Method and device for determining weight information of vehicle and vehicle

Abstract

The invention discloses a method and device for determining weight information of a vehicle and the vehicle. The method comprises the steps that state information of a vehicle is obtained, and the state information is at least used for representing the running state and the power state of the vehicle in the gear shifting operation executing process; based on the state information, first acceleration information and second acceleration information of the vehicle are determined, the first acceleration information is used for representing the acceleration of the vehicle at the starting execution moment of the gear shifting operation, and the second acceleration information is used for representing the acceleration of the vehicle in the execution process of the gear shifting operation; and weight information of the vehicle is determined at least based on the first acceleration information, the second acceleration information and torque information of the vehicle at the starting moment, and the torque information is used for representing torque transmitted by driving tires of the vehicle at the starting moment. The technical problem that the determination accuracy of the weight information of the vehicle is low is solved.

Description

Technical Field

[0001] The present invention relates to the field of vehicle technology, and in particular to a method and device for determining vehicle weight information, and a vehicle. Background Art

[0002] Currently, when controlling a vehicle to perform a gear shift, the change in the power transmission path causes changes in the vehicle's weight (vehicle mass), which in turn affects the vehicle's dynamic performance during the shift. Therefore, it is necessary to accurately calculate the vehicle mass during the shift operation to improve the vehicle's dynamic performance during the shift operation.

[0003] In related technologies, a static mass model can be used to calculate the vehicle's mass during a shift operation. For example, during a shift operation, a vehicle dynamics model is constructed and the vehicle's state information collected by sensors is used to infer the vehicle's mass parameters. Another example is the vehicle dynamics model, which is trained using historical data to obtain the vehicle's mass parameters. However, these static mass models ignore changes in vehicle mass during the shift operation, resulting in the calculated vehicle mass during the shift operation being inconsistent with the actual mass, thereby affecting the vehicle's dynamic performance during the shift operation. Therefore, the technical problem of low accuracy in determining vehicle weight information still exists.

[0004] Currently, no effective solution has been proposed to the technical problem of low accuracy in determining the weight information of the vehicle. Summary of the Invention

[0005] Embodiments of the present invention provide a method and apparatus for determining vehicle weight information, and a vehicle, to at least solve the technical problem of low accuracy in determining vehicle weight information.

[0006] According to one aspect of an embodiment of the present invention, a method for determining vehicle weight information is provided. The method may include: obtaining vehicle status information, wherein the status information is used to at least indicate the vehicle's operating status and power status during a gear shift operation; determining first acceleration information and second acceleration information of the vehicle based on the status information, wherein the first acceleration information is used to indicate the vehicle's acceleration at the start of the gear shift operation, and the second acceleration information is used to indicate the vehicle's acceleration during the gear shift operation; and determining the vehicle's weight information based at least on the first acceleration information and the second acceleration information, as well as the vehicle's torque information at the start time, wherein the torque information is used to indicate the torque transmitted by the tires driving the vehicle at the start time.

[0007] Optionally, based on the status information, the first acceleration information of the vehicle is determined, including: obtaining from the status information a target average acceleration of the vehicle's transmission system at the start of unloading during the gear shifting operation, wherein the start of unloading is the moment when the transmission system starts to reduce the torque transmitted to the tire; and determining the target average acceleration as the first acceleration information.

[0008] Optionally, the second acceleration information includes a first sub-acceleration, which is an average value of the vehicle speed, and is determined to represent the acceleration of the vehicle during the gear shifting operation. The second acceleration information of the vehicle is determined based on the status information, including: obtaining time information from the status information between the moment when the transmission system completes unloading and the moment when power transmission starts, wherein the moment when unloading is completed is the moment when the transmission system stops transmitting torque to the tire, and the moment when power transmission starts is the moment when the transmission system transmits torque to the tire; dividing the time information into a first target number of sampling periods, and obtaining the average value of the vehicle's average vehicle speed in a second target number of sampling periods from the first target number of sampling periods, wherein the second target number is less than the first target number; and determining the first sub-acceleration information based on the average vehicle speed.

[0009] Optionally, during the execution of the current gear shifting operation, in response to the current unloading start moment, there is no next power to be transmitted in the transmission system, and the clutch of the vehicle is in a closed state, the minimum value of the first sub-acceleration of the current gear shifting operation and the previous minimum acceleration is determined as the minimum acceleration of the first sub-acceleration at the current moment, wherein the previous minimum acceleration is the minimum acceleration of the first sub-acceleration at the previous moment before the current moment; during the execution of the current gear shifting operation, in response to the time after the transmission system enters the current power transmission start moment, which does not exceed the preset time, the previous minimum acceleration is determined as the minimum acceleration of the first sub-acceleration at the current moment; during the execution of the current gear shifting operation, in response to the time after the transmission system enters the current power transmission start moment, which exceeds the preset time, and / or the clutch is in an open state, the minimum acceleration of the first sub-acceleration at the current moment is updated.

[0010] Optionally, the second acceleration information includes a second sub-acceleration, which is determined based on the first sub-acceleration and is used to represent the acceleration of the vehicle during the gear shifting operation. The second acceleration information of the vehicle is determined based on the status information, including: integrating the first sub-acceleration between the time when unloading is completed and the time when power transmission starts to obtain an integration result; and determining the second sub-acceleration based on the integration result and the time information in the status information.

[0011] Optionally, the method also includes: determining a first component acceleration of the second sub-acceleration based on the minimum acceleration of the first sub-acceleration, and determining a second component acceleration of the second sub-acceleration based on the second sub-acceleration, and determining a third component acceleration of the second sub-acceleration based on the current gear of the vehicle at the start of unloading, and the offset acceleration corresponding to the torque; and determining the sum of the first component acceleration, the second component acceleration and the third component acceleration as the minimum acceleration of the second sub-acceleration.

[0012] Optionally, the weight information of the vehicle is determined based at least on the first acceleration information and the second acceleration information, as well as the torque information of the vehicle at the starting moment, including: determining the difference between the first acceleration information and the minimum acceleration of the second sub-acceleration; and determining the quotient obtained by dividing the torque information by the difference and the tire rolling radius of the tire as the weight information.

[0013] Optionally, the method also includes: determining the sum of the product of the vehicle's engine torque, the current gear ratio and the transmission efficiency information and the actual torque information of the vehicle's retarder as the summation result, and determining the product of the summation result and the vehicle's bridge speed ratio as the wheel-end traction torque; and determining the inertia torque based on the input shaft speed change rate, the transmission ratio, the rear axle speed ratio and the rotational inertia of the vehicle's transmission system; and determining the torque information based on the wheel-end traction torque and the inertia torque.

[0014] Optionally, the weight information of the vehicle is determined based on at least the first acceleration information and the second acceleration information, and the torque information of the vehicle at the starting moment, including: in response to the vehicle satisfying a quality update condition during the current gear shifting operation, the weight information of the vehicle during the current gear shifting operation is determined based on at least the first acceleration information and the second acceleration information, and the torque information of the vehicle at the starting moment of the current gear shifting operation; in response to the vehicle not satisfying the quality update condition, the previous weight information of the vehicle is determined as the weight information of the vehicle during the current gear shifting operation, wherein the previous weight information is the weight information of the vehicle at the last moment when the quality update condition is satisfied.

[0015] According to another aspect of an embodiment of the present invention, a device for determining vehicle weight information is provided. The device may include: an acquisition unit for acquiring vehicle status information, wherein the status information is used to at least indicate the operating status and power status of the vehicle during a gear shift operation; a first determination unit for determining first acceleration information and second acceleration information of the vehicle based on the status information, wherein the first acceleration information is used to indicate the acceleration of the vehicle at the start of the gear shift operation, and the second acceleration information is used to indicate the acceleration of the vehicle during the gear shift operation; and a second determination unit for determining vehicle weight information based on at least the first acceleration information and the second acceleration information, as well as torque information of the vehicle at the start time, wherein the torque information is used to indicate the torque transmitted by the tires driving the vehicle at the start time.

