Gearbox gear calculation method, device and equipment and computer readable storage medium

Abