A vehicle with blocking coasting control method, device and equipment

Abstract

The present application relates to the field of vehicle control, and provides a vehicle with-gear coasting control method, device and equipment, the method comprises the following steps: in the vehicle state of loose throttle and loose brake and non-empty gear, it is judged whether the gear is the lowest limit gear of coasting; if it is not the lowest limit gear of coasting, the vehicle enters the gear shift mode after triggering the gear shift point in the coasting process; if it is the lowest limit gear of coasting, it is judged whether the clutch is separated; if the clutch is separated, the first coasting mode with gear is entered; if the clutch is combined, the second coasting mode with gear is entered. The present application solves the problem of abnormal wear of the clutch and impact of the vehicle caused by frequent separation and combination of the clutch during coasting with gear in the prior art, and improves the adaptability and driving comfort of the vehicle in complex scenarios.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicles, in particular to a vehicle with-gear coasting control method, device and equipment. BACKGROUND

[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 operational convenience of automatic transmission, becoming an important choice for modern commercial vehicle transmission systems.

[0003] In the congested national road working condition, with-gear coasting is one of the common working conditions. Usually in the case of low speed and frequent braking, the phenomenon of frequent separation and combination of the clutch occurs.

[0004] At present, for AMT with-gear coasting control, the existing technology mainly adopts the strategy of controlling the clutch to combine when the transmission input shaft speed exceeds the set value. However, the existing technology has the following disadvantages: when the clutch is controlled to adhere, the main basis is the transmission input shaft speed, but this speed is difficult to calibrate. If the set input shaft speed value is large, the impact on the clutch during the clutch adhering process and the sliding friction work are large, affecting the service life of the clutch; if the speed set value is small, the problem of frequent combination and separation of the clutch is easy to occur, which also affects the service life of the clutch and the driving comfort of the vehicle, and the adaptability of the vehicle in complex scenes is poor. SUMMARY

[0005] The present application provides a vehicle with-gear coasting control method, device and equipment, which solves the problem of abnormal wear of the clutch and vehicle impact caused by frequent separation and combination of the clutch during with-gear coasting in the prior art, and improves the adaptability and driving comfort in complex scenes of the vehicle.

[0006] The present application provides a vehicle with-gear coasting control method, which comprises the following steps:

[0007] In the state of the vehicle with loose throttle and loose brake and non-empty gear, it is judged whether the gear position is the lowest limit gear position for coasting;

[0008] If it is not the lowest limit gear position for coasting, the vehicle enters the gear shifting mode after triggering the gear shifting point during the coasting process;

[0009] If it is the lowest limit gear position for coasting, it is judged whether the clutch is separated;

[0010] If the clutch is separated, the first with-gear coasting mode is entered;

[0011] If the clutch is combined, the second with-gear coasting mode is entered.

[0012] According to the vehicle with-gear coasting control method provided by the application, after entering the first with-gear coasting mode, the method comprises: judging whether the vehicle is in an accelerating state; if the vehicle is not in the accelerating state, stopping the step gear when a parking condition is met; if the vehicle is in the accelerating state, judging whether a speed difference is greater than a first threshold value; if the speed difference is greater than the first threshold value, entering a first clutch and engine control mode; and if the speed difference is not greater than the first threshold value, entering a second clutch and engine control mode.

[0013] According to the vehicle with-gear coasting control method provided by the application, after entering the second with-gear coasting mode, the method comprises: judging whether the vehicle is decelerating; if the vehicle is not decelerating, performing gear shifting after a gear shifting point is triggered; if the vehicle is decelerating, judging whether an engine speed is less than a second threshold value; 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, judging whether the clutch is separated; if the clutch is separated, entering the first with-gear coasting mode; and if the clutch is not separated, entering a third clutch and engine control mode.

[0014] According to the vehicle with-gear coasting control method provided by the application, after entering the first clutch and engine control mode, the method comprises: continuously judging whether the speed difference is greater than a second threshold value; if the speed difference is not greater than the second threshold value, controlling the engine by a torque control requested by a transmission control unit, and controlling the clutch to be combined to a clutch slip point; if the speed difference is greater than the second threshold value, controlling the engine by a speed control requested by the transmission control unit, and controlling the clutch to be combined; when the clutch is completely combined and the engine speed is greater than a first threshold value, controlling the engine by the torque control requested by the transmission control unit, and keeping the clutch at a current position; and after waiting for a preset time, entering the second with-gear coasting mode again.

[0015] According to the vehicle with-gear coasting control method provided by the application, the engine is controlled by a torque control requested by a transmission control unit, and the method specifically comprises: sending a requested torque control signal by the transmission control unit; obtaining a friction torque at a current engine speed according to the requested torque control signal; taking the friction torque as a requested torque; and controlling the engine according to the requested torque.

[0016] According to the vehicle with-gear coasting control method provided by the application, the engine is controlled by a speed control requested by a transmission control unit, and the method specifically comprises: sending a requested speed control signal by the transmission control unit; obtaining an output shaft speed and a speed ratio of a 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; and controlling the engine according to the requested speed value.

[0017] The application further provides a vehicle with-gear coasting control device, comprising the following modules:

[0018] Gear judging module, for judging whether the gear is the coasting lowest limit gear in the vehicle state of loose throttle, loose brake and non-empty gear;

[0019] Gear shifting module, for entering the gear shifting mode after triggering the gear shifting point in the coasting process if the vehicle is not the coasting lowest limit gear;

[0020] Clutch state judging module, for judging whether the clutch is separated if the gear is the coasting lowest limit gear;

[0021] First with-gear coasting control module, for entering the first with-gear coasting mode if the clutch is separated;

[0022] Second with-gear coasting control module, for entering the second with-gear coasting mode if the clutch is combined.

[0023] The application further provides an electronic device, comprising a memory, a processor and a computer program stored in the memory and executable on the processor, and the processor implements the vehicle with-gear coasting control method as described above when executing the computer program.

[0024] The application further provides a non-transient computer readable storage medium, which stores a computer program, and the computer program is executable on the processor to implement the vehicle with-gear coasting control method as described above.

[0025] The application further provides a computer program product, comprising a computer program, and the computer program is executable on the processor to implement the vehicle with-gear coasting control method as described above.

[0026] The vehicle with-gear coasting control method, device and equipment provided by the application have the following beneficial effects: the combination and separation timing of the clutch is accurately controlled, the excessive impact and sliding friction work caused by excessive speed difference during the combination of the clutch are avoided, and the service life of the clutch is prolonged. The engine and the clutch are controlled in different modes, the jerk caused by improper combination of the clutch is avoided, and the smoothness and comfort of driving are improved. BRIEF DESCRIPTION OF DRAWINGS

[0027] In order to more clearly illustrate the technical solutions in the application or prior art, the following will briefly introduce the drawings needed to be used in the embodiments or prior art description. Obviously, the drawings in the following description are some embodiments of the application, and for those skilled in the art, other drawings can also be obtained without creative labor.

[0028] Figure 1 is one of the flowcharts of the vehicle with the control method of the invention.

[0029] Figure 2 is the flowchart of the control method of the first with the control method of the invention.

[0030] Figure 3 is the logical flowchart of the second clutch and engine control mode provided by the invention.

[0031] Figure 4 is the flowchart of the control method of the second with the control method of the invention.

[0032] Figure 5 is the schematic diagram of the with the control system of the invention.

[0033] Figure 6 is the structural schematic diagram of the vehicle with the control device of the invention.

[0034] Figure 7 is the structural schematic diagram of the electronic device provided by the invention. DETAILED DESCRIPTION

[0035] To make the purpose, technical solutions and advantages of the invention clearer, the technical solutions in the invention will be described clearly and completely below in combination with the drawings in the invention. Obviously, the described embodiments are part of the embodiments of the invention, not all the embodiments. Based on the embodiments in the invention, all other embodiments obtained by those skilled in the art without creative labor fall within the protection scope of the invention.