[0016] According to another aspect of an embodiment of the present invention, a computer-readable storage medium is further provided. The computer-readable storage medium includes a stored program, wherein when the program is executed, the device containing the computer-readable storage medium is controlled to execute the method for determining vehicle weight information according to an embodiment of the present invention.

[0017] According to another aspect of an embodiment of the present invention, a processor is provided, which is configured to run a program, wherein the method for determining vehicle weight information according to an embodiment of the present invention is executed when the program is run.

[0018] According to another aspect of an embodiment of the present invention, a computer program product is provided, which includes a computer program that, when executed by a processor, implements the method for determining vehicle weight information according to the embodiment of the present application.

[0019] In an embodiment of the present invention, if vehicle weight information needs to be determined, vehicle status information can be obtained, wherein the status information is used to at least indicate the vehicle's operating state and power state during a gear shift operation. Based on the status information, first acceleration information and second acceleration information of the vehicle can be determined, wherein the first acceleration information indicates the vehicle's acceleration at the start of the gear shift operation, and the second acceleration information indicates the vehicle's acceleration during the gear shift operation. Vehicle weight information can be determined based on at least the first acceleration information and the second acceleration information, as well as torque information of the vehicle at the start of the operation, wherein the torque information indicates the torque transmitted by the tires driving the vehicle at the start of the operation. In this embodiment, during the gear shift operation, various vehicle status information can be obtained in real time to determine the first acceleration information and the second acceleration information, as well as the torque information of the vehicle at the start of the operation. Thus, the vehicle weight information can be accurately estimated through simple digital calculations, avoiding complex iterations or fitting processes, achieving the technical effect of improving the accuracy of determining the vehicle weight information, and resolving the technical problem of low accuracy in determining the vehicle weight information. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] The drawings described herein are used to provide a further understanding of the present invention and constitute a part of this application. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the drawings:

[0021] Figure 1 is a flow chart of a method for determining vehicle weight information according to an embodiment of the present invention;

[0022] Figure 2 is a flow chart of a method for calculating vehicle mass during a dynamic shifting operation of a commercial vehicle according to an embodiment of the present invention;

[0023] Figure 3 is a schematic diagram of a vehicle mass calculation device during a gear shift operation according to an embodiment of the present invention;

[0024] Figure 4 4 is a schematic diagram of a device for determining vehicle weight information according to an embodiment of the present invention. DETAILED DESCRIPTION

[0025] In order to enable those skilled in the art to better understand the solutions of the present invention, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the embodiments described are only 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 making creative efforts should fall within the scope of protection of the present invention.

[0026] It should be noted that the terms "first", "second", etc. in the description and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that the numbers used in this way can be interchanged where appropriate, so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0027] According to an embodiment of the present invention, an embodiment of a method for determining the weight information of a vehicle is provided. It should be noted that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions, and although a logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in an order different from that shown here.

[0028] Figure 1 FIG. 1 is a flow chart of a method for determining vehicle weight information according to an embodiment of the present invention. Figure 1 As shown, the method may include the following steps:

[0029] Step S102: Acquire vehicle status information.

[0030] In the technical solution provided in step S102 of the present invention, the status information can at least be used to indicate the operating state and power state of the vehicle during the gear shifting operation. The status information can include the transmission state of the transmission system, the current gear position, the engine torque, the actual torque of the retarder, the input shaft speed change rate, the engine speed change rate, the output shaft speed, the instantaneous vehicle speed, etc. The vehicle can be a vehicle powered by a traditional gasoline, diesel, or natural gas engine, or a hybrid power-driven or pure electric-powered vehicle. This is for illustrative purposes only and is not specifically limited here. As long as the vehicle has a stepped gear shift, it is within the scope of protection of the embodiments of the present invention.

[0031] In this embodiment, by acquiring the vehicle status information in real time, such as the transmission status of the transmission system, the current gear, the engine torque, the actual torque of the retarder, the input shaft speed change rate, the engine speed change rate, the output shaft speed, the instantaneous vehicle speed, etc., it can be ensured that the real-time and accurate status information is used in the subsequent vehicle weight information calculation process, thereby improving the timeliness of the entire vehicle weight information calculation process.

[0032] Optionally, the transmission state of the transmission system can be the operating state of the transmission, including information such as whether the transmission is in the process of shifting and whether it is transmitting power, which is crucial for determining when to start calculating the vehicle mass during the shifting operation. The current gear is the gear information of the current vehicle, which is the basis for the subsequent calculation of the wheel-end drive torque and the judgment of whether the quality update conditions of the shifting operation are met. The engine torque is the torque output by the engine, which is an important factor affecting the acceleration and shifting performance of the vehicle and is directly related to the calculation of the subsequent wheel-end drive torque. The actual torque of the retarder is a device used to assist braking. The actual torque of the retarder will reduce the available drive torque of the wheel end. The input shaft speed change rate and the engine speed change rate are two parameters that can reflect the dynamic characteristics of the vehicle transmission system and indicate the load changes caused by the inertia effect of the rotating parts of the transmission and engine during the shifting operation.

[0033] Optionally, the vehicle status information may be acquired through sensors such as an acceleration sensor, a speed sensor, a torque sensor, etc. It may also be acquired through a Controller Area Network (CAN) bus.

[0034] It should be noted that the above-mentioned method of obtaining the vehicle status information is only an example and is not specifically limited here. As long as it is a method that can be used to obtain the vehicle status information in real time, it is within the protection scope of the embodiments of the present invention.

[0035] Step S104: determining first acceleration information and second acceleration information of the vehicle based on the state information.

[0036] In the technical solution provided in step S104 of the present invention, the first acceleration information can be used to represent the acceleration of the vehicle at the start of the gear shift operation, which can also be called the gear shift start acceleration and can be represented by accstart. The second acceleration information can be used to represent the acceleration of the vehicle during the gear shift operation.

[0037] In this embodiment, after the state information of the vehicle is acquired, the first acceleration information and the second acceleration information of the vehicle may be determined based on the state information.

[0038] Optionally, at the start of a shift operation, the instantaneous vehicle speed can be read from the vehicle's sensors and electronic control unit. The continuously sampled instantaneous vehicle speed can be used to calculate the vehicle's acceleration at the start of the shift, i.e., the first acceleration information. For example, the instantaneous vehicle speed can be differentiated to obtain the acceleration at the start of the shift.

[0039] Optionally, during the execution of the gear shifting operation, the instantaneous vehicle speed can be continuously obtained from the sensor. For example, the change in the instantaneous vehicle speed during the gear shifting operation can be integrated and then divided by the time it takes to shift to obtain the average acceleration of the gear shifting operation, that is, the second acceleration information.

[0040] In this embodiment of the present invention, based on state information, acceleration information representing the vehicle's dynamic characteristics before and during a gear shift can be determined. This information is known as first and second acceleration information. The first acceleration information reflects the vehicle's dynamic response at the moment of the shift, while the second acceleration information reflects the average acceleration performance during the shift. Acquiring these two sets of acceleration information provides critical foundational data for subsequent vehicle mass calculations, ensuring the accuracy and reliability of vehicle mass calculations.

[0041] Step S106 : Determine the weight information of the vehicle based on at least the first acceleration information and the second acceleration information, and the torque information of the vehicle at the starting moment.

[0042] In the technical solution of step S106 of the present invention, the torque information can be used to represent the torque transmitted by the tires driving the vehicle at the start of the shift, and can be referred to as wheel-end drive torque. Wheel-end drive torque reflects the power transmitted to the ground through the tires at the start of the shift, and can be calculated from factors such as engine torque, current gear ratio, and retarder torque.

[0043] In this embodiment, after determining the first and second acceleration information of the vehicle based on the state information, the vehicle weight information can be determined based on at least the first and second acceleration information and the torque information of the vehicle at the start time. The vehicle weight information can be the vehicle mass, which can be represented by Mstd.

