Downshift control method and system for braking linkage hydraulic retarder of commercial vehicle AMT

Abstract

The invention provides a downshift control method and system for a brake linkage hydraulic retarder of a commercial vehicle AMT. The downshift control method comprises the steps that the real-time vehicle speed V is taken, and the state of a brake pedal is detected; when the real-time vehicle speed V is larger than 0 and it is detected that a brake pedal is adopted for braking, the AEBS emergency braking state is judged; if the AEBS is equal to 1, linkage emergency braking of the AMT gearbox, the hydraulic retarder and the brake pedal is triggered; and if the AEBS is equal to 0, a linkage braking strategy is triggered based on the obtained brake pedal opening degree Bp. According to the method, the effects of increasing the braking force and shortening the braking distance are achieved by linking the brake pedal with the hydraulic retarder and the AMT, the fastest vehicle braking speed reduction effect is achieved by exerting the maximum braking capacity of the vehicle in a linkage mode, and the driving braking safety of the vehicle is guaranteed.

Description

Technical Field

[0001] The present invention belongs to the technical field of automotive braking control, and more particularly to a braking linkage hydraulic retarder downshift control method and system for a commercial vehicle AMT. Background Art

[0002] With the development of domestic commercial vehicle AMT automatic transmissions and hydraulic retarders in recent years, there are more and more commercial vehicles equipped with AMT and hydraulic retarders on the market, and they are increasingly favored by users. Among them, the hydraulic retarder can ensure safety during downhill driving, and the AMT can relieve the driver from the operations of shifting gears and stepping on the clutch, making driving easier for the driver, reducing the driver's fatigue intensity, and improving driving safety. However, the existing commercial vehicle AMT controls the gear to increase the engine speed so as to increase the braking force of the hydraulic retarder. The braking force of the hydraulic retarder is jointly determined by the speed ratio and the rotational speed of the powertrain. The two are independent controls. Therefore, in the case of large braking conditions required by the vehicle, the maximum braking capacity of the vehicle braking device cannot be exerted. Only the braking force brought by the brake disc of the brake pedal can be used for braking and deceleration, and the braking effect is limited, resulting in a poor braking effect. As a result, the driver needs to control the braking system to generate braking force through the brake pedal to decelerate the vehicle, which makes the braking distance long and is prone to traffic accidents. Moreover, with the use and wear of the brake disc of the brake pedal, the braking ability of the vehicle's brake pedal weakens with use, bringing more unsafe factors. Summary of the Invention

[0003] In order to solve the problem that in the case of large braking conditions required by existing commercial vehicles, the independent braking effect of the AMT automatic transmission and the hydraulic retarder is poor, resulting in a long braking distance of the driver through the brake disc of the brake pedal and being prone to traffic accidents, the present invention provides a braking linkage hydraulic retarder downshift control method and system for a commercial vehicle AMT.

[0004] To achieve the above object, the present invention provides the following technical solutions: The present invention proposes a braking linkage hydraulic retarder downshift control method for a commercial vehicle AMT, which is characterized by including the following steps: Obtain the real-time vehicle speed V and detect the state of the brake pedal; When the real-time vehicle speed V>0 and it is detected that the brake pedal is used for braking, judge the AEBS emergency braking state; If AEBS = 1, trigger the linkage emergency braking of the AMT transmission, the hydraulic retarder and the brake pedal; If AEBS = 0, trigger a linkage braking strategy based on the obtained brake pedal opening Bp: Among them, when the brake pedal opening Bp is greater than the first pedal opening threshold Bp0 and the brake pedal opening Bp does not exceed the second pedal opening threshold Bp1, trigger the basic braking strategy; When the brake pedal opening Bp is greater than the second pedal opening threshold Bp1 and the brake pedal opening Bp does not exceed the third pedal opening threshold Bp2, the retarder assisted braking strategy is triggered; When the brake pedal opening Bp is greater than the third pedal opening threshold Bp2 and the brake pedal opening Bp does not exceed the fourth pedal opening threshold Bp3, the linked braking strategy of the AMT transmission, hydraulic retarder and brake pedal is triggered.

[0005] Preferably, the linked emergency braking of the AMT transmission, hydraulic retarder and brake pedal includes: The AMT transmission raises the rotational speed to the Ep6 speed point and reduces to the gear matching the Ep6 speed point; The hydraulic retarder is adjusted to the maximum torque of -100%; Combined with the linked braking of the brake pedal, the braking of the vehicle reaches the first maximum deceleration.

