear limit for coasting; if it is not the lowest gear limit for coasting, the vehicle enters a shift mode after triggering a shift point during coasting; if it is the lowest gear limit for coasting, determining whether the clutch is disengaged; if the clutch is disengaged, entering a first coasting mode with gear; if the clutch is engaged, entering a second coasting mode with gear.

[0075] On the other hand, the present invention also provides a non-transitory computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, is implemented to execute the vehicle coasting control method provided by the above-mentioned methods, the method comprising: in a vehicle state where the accelerator and the brake are released and the vehicle is not in neutral, determining whether the gear is the lowest gear limit for coasting; if it is not the lowest gear limit for coasting, the vehicle enters a shift mode after triggering a shift point during coasting; if it is the lowest gear limit for coasting, determining whether the clutch is disengaged; if the clutch is disengaged, entering a first coasting mode with gear; if the clutch is engaged, entering a second coasting mode with gear.

[0076] The device embodiments described above are merely illustrative, wherein the units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, i.e., they may be located in one place, or they may be distributed on multiple network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the scheme of this embodiment. Those of ordinary skill in the art may understand and implement it without creative effort.

[0077] Through the description of the above implementation modes, those skilled in the art can clearly understand that each implementation mode can be implemented by means of software plus a necessary general hardware platform, or of course by hardware. Based on such an understanding, the above technical solution can essentially or in other words be embodied in the form of a software product that contributes to the prior art. The computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, a magnetic disk, an optical disk, etc., and includes a number of instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) to execute the methods of each embodiment or some parts of the embodiment.

[0078] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A vehicle coasting control method, characterized in that: include: When the accelerator pedal and the brake are released and the vehicle is not in neutral, determine whether the gear is the lowest limit gear for coasting; If it is not the lowest limit gear for coasting, the vehicle enters the gear shift mode after the gear shift point is triggered during the coasting process; If it is the coasting minimum limit gear, determining whether the clutch is disengaged; If the clutch is disengaged, the vehicle enters the first gear-carrying glide mode; If the clutch is engaged, the vehicle enters the second geared coasting mode.

2. The vehicle coasting control method according to claim 1, characterized in that: After entering the first geared glide mode, including: Determine whether the vehicle is in an accelerating state; If the vehicle is not in the accelerating state, when the parking conditions are met, the vehicle will stop and shift into the starting gear; If the vehicle is in an accelerating state, determining whether the rotation speed difference is greater than a first threshold; If the speed difference is greater than the first threshold, entering the first clutch and engine control mode; If the speed difference is not greater than the first threshold, the second clutch and engine control mode is entered.

3. The vehicle coasting control method according to claim 1, characterized in that: After entering the second gear-glide mode, the following operations are performed: Determine whether the vehicle is decelerating; If the vehicle does not slow down, the gear shift is performed after the gear shift point is triggered; If the vehicle decelerates, determining whether the engine speed is less than a second threshold; If the engine speed is not less than the second threshold, entering the second clutch and engine control mode; If the engine speed is less than the second threshold, determining whether the clutch is disengaged; If the clutch is disengaged, the first gear-engaged coasting mode is entered; If the clutch is not disengaged, the third clutch and engine control mode is entered.

4. The vehicle coasting control method according to claim 2, characterized in that: After entering the first clutch and engine control mode, it includes: Continue to determine whether the rotation speed difference is greater than a second threshold; If it is not greater than the second threshold, the transmission control unit requests torque control to control the engine and controls the clutch to engage to the clutch slip point; If it is greater than the second threshold, the transmission control unit requests speed control to control the engine and control the clutch to engage; when the clutch is fully engaged and the engine speed is greater than the first threshold, the transmission control unit requests torque control to control the engine and keep the clutch in its current position; after waiting for a preset time, the second gear-engaging coasting mode is entered.

5. The vehicle coasting control method according to claim 4, characterized in that: The engine is controlled by requesting torque control through the transmission control unit, including: Sending a request torque control signal through the transmission control unit; Acquiring the friction torque at the current speed of the engine according to the requested torque control signal; using the friction torque as a requested torque; The engine is controlled based on the requested torque.

6. The vehicle coasting control method according to claim 4, characterized in that: The engine is controlled by requesting speed control via the transmission control unit, including: Sending a request speed control signal through the transmission control unit; Acquiring the output shaft speed and the speed ratio of the current gear according to the requested speed control signal; Determining a requested speed value according to the output shaft speed and the speed ratio of the current gear; The engine is controlled according to the requested speed value.

7. A vehicle gear-glide control device, characterized in that: include: The gear position determination module is used to determine whether the gear position is the lowest limit gear position for coasting when the accelerator and brake are released and the vehicle is not in neutral; A gear shift module, used for, if the gear is not the lowest limit gear for coasting, the vehicle enters a gear shift mode after a gear shift point is triggered during coasting; A clutch state determination module, used to determine whether the clutch is disengaged if the gear is the lowest limit gear for coasting; A first coasting control module with gear, configured to enter a first coasting mode with gear if the clutch is disengaged; The second coasting control module is configured to enter a second coasting mode if the clutch is engaged.

8. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that: When the processor executes the computer program, the vehicle coasting control method with gear engaged as claimed in any one of claims 1 to 6 is implemented.

9. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, a vehicle coasting control method with a gear engaged as claimed in any one of claims 1 to 6 is implemented.

10. A computer program product, comprising a computer program, characterized in that When the computer program is executed by a processor, a vehicle coasting control method with a gear engaged as claimed in any one of claims 1 to 6 is implemented.

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