[0044] Optionally, by combining the first and second acceleration information with the wheel-end drive torque at the start moment, the vehicle's gross vehicle mass, Mstd, can be dynamically and accurately estimated. This method not only avoids the direct measurement and calculation of complex factors such as wind resistance, rolling resistance, and ramp resistance, which are required in related art vehicle mass estimation methods, but also fully utilizes the dynamic characteristics of the gear shifting process, providing a more intuitive and effective vehicle mass estimation solution.

[0045] In steps S102 to S106 of the present application, if it is necessary to determine the vehicle's weight information, the vehicle's state information may be obtained, wherein the state information is used to indicate at least the vehicle's operating state and power state during the gear shifting operation. Based on the state information, first acceleration information and second acceleration information of the vehicle may be determined, wherein the first acceleration information indicates the vehicle's acceleration at the start of the gear shifting operation, and the second acceleration information indicates the vehicle's acceleration during the gear shifting operation. The vehicle's weight information may be determined based on at least the first acceleration information and the second acceleration information, as well as the vehicle's torque information at the start of the operation, wherein the torque information indicates the torque transmitted by the tires driving the vehicle at the start of the operation. In this embodiment, during the gear shifting operation, various vehicle state information may be obtained in real time to determine the first acceleration information and the second acceleration information, as well as the vehicle's torque information at the start of the operation. Thus, the vehicle's weight information may be accurately estimated through simple digital calculations, avoiding complex iterations or fitting processes, thereby achieving the technical effect of improving the accuracy of determining the vehicle's weight information and resolving the technical problem of low accuracy in determining the vehicle's weight information.

[0046] The above method of this embodiment is further introduced below.

[0047] As an optional embodiment, step S104 determines the first acceleration information of the vehicle based on the status information, including: obtaining from the status information the target average acceleration of the vehicle's transmission system at the start of force unloading during the gear shifting operation, wherein the start of force unloading is the moment when the transmission system begins to reduce the torque transmitted to the tire; and determining the target average acceleration as the first acceleration information.

[0048] In this embodiment, when determining the first acceleration information of the vehicle based on the state information, a target average acceleration of the vehicle's driveline system during the gear shift operation up to the moment when unloading begins can be obtained from the state information; this target average acceleration can be determined as the first acceleration information. The unloading start time can be the moment when the driveline system begins to reduce torque transmitted to the tires. The unloading start time is a critical point in the gear shift operation. At this moment, the vehicle's power transmission state changes, and the first acceleration information begins to be affected by the gear shift operation, thus becoming a reference point for calculating the vehicle mass.

[0049] Optionally, when it is detected that the transmission system has begun to unload force, i.e., at the unloading start moment of a gear shift operation, this indicates that the transmission system is preparing to or has already begun to reduce transmitted torque in preparation for the gear shift operation. A target average acceleration of the vehicle's transmission system at the unloading start moment during the gear shift operation can be obtained from the status information. This target average acceleration obtained from the status information is directly set as the first acceleration information. This ensures a direct correlation between the obtained first acceleration information and the gear shift operation, providing a key dynamic parameter required for calculating vehicle mass.

[0050] Alternatively, the vehicle may experience a series of dynamic changes from the start of the shift operation to the start of the force release, such as a sudden drop or fluctuation in acceleration. By calculating the average of the acceleration samples taken during this period, an average acceleration value, also known as the target average acceleration, can be obtained.

[0051] As an optional embodiment, the second acceleration information includes a first sub-acceleration, and the first sub-acceleration is the average value of the vehicle speed, which is determined to represent the acceleration of the vehicle during the gear shifting operation. Step S104 determines the second acceleration information of the vehicle based on the status information, including: obtaining time information from the status information between the moment when the transmission system completes unloading and the moment when power transmission starts, wherein the moment when unloading is completed is the moment when the transmission system stops transmitting torque to the tire, and the moment when power transmission starts is the moment when the transmission system transmits torque to the tire; dividing the time information into a first target number of sampling periods, and obtaining the average value of the vehicle's average vehicle speed in a second target number of sampling periods from the first target number of sampling periods, wherein the second target number is less than the first target number; and determining the first sub-acceleration information based on the average vehicle speed.

[0052] In this embodiment, the second acceleration information may include a first sub-acceleration. The first sub-acceleration may be the average value of the vehicle's speed. The acceleration obtained to represent the vehicle's acceleration during the gear shifting operation may be referred to as the average acceleration. The first sub-acceleration may be represented by accveh. In the process of determining the second acceleration information of the vehicle based on the state information, the time information from the moment the transmission system completes unloading to the moment the power transmission begins may be obtained from the state information. The time information may be represented by tspd, which represents the time interval from when the transmission system stops transmitting torque to the tire to when it resumes transmitting torque during the gear shifting operation. The moment the unloading is completed, i.e., when the unloading is complete, may be the moment when the transmission system stops transmitting torque to the tire, and the moment when the power transmission begins may be the moment when the transmission system transmits torque to the tire.

[0053] For example, a first target number of sampling periods can be set to n (n can be 11 or other values), and the average vehicle speed is obtained from the first target number of sampling periods. A second target number of sampling periods can be set to m (for example, 3) sampling periods, and the average vehicle speed is obtained from the first target number of sampling periods. The average rate of change of the average vehicle speed is obtained from the second target number of sampling periods, that is, the average acceleration accveh calculated from the average vehicle speed. The setting of the first target number and the second target number of sampling periods is for illustrative purposes only and is not specifically limited herein.

[0054] Optionally, the selection of n sampling periods should take into account the duration of the gear shift operation and the speed of the vehicle's response to ensure that acceleration changes during the gear shift operation are captured. The second target number is smaller than the first target number to reduce the amount of computation while ensuring that the sampled data covers the entire gear shift operation.

[0055] As an optional embodiment, the method also includes: in the process of executing the current gear shifting operation, in response to the current unloading start moment, there is no next power to be transmitted in the transmission system, and the clutch of the vehicle is in a closed state, the minimum value between the first sub-acceleration of the current gear shifting operation and the previous minimum acceleration is determined as the minimum acceleration of the first sub-acceleration at the current moment, wherein the previous minimum acceleration is the minimum acceleration of the first sub-acceleration at the previous moment before the current moment; in the process of executing the current gear shifting operation, in response to the time length after the transmission system enters the current power transmission start moment, which does not exceed the preset time length, the previous minimum acceleration is determined as the minimum acceleration of the first sub-acceleration at the current moment; in the process of executing the current gear shifting operation, in response to the time length after the transmission system enters the current power transmission start moment, which exceeds the preset time length, and / or the clutch is in an open state, the minimum acceleration of the first sub-acceleration at the current moment is updated.

[0056] In this embodiment, during the current shift operation, if there is no next power to be transmitted in the transmission system at the moment of the current unloading start and the vehicle's clutch is closed, the vehicle is in a state where power is interrupted and not reconnected. In this state, the minimum acceleration of the first sub-acceleration at the current moment can be determined as the minimum acceleration of the first sub-acceleration at the current moment. The previous minimum acceleration can be the minimum acceleration of the first sub-acceleration at the moment before the current moment. The minimum acceleration of the first sub-acceleration can be represented by accmin.

[0057] Optionally, during the current shift operation, if the time period after the transmission system enters the current power transmission start moment does not exceed a preset time period, the previous minimum acceleration can be determined as the minimum acceleration of the first sub-acceleration at the current moment. That is, after the transmission system begins to re-transmit power to the tires, a preset time period can be set for monitoring and maintaining the current minimum acceleration accmin. If the time period after the transmission system enters the current power transmission start moment does not exceed the preset time period, the value of the minimum acceleration accmin remains unchanged, and the previous minimum acceleration continues to be determined as the minimum acceleration of the first sub-acceleration at the current moment. This maintains the stability of the minimum acceleration and avoids unnecessary updates to the minimum acceleration due to transient acceleration fluctuations during the initial power recovery period.

[0058] Optionally, during the current shift, if the transmission system enters a new power transfer phase after a predetermined time period, this indicates that the shift has entered a new power transfer phase. If the clutch remains engaged during the current shift, this indicates a change in vehicle state. If at least one of these conditions occurs, the minimum acceleration of the first sub-acceleration at the current moment must be recalculated or updated to ensure it reflects the current vehicle dynamics and shift state.

[0059] As an optional embodiment, the second acceleration information includes a second sub-acceleration, which is determined based on the first sub-acceleration and is used to represent the acceleration of the vehicle during the gear shifting operation. Step S104 determines the second acceleration information of the vehicle based on the status information, including: integrating the first sub-acceleration between the time when unloading is completed and the time when power transmission begins to obtain an integration result; and determining the second sub-acceleration based on the integration result and time information in the status information.

[0060] In this embodiment, the second acceleration information may include a second sub-acceleration, which may be determined from the first sub-acceleration and represents the vehicle's acceleration during a gear shift. The second sub-acceleration may be represented by accshf. In determining the second acceleration information of the vehicle based on the state information, the first sub-acceleration may be integrated between the time when unloading is completed and the time when power transmission begins to generate an integrated result. The second sub-acceleration may be determined based on the integrated result and time information in the state information.

[0061] Optionally, based on the torque transfer state of the powertrain in the status information, the moment of force unloading completion and the moment of power transfer commencement can be determined. These two moments define the torque interruption and recovery phases during the shift operation, thereby determining the time range for integration. The time information in the status information can be the time interval between the moment of force unloading completion and the moment of power transfer commencement, represented by tspd.

[0062] Optionally, within a specific time period, for example, [t1, t2] (from the moment unloading is completed to the moment power transmission begins), the first sub-acceleration accveh can be integrated to obtain an integral result. This integration process can employ numerical integration methods, such as the trapezoidal method or the Simpson method, depending on the required computational accuracy and available computing resources. This is for illustrative purposes only and is not a limitation here.

[0063] Optionally, the above-obtained integral result is divided by the time interval tspd, and the result obtained is the second sub-acceleration accshf. The second sub-acceleration is the average acceleration of the shifting operation process calculated based on the average vehicle speed, reflecting the overall acceleration change trend of the vehicle during the shifting operation.

[0064] As an optional embodiment, the method also includes: determining a first component acceleration of the second sub-acceleration based on the minimum acceleration of the first sub-acceleration, and determining a second component acceleration of the second sub-acceleration based on the second sub-acceleration, and determining a third component acceleration of the second sub-acceleration based on the current gear of the vehicle at the start of unloading and the offset acceleration corresponding to the torque; and determining the sum of the first component acceleration, the second component acceleration and the third component acceleration as the minimum acceleration of the second sub-acceleration.

[0065] In this embodiment, the first component acceleration of the second sub-acceleration can be determined based on the minimum acceleration of the first sub-acceleration, and the second component acceleration of the second sub-acceleration can be determined based on the second sub-acceleration. The third component acceleration of the second sub-acceleration can be determined based on the current gear of the vehicle at the start of unloading and the offset acceleration corresponding to the torque; the sum of the first component acceleration, the second component acceleration and the third component acceleration can be determined as the minimum acceleration of the second sub-acceleration.

[0066] Optionally, the first partial acceleration can be calculated by multiplying the minimum acceleration accmin of the average acceleration accveh by (1-the first correction coefficient corresponding to the vehicle resistance torque at the moment the transmission system begins to unload power). The second partial acceleration can be calculated by multiplying the average acceleration accshf during the gear shift operation by the first correction coefficient corresponding to the vehicle resistance torque at the moment the transmission system begins to unload power. The third partial acceleration can be calculated by the offset acceleration corresponding to the current gear position and the wheel-end drive torque at the moment the transmission system begins to unload power.

[0067] Optionally, after obtaining the first, second and third partial accelerations, the sum of the three partial accelerations can be used as the minimum acceleration of the second sub-acceleration, that is, the minimum acceleration accshfmin during the shifting operation, which can be represented by accshfmin.

[0068] Optionally, the first correction coefficient can be obtained from a pre-built lookup table or calculated using an empirical formula based on the vehicle's resistance torque. The resulting first correction coefficient can be used in subsequent acceleration calculations to more accurately reflect the vehicle's dynamic characteristics during shifting operations. The offset acceleration can be obtained from a lookup table or empirical formula using the current gear position and wheel-end drive torque as the x- and y-axes, and the offset acceleration as the z-axis output. The above-described first correction coefficient and offset acceleration are obtained for illustrative purposes only and are not specifically limited herein.

[0069] Optionally, a buffer acceleration array consisting of P (which can be 20) consecutive cycle values ​​of the average acceleration accveh is calculated: a buffer array consisting of P initial accelerations is set, and in each software execution cycle, the first element of the array is overwritten with the new value of the average acceleration accveh as the first element of the new array, and the first (P-1) elements of the old array are used as the last (P-1) elements of the new array, thereby obtaining a new buffer acceleration array of the average acceleration accveh.

[0070] Optionally, the above calculation is performed every time a dynamic shift operation is performed.

[0071] As an optional embodiment, step S106 determines the weight information of the vehicle based at least on the first acceleration information and the second acceleration information, as well as the torque information of the vehicle at the starting moment, including: determining the difference between the first acceleration information and the minimum acceleration of the second sub-acceleration; dividing the torque information by the difference and the tire rolling radius of the tire to obtain a quotient, which is determined as the weight information.

[0072] In this embodiment, in the process of determining the weight information of the vehicle based on at least the first acceleration information and the second acceleration information, as well as the torque information of the vehicle at the starting moment, the difference between the first acceleration information and the minimum acceleration of the second sub-acceleration can be determined, that is, the acceleration at the starting moment of the gear shift accstart minus the minimum acceleration accshfmin during the gear shift operation; the quotient obtained by dividing the torque information by the difference and the tire rolling radius of the tire can be determined as the weight information.

[0073] Alternatively, the weight information, that is, the vehicle mass Mstd=wheel-end driving torque at the start of the shift / (acceleration at the start of the shift accstart−minimum acceleration during the shift operation accshfmin) / tire rolling radius.

[0074] As an optional embodiment, the method also includes: determining the product of the vehicle's engine torque, the current gear ratio and the transmission efficiency information, and the sum of the two, and the actual torque information of the vehicle's retarder, as the summation result, and determining the product of the summation result and the vehicle's axle speed ratio as the wheel-end traction torque; and determining the inertia torque based on the input shaft speed change rate, the transmission ratio, the rear axle speed ratio and the rotational inertia of the vehicle's transmission system; and determining the torque information based on the wheel-end traction torque and the inertia torque.

[0075] In this embodiment, the product of the vehicle's engine torque, the current gear ratio and the transmission efficiency information, and the sum of the actual torque information of the vehicle's retarder can be determined as the summation result, and the product of the summation result and the vehicle's axle speed ratio can be determined as the wheel-end traction torque; and the inertia torque can be determined based on the input shaft speed change rate, the transmission ratio, the rear axle speed ratio and the rotational inertia of the vehicle's transmission system, wherein the inertia torque can include a first inertia torque, a second inertia torque and a third inertia torque; and the torque information can be determined based on the wheel-end traction torque and the inertia torque.

[0076] Optionally, the wheel-end traction torque may be the product of the engine torque, the current gear ratio, the transmission efficiency, and the sum of the actual torque of the retarder, multiplied by the rear axle speed ratio.

[0077] Alternatively, the first inertia torque may be the product of the input shaft speed change rate divided by the transmission speed ratio and the rear axle speed ratio, multiplied by the drivetrain moment of inertia (excluding the engine). The second inertia torque may be the product of the input shaft speed change rate divided by the transmission speed ratio, multiplied by the rear axle speed ratio, and the drivetrain moment of inertia (excluding the engine). The third inertia torque may be the product of the engine speed change rate divided by the transmission speed ratio, multiplied by the rear axle speed ratio, and the inertia of the engine end equivalent to the inertia at the transmission output shaft end.

[0078] Alternatively, the torque information, ie, the wheel end driving torque, may be the wheel end traction torque minus the wheel end inertia torque.

[0079] Optionally, a buffer torque array consisting of q (which can be 20) consecutive cycles of wheel-end drive torque values ​​is calculated: a buffer array consisting of q initial wheel-end drive torques can be set. During each software execution cycle, the first element of the array is overwritten with the new value of the wheel-end drive torque as the first element of the new array, and the first (q-1) elements of the old array are used as the last (q-1) elements of the new array, thereby obtaining a new buffer torque array of wheel-end drive torque. The wheel-end drive torque at the start of a dynamic shift is calculated as the average value (J can be 2) of the sum of the torques of the (qJ) elements in the buffer torque array of the wheel-end drive torque at the moment when the transmission system begins to unload power.

[0080] As an optional embodiment, step S106 determines the weight information of the vehicle based on at least the first acceleration information and the second acceleration information, as well as the torque information of the vehicle at the starting moment, including: in response to the vehicle satisfying the quality update condition during the current gear shifting operation, determining the weight information of the vehicle during the current gear shifting operation based on at least the first acceleration information and the second acceleration information, as well as the torque information of the vehicle at the starting moment of the current gear shifting operation; in response to the vehicle not satisfying the quality update condition, determining the previous weight information of the vehicle as the weight information of the vehicle during the current gear shifting operation, wherein the previous weight information is the weight information of the vehicle at the last moment when the quality update condition is satisfied.

[0081] In this embodiment, when determining the vehicle weight information based on at least the first acceleration information and the second acceleration information, as well as the vehicle's torque information at the start time, the vehicle weight information during the current gear shift operation can be determined based on at least the first acceleration information and the second acceleration information, as well as the vehicle's torque information at the start time, if the vehicle satisfies a mass update condition during the current gear shift operation. If the vehicle does not meet the mass update condition, the vehicle's previous weight information can be determined as the vehicle weight information during the current gear shift operation. The previous weight information can be the vehicle weight information at the last moment when the vehicle met the mass update condition.

[0082] Optionally, determining whether the vehicle meets the quality update condition during the current gear shift operation may include:

[0083] If the power delivered by the transmission reaches the engine torque value and the clutch is in the engaged state, and this state lasts for a preset time 1, then the shift quality update time condition is met;

[0084] If the difference between the acceleration at the start of the shift accstart and the minimum acceleration during the shift operation accshfmin is not less than the preset minimum acceleration threshold, the minimum acceleration change condition for the shift quality update is met;

[0085] The current gear allows shift quality calculation;

[0086] The wheel end drive torque is not less than a preset minimum wheel end drive torque threshold;

[0087] The acceleration conditions for shift quality calculation are met: the absolute value of the difference between the average value of each element in the acceleration array of the buffer of average acceleration accveh and each element in the acceleration array of the buffer of average acceleration accveh is not greater than the preset acceleration difference value 1; and the pair of the difference between the maximum value and the minimum value in the acceleration array of the buffer of average acceleration accveh is not greater than the preset acceleration difference value 2; and the time for the above conditions to be met reaches the set time 1;

[0088] The lateral acceleration condition for shift quality calculation has been met: the lateral acceleration is less than the preset lateral acceleration threshold, and the satisfaction time reaches the set time 2;

[0089] The acceleration of the shift quality calculation does not experience signal lag: the maximum and minimum values ​​in the elements of the acceleration array of the buffer of the average acceleration accveh are not equal, or the time during which the two values ​​are equal is always shorter than the set time 3;

[0090] The shift quality calculation wheel drive torque conditions are met: the absolute value of the average value of the elements in the wheel end drive torque buffer array and the difference between the elements in the wheel end drive torque buffer array is not greater than the set torque error 1; and the absolute value of the difference between the maximum and minimum values ​​in the wheel end drive torque buffer array is not greater than the set torque error 2, and the above conditions are met for a set time of 4.

[0091] The valid conditions for the shift mass calculation result have been met: the pre-updated vehicle mass Mstd during the shift operation is within the set minimum allowable mass and maximum allowable mass range.

[0092] In this embodiment, if all the above conditions are met, the shifting operation process quality update condition is met. If the shifting operation process quality update condition is met once, the number of times num is met is increased by 1, and the initial value of num is 0.

[0093] Optionally, when the vehicle meets the mass update conditions during the current gear shifting operation, the weight information of the vehicle during the current gear shifting operation can be determined based at least on the first acceleration information and the second acceleration information, as well as the torque information of the vehicle at the starting moment of the current gear shifting operation.

[0094] Optionally, a buffer torque array consisting of f (which can be 20) consecutive cycle values ​​of the pre-updated vehicle mass Mstd during the gear shift operation is calculated: a buffer array consisting of f initial masses can be set, and in each software execution cycle, the first element of the array is overwritten with the new value of the pre-updated vehicle mass during the gear shift operation as the first element of the new array, and the first (f-1) elements of the old array are used as the last (f-1) elements of the new array, thereby obtaining a new buffer torque array Mv for the pre-updated vehicle mass during the gear shift operation.

[0095] Alternatively, if the number num = 1, the estimated vehicle mass during the shift operation is equal to the value of the first element of the buffer torque array Mv for pre-updating the vehicle mass during the shift operation. If the number num = 2, the estimated vehicle mass during the shift operation is equal to the average of the first and second elements of the buffer torque array Mv for pre-updating the vehicle mass during the shift operation. If the number f > num > 2, the estimated vehicle mass during the shift operation is equal to the average of the sum of the first to numth elements in the buffer torque array Mv for pre-updating the vehicle mass during the shift operation, minus the maximum or minimum value of these elements. If the number f ≤ num, the estimated vehicle mass during the shift operation is equal to the average of the sum of the individual elements in the buffer torque array Mv for pre-updating the vehicle mass during the shift operation, minus the maximum or minimum value of these elements.

[0096] Optionally, if the vehicle mass update conditions are not met, the vehicle's previous weight information is determined to be the vehicle's weight information during the current shift operation. The previous weight information can be the vehicle's weight information during the previous shift operation before the current shift operation. In other words, the vehicle's estimated mass during the previous shift operation is maintained.

[0097] In an embodiment of the present invention, if vehicle weight information needs to be determined, vehicle status information can be obtained, wherein the status information is used to at least indicate the vehicle's operating state and power state during a gear shift operation. Based on the status information, first acceleration information and second acceleration information of the vehicle can be determined, wherein the first acceleration information indicates the vehicle's acceleration at the start of the gear shift operation, and the second acceleration information indicates the vehicle's acceleration during the gear shift operation. Vehicle weight information can be determined based on at least the first acceleration information and the second acceleration information, as well as torque information of the vehicle at the start of the operation, wherein the torque information indicates the torque transmitted by the tires driving the vehicle at the start of the operation. In this embodiment, during the gear shift operation, various vehicle status information can be obtained in real time to determine the first acceleration information and the second acceleration information, as well as the torque information of the vehicle at the start of the operation. Thus, the vehicle weight information can be accurately estimated through simple digital calculations, avoiding complex iterations or fitting processes, achieving the technical effect of improving the accuracy of determining the vehicle weight information, and resolving the technical problem of low accuracy in determining the vehicle weight information.

[0098] The technical solutions of the embodiments of the present invention are described below with reference to preferred implementation methods.

[0099] A related technique proposes a method for calculating the gross vehicle mass. This method obtains the acceleration output by the vehicle's accelerometer; calculates the resultant wheel longitudinal force based on the wheel's structural parameters and drive parameters; and uses the least squares method to calculate and output the gross vehicle mass based on the acceleration and the resultant wheel longitudinal force. By using the vehicle's existing equipment to obtain the acceleration and the resultant wheel longitudinal force, and then using the least squares method to calculate and output the gross vehicle mass, the method measures the gross vehicle mass without adding additional hardware.

[0100] In another related technology, a method for estimating vehicle mass is proposed. This method obtains operating parameters such as the vehicle's speed, driving torque, driving resistance torque, slope, main reducer ratio, transmission efficiency, and transmission ratio. The vehicle's first acceleration is then calculated based on the speed. Next, the vehicle's estimated mass is determined using the first acceleration and the operating parameters. The estimated mass is then verified for torque matching, acceleration matching, and shift matching. If the arbitration verification passes, the estimated mass is output as the vehicle's mass. This method enables real-time mass estimation based on the vehicle's operating parameters, and multiple verifications of the estimated mass are performed, improving the reliability of the estimated mass and providing an important reference for vehicle control.

[0101] In another related technology, a vehicle mass estimation method based on automated manual transmission (AMT) shift control is proposed. During vehicle driving, when it is determined that the power chain engagement conditions and driving slope parameters are met, a first acceleration and wheel-side driving force are determined based on the engagement time and vehicle parameters; when it is determined that the power chain disengagement conditions, lane parameters and the time interval between engagement and disengagement are met, a second acceleration is determined based on the disengagement time and vehicle parameters; the vehicle mass is calculated once based on the first acceleration, the second acceleration and the wheel-side driving force; the shift time is controlled to be extended, and the above steps are repeated until the mass convergence conditions are met, and the mass convergence value is determined based on multiple vehicle masses.

[0102] However, the above-mentioned method for calculating the total vehicle mass uses the least squares method for mass calculation, which occupies a large amount of computing resources and affects the response speed and real-time performance. The shift matching verification of the above-mentioned vehicle mass estimation method relies on specific shift conditions and may not be applicable to all types of shift operations. In particular, for non-standard or abnormal shift conditions, the verification effect and the accuracy of mass estimation may be affected. In the above-mentioned vehicle mass estimation method based on AMT shift control, the setting of the mass convergence condition may be too strict, resulting in difficulty in timely obtaining a vehicle mass estimate that meets the conditions under certain dynamic or complex working conditions, thereby affecting the implementation of the vehicle control strategy. Therefore, there is still a technical problem of low accuracy in determining the vehicle's weight information.

[0103] An embodiment of the present invention provides a method for calculating the vehicle mass during a gear shifting operation. The method is applicable to, but not limited to, automatic transmissions connected to an engine or motor, such as automatic transmissions (AT), AMT, dual clutch transmission (DCT), continuously variable transmission (CVT), dual-hybrid transmission (DHT), electronic continuously variable transmission or electric continuously variable transmission (ECVT), and electric drive axles. The method is also applicable to any vehicle that requires gear shifting, including vehicles powered by traditional gasoline, diesel, or natural gas engines, hybrid power, and pure electric power. The embodiments of the present invention solve the problem of obtaining the estimated mass of the vehicle in real time during the gear shifting operation, thereby assisting in the calculation of the driving resistance of the entire vehicle, and further ensuring the accuracy of the gear shift point selection and the accuracy of the engine and clutch torque requests during the gear shifting operation, thereby improving the gear shifting comfort and fuel economy, thereby achieving the technical effect of improving the accuracy of the determination of the vehicle's weight information and solving the technical problem of low accuracy in the determination of the vehicle's weight information.

[0104] The following is a further introduction to the embodiments of the present invention.

[0105] In an embodiment of the present invention, Figure 2 FIG. 1 is a flow chart of a method for calculating vehicle mass during a dynamic shifting operation of a commercial vehicle according to an embodiment of the present invention. Figure 2 As shown, the method may include the following steps:

[0106] Step S201, obtaining the transmission status of the transmission system, the current gear, the engine torque, the actual torque of the retarder, the input shaft speed change rate, the engine speed change rate, the output shaft speed, and the instantaneous speed of the vehicle.

[0107] In this embodiment, the transmission system transmission status, current gear, engine torque, retarder actual torque, input shaft speed change rate, and engine speed change rate can be obtained from the CAN bus by the sensor and the CAN communication module. The transmission output shaft speed sensor can obtain the transmission output shaft speed outputspd. The output shaft speed is divided by the rear axle speed ratio ifinal and then multiplied by 2*π*R wh *0.06 to get the vehicle instantaneous speed signal vel. Among them, R wh is the tire rolling radius.

[0108] Step S202 , calculating acceleration parameters such as the acceleration at the start of the gear shift accstart and the minimum acceleration accshfmin during the gear shift operation.

[0109] In this embodiment, acceleration parameters such as the acceleration at the start of the gear shift accstart and the minimum acceleration accshfmin during the gear shift operation may be calculated.

[0110] Optionally, the shift time is calculated from the time information tspd between the moment when the transmission system completes unloading and the moment when power transmission starts.

[0111] Optionally, the average acceleration accveh calculated from the average vehicle speed: the average vehicle speed of n (n can be 11 or other values) consecutive sampling periods can be calculated from the instantaneous vehicle speed, and the average change rate of the vehicle speed for m (m can be 3) sampling periods is calculated, which is the average acceleration accveh calculated from the average vehicle speed.

[0112] Alternatively, to calculate the average acceleration during the shift operation, accshf, based on the average vehicle speed, the first sub-acceleration, accveh, can be integrated within a specific time period, such as [t1, t2] (from the moment unloading is completed to the moment power transmission begins). This integrated result is then divided by the time period tspd to obtain the second sub-acceleration, accshf, representing the average acceleration during the shift operation, based on the average vehicle speed.

[0113] Optionally, the gear shift start acceleration accstart is calculated: the average acceleration accveh at the moment when the transmission system starts to unload power may be the gear shift start acceleration accstart.

[0114] Optionally, the minimum acceleration accmin of the average acceleration accveh is calculated: before the transmission system starts to unload power and has not re-transmitted power, and the clutch is not in the open state, the new value of the minimum acceleration accmin of the average acceleration is the smaller value between the average acceleration accveh and the old value of the minimum acceleration accmin of the average acceleration; within a preset period of time after the transmission system starts to transmit power, the minimum acceleration accmin of the average acceleration remains unchanged from the previous value, and is updated to the average acceleration accveh after the preset time is exceeded or the clutch is in the open state.

[0115] Optionally, the minimum acceleration accshfmin during the gear shifting operation is calculated: the first partial acceleration can be calculated by multiplying the minimum acceleration accmin of the average acceleration accveh by (1-the first correction coefficient corresponding to the vehicle resistance torque at the moment when the transmission system starts to unload power). The second partial acceleration can be calculated by multiplying the average acceleration accshf during the gear shifting operation by the first correction coefficient corresponding to the vehicle resistance torque at the moment when the transmission system starts to unload power. The third partial acceleration can be calculated by the offset acceleration corresponding to the current gear and wheel-end drive torque at the moment when the transmission system starts to unload power. After obtaining the first partial acceleration, the second partial acceleration and the third partial acceleration, the sum of the above three partial accelerations can be used as the minimum acceleration of the second sub-acceleration, that is, the minimum acceleration accshfmin during the gear shifting operation, which can be represented by accshfmin.

[0116] Optionally, a buffer acceleration array consisting of P (which can be 20) consecutive cycle values ​​of the average acceleration accveh is calculated: a buffer array consisting of P initial accelerations is set, and in each software execution cycle, the first element of the array is overwritten with the new value of the average acceleration accveh as the first element of the new array, and the first (P-1) elements of the old array are used as the last (P-1) elements of the new array, thereby obtaining a new buffer acceleration array of the average acceleration accveh.

[0117] Optionally, the above calculation is performed every time a dynamic shift is performed.

[0118] Step S203: Calculate the wheel end driving torque at the start of the gear shift.

[0119] In this embodiment, the wheel end driving torque may be the wheel end traction torque minus the wheel end inertia torque. The wheel end inertia torque includes the first inertia torque, the second inertia torque, and the third inertia torque.

[0120] Optionally, the wheel end traction torque can be calculated as the product of the engine torque, the current gear ratio, the transmission efficiency, and the actual torque of the retarder, and then multiplied by the rear axle speed ratio.

[0121] Alternatively, the first inertia torque can be calculated as the input shaft speed change rate divided by the transmission speed ratio and the rear axle speed ratio, multiplied by the driveline moment of inertia (excluding the engine). The second inertia torque can be calculated as the input shaft speed change rate divided by the transmission speed ratio, multiplied by the rear axle speed ratio and the driveline moment of inertia (excluding the engine). The third inertia torque can be calculated as the engine speed change rate divided by the transmission speed ratio, multiplied by the rear axle speed ratio and the inertia equivalent of the engine-end inertia at the transmission output shaft end.

[0122] Optionally, a buffer torque array consisting of q (which can be 20) consecutive cycles of wheel-end drive torque values ​​is calculated: a buffer array consisting of q initial wheel-end drive torques can be set. During each software execution cycle, the first element of the array is overwritten with the new value of the wheel-end drive torque as the first element of the new array, and the first (q-1) elements of the old array are used as the last (q-1) elements of the new array, thereby obtaining a new buffer torque array of wheel-end drive torque. The wheel-end drive torque at the start of a dynamic shift is calculated as the average value (J can be 2) of the sum of the torques of the (qJ) elements in the buffer torque array of the wheel-end drive torque at the moment when the transmission system begins to unload power.

[0123] Step S204: Calculate the pre-updated vehicle mass Mstd during the shift operation.

[0124] In this embodiment, the pre-updated vehicle mass Mstd during the gear shift operation is calculated as follows: wheel end driving torque at the start of the gear shift / (acceleration at the start of the gear shift accstart−minimum acceleration during the gear shift operation accshfmin) / tire rolling radius.

[0125] Step S205: Whether the shift operation process quality update condition is met.

[0126] In this embodiment, whether the shift operation process quality update condition is met can be determined by the following steps:

[0127] If the power delivered by the transmission reaches the engine torque value and the clutch is in the engaged state, and this state lasts for a preset time 1, then the shift quality update time condition is met;

[0128] If the difference between the acceleration at the start of the shift accstart and the minimum acceleration during the shift operation accshfmin is not less than the preset minimum acceleration threshold, the minimum acceleration change condition for the shift quality update is met;

[0129] The current gear allows shift quality calculation;

[0130] The wheel end drive torque is not less than a preset minimum wheel end drive torque threshold;

[0131] The acceleration conditions for shift quality calculation are met: the absolute value of the difference between the average value of each element in the acceleration array of the buffer of average acceleration accveh and each element in the acceleration array of the buffer of average acceleration accveh is not greater than the preset acceleration difference value 1; and the pair of the difference between the maximum value and the minimum value in the acceleration array of the buffer of average acceleration accveh is not greater than the preset acceleration difference value 2; and the time for the above conditions to be met reaches the set time 1;

[0132] The lateral acceleration condition for shift quality calculation has been met: the lateral acceleration is less than the preset lateral acceleration threshold, and the satisfaction time reaches the set time 2;

[0133] The acceleration of the shift quality calculation does not experience signal lag: the maximum and minimum values ​​in the elements of the acceleration array of the buffer of the average acceleration accveh are not equal, or the time during which the two values ​​are equal is always shorter than the set time 3;

[0134] The shift quality calculation wheel drive torque conditions are met: the absolute value of the average value of the elements in the wheel end drive torque buffer array and the difference between the elements in the wheel end drive torque buffer array is not greater than the set torque error 1; and the absolute value of the difference between the maximum and minimum values ​​in the wheel end drive torque buffer array is not greater than the set torque error 2, and the above conditions are met for a set time of 4.

[0135] The valid conditions for the shift mass calculation result have been met: the pre-updated vehicle mass Mstd during the shift operation is within the set minimum allowable mass and maximum allowable mass range.

[0136] In this embodiment, if all of the above conditions are met, the shift operation process quality update condition is met.

[0137] Step S206: Calculate and update the estimated vehicle mass during the shifting operation.

[0138] In this embodiment, if the shifting operation process quality update condition is met once, the number of times num is met is increased by 1, and the initial value of num is 0; when the shifting operation process quality update condition is met, the estimated vehicle mass during the shifting operation process is calculated and updated.

[0139] Optionally, a buffer torque array consisting of f (which can be 20) consecutive cycle values ​​of the pre-updated vehicle mass Mstd during the gear shift operation is calculated: a buffer array consisting of f initial masses can be set, and in each software execution cycle, the first element of the array is overwritten with the new value of the pre-updated vehicle mass during the gear shift operation as the first element of the new array, and the first (f-1) elements of the old array are used as the last (f-1) elements of the new array, thereby obtaining a new buffer torque array Mv for the pre-updated vehicle mass during the gear shift operation.

[0140] Alternatively, if the number num = 1, the estimated vehicle mass during the shift operation is equal to the value of the first element of the buffer torque array Mv for pre-updating the vehicle mass during the shift operation. If the number num = 2, the estimated vehicle mass during the shift operation is equal to the average of the first and second elements of the buffer torque array Mv for pre-updating the vehicle mass during the shift operation. If the number f > num > 2, the estimated vehicle mass during the shift operation is equal to the average of the sum of the first to numth elements in the buffer torque array Mv for pre-updating the vehicle mass during the shift operation, minus the maximum or minimum value of these elements. If the number f ≤ num, the estimated vehicle mass during the shift operation is equal to the average of the sum of the individual elements in the buffer torque array Mv for pre-updating the vehicle mass during the shift operation, minus the maximum or minimum value of these elements.

[0141] Step S207: maintaining the estimated vehicle mass during the previous shifting operation.

[0142] In this embodiment, when the shift operation process quality update condition is not satisfied, the old shift operation process vehicle estimated mass is maintained and output.

[0143] Figure 3 FIG. 1 is a schematic diagram of a vehicle mass calculation device during a gear shift operation according to an embodiment of the present invention. Figure 3 As shown, it includes: a sensor and CAN communication module 301, a shift operation process acceleration calculation module 302, a wheel end torque calculation module 303, a condition judgment module 304 and a vehicle mass calculation module 305.

[0144] The sensor and CAN communication module 301 can be used to collect data from multiple sensors of the vehicle, such as transmission status of the transmission system, gear information, engine torque, retarder torque, input shaft speed change rate, engine speed change rate, etc.

[0145] The shift acceleration calculation module 302 receives sensor data from the sensors and the CAN communication module 301, specifically focusing on changes in vehicle acceleration during the shift process. By performing the calculations described in step S202 above, such as the shift time, the average acceleration accveh calculated from the average vehicle speed, the average acceleration accshf during the shift process, and the minimum acceleration accshfmin at the start and during the shift process, it provides key acceleration performance data for subsequent mass calculations.

[0146] The wheel end torque calculation module 303 can be used to calculate the wheel end driving torque during the gear shift operation, including the calculation of the wheel end traction torque and the wheel end inertia torque, and obtain the wheel end driving torque at the start of the gear shift.

[0147] Conditional determination module 304 is used to determine whether the conditions for updating the vehicle mass during a shift operation are met based on the collected data and calculation results. By checking conditions such as power transmission status, acceleration change, gear position information, wheel-end torque, and the validity of mass calculations, it ensures that mass update calculations are performed only when appropriate and reliable.

[0148] The vehicle mass calculation module 305 calculates the vehicle mass based on data from the shift acceleration calculation module 302 and the wheel torque calculation module 303. It first calculates the pre-updated mass Mstd and then, based on the output of the decision module 304, determines whether to update the vehicle mass estimate. If the update conditions are met, the updated vehicle mass estimate is calculated and output based on the new average acceleration and wheel torque data. Otherwise, the previous estimate is maintained.

[0149] According to an embodiment of the present invention, a device for determining vehicle weight information is also provided. It should be noted that the device for determining vehicle weight information can be used to execute the method for determining vehicle weight information in the above embodiment.

[0150] Figure 4 FIG. 1 is a schematic diagram of a device for determining vehicle weight information according to an embodiment of the present invention. Figure 4 As shown, the vehicle weight information determination device 400 may include: an acquisition unit 402 , a first determination unit 404 , and a second determination unit 406 .

[0151] The acquisition unit 402 is configured to acquire status information of the vehicle, wherein the status information is at least used to indicate the running status and power status of the vehicle during the gear shifting operation.

[0152] The first determination unit 404 is used to determine first acceleration information and second acceleration information of the vehicle based on the state information, wherein the first acceleration information is used to represent the acceleration of the vehicle at the start of the gear shift operation, and the second acceleration information is used to represent the acceleration of the vehicle during the execution of the gear shift operation.