[0006] Preferably, the basic braking strategy includes: A first pedal braking force Fb1 is generated through the brake pedal, and the braking of the vehicle reaches the first deceleration through the first pedal braking force Fb1.

[0007] Preferably, the retarder assisted braking strategy includes: The hydraulic retarder is turned on, the torque is adjusted to generate a first hydraulic braking force Fr1, and a second pedal braking force Fb2 is generated through the brake pedal. The braking of the vehicle reaches the second deceleration through the first hydraulic braking force Fr1 and the second pedal braking force Fb2.

[0008] Preferably, the linked braking strategy of the AMT transmission, hydraulic retarder and brake pedal includes: The AMT transmission raises the rotational speed to the Ep6 speed point and reduces to the gear matching the Ep6 speed point to generate a transmission braking force Ft; The hydraulic retarder is turned on, the torque is adjusted to generate a second hydraulic braking force Fr2, and a third pedal braking force Fb3 is generated through the brake pedal; Combined with the transmission braking force Ft, the second hydraulic braking force Fr2 and the third pedal braking force Fb3, the braking of the vehicle reaches the third deceleration.

[0009] Preferably, the first pedal opening threshold Bp0 is 0, the range of the second pedal opening threshold Bp1 is 10 - 90; the range of the third pedal opening threshold Bp2 is 20 - 90; the fourth pedal opening threshold Bp3 is 100.

[0010] Preferably, the speed regulation range of the AMT transmission is 1000 rpm - 2200 rpm.

[0011] An embodiment of the present invention provides a braking linkage hydraulic retarder downshift control system for a commercial vehicle AMT, and applies a braking linkage hydraulic retarder downshift control method for a commercial vehicle AMT, which is characterized by including An acquisition module, configured to: obtain the real-time vehicle speed V and detect the state of the brake pedal; A first judgment module, configured to: when the real-time vehicle speed V>0 and it is detected that the brake pedal is used for braking, judge the AEBS emergency braking state; A first execution module, configured to: if AEBS = 1, trigger the linkage emergency braking of the AMT gearbox, hydraulic retarder and brake pedal; A second execution module, configured to: if AEBS = 0, trigger a linkage braking strategy based on the obtained brake pedal opening Bp: when the brake pedal opening Bp is greater than the first pedal opening threshold Bp0 and the brake pedal opening Bp does not exceed the second pedal opening threshold Bp1, trigger a basic braking strategy; when the brake pedal opening Bp is greater than the second pedal opening threshold Bp1 and the brake pedal opening Bp does not exceed the third pedal opening threshold Bp2, trigger a retarder auxiliary braking strategy; when the brake pedal opening Bp is greater than the third pedal opening threshold Bp2 and the brake pedal opening Bp does not exceed the fourth pedal opening threshold Bp3, trigger the linkage braking strategy of the AMT gearbox, hydraulic retarder and brake pedal.

[0012] Another embodiment of the present invention provides a computer device, which is characterized by including a memory, a processor, and a computer program stored in the memory and executable in the processor, and when the processor executes the computer program, the steps of a braking linkage hydraulic retarder downshift control method for a commercial vehicle AMT are implemented.

[0013] Another embodiment of the present invention provides a computer-readable storage medium, which stores a computer program, and when the computer program is executed by a processor, the steps of a braking linkage hydraulic retarder downshift control method for a commercial vehicle AMT are implemented.

[0014] Compared with the prior art, the present invention has the following beneficial technical effects: The present invention provides a braking linkage hydraulic retarder downshift control method for a commercial vehicle AMT. This method realizes the effect of increasing braking force and shortening the braking distance by linking the hydraulic retarder and the AMT through the brake pedal, which can bring a safer driving condition operation to users. After the AMT and the hydraulic retarder are introduced into the commercial vehicle, the brake pedal can link the AMT and the hydraulic retarder to intervene during braking, improving the braking force of the vehicle and effectively reducing the wear of the brake disc and extending the service life of the brake disc. At the same time, for vehicles equipped with adaptive cruise or intelligent driving, when there is an emergency braking requirement, the maximum braking capacity of the vehicle can be exerted through linkage to achieve the fastest vehicle braking and deceleration effect, ensuring the safety of vehicle driving braking.

[0015] Furthermore, this method effectively solves the problem of insufficient independent braking efficiency under large braking conditions through a multi-system collaborative braking strategy, significantly improving driving safety and braking efficiency. By real-time monitoring the vehicle speed and the state of the brake pedal, combined with the judgment of the AEBS emergency braking signal, accurate hierarchical response to braking demands is achieved: in the emergency braking scenario, the AMT transmission, the hydraulic retarder and the brake pedal are linked to form the superposition of the maximum braking force, greatly shortening the braking distance and avoiding the risk of overload of a single system; during normal braking, the basic braking, the retarder-assisted braking and the multi-system linkage braking strategies are triggered according to the pedal opening degree in a hierarchical manner, making the braking force distribution more matching the actual working condition requirements. Even further, this method dynamically adjusts the AMT gear to control the engine drag torque and optimizes the intervention timing of the hydraulic retarder, which not only fully utilizes the vehicle kinetic energy recovery potential, but also effectively reduces the thermal decay risk of the traditional friction braking system and extends the service life of the braking components. At the same time, the multi-stage braking strategy reduces the vehicle impact through smooth braking force connection while ensuring the braking intensity, improves the driving comfort, improves the braking performance of the commercial vehicle under complex working conditions, and reduces the accident rate. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 It is a schematic flow chart of a braking linkage hydraulic retarder downshift control method for a commercial vehicle AMT proposed by the present invention; Figure 2 It is a schematic diagram of the relationship among the brake pedal opening degree, the braking force and the vehicle speed in a braking linkage hydraulic retarder downshift control method for a commercial vehicle AMT proposed by the present invention; Figure 3 It is a schematic diagram of different control effects of the braking linkage in a braking linkage hydraulic retarder downshift control method for a commercial vehicle AMT proposed by the present invention; Figure 4 It is a schematic diagram of a computer device provided by an embodiment of the present invention; Figure 5 It is a block diagram of a chip provided by an embodiment of the present invention. Detailed implementation manners

[0017] In the following text, only some exemplary embodiments are simply described. As those skilled in the art can recognize, the described embodiments can be modified in various different ways without departing from the spirit or scope of the present invention. Therefore, the drawings and the description are considered to be exemplary in nature rather than restrictive.

[0018] In the description of the present invention, it should be understood that the orientation or positional relationship indicated by the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation to the present invention.

[0019] In addition, the terms "first" and "second" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, the features defined with "first" and "second" may explicitly or implicitly include one or more of such features. In the description of the present invention, "a plurality of" means two or more unless otherwise specifically defined.

[0020] The embodiments of the present invention will be described in detail below with reference to the drawings.

[0021] The present invention provides a method for controlling the downshift of a braking-linked hydraulic retarder of a commercial vehicle AMT, as Figure 1 shown, including the following steps: Obtain the real-time vehicle speed V and detect the state of the brake pedal; When the real-time vehicle speed V > 0 and it is detected that the brake pedal is used for braking, that is, when the driver steps on the brake pedal during driving, judge the AEBS emergency braking state; If AEBS=1, the AMT gearbox, hydraulic retarder and brake pedal linkage emergency braking are triggered; that is, the AMT gearbox increases the speed to the Ep6 speed point, and reduces the gear to the gear that matches the Ep6 speed point; illustratively, in the adaptive cruise state, the distance radar carried by the vehicle identifies that the distance between the vehicle and the vehicle in front is suddenly too close, and when it is judged that there is a risk of collision, it is determined that emergency braking is required, then AEBS=1. In this state, the vehicle should need to exert all controllable braking means, that is, trigger the AMT gearbox, hydraulic retarder and brake pedal linkage emergency braking, then the AMT gearbox increases the speed to the Ep6 speed point, and the AMT gearbox reduces the gear to the gear that matches the Ep6 speed point, and the hydraulic retarder performs torque adjustment to the maximum -100%; at the same time, in conjunction with the brake pedal linkage braking, the vehicle's braking reaches the first maximum deceleration a4, so as to achieve vehicle braking in a short distance and short time.

[0022] If AEBS=0, the obtained brake pedal opening Bp is combined with the vehicle speed and brake pedal opening Bp to draw an analysis diagram, such as Figure 2 As shown in the figure, it can be analyzed that when the percentage of the brake pedal opening Bp is larger, the braking force Fb generated by the brake pedal increases in a curve shape. By comparing the brake pedal opening Bp with the pedal opening threshold, the control strategy area where the brake pedal opening Bp is located is determined, and the linkage braking strategy is triggered: Specifically, if the brake pedal opening Bp is greater than the first pedal opening threshold Bp0, and the brake pedal opening Bp does not exceed the second pedal opening threshold Bp1, it indicates that the driver brakes the vehicle with a small deceleration, triggering the basic braking strategy, that is, the first pedal braking force Fb1 is generated by the brake pedal, and the vehicle is braked to the first deceleration a1 through the first pedal braking force Fb1. The braking force at this time is the first pedal braking force Fb1, and during this control process, the AMT gearbox maintains the original gear position and speed, and the hydraulic retarder maintains the original torque output.

[0023] If the brake pedal opening Bp is greater than the second pedal opening threshold Bp1, and the brake pedal opening Bp does not exceed the third pedal opening threshold Bp2, it indicates that the driver brakes the vehicle at a moderate deceleration, and the braking force through the brake pedal is insufficient to meet the driver's deceleration needs, triggering the retarder auxiliary braking strategy; that is, the hydraulic retarder is turned on, and the torque is adjusted to generate the first hydraulic braking force Fr1, and the second pedal braking force Fb2 is generated through the brake pedal. The first hydraulic braking force Fr1 and the second pedal braking force Fb2 are used to brake the vehicle to the second deceleration a2. At this time, the braking force is Fr1+Fb2, and during this control process, the AMT transmission maintains the original gear and speed.

[0024] The braking pedal opening Bp is greater than the third pedal opening threshold Bp2, and the braking pedal opening Bp does not exceed the fourth pedal opening threshold Bp3, indicating that the driver brakes the vehicle with a large deceleration. The braking force of the braking pedal and the braking force of the hydraulic retarder cannot meet the requirements, thus triggering the linkage braking strategy of the AMT gearbox, the hydraulic retarder, and the braking pedal. That is, the AMT gearbox raises the rotational speed to the Ep6 speed point and gradually downshifts to the gear matching the Ep6 speed point to generate the gearbox braking force Ft; the hydraulic retarder is turned on to adjust the torque to generate the second hydraulic braking force Fr2, and the third pedal braking force Fb3 is generated through the braking pedal; the combined gearbox braking force Ft, the second hydraulic braking force Fr2, and the third pedal braking force Fb3 make the braking of the vehicle reach the third deceleration a3. At this time, the braking force is Fr2 + Fb3 + Ft, achieving the deceleration effect of the maximum level braking force.

[0025] In the above control process, the first deceleration a1 is less than the second deceleration a2, the second deceleration a2 is less than the third deceleration a3, the first pedal opening threshold Bp0 is 0, and the range of the second pedal opening threshold Bp1 is 10 - 90; the range of the third pedal opening threshold Bp2 is 20 - 90; the fourth pedal opening threshold Bp3 is 100.

[0026] Specifically, the position selections of the first pedal opening threshold Bp0, the second pedal opening threshold Bp1, the third pedal opening threshold Bp2, and the fourth pedal opening threshold Bp3 are related to the road slope S; Among them, when the road is downhill, S < 0%, the second pedal opening threshold Bp1 and the third pedal opening threshold Bp2 decrease as the road slope decreases. The driver can link the hydraulic retarder and the AMT downshift at a relatively small braking pedal opening. The smaller the slope, the greater the braking force required for the vehicle to decelerate due to the negative ramp resistance of the downhill.

[0027] When the road is uphill, S > 0%, the second pedal opening threshold Bp1 and the third pedal opening threshold Bp2 increase as the road slope increases. The driver links the hydraulic retarder and the AMT downshift at a relatively large braking pedal opening. The greater the slope, the smaller the braking force required for the vehicle to achieve a greater deceleration effect due to the positive ramp resistance of the uphill. Specifically, the corresponding relationship between the position selections of the first pedal opening threshold Bp0, the second pedal opening threshold Bp1, the third pedal opening threshold Bp2, and the fourth pedal opening threshold Bp3 and the road slope S is shown in Table 1: Table 1 is the corresponding relationship table between the position selections of the first pedal opening threshold Bp0, the second pedal opening threshold Bp1, the third pedal opening threshold Bp2, and the fourth pedal opening threshold Bp3 and the road slope S

[0028] For the table, a negative slope value indicates a downhill section of the road, and a positive value indicates an uphill section. When the slope is -20, the second pedal opening threshold Bp1 is set to 0. Then, in a large downhill condition, as long as the brake pedal opening is greater than 0, the retarder is activated for decelerating braking to obtain greater braking force. When the slope is 20, the third pedal opening threshold Bp2 is set to 100. When the driver's brake pedal opening reaches 100% with an emergency braking requirement, the hydraulic retarder and the downshift of the AMT are activated simultaneously to achieve the maximum deceleration because the ramp resistance is relatively large in the condition of going up a large slope, providing a significant part of the decelerating braking effect.

[0029] In this control method, during the speed regulation and downshifting of the AMT gearbox, the speed regulation range of the AMT gearbox is 1000 rpm to 2200 rpm. The speed regulation of the AMT gearbox is specifically related to the vehicle speed, and the specific corresponding relationship is shown in Table 2.

[0030] Table 2 is a table showing the relationship between the engine speed after downshifting corresponding to different brake pedal openings and different vehicle speeds.

[0031] Through Table 2, it can be clearly understood that as the vehicle speed and the brake opening increase, a greater vehicle braking deceleration is required. To achieve a greater deceleration, a higher engine speed is needed to obtain the braking force of the retarder, and at the same time, a greater engine speed after the downshift of the AMT is also required.

[0032] This control method realizes the effect of increasing the braking force and shortening the braking distance by linking the brake pedal with the hydraulic retarder and the AMT, which can exert the maximum braking performance of the vehicle and extend the service life of the brake disc, as Figure 3As shown in the figure, in the figure, Fb is the braking force corresponding to the position of the brake pedal, Fr is the braking force generated by the hydraulic retarder, Ft is the braking force generated by the hydraulic retarder, Fr is the increased braking force of the hydraulic retarder generated after downshifting, a is the vehicle acceleration, V is the vehicle speed, V1 is the deceleration a1 corresponding to the deceleration effect with only the brake pedal acting, V2 is the deceleration a2 corresponding to the deceleration effect with the brake pedal linked to the hydraulic retarder but not linked to the AMT downshifting, V3 is the deceleration a3 corresponding to the deceleration effect with the brake pedal linked to the hydraulic retarder and linked to the AMT downshifting, N is the current engine speed, Nt is the target downshifting engine speed, G is the current gear of the transmission, G1 is the target downshifting gear, Bs is the state of the brake pedal (Bs = 0 means the brake pedal is not depressed, Bs = 1 means the brake pedal is depressed). It can be clearly understood from the figure that the braking deceleration can reach the maximum when the braking force of the brake pedal, the braking force of the hydraulic retarder, and the braking force of the engine obtained by downshifting act simultaneously. Therefore, we need to coordinate the intervention timing of each braking system according to the different braking requirements of the driver for the vehicle to achieve the desired vehicle braking effect and avoid excessive or insufficient vehicle braking.

[0033] An embodiment of the present invention provides a braking-linked hydraulic retarder downshifting control system for a commercial vehicle AMT, and applies a braking-linked hydraulic retarder downshifting control method for a commercial vehicle AMT, which is characterized by including An acquisition module, configured to: be used to obtain the real-time vehicle speed V and detect the state of the brake pedal; A first judgment module, configured to: be used to judge the AEBS emergency braking state when the real-time vehicle speed V > 0 and it is detected that the brake pedal is used for braking; A first execution module, configured to: be used to execute if AEBS = 1, then trigger the linked emergency braking of the AMT transmission, the hydraulic retarder, and the brake pedal; A second execution module, configured to: be used to execute if AEBS = 0, and trigger a linked braking strategy based on the obtained brake pedal opening Bp: when the brake pedal opening Bp is greater than the first pedal opening threshold Bp0 and the brake pedal opening Bp does not exceed the second pedal opening threshold Bp1, trigger a basic braking strategy; when the brake pedal opening Bp is greater than the second pedal opening threshold Bp1 and the brake pedal opening Bp does not exceed the third pedal opening threshold Bp2, trigger a retarder auxiliary braking strategy; when the brake pedal opening Bp is greater than the third pedal opening threshold Bp2 and the brake pedal opening Bp does not exceed the fourth pedal opening threshold Bp3, trigger the linked braking strategy of the AMT transmission, the hydraulic retarder, and the brake pedal.

[0034] In another embodiment of the present invention, a computer device is provided. The computer device includes a processor and a memory. The memory is used to store a computer program. The computer program includes program instructions. The processor is used to execute the program instructions stored in the computer storage medium. The processor may be a Central Processing Unit (CPU), or may also be other general-purpose processors, Digital Signal Processors (DSPs), Application Specific Integrated Circuits (ASICs), Field-Programmable Gate Arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. It is the computing core and control core of the terminal, and is suitable for implementing one or more instructions. Specifically, it is suitable for loading and executing one or more instructions to implement the corresponding method flow or corresponding function. The processor in the embodiment of the present invention can be used for the operation of a braking linkage hydraulic retarder downshift control method for a commercial vehicle AMT, including: Obtain the real-time vehicle speed V and detect the state of the brake pedal; when the real-time vehicle speed V > 0 and it is detected that the brake pedal is used for braking, judge the AEBS emergency braking state; if AEBS = 1, trigger the linkage emergency braking of the AMT gearbox, hydraulic retarder and brake pedal; if AEBS = 0, trigger the linkage braking strategy based on the obtained brake pedal opening Bp: among them, when the brake pedal opening Bp is greater than the first pedal opening threshold Bp0 and the brake pedal opening Bp does not exceed the second pedal opening threshold Bp1, trigger the basic braking strategy; when the brake pedal opening Bp is greater than the second pedal opening threshold Bp1 and the brake pedal opening Bp does not exceed the third pedal opening threshold Bp2, trigger the retarder auxiliary braking strategy; when the brake pedal opening Bp is greater than the third pedal opening threshold Bp2 and the brake pedal opening Bp does not exceed the fourth pedal opening threshold Bp3, trigger the linkage braking strategy of the AMT gearbox, hydraulic retarder and brake pedal.

[0035] In another embodiment of the present invention, the present invention further provides a storage medium, specifically a computer-readable storage medium (Memory). The computer-readable storage medium is a memory device in a terminal device, used to store programs and data. It can be understood that the computer-readable storage medium here can include both the built-in storage medium in the terminal device and, of course, the extended storage medium supported by the terminal device. The computer-readable storage medium provides a storage space, and this storage space stores the operating system of the terminal. And, in this storage space, there is also stored one or more instructions suitable for being loaded and executed by a processor. These instructions can be one or more computer programs (including program codes). It should be noted that the computer-readable storage medium here can be a high-speed RAM memory or a non-volatile memory (Non-Volatile Memory), such as at least one disk memory.

[0036] One or more instructions stored in the computer-readable storage medium can be loaded and executed by a processor to implement the corresponding steps of a braking linkage hydraulic retarder downshift control method for a commercial vehicle AMT in the above embodiment; one or more instructions in the computer-readable storage medium are loaded and executed by a processor to perform the following steps: Obtain the real-time vehicle speed V and detect the state of the brake pedal; when the real-time vehicle speed V > 0 and it is detected that the brake pedal is used for braking, judge the AEBS emergency braking state; if AEBS = 1, trigger the linkage emergency braking of the AMT transmission, hydraulic retarder, and brake pedal; if AEBS = 0, trigger a linkage braking strategy based on the obtained brake pedal opening Bp: among them, when the brake pedal opening Bp is greater than the first pedal opening threshold Bp0 and the brake pedal opening Bp does not exceed the second pedal opening threshold Bp1, trigger the basic braking strategy; when the brake pedal opening Bp is greater than the second pedal opening threshold Bp1 and the brake pedal opening Bp does not exceed the third pedal opening threshold Bp2, trigger the retarder assisted braking strategy; when the brake pedal opening Bp is greater than the third pedal opening threshold Bp2 and the brake pedal opening Bp does not exceed the fourth pedal opening threshold Bp3, trigger the linkage braking strategy of the AMT transmission, hydraulic retarder, and brake pedal.

[0037] Please refer to Figure 4 The terminal device is a computer device. The computer device 60 in this embodiment includes: a processor 61, a memory 62, and a computer program 63 stored in the memory 62 and operable on the processor 61. When the computer program 63 is executed by the processor 61, it implements the fluid composition calculation method in the reservoir stimulation wellbore in the embodiment. To avoid repetition, it will not be elaborated here one by one. Or, when the computer program 63 is executed by the processor 61, it implements the functions of each model / unit in the fluid composition calculation system of the reservoir stimulation wellbore in the embodiment. To avoid repetition, it will not be elaborated here one by one.

[0038] The computer device 60 can be a computing device such as a desktop computer, a notebook, a palm computer, and a cloud server. The computer device 60 may include, but is not limited to, a processor 61 and a memory 62. Those skilled in the art can understand that Figure 4 These are only examples of the computer device 60 and do not constitute a limitation on the computer device 60. It may include more or fewer components than shown in the figure, or combine certain components, or different components. For example, the computer device may also include input / output devices, network access devices, buses, etc.