[0036] The commercial vehicle matching the AMT (Automated Mechanical Transmission) gearbox will frequently switch the accelerator and brake to control the vehicle speed under the congested working condition. When the brake is pressed when the vehicle speed is low, the vehicle performance is to maintain the current gear, separate the clutch, and the speed difference between the input shaft speed and the engine speed appears. At this time, when the brake is released and the downhill road is encountered, the input shaft speed also increases with the increase of the vehicle speed. If the speed difference is not controlled, the speed difference is easy to be too large, the clutch is adhered, the abnormal wear is caused, and the vehicle driving comfort is affected.

[0037] At present, for the above working conditions, the existing technical solution 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 the clutch is engaged, if the set input shaft speed value is large, the impact and sliding friction power of the clutch during the engagement of the clutch are large, which affects the service life of the clutch, if the speed set value is small, the clutch is prone to frequent engagement and separation, which also affects the service life of the clutch and the driving comfort of the vehicle, and the adaptability of the vehicle in complex scenes is poor.

[0038] The present application provides a commercial vehicle AMT with gear coasting control method, solves the problem of difficult control of speed difference when the clutch is engaged, poor adaptability of the vehicle in complex scenes, and abnormal wear of the clutch affecting the service life and poor vehicle comfort.

[0039] The embodiments of the present application will be described below. Figures 1-7 The embodiments of the present application will be described below.

[0040] Figure 1 is one of the flowcharts of the vehicle coasting control method provided by the present application, as Figure 1 shown, the method comprises the following steps:

[0041] S110, in the state of the vehicle with loose throttle and loose brake and non-empty gear, it is judged whether the gear is the lowest limit gear for coasting.

[0042] Specifically, in the state of the vehicle with loose throttle and loose brake and non-empty gear, the system first monitors the signal that the throttle pedal is completely released and the brake pedal is also released through CAN signal, and confirms that the vehicle is not currently in the neutral position. Then, the system compares the preset lowest limit gear parameter for coasting with the actual gear of the vehicle to determine whether the current gear reaches the lowest limit gear allowed during coasting.

[0043] By judging whether the vehicle is in the lowest coasting gear, the coasting strategy of the vehicle can be optimized to avoid unnecessary gear shifting operation during low-speed coasting, thereby improving the driving smoothness.

[0044] S1201, if it is not the lowest limit gear for coasting, the vehicle enters the gear shifting mode after triggering the gear shifting point during coasting.

[0045] Specifically, if the system determines that the current gear is not the preset lowest limit gear for coasting, the vehicle will continue to travel in the coasting state. During the coasting process, the system will continuously monitor the engine speed, and when the gear shifting point is triggered, the system will automatically trigger the gear shifting mechanism to make the vehicle smoothly transition from the current gear to the next appropriate gear, thereby entering the gear shifting mode.

[0046] By flexibly adjusting the gear position according to the actual driving state and road conditions, the vehicle can better adapt to different road environments and driving needs. By dynamically adjusting the gear position, the vehicle can better adapt to various complex road conditions and driving scenarios, improving the adaptability and flexibility of the vehicle. Reduces the power interruption or jerk caused by mismatched gear positions, making the driving process smoother and more comfortable.

[0047] S1202、If it is the lowest limit gear position for coasting, determine whether the clutch is disengaged.

[0048] Specifically, after reaching the lowest set gear position, the clutch is disengaged as the vehicle speed decreases, i.e. the vehicle is coasting at low speed, and will not frequently downshift. If the system confirms that the current gear position is the pre-set lowest limit gear position for coasting, it will then check the status of the clutch, i.e. determine whether the clutch has been disengaged. Generally, this is achieved by monitoring the clutch position sensor signal to confirm whether the clutch has been completely disengaged.

[0049] If the vehicle speed continues to decrease at the lowest limit gear position for coasting, the clutch needs to be disengaged in time to avoid the engine speed being too low. By precisely controlling the disengagement timing of the clutch, the engine speed can be prevented from being pulled below idle speed, preventing the vehicle from stalling, while improving driving comfort.

[0050] S12021、If the clutch is disengaged, enter the first gear coasting mode.

[0051] According to the vehicle gear coasting control method provided by the present application, after entering the first gear coasting mode, it includes: determining whether the vehicle is in an accelerating state; if the vehicle is not in an accelerating state, when the parking condition is met, the step gear is parked; if the vehicle is in an accelerating state, determine whether the speed difference is greater than a first threshold; if the speed difference is greater than the first threshold, enter the first clutch and engine control mode; if the speed difference is not greater than the first threshold, enter the second clutch and engine control mode.