[0153] The second determination unit 406 is used to determine the weight information of the vehicle based on at least the first acceleration information and the second acceleration information, and the torque information of the vehicle at the starting moment, wherein the torque information is used to represent the torque transmitted by the tires driving the vehicle at the starting moment.

[0154] In an embodiment of the present invention, the state information of the vehicle is acquired by the acquisition unit 402, wherein the state information is at least used to represent the operating state and power state of the vehicle during the gear shifting operation; the first acceleration information and the second acceleration information of the vehicle are determined based on the state information by the first determination unit 404, wherein the first acceleration information is used to represent the acceleration of the vehicle at the starting execution moment of the gear shifting operation, and the second acceleration information is used to represent the acceleration of the vehicle during the execution of the gear shifting operation; the weight information of the vehicle is determined by the second determination unit 406 based on at least the first acceleration information and the second acceleration information, as well as the torque information of the vehicle at the starting moment, wherein the torque information is used to represent the torque transmitted by the tires driving the vehicle at the starting moment, thereby solving the technical problem of low accuracy in determining the weight information of the vehicle and achieving the technical effect of improving the accuracy in determining the weight information of the vehicle.

[0155] According to an embodiment of the present invention, a computer-readable storage medium is further provided. The storage medium includes a stored program, wherein the program executes the method for determining the weight information of the vehicle in the above embodiment.

[0156] According to an embodiment of the present invention, a processor is further provided, which is used to run a program, wherein the method for determining the weight information of the vehicle in the above embodiment is executed when the program is run.

[0157] The embodiment of the present application further provides a computer program product. Optionally, in this embodiment, the computer program product may include a computer program, which, when executed by a processor, implements the method for determining vehicle weight information of the embodiment of the present application.

[0158] In the above embodiments of the present invention, the description of each embodiment has its own focus. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0159] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. Among them, the device embodiments described above are only exemplary. For example, the division of the units can be a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of units or modules, which can be electrical or other forms.

[0160] The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed across multiple units. Some or all of the units may be selected according to actual needs to achieve the purpose of the present embodiment.

[0161] In addition, the functional units in the various embodiments of the present invention may be integrated into a single processing unit, each unit may exist physically separately, or two or more units may be integrated into a single unit. The aforementioned integrated units may be implemented in the form of hardware or software functional units.

[0162] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, or all or part of the technical solution 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 enabling a computer device (which can be a personal computer, server or network device, etc.) to execute all or part of the steps of the method described in each embodiment of the present invention. The aforementioned storage medium includes: U disk, read-only memory (ROM), random access memory (RAM), mobile hard disk, magnetic disk or optical disk, etc., various media that can store program code.

[0163] The above is only a preferred embodiment of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the principles of the present invention. These improvements and modifications should also be regarded as within the scope of protection of the present invention.

Claims

1. A method for determining vehicle weight information, characterized in that: include: Acquiring vehicle status information, wherein the status information is used to at least indicate the operating state and power state of the vehicle during the gear shifting operation; Determining first acceleration information and second acceleration information of the vehicle based on the state information, wherein the first acceleration information is used to represent the acceleration of the vehicle at the start of the gear shift operation, and the second acceleration information is used to represent the acceleration of the vehicle during the execution of the gear shift operation; The weight information of the vehicle is determined based at least on the first acceleration information and the second acceleration information, and the torque information of the vehicle at the starting moment, wherein the torque information is used to represent the torque transmitted by the tires driving the vehicle at the starting moment.

2. The method according to claim 1, characterized in that Determining first acceleration information of the vehicle based on the state information includes: Obtaining, from the state information, a target average acceleration of the transmission system of the vehicle during the shifting operation, up to a moment when unloading begins, wherein the moment when unloading begins is a moment when the transmission system begins to reduce the torque transmitted to the tire; The target average acceleration is determined as the first acceleration information.

3. The method according to claim 2, characterized in that The second acceleration information includes a first sub-acceleration, where the first sub-acceleration is determined by an average value of the vehicle speed and is used to represent the acceleration of the vehicle during the shifting operation. The second acceleration information of the vehicle is determined based on the state information, including: Obtaining time information from the state information between the moment when the transmission system completes unloading and the moment when power transmission begins, wherein the moment when the transmission system stops transmitting the torque to the tire and the moment when power transmission begins transmitting the torque to the tire; Dividing the time information into a first target number of sampling periods, and obtaining, from the first target number of sampling periods, an average value of the average vehicle speed of the vehicle during a second target number of sampling periods, wherein the second target number is smaller than the first target number; The first sub-acceleration information is determined based on the average vehicle speed.

4. The method according to claim 3, characterized in that The method further comprises: During the execution of the current gear shift operation, in response to the current unloading start time, the transmission system does not have next power to be transmitted, and the clutch of the vehicle is in a closed state, determining the minimum value of the first sub-acceleration of the current gear shift operation and the previous minimum acceleration as the minimum acceleration of the first sub-acceleration at the current moment, wherein the previous minimum acceleration is the minimum acceleration of the first sub-acceleration at the moment before the current moment; During the execution of the current gear shift operation, in response to a time period after the transmission system enters the current power transmission start time not exceeding a preset time period, determining the previous minimum acceleration as the minimum acceleration of the first sub-acceleration at the current time; During the execution of the current gear shifting operation, in response to the time after the transmission system enters the current power transmission start moment exceeding the preset time, and / or the clutch is in the open state, the minimum acceleration of the first sub-acceleration at the current moment is updated.

5. The method according to claim 3, characterized in that The second acceleration information includes a second sub-acceleration, which is determined based on the first sub-acceleration and is used to represent the acceleration of the vehicle during the shifting operation. The second acceleration information of the vehicle is determined based on the state information, including: Integrating the first sub-acceleration between the moment when the unloading is completed and the moment when the power transmission starts to obtain an integration result; The second sub-acceleration is determined based on the integration result and the time information in the state information.

6. The method according to claim 5, characterized in that The method further comprises: Determining a first component acceleration of the second sub-acceleration based on the minimum acceleration of the first sub-acceleration, determining a second component acceleration of the second sub-acceleration based on the second sub-acceleration, and determining a third component acceleration of the second sub-acceleration based on a current gear of the vehicle at the moment when the unloading starts and an offset acceleration corresponding to the torque; The sum of the first partial acceleration, the second partial acceleration, and the third partial acceleration is determined as the minimum acceleration of the second sub-acceleration.

7. The method according to claim 5, characterized in that Determining weight information of the vehicle based at least on the first acceleration information and the second acceleration information, and torque information of the vehicle at the starting moment, includes: determining a difference between the first acceleration information and a minimum acceleration of the second sub-acceleration; A quotient obtained by dividing the torque information by the difference and the tire rolling radius of the tire is determined as the weight information.

8. The method according to claim 1, characterized in that The method further comprises: Determining the sum of the product of the vehicle's engine torque, current gear ratio, and transmission efficiency information and the actual torque information of the vehicle's retarder as a summation result, and determining the product of the summation result and the vehicle's axle speed ratio as the wheel-end traction torque; and determining the inertia torque based on the input shaft speed change rate, the transmission speed ratio, the rear axle speed ratio, and the moment of inertia of the vehicle's drive system; The torque information is determined based on the wheel end traction torque and the inertia torque.

9. The method according to any one of claims 1 to 8, characterized in that Determining weight information of the vehicle based at least on the first acceleration information and the second acceleration information, and torque information of the vehicle at the starting moment, includes: In response to the vehicle satisfying a mass update condition during a current gear shift operation, determining weight information of the vehicle during the current gear shift operation based on at least the first acceleration information and the second acceleration information, and torque information of the vehicle at a start time of the current gear shift operation; In response to the vehicle not meeting the quality update condition, the previous weight information of the vehicle is determined to be the weight information of the vehicle during the execution of the current gear shifting operation, wherein the previous weight information is the weight information of the vehicle at the last moment when the quality update condition is met.

10. A vehicle, characterized in that: Used to perform the method according to any one of claims 1 to 9.

Images