[0039] The so-called processor 61 may be a central processing unit (CPU), or may also be other general-purpose processors, central processors, graphics processors, digital signal processors (DSPs), application specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, data processing logics based on quantum computing, discrete hardware components, etc. The general-purpose processor may be a microprocessor or the processor may also be any conventional processor, etc.

[0040] The memory 62 may be an internal storage unit of the computer device 60, such as the hard disk or memory of the computer device 60. The memory 62 may also be an external storage device of the computer device 60, such as a plug-in hard disk equipped on the computer device 60, a smart media card (SMC), a secure digital (SD) card, a flash card, etc.

[0041] Furthermore, the memory 62 may also include both the internal storage unit and the external storage device of the computer device 60. The memory 62 is used to store computer programs and other programs and data required by the computer device. The memory 62 may also be used to temporarily store data that has been output or will be output.

[0042] In each of the embodiments provided in the present application, any reference to a memory, a database, or other media may include at least one of non-volatile and volatile memories. The non-volatile memory may include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetoresistive random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. The volatile memory may include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM may be in various forms, such as static random access memory (SRAM) or dynamic random access memory (DRAM), etc.

[0043] In each of the embodiments provided in the present application, the database involved may include at least one of a relational database and a non-relational database. The non-relational database may include a blockchain-based distributed database, etc., without limitation. In each of the embodiments provided in the present application, the processor involved may be a general-purpose processor, a central processing unit, a graphics processing unit, a digital signal processor, a programmable logic device, a data processing logic device based on quantum computing, etc., without limitation.

[0044] Please refer to Figure 5 , the terminal device is a chip. The chip 600 of this embodiment includes a processor 622, the number of which may be one or more, and a memory 632 for storing computer programs executable by the processor 622. The computer programs stored in the memory 632 may include one or more modules each corresponding to a set of instructions. In addition, the processor 622 may be configured to execute the computer program to perform the above-mentioned generalizable general monocular absolute depth map estimation method.

[0045] In addition, the chip 600 may further include a power supply component 626 and a communication component 650. The power supply component 626 may be configured to perform power management of the chip 600, and the communication component 650 may be configured to implement communication of the chip 600, for example, wired or wireless communication. In addition, the chip 600 may further include an input / output interface 658. The chip 600 may operate based on an operating system stored in the memory 632.

[0046] The foregoing has shown and described the basic principles, main features and advantages of the present invention. For a person skilled in the art, it is obvious that the present invention is not limited to the details of the above-mentioned exemplary embodiments, and without departing from the spirit or basic features of the present invention, the present invention can be implemented in other specific forms. Therefore, in any aspect, the embodiments should be regarded as exemplary and non-restrictive. The scope of the present invention is defined by the appended claims rather than the above description. Therefore, all changes falling within the meaning and scope of the equivalent elements of the claims are intended to be embraced by the present invention. Any reference signs in the claims should not be construed as limiting the claims involved.

[0047] In addition, it should be understood that although this specification is described in terms of embodiments, not every embodiment only contains an independent technical solution. This narrative manner of the specification is only for clarity. Those skilled in the art should regard the specification as a whole, and the technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art. The above content is only to illustrate the technical idea of the present invention, and the protection scope of the present invention cannot be limited thereby. Any modification made on the basis of the technical solution according to the technical idea proposed by the present invention falls within the protection scope of the claims of the present invention.

Claims

1. A brake-linked hydraulic retarder downshift control method for a commercial vehicle AMT, characterized in that: The following steps are involved: Obtain the real-time vehicle speed V and detect the state of the brake pedal; When the real-time vehicle speed V>0 and the brake pedal is detected to be used for braking, the AEBS emergency braking state is determined; If AEBS=1, the AMT transmission, hydraulic retarder and brake pedal will be linked to emergency braking; If AEBS=0, the linkage braking strategy is triggered based on the obtained brake pedal opening Bp: the brake pedal opening Bp is greater than the first pedal opening threshold Bp0, and the brake pedal opening Bp does not exceed the second pedal opening threshold Bp1, triggering the basic braking strategy; The brake pedal opening Bp is greater than the second pedal opening threshold Bp1, and the brake pedal opening Bp does not exceed the third pedal opening threshold Bp2, triggering the retarder auxiliary braking strategy; The brake pedal opening Bp is greater than the third pedal opening threshold Bp2, and the brake pedal opening Bp does not exceed the fourth pedal opening threshold Bp3, triggering a linkage braking strategy of the AMT gearbox, hydraulic retarder and brake pedal.

2. The brake-linked hydraulic retarder downshift control method for commercial vehicle AMT according to claim 1, characterized in that: The linkage emergency braking of the AMT gearbox, hydraulic retarder and brake pedal includes: The AMT transmission increases the speed to Ep6 and then decreases to the gear that matches Ep6. The hydraulic retarder is adjusted to the maximum torque - 100%; Combined with the brake pedal linkage braking, the vehicle's braking reaches the first maximum deceleration.

3. The brake-linked hydraulic retarder downshift control method for commercial vehicle AMT according to claim 1, characterized in that: The basic braking strategy includes: A first pedal braking force Fb1 is generated by the brake pedal, and the vehicle is braked to a first deceleration by the first pedal braking force Fb1.

4. The brake-linked hydraulic retarder downshift control method for commercial vehicle AMT according to claim 1, characterized in that: The retarder auxiliary braking strategy includes: The hydraulic retarder is turned on, and the torque is adjusted to generate a first hydraulic braking force Fr1, and a second pedal braking force Fb2 is generated through the brake pedal. The first hydraulic braking force Fr1 and the second pedal braking force Fb2 are used to brake the vehicle to a second deceleration.

5. The brake-linked hydraulic retarder downshift control method for commercial vehicle AMT according to claim 1, characterized in that: The linkage braking strategy of the AMT gearbox, hydraulic retarder and brake pedal includes: The AMT transmission increases the speed to Ep6 and then reduces it to a gear that matches Ep6, generating a transmission braking force Ft. The hydraulic retarder is turned on, the torque is adjusted to generate the second hydraulic braking force Fr2, and the third pedal braking force Fb3 is generated through the brake pedal; The transmission braking force Ft, the second hydraulic braking force Fr2 and the third pedal braking force Fb3 are combined to brake the vehicle to a third deceleration.

6. The brake-linked hydraulic retarder downshift control method for commercial vehicle AMT according to claim 1, characterized in that: The first pedal opening threshold Bp0 is 0, the second pedal opening threshold Bp1 is in the range of 10-90; the third pedal opening threshold Bp2 is in the range of 20-90; and the fourth pedal opening threshold Bp3 is 100.

7. A brake-linked hydraulic retarder downshift control method for commercial vehicle AMT according to claim 1 or 5, characterized in that: The speed regulation range of the AMT gearbox is 1000rpm~2200 rpm.

8. A brake-linked hydraulic retarder downshift control system for a commercial vehicle AMT, using a brake-linked hydraulic retarder downshift control method for a commercial vehicle AMT as claimed in any one of claims 1 to 7, characterized in that: include: The acquisition module is configured to: obtain the real-time vehicle speed V and detect the state of the brake pedal; The first judgment module is configured to: judge the AEBS emergency braking state when the real-time vehicle speed V>0 and the brake pedal is detected to be used for braking; The first execution module is configured to: trigger the linkage emergency braking of the AMT gearbox, the hydraulic retarder and the brake pedal if AEBS=1; The second execution module is configured to: execute if AEBS=0, trigger the linkage braking strategy based on the acquired brake pedal opening Bp: the brake pedal opening Bp is greater than the first pedal opening threshold Bp0, and the brake pedal opening Bp does not exceed the second pedal opening threshold Bp1, triggering the basic braking strategy; The brake pedal opening Bp is greater than the second pedal opening threshold Bp1, and the brake pedal opening Bp does not exceed the third pedal opening threshold Bp2, triggering the retarder auxiliary braking strategy; The brake pedal opening Bp is greater than the third pedal opening threshold Bp2, and the brake pedal opening Bp does not exceed the fourth pedal opening threshold Bp3, triggering a linkage braking strategy of the AMT gearbox, hydraulic retarder and brake pedal.

9. A computer device, characterized in that: The invention comprises a memory, a processor and a computer program stored in the memory and executable in the processor, wherein when the processor executes the computer program, the steps of a brake-linked hydraulic retarder downshift control method for a commercial vehicle AMT as described in any one of claims 1 to 7 are implemented.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the steps of the brake-linked hydraulic retarder downshift control method for a commercial vehicle AMT according to any one of claims 1 to 7 are implemented.

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