[0052] Specifically, after confirming that the clutch has been disengaged, the vehicle is in a state where the engine and input shaft speeds are not synchronized, and the system enters the first gear coasting mode. In this mode, the clutch is disengaged, and the system will further analyze the vehicle's driving state (vehicle accelerating coasting, parking or vehicle accelerating) and take different control strategies (controlling the process of clutch pre-engagement and engagement) accordingly.

[0053] As Figure 2The logic flow chart of the first band control method of the coasting mode is shown. First, the system determines whether the vehicle is in the accelerating state by monitoring the acceleration of the input shaft speed (i.e. angular acceleration). If the angular acceleration is zero or negative, it indicates that the vehicle is not in the accelerating state, and the system will continue to monitor the vehicle speed and other related parameters to stop the vehicle and engage the starting gear when the stopping conditions are met, so as to prepare for the next start.

[0054] If the vehicle is in the accelerating state, the system further determines whether the speed difference between the engine speed and the input shaft speed (speed difference = input shaft speed - engine speed) exceeds the first preset threshold value (-200 rpm). This threshold value is a calibrated value according to the vehicle performance, clutch characteristics and driving comfort requirements, etc.

[0055] If the speed difference is greater than the first threshold value (e.g. -100 rpm), it indicates that the impact and sliding friction work generated by the clutch during recombination are relatively small, so the system enters the first clutch and engine control mode to realize soft combination of the clutch by controlling the engine speed and clutch engagement depth. At the same time, the engine and clutch are continuously controlled to avoid the clutch from being separated immediately after being combined, and to avoid frequent combination and separation of the clutch.

[0056] If the speed difference is not greater than the first threshold value (e.g. -300 rpm), it indicates that the speed difference is large, and the impact and sliding friction work generated by the clutch during recombination are relatively large. In this mode, the system remains in the current state, and the transmission control unit TCU does not control the engine and clutch.

[0057] By accurately determining the vehicle driving state and the speed difference, different control strategies are adopted to reduce the impact and sliding friction work of the clutch during combination, and to improve the smoothness of the clutch combination.

[0058] According to the vehicle coasting control method provided by the application, after entering the first clutch and engine control mode, the following steps are included: continuously judging whether the speed difference is greater than a second threshold value (for example, -10 rpm); if the speed difference is not greater than the second threshold value (for example, -80 rpm), the torque control is requested by the transmission control unit to control the engine, and the clutch is controlled to be combined to the clutch slip point, which realizes the early takeover of the engine control right and the pre-combination of the clutch; if the speed difference is greater than the second threshold value (for example, -5 rpm), the speed control is requested by the transmission control unit to control the engine, and the clutch is controlled to be combined, and the combination depth can be obtained by the engine speed table, and when the engine speed is greater than a first threshold value (1200 rpm), the clutch is completely combined. The control realizes the soft combination of the clutch. When the clutch is completely combined and the engine speed is greater than the first threshold value (for example, 1200 rpm), the torque control is requested by the transmission control unit to control the engine, and the clutch is kept at the current position; after waiting for a preset time, the second coasting mode with gears is entered.

[0059] Specifically, as shown in the first clutch and engine control mode logic flowchart. Figure 3 After entering the first clutch and engine control mode, the system first continuously judges whether the speed difference is greater than a preset second threshold value (10 rpm).

[0060] If the speed difference is not greater than the second threshold value (for example, -80 rpm), it indicates that the clutch will generate a certain impact and slip work when re-combined. The clutch is controlled to be pre-combined to the slip point, which can reduce the response time of the clutch when combined later and avoid the wear of the clutch. At this time, the transmission control unit (TCU) requests the torque control to control the engine, and controls the clutch to be combined to the slip point, that is, the Kp point, to realize the pre-combination of the clutch, improve the response speed, and reduce the impact.

[0061] Engine torque control: the TCU controls the engine by requesting the torque control, and the requested torque is the friction torque under the current engine speed.

[0062] Clutch combination to Kp point: the TCU controls the clutch to be quickly combined to the Kp point.

[0063] The control realizes the early takeover of the engine control right and the pre-combination of the clutch. This step aims to take over the engine control right in advance and realize the pre-combination of the clutch, improve the response speed, and reduce the impact.

[0064] If the speed difference is greater than the second threshold value (for example, -5 rpm), it means that the impact and slip work generated when the clutch is combined are small. At this time, the transmission control unit (TCU) requests the engine speed control to control the engine, and controls the clutch to be combined.

[0065] 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 * current gear ratio.

[0066] Clutch engagement: TCU controls clutch engagement, the engagement depth can be obtained by engine speed lookup table, when the engine speed is greater than the first threshold (1200 rpm), the clutch is fully engaged. This control realizes soft engagement of the clutch. If the clutch is fully engaged and the engine speed is greater than the first threshold, the engine torque control and the clutch remain in the current position. This process realizes the continuation of engine and clutch control, avoiding the clutch from separating immediately after engagement.

[0067] Specifically, TCU will request speed control to accurately adjust the engine speed, making it quickly synchronized 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 1200 rpm), TCU will switch to torque control mode again, taking the friction torque at the current engine speed as the requested torque, and keeping the clutch in the current position unchanged to avoid its separation again.

[0068] After completing the above steps, the system waits for a preset time to confirm that the current state is stable, and then automatically enters the second band coasting mode. This series of complex and delicate operations aims to optimize the cooperation between the engine and the clutch through the sub-mode control of TCU, effectively avoiding the impact and excessive sliding friction torque when the clutch is engaged, while reducing the wear caused by frequent engagement and disengagement of the clutch, significantly improving the adaptability and driving comfort of the vehicle in different working conditions. Through this control method, the performance of commercial vehicles in complex road conditions has been comprehensively improved.

[0069] According to the vehicle band coasting control method provided by the application, the transmission control unit requests torque control to control the engine, specifically including: the transmission control unit sends a request torque control signal; the friction torque of the engine at the current speed is obtained according to the request torque control signal; the friction torque is taken as the requested torque; the engine is controlled according to the requested torque.

[0070] Specifically, TCU will first send a request torque control signal, which is determined based on the control mode it is in. TCU will obtain the friction torque value of the engine. And this friction torque value is taken as the requested torque, which is sent to the engine through the control signal, so as to realize the over-control of the engine.

[0071] The engine torque control has different purposes in different stages of different speed difference. The engine torque control performed when the speed difference is not greater than the second threshold value realizes early takeover of the engine control right, pre-combination of the clutch, improvement of the system response capability, and reduction of impact. The engine torque control performed when the speed difference is greater than the second threshold value maintains the stable engine and vehicle state after the clutch is combined, and avoids separation of the clutch immediately after the clutch is combined.

[0072] According to the vehicle with-gear coasting control method provided by the application, the engine is controlled through the transmission control unit requesting the speed control, specifically including: issuing 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.

[0073] Specifically, the TCU will first issue a request speed control signal, which contains the target speed information required by the current vehicle operation. Then, the TCU reads the output shaft speed of the vehicle (i.e. the wheel speed reflected to the transmission through the transmission system), and combines the current gear and its corresponding speed ratio (gear ratio) to calculate the target engine speed, i.e. the request speed value. The specific calculation method is: request speed value = output shaft speed * speed ratio of current gear.

[0074] This process ensures that during the clutch combination process of the vehicle with-gear coasting control, the TCU sends the engine request speed value to the engine control unit for accurate adjustment of the engine speed, optimal matching of the wheel speed, realization of the optimized clutch combination process, reduction of impact and sliding friction work, and adaptation to different driving conditions and driver intentions.

[0075] S12022, if the clutch is combined, enter the second with-gear coasting mode.

[0076] According to the vehicle with-gear coasting control method provided by the application, after entering the second with-gear coasting mode, the method includes: judging whether the vehicle is decelerating; if the vehicle is not decelerating, performing gear shifting after triggering the gear shifting point; if the vehicle is decelerating, judging whether the engine speed is less than a second threshold value (such as 650 rpm); 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, judging whether the clutch is separated; if the clutch is separated, entering the first with-gear coasting mode; if the clutch is not separated, entering the third clutch and engine control mode.

[0077] Specifically, as Figure 4The logic flow chart of the second belt slip control method is shown. When the clutch is in the engaged state in S12022, the system enters the second belt slip control mode. In this mode, the clutch is in the engaged state, and the vehicle maintains the current slip or the vehicle deceleration control process of the clutch is separated. The system first determines whether the vehicle is decelerating in real time. If the vehicle is detected to be in a state of maintaining or accelerating, the system will continue to monitor until the vehicle triggers the preset shift point and performs normal shifting operation to ensure smooth power transmission and reasonable speed adjustment.

[0078] If the vehicle is in a deceleration state, the system will further analyze whether the engine speed is lower than the second threshold (such as 650 rpm). 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 the clutch, and the vehicle maintains the current state of travel. However, if the engine speed drops below the second threshold, the system will immediately check the state of the clutch. If the clutch has been separated, the vehicle will re-enter the first belt slip control mode, at which time the clutch is separated, the engine and the transmission input shaft are out of synchronization, and the vehicle enters the parking or reacceleration preparation phase. If the clutch remains in the engaged state, the system will start the third clutch and engine control mode, in which the engine enters the low idle control mode, the clutch is controlled to be separated to adapt to the vehicle deceleration, and then the first belt slip control mode is switched again.

[0079] As shown in Figure 5 The schematic diagram of the belt slip control system is shown. When the vehicle enters other modes, including shifting, parking, and normal driving, when the lift point is triggered or the accelerator is depressed or the brake is depressed or other instructions of the driver are given. When the vehicle is in a state of releasing the accelerator and releasing the brake and not in neutral, the belt slip control mode is switched according to the state of the vehicle.

[0080] The present application controls the engine and the clutch in different modes through the judgment of the belt slip state of the vehicle, realizes fine control of the system, avoids the sudden change of the engine and the clutch, and improves the adaptability of the vehicle in complex scenes. When the clutch is engaged, the TCU controls the engine and the clutch in advance, effectively avoiding the problem 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 the clutch, effectively avoiding the problem of clutch wear and vehicle driving comfort when the clutch is frequently engaged and separated.

[0081] The vehicle belt slip control device provided by the present application is described below, and the vehicle belt slip control device described below can be referred to in correspondence with the vehicle belt slip control method described above.

[0082] As shown in Figure 6 The vehicle belt slip control device provided by the present application comprises:

[0083] The gear determination module 610 is configured to determine whether the gear is the lowest limit gear for coasting in a vehicle state of a released accelerator, a released brake and a non-empty gear.

[0084] The gear shifting module 6201 is configured to enter a gear shifting mode if the vehicle enters a gear shifting point during coasting when the gear is not the lowest limit gear for coasting.

[0085] The clutch state determination module 6202 is configured to determine whether the clutch is separated if the gear is the lowest limit gear for coasting.

[0086] The first gear coasting control module 62021 is configured to enter a first gear coasting mode if the clutch is separated.

[0087] The second gear coasting control module 62022 is configured to enter a second gear coasting mode if the clutch is engaged.

[0088] Figure 7 An example of a schematic diagram of a physical structure of an electronic device is shown in FIG. 7. Figure 7 As shown in FIG. 7, the electronic device can include a processor 710, a communications interface 720, a memory 730 and a communications bus 740, wherein the processor 710, the communications interface 720 and the memory 730 can communicate with each other through the communications bus 740. The processor 710 can invoke a logical instruction in the memory 730 to execute a vehicle gear coasting control method, which includes determining whether the gear is the lowest limit gear for coasting in a vehicle state of a released accelerator, a released brake and a non-empty gear; entering a gear shifting mode if the vehicle enters a gear shifting point during coasting when the gear is not the lowest limit gear for coasting; determining whether the clutch is separated if the gear is the lowest limit gear for coasting; entering a first gear coasting mode if the clutch is separated; and entering a second gear coasting mode if the clutch is engaged.

[0089] In addition, the logic instructions in the memory 730 described above can be realized in the form of a software function unit and sold or used as an independent product, and can be stored in a computer readable storage medium. Based on such understanding, the technical solutions of the present application essentially or the parts that contribute to the prior art or parts of the technical solutions can be embodied in the form of a software product. The computer software product is stored in a storage medium, and includes several instructions for causing a computer device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the embodiments of the method of the present application. The foregoing storage medium includes: a U disk, a mobile hard disk, a read-only memory (ROM, Read-Only Memory), a random access memory (RAM, Random Access Memory), a magnetic disk or an optical disk, and various media that can store program codes.

[0090] In another aspect, the present application also provides a computer program product, the computer program product comprising a computer program, the computer program being stored in a non-transitory computer readable storage medium, and the computer program being executable by a processor to cause a computer to execute the vehicle with-gear coasting control method provided by the above-mentioned methods, the method comprising: in a vehicle state of releasing the accelerator, releasing the brake, and non-empty gear, determining whether the gear is a coasting lowest limit gear; if not the coasting lowest limit gear, entering a gear shifting mode after triggering a gear shifting point during the vehicle coasting; if the coasting lowest limit gear, determining whether the clutch is open; if the clutch is open, entering a first with-gear coasting mode; if the clutch is engaged, entering a second with-gear coasting mode.

[0091] In another aspect, the present application also provides a non-transitory computer readable storage medium having a computer program stored thereon, the computer program being executable by a processor to implement the vehicle with-gear coasting control method provided by the above-mentioned methods, the method comprising: in a vehicle state of releasing the accelerator, releasing the brake, and non-empty gear, determining whether the gear is a coasting lowest limit gear; if not the coasting lowest limit gear, entering a gear shifting mode after triggering a gear shifting point during the vehicle coasting; if the coasting lowest limit gear, determining whether the clutch is open; if the clutch is open, entering a first with-gear coasting mode; if the clutch is engaged, entering a second with-gear coasting mode.

[0092] The device embodiments described above are only schematic, wherein the units shown as separate components can or can not be physically separate, and the components shown as units can or can not be physical units, i.e., can be located in one place, or can be distributed on a plurality of network units. Part or all of the modules can be selected according to actual needs to achieve the purpose of the present embodiment. Those skilled in the art can understand and implement without creative labor.

[0093] Those skilled in the art can clearly understand the implementation of the various embodiments by means of software and necessary general hardware platforms through the above description of the embodiments, and of course, the embodiments can also be implemented by hardware. Based on such understanding, the above technical solutions can be embodied in the form of a software product, and the computer software product can be stored in a computer readable storage medium, such as a ROM / RAM, a magnetic disk, an optical disk, etc., and includes a plurality of instructions for causing a computer device (which can be a personal computer, a server, or a network device, etc.) to execute the methods of the various embodiments or some parts of the embodiments.

[0094] Finally, it should be noted that: the above examples are only used to illustrate the technical solutions of the present application, and not to limit it; although the present application has been described in detail with reference to the foregoing examples, those skilled in the art should understand that: it can still modify the technical solutions recorded in the foregoing examples, or make equivalent replacement for some technical features thereof; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the various embodiments of the present application.

Claims

1. A vehicle with-block coast control method characterized by, The method comprises the following steps: In the state of the vehicle with the accelerator pedal being released, the brake pedal being released, and the gear being not empty, it is determined whether the gear is the lowest limit gear for coasting; If the gear is not the lowest limit gear for coasting, the vehicle enters a shift mode after triggering a shift point during coasting; If the gear is the lowest limit gear for coasting, it is determined whether the clutch is disengaged; If the clutch is disengaged, the vehicle enters a first gear coasting mode; If the clutch is engaged, the vehicle enters a second gear coasting mode; After entering the first gear coasting mode, the method comprises the following steps: It is determined whether the vehicle is in an accelerating state; if the vehicle is not in the accelerating state, the vehicle is stopped at a standby gear when a stopping condition is met; if the vehicle is in the accelerating state, it is determined whether a speed difference between an engine speed and an input shaft speed is greater than a first threshold value; if the speed difference is greater than the first threshold value, the vehicle enters a first clutch and engine control mode; if the speed difference is not greater than the first threshold value, the vehicle enters a second clutch and engine control mode; 2. The vehicle with hold control method according to claim 1, characterized by, After entering the second gear coasting mode, the method comprises the following steps: It is determined whether the vehicle is decelerating; if the vehicle is not decelerating, the vehicle is shifted after triggering the shift point; if the vehicle is decelerating, it is determined whether an engine speed is less than a second threshold value; if the engine speed is not less than the second threshold value, the vehicle enters the second clutch and engine control mode; if the engine speed is less than the second threshold value, it is determined whether the clutch is disengaged; if the clutch is disengaged, the vehicle enters the first gear coasting mode; if the clutch is not disengaged, the vehicle enters a third clutch and engine control mode. After entering the first clutch and engine control mode, the method comprises the following steps: It is continuously determined whether the speed difference is greater than a second threshold value; 3. The vehicle with hold control method according to claim 2, characterized by, If the speed difference is not greater than the second threshold value, a torque control is requested by a transmission control unit to control the engine, and the clutch is controlled to be engaged to a clutch slip point; If the speed difference is greater than the second threshold value, a speed control is requested by the transmission control unit to control the engine, and the clutch is controlled to be engaged; when the clutch is fully engaged and the engine speed is greater than the first threshold value, the torque control is requested by the transmission control unit to control the engine, and the clutch is kept at a current position; after waiting for a preset time, the vehicle enters the second gear coasting mode again. The torque control requested by the transmission control unit to control the engine comprises the following steps: A request torque control signal is sent by the transmission control unit; A friction torque at a current engine speed is obtained according to the request torque control signal; 4. The vehicle with hold control method according to claim 2, characterized by, The friction torque is taken as a request torque; The engine is controlled according to the request torque. The speed control requested by the transmission control unit to control the engine comprises the following steps: A request speed control signal is sent by the transmission control unit; An output shaft speed and a speed ratio of a current gear are obtained according to the request speed control signal; 5. A vehicle with a control device for coasting with a barrier, characterized by A request speed value is determined according to the output shaft speed and the speed ratio of the current gear; The engine is controlled according to the request speed value. The method comprises the following steps: A gear determination module is configured to determine whether a gear is a lowest limit gear for coasting in the state of the vehicle with the accelerator pedal being released, the brake pedal being released, and the gear being not empty. The shift module is configured to enter a shift mode if the vehicle enters a shift point during the coasting process when the vehicle is not in the coasting lowest limit gear; The clutch state judging module is configured to judge whether the clutch is open if the vehicle is in the coasting lowest limit gear; The first gear coasting control module is configured to enter a first gear coasting mode if the clutch is open; The second gear coasting control module is configured to enter a second gear coasting mode if the clutch is closed; The device is further configured to judge whether the vehicle is in an accelerating state after entering the first gear coasting mode, and to suspend a parking gear if the vehicle is not in the accelerating state; The device is further configured to judge whether a speed difference between the engine speed and the input shaft speed is greater than a first threshold value if the vehicle is in the accelerating state; The device is further configured to enter a first clutch and engine control mode if the speed difference is greater than the first threshold value, and to enter a second clutch and engine control mode if the speed difference is not greater than the first threshold value; The device is further configured to judge whether the vehicle is decelerating after entering the second gear coasting mode, to shift if the vehicle is not decelerating, to judge whether the engine speed is less than a second threshold value if the vehicle is decelerating, to enter the second clutch and engine control mode if the engine speed is not less than the second threshold value, to judge whether the clutch is open if the engine speed is less than the second threshold value, to enter the first gear coasting mode if the clutch is open, and to enter a third clutch and engine control mode if the clutch is not open.

6. An electronic device comprising a memory, a processor, and a computer program stored on the memory and executable on the processor, characterized in that, The processor implements the vehicle gear coasting control method according to any one of claims 1 to 4 when executing the computer program.

7. A non-transitory computer-readable storage medium having stored thereon a computer program, characterized in that, The computer program implements the vehicle gear coasting control method according to any one of claims 1 to 4 when executed by the processor.

8. A computer program product comprising a computer program, characterized in that, The computer program implements the vehicle gear coasting control method according to any one of claims 1 to 4 when executed by the processor.

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