All-terrain vehicle engine rotating speed and vehicle speed matching control system and method

Abstract

The invention relates to the technical field of global motor vehicles, in particular to an all-terrain vehicle engine rotating speed and vehicle speed matching control system and method. Comprising a signal acquisition module, a system control unit, an engine control unit and a continuously variable transmission, and on the premise of not changing the mechanical layout of an original vehicle and the underlying architecture of an engine electric control system, the signal acquisition module of the original vehicle is used for acquiring signals of a gear, an accelerator, a vehicle speed and a rotating speed sensor; according to the technical scheme, after real-time data processing and control logic judgment are carried out through the system control unit, filtering and limiting value adjustment are only carried out on an accelerator signal transmitted to the engine control unit, and therefore the rising speed of the rotating speed of the engine is actively restrained. The phenomenon that the transmission belt of the CVT slips under the severe working condition is effectively prevented, and the problems that the workload is too large, the development time is long and the process controllability is low due to the fact that the layout of a transmission system is changed again are solved.

Description

Technical Field

[0001] This invention relates to the field of all-terrain vehicle technology, and in particular to a control system and method for matching engine speed and vehicle speed in all-terrain vehicles. Background Technology

[0002] All-terrain vehicles (ATVs) are popular for off-road driving due to their compact size, powerful engines, and excellent off-road capabilities. 4x4 ATVs often use continuously variable transmissions (CVTs) to achieve smooth and efficient power transmission. However, because the engine speed increases rapidly, under special conditions (such as desert conditions or wheel slippage), the CVT may lag behind the engine's output speed response. This can lead to drive belt slippage. Frequent slippage increases the surface temperature of the drive belt, making it more prone to slippage, eventually causing deformation, derailment, or even breakage. This results in loss of power and increases the risk of damage when using the vehicle in extreme environments.

[0003] To ensure the reliability of vehicles equipped with CVT, the engine ECU is usually matched and calibrated at the beginning of the vehicle design. However, the development cost is relatively high, and if changes are needed later, the ECU needs to be rematched and calibrated, which is too costly.

[0004] However, for vehicle models with a fixed overall layout, redesigning the transmission system layout involves too much work, long development time, and low process controllability; currently, there is no relatively minor, low-cost, and time-efficient optimization solution. Summary of the Invention

[0005] The purpose of this invention is to provide a control system and method for matching engine speed and vehicle speed in all-terrain vehicles, which solves the problems of excessive workload, long development time, and low process controllability when changing the transmission system layout for a vehicle with a fixed overall layout.

[0006] To achieve the above objectives, the present invention provides an all-terrain vehicle engine speed and vehicle speed matching control system, which includes a signal acquisition module, a system control unit, an engine control unit, and a continuously variable transmission. The information input terminal of the system control unit is connected to the signal acquisition module, and the information output terminal of the system control unit is connected to the engine control unit. The signal acquisition module is used to collect vehicle operating status information in real time, including gear information, throttle status information, vehicle speed information and engine speed information. The system control unit is used to receive the vehicle's operating status information collected from the signal acquisition module, and to perform data processing and logical judgment on the collected information, and output the adjusted throttle signal. The engine control unit is used to receive the throttle signal processed by the system control unit and control the engine to output the corresponding speed and torque. The continuously variable transmission (CVT) automatically adjusts the transmission ratio based on the engine output torque and vehicle speed to achieve power transmission.

[0007] The signal acquisition module includes a gear position sensor, an accelerator pedal sensor, a vehicle speed sensor, and a speed sensor. The gear position sensor is used to detect the current gear position of the vehicle, the accelerator pedal sensor is used to detect the driver's accelerator pedal opening signal, the vehicle speed sensor is used to detect the real-time vehicle speed, and the speed sensor is used to detect the real-time engine speed.

[0008] The system control unit includes a gear position recognition module, a signal processing module, a logic judgment module, a PI control module, and a signal output module. The gear position recognition module is used to identify the current gear position of the vehicle and select the corresponding PI control parameters according to different gear positions. The signal processing module is used to filter the received accelerator pedal signal to slow down the rate of increase of the accelerator signal. The logic judgment module is used to determine whether the PI control intervention conditions are met based on the relationship between the current vehicle speed and the engine speed. The PI control module uses a proportional-integral algorithm to adjust the throttle signal in real time while ensuring the smoothness of vehicle acceleration. The signal output module is used to output the processed throttle signal to the engine control unit.

[0009] The PI control intervention condition of the logic judgment module is as follows: Δv = v - vk, where Δv represents the difference between the current vehicle speed and the speed limit, v represents the current vehicle speed value collected in real time by the vehicle speed sensor, and vk represents the speed limit value preset according to different gears. Δn = n - nk, where Δn represents the difference between the current engine speed and the maximum engine speed under the corresponding vehicle speed limit, n represents the current engine speed value collected in real time by the speed sensor, and nk represents the preset engine speed limit value; The PI control module intervenes when both vehicle speed Δv < 0 and rotational speed Δn > 0 are simultaneously satisfied.

[0010] The specific control content of the PI control module is as follows: based on the given speed limit value nk and the actual speed value n, the speed deviation is formed by linearly combining the proportional, integral and derivative values ​​of the speed deviation to form a control quantity, which is used to adjust the throttle opening signal.

[0011] The system control unit also includes a throttle signal verification module, which is used to compare the dual throttle pedal signals. When the deviation between the two signals exceeds a set threshold, it is determined to be a signal fault and the output of the throttle signal to the engine control unit is stopped.

[0012] The signal processing module performs low-pass filtering on the accelerator pedal signal to slow down the rate of increase in engine speed.

[0013] The gear position recognition module can identify four gear positions: high gear, low gear, reverse gear, and neutral gear. The PI control module only enters the ready-to-intervene state when the vehicle is in high gear or low gear; when the vehicle is in neutral gear or reverse gear, the system control unit does not intervene in the control of the throttle signal.

[0014] The present invention also provides a method for matching engine speed and vehicle speed in an all-terrain vehicle, applied to the engine speed and vehicle speed matching control system of an all-terrain vehicle as described above, comprising the following steps: The signal acquisition module is used to collect real-time vehicle operating status information, including gear information, throttle status information, vehicle speed information, and engine speed information; The system control unit filters the throttle signal to slow down its rate of increase; The system control unit uses the current vehicle speed and engine speed to determine whether the PI control intervention conditions are met; When the conditions for PI control intervention are met, the system control unit performs proportional-integral adjustment on the throttle signal. The processed throttle signal is output to the engine control unit to control the engine output. The continuously variable transmission (CVT) automatically adjusts the gear ratio based on the engine output torque and vehicle speed to achieve power transmission.

[0015] This invention discloses an all-terrain vehicle engine speed and vehicle speed matching control system and method. By adding an independent system control unit (SCU) and cascading it with the vehicle's existing signal acquisition module and engine control unit, without changing the original vehicle's mechanical layout and the underlying architecture of the engine electronic control system, the system uses the original vehicle's signal acquisition module to collect signals from gear position, throttle, vehicle speed, and engine speed sensors. After real-time data processing and control logic judgment by the system control unit (SCU), only the throttle signal sent to the engine control unit is filtered and limited, thereby actively suppressing the rate of increase in engine speed. In this technical solution, by only adding the external system control unit, the phenomenon of CVT drive belt slippage under harsh working conditions is effectively prevented, avoiding the problems of excessive workload, long development time, and low process controllability associated with redesigning the transmission system layout. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0017] Figure 1 This is a schematic diagram of the all-terrain vehicle engine speed and vehicle speed matching control system provided by the present invention.

[0018] Figure 2 This is the PI intervention logic diagram of the system control unit provided by the present invention.

[0019] Figure 3 This is a flowchart of the operation of the all-terrain vehicle engine speed and vehicle speed matching control method provided by the present invention.

[0020] 101-Signal Acquisition Module, 102-System Control Unit, 103-Engine Control Unit, 104-Continuously Variable Transmission, 105-Gear Position Sensor, 106-Accelerator Pedal Sensor, 107-Vehicle Speed ​​Sensor, 108-Speed ​​Sensor, 109-Gear Position Recognition Module, 110-Signal Processing Module, 111-Logic Judgment Module, 112-PI Control Module, 113-Signal Output Module, 114-Accelerator Signal Verification Module. Detailed Implementation

[0021] Embodiments of the present invention are described in detail below, examples of which are illustrated in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain the present invention, and should not be construed as limiting the present invention.

[0022] Please see Figure 1 and Figure 2 The present invention provides an all-terrain vehicle engine speed and vehicle speed matching control system, which includes a signal acquisition module 101, a system control unit 102, an engine control unit 103 and a continuously variable transmission 104. The information input terminal of the system control unit 102 is connected to the signal acquisition module 101, and the information output terminal of the system control unit 102 is connected to the engine control unit 103. The signal acquisition module 101 is used to acquire vehicle operating status information in real time, including gear information, throttle status information, vehicle speed information and engine speed information. The system control unit 102 is used to receive the vehicle's operating status information collected from the signal acquisition module 101, and to perform data processing and logical judgment on the collected information, and output the adjusted throttle signal. The engine control unit 103 is used to receive the throttle signal processed by the system control unit 102 and control the engine to output the corresponding speed and torque. The continuously variable transmission 104 automatically adjusts the transmission ratio according to the engine output torque and vehicle speed to achieve power transmission.

[0023] In this embodiment, by adding an independent system control unit 102 (SCU) and cascading it with the vehicle's existing signal acquisition module 101 and engine control unit 103, without changing the original vehicle's mechanical layout and the underlying architecture of the engine electronic control system, the original vehicle's signal acquisition module 101 collects signals from the gear position, throttle, vehicle speed, and speed sensor 108. After real-time data processing and control logic judgment by the system control unit 102 (SCU), only the throttle signal sent to the engine control unit 103 (ECU) is filtered and limited, thereby achieving active suppression of the engine speed rise rate. In this technical solution, the addition of the external system control unit 102 effectively prevents the CVT drive belt from slipping under harsh operating conditions, avoiding the problems of excessive workload, long development time, and low process controllability associated with changing the layout of the transmission system.

[0024] Furthermore, the signal acquisition module 101 includes a gear position sensor 105, an accelerator pedal sensor 106, a vehicle speed sensor 107, and a speed sensor 108. The gear position sensor 105 is used to detect the current gear position of the vehicle, the accelerator pedal sensor 106 is used to detect the driver's accelerator pedal opening signal, the vehicle speed sensor 107 is used to detect the real-time driving speed of the vehicle, and the speed sensor 108 is used to detect the real-time engine speed.

[0025] Furthermore, the system control unit 102 includes a gear position recognition module 109, a signal processing module 110, a logic judgment module 111, a PI control module 112, and a signal output module 113. The gear position recognition module 109 is used to identify the current gear position of the vehicle and select the corresponding PI control parameters according to different gear positions. The signal processing module 110 is used to filter the received accelerator pedal signal to slow down the rise rate of the accelerator signal. The logic judgment module 111 is used to determine whether the PI control intervention conditions are met based on the relationship between the current vehicle speed and the engine speed. The PI control module 112 uses a proportional-integral algorithm to adjust the throttle signal in real time while ensuring the smoothness of vehicle acceleration. The signal output module 113 is used to output the processed throttle signal to the engine control unit 103.

[0026] Furthermore, the PI control intervention condition of the logic judgment module 111 is as follows: Δv = v - vk, where Δv represents the difference between the current vehicle speed and the speed limit, v represents the current vehicle speed value collected in real time by the vehicle speed sensor 107, and vk represents the speed limit value preset based on the external characteristics of the engine and the external characteristics of the CVT and according to different gears. Δn = n - nk, where Δn represents the difference between the current engine speed and the maximum engine speed under the corresponding vehicle speed limit, n represents the current engine speed value collected in real time by the speed sensor 108, and nk represents the engine speed limit value preset based on the CVT transmission capability corresponding to the current vehicle speed limit vk. When both vehicle speed Δv < 0 and rotational speed Δn > 0 are simultaneously satisfied, the PI control module 112 intervenes.

[0027] PI control allows for precise control under specific operating conditions, minimizing the number of times the throttle signal needs to be controlled while ensuring smooth vehicle acceleration.

[0028] Furthermore, the specific control content of the PI control module 112 is as follows: based on the given speed limit value nk and the actual speed value n, the speed deviation is formed by linearly combining the proportional, integral and derivative values ​​to form a control quantity, which is used to adjust the throttle opening signal.

[0029] Furthermore, the system control unit 102 also includes a throttle signal verification module 114, which is used to compare the dual throttle pedal signals. When the deviation between the two signals exceeds a set threshold, it is determined to be a signal fault and the output of the throttle signal to the engine control unit 103 is stopped.

[0030] Furthermore, the signal processing module 110 performs low-pass filtering on the accelerator pedal signal, extending the response time of the accelerator signal from 0% to 100% from less than 1 second to 8-9 seconds, so as to slow down the rate of increase of engine speed.

[0031] Furthermore, the gear position recognition module 109 can recognize four gear positions: high gear, low gear, reverse gear, and neutral gear. The PI control module 112 only enters the ready-to-intervene state when the vehicle is in high gear or low gear; when the vehicle is in neutral gear or reverse gear, the system control unit 102 does not intervene in the control of the throttle signal.

[0032] In summary, in this technical solution, the system control unit 102 first obtains the gear position signal through the gear position sensor 105 and divides the gears into high gear (H), low gear (L), reverse gear (R), and neutral gear (N). Based on the gear position signal, it determines the current gear position of the vehicle and selects the corresponding gear control system. When the vehicle is in neutral gear (N) or reverse gear (R), the system control unit 102 does not intervene in the control and only controls the high gear and low gear.

[0033] When the vehicle starts moving, the system control unit 102 receives two sets of throttle signals from the accelerator pedal in real time and compares them. If the voltage values ​​of the two throttle signals differ by approximately twice, the accelerator pedal signal is considered normal. For example, if the voltage range of throttle signal 1 is 0.75V to 3.93V, then the voltage range of throttle signal 2 is 0.375V to 1.965V. If the deviation between the two sets of throttle signal values ​​is too large, exceeding the corresponding calculated value by more than 0.5V, the system control unit 102 will stop sending throttle values ​​to the engine control unit 103 to eliminate the fault from the vehicle's accelerator pedal and ensure vehicle driving safety. When both sets of throttle signals are normal, the system control unit 102 then enters normal operating mode.

[0034] While receiving the throttle signal, the system control unit 102 also receives vehicle speed and speed signals from the vehicle speed sensor 107 and the speed sensor 108. It analyzes and compares the current vehicle speed signal with the set limit, which is based on the external characteristics of the engine and the external characteristics of the CVT and varies according to different gears. It determines the vehicle driving status and at the same time determines whether the engine speed exceeds the speed limit under the corresponding vehicle speed limit. If the current engine speed exceeds the engine speed limit set at the vehicle speed limit, the PI (Programmable Logic Controller) regulator intervenes. It processes the received throttle signal in real time and sends the reduced throttle signal to the ECU to decrease the engine speed, ensuring it does not exceed the maximum engine speed limit set at the vehicle speed. If the engine speed does not exceed the maximum engine speed limit set at the vehicle speed, the PI regulator will not intervene; the engine speed limit will be set at the vehicle speed when the PI regulator intervenes.

[0035] The throttle opening signal from the system control unit 102 is filtered to meet vehicle performance requirements (the throttle pedal signal responds very quickly; actual tests show that when the throttle pedal is fully depressed, the response time from 0% to 100% is less than 1 second, and the engine speed rises very quickly under rapid acceleration; the filtering process slows down the rise rate of the throttle signal after passing through the SCU, increasing the original response time from less than 1 second to 8-9 seconds), appropriately slowing down the originally very rapid response speed, and finally outputting a throttle signal with a low voltage value to the engine control unit 103 for execution).

[0036] The engine control unit 103 receives the throttle signal processed by the system control unit 102 and actually outputs it to the engine. The engine outputs speed and torque in real time based on the received throttle signal to drive the continuously variable transmission 104; The continuously variable transmission 104 receives torque from the engine, matches it with the load, and then outputs torque at a suitable transmission ratio to drive the vehicle.

[0037] Please see Figure 3 The present invention also provides a method for matching and controlling the engine speed and vehicle speed of an all-terrain vehicle, applied to the engine speed and vehicle speed matching and control system of the all-terrain vehicle as described above, comprising the following steps: The signal acquisition module 101 is used to collect real-time vehicle operating status information, including gear information, throttle status information, vehicle speed information and engine speed information; The system control unit 102 filters the throttle signal to slow down its rate of increase. The system control unit 102 uses the current vehicle speed and engine speed to determine whether the PI control intervention conditions are met; When the PI control intervention conditions are met, the throttle signal is proportionally-integrally adjusted by the system control unit 102. The processed throttle signal is output to the engine control unit 103 to control the engine output; The continuously variable transmission 104 automatically adjusts the transmission ratio according to the engine output torque and vehicle speed to achieve power transmission.

[0038] In this embodiment, the system control unit 102 (SCU) acquires the gear position signal through the gear position sensor 105, determines the current gear position of the vehicle, and invokes the PI control logic for that gear position. When the vehicle starts moving, the system control unit 102 (SCU) receives two sets of accelerator pedal signals in real time, determines whether the accelerator signals are erroneous, and decides whether to output them to the engine control unit 103 (ECU). Simultaneously, all accelerator signals passing through the system control unit 102 (SCU) are filtered and reduced before being output. At the same time, the system control unit 102 (SCU) receives vehicle speed and engine speed signals from the vehicle speed sensor 107 and the engine speed sensor 108, and determines in real time whether the engine speed exceeds the maximum engine speed limit under the vehicle speed limit during acceleration. If it does, PI control intervenes, reducing the accelerator signal output to the engine control unit 103 (ECU) for execution; if it does not exceed the limit, the system control unit 102 (SCU) outputs the current accelerator signal to the engine control unit 103 (ECU). Example

[0039] In one embodiment, when the PI controller intervenes and the engine speed is limited to the corresponding vehicle speed, the PI intervention logic diagram is as follows: Figure 1 As shown in Table 1, when the vehicle speeds are 5, 10, 15, and 25 km / h, the corresponding engine speeds for high and low gear engagement are as shown in the control system flowchart ( Figure 3 Based on the above logic principle, the goal of controlling the rate of increase of engine speed can be achieved.

[0040] Table 1. PI Intervention Conditions Vehicle speed (km / h) 5 10 15 25 Higher gears correspond to engine speeds (rpm) that trigger the change. / 2100 2500 3000 Lower gear corresponds to the engine speed at which it engages (rpm). 2100 2500 3000 / The specific tests are as follows: Test samples: All-terrain vehicle 1, All-terrain vehicle 2.

[0041] Test conditions: Different vehicles were tested under common load conditions.

[0042] Data version: Uses the same data for all models in the series.

[0043] Test method: Vehicles in different conditions were driven frequently and continuously on the same road section under the condition of rapid acceleration and rapid deceleration from 0-70 km / h until the drive belt was damaged or the specified mileage of 200 km was reached.

[0044] The experimental results are shown in the table below: Table 2. Mileage Statistics of Vehicles with and without SCU under Simulated Harsh Conditions No SCU There is SCU All-terrain vehicle 1 13km >200km All-terrain vehicle 2 10km >200km The test results show that vehicles equipped with the System Control Unit 102 (SCU) can complete the test under the same operating conditions, while vehicles without the SCU can only travel about 10km. The lifespan of the transmission belt is increased by at least 10 times. Therefore, by optimizing the engine throttle response time and adjusting the throttle signal in real time according to the vehicle's driving status, and preventing the engine output torque from exceeding the maximum torque absorbed by the CVT transmission belt under these conditions, the continuous slippage of the CVT transmission belt under harsh operating conditions is effectively prevented, significantly extending the transmission belt's lifespan and ensuring the usability of this all-terrain special vehicle under extreme conditions.

[0045] The above description discloses only one preferred embodiment of the present invention, and should not be construed as limiting the scope of the present invention. Those skilled in the art will understand that all or part of the processes of the above embodiments can be implemented, and equivalent changes made in accordance with the claims of the present invention are still within the scope of the invention.

Claims

1. A control system for matching engine speed and vehicle speed in an all-terrain vehicle, characterized in that, It includes a signal acquisition module, a system control unit, an engine control unit, and a continuously variable transmission (CVT). The information input terminal of the system control unit is connected to the signal acquisition module, and the information output terminal of the system control unit is connected to the engine control unit. The signal acquisition module is used to collect vehicle operating status information in real time, including gear information, throttle status information, vehicle speed information and engine speed information. The system control unit is used to receive the vehicle's operating status information collected from the signal acquisition module, and to perform data processing and logical judgment on the collected information, and output the adjusted throttle signal. The engine control unit is used to receive the throttle signal processed by the system control unit and control the engine to output the corresponding speed and torque. The continuously variable transmission (CVT) automatically adjusts the transmission ratio based on the engine output torque and vehicle speed to achieve power transmission.

2. The all-terrain vehicle engine speed and vehicle speed matching control system as described in claim 1, characterized in that, The signal acquisition module includes a gear position sensor, an accelerator pedal sensor, a vehicle speed sensor, and a speed sensor. The gear position sensor is used to detect the current gear position of the vehicle, the accelerator pedal sensor is used to detect the driver's accelerator pedal opening signal, the vehicle speed sensor is used to detect the real-time vehicle speed, and the speed sensor is used to detect the real-time engine speed.

3. The all-terrain vehicle engine speed and vehicle speed matching control system as described in claim 2, characterized in that, The system control unit includes a gear position recognition module, a signal processing module, a logic judgment module, a PI control module, and a signal output module. The gear position recognition module is used to identify the current gear position of the vehicle and select the corresponding PI control parameters according to different gear positions. The signal processing module is used to filter the received accelerator pedal signal to slow down the rate of increase of the accelerator signal. The logic judgment module is used to determine whether the PI control intervention conditions are met based on the relationship between the current vehicle speed and the engine speed. The PI control module uses a proportional-integral algorithm to adjust the throttle signal in real time while ensuring the smoothness of vehicle acceleration. The signal output module is used to output the processed throttle signal to the engine control unit.

4. The all-terrain vehicle engine speed and vehicle speed matching control system as described in claim 3, characterized in that, The PI control intervention condition of the logic judgment module is: Δv = v - vk, where Δv represents the difference between the current vehicle speed and the speed limit, v represents the current vehicle speed value collected in real time by the vehicle speed sensor, and vk represents the speed limit value preset according to different gears. Δn = n - nk, where Δn represents the difference between the current engine speed and the maximum engine speed under the corresponding vehicle speed limit, n represents the current engine speed value collected in real time by the speed sensor, and nk represents the preset engine speed limit value; The PI control module intervenes when both vehicle speed Δv < 0 and rotational speed Δn > 0 are simultaneously satisfied.

5. The all-terrain vehicle engine speed and vehicle speed matching control system as described in claim 4, characterized in that, The specific control content of the PI control module is as follows: based on the given speed limit value nk and the actual speed value n, the speed deviation is formed by linearly combining the proportional, integral and derivative values ​​of the speed deviation to form a control quantity, which is used to adjust the throttle opening signal.

6. The all-terrain vehicle engine speed and vehicle speed matching control system as described in claim 5, characterized in that, The system control unit also includes a throttle signal verification module, which is used to compare the dual throttle pedal signals. When the deviation between the two signals exceeds a set threshold, it is determined to be a signal fault and the output of the throttle signal to the engine control unit is stopped.

7. The all-terrain vehicle engine speed and vehicle speed matching control system as described in claim 6, characterized in that, The signal processing module performs low-pass filtering on the accelerator pedal signal to slow down the rate of increase in engine speed.

8. The all-terrain vehicle engine speed and vehicle speed matching control system as described in claim 7, characterized in that, The gear position recognition module can recognize four gear positions: high gear, low gear, reverse gear, and neutral gear. The PI control module only enters the ready-to-intervene state when the vehicle is in high gear or low gear; when the vehicle is in neutral gear or reverse gear, the system control unit does not intervene in the control of the throttle signal.

9. A method for matching engine speed and vehicle speed in an all-terrain vehicle, applied to the all-terrain vehicle engine speed and vehicle speed matching control system as described in claim 1, characterized in that, Includes the following steps: The signal acquisition module is used to collect real-time vehicle operating status information, including gear information, throttle status information, vehicle speed information, and engine speed information; The system control unit filters the throttle signal to slow down its rate of increase; The system control unit uses the current vehicle speed and engine speed to determine whether the PI control intervention conditions are met; When the conditions for PI control intervention are met, the system control unit uses the system to perform proportional-integral adjustment on the throttle signal. The processed throttle signal is output to the engine control unit to control the engine output. The continuously variable transmission (CVT) automatically adjusts the gear ratio based on the engine output torque and vehicle speed to achieve power transmission.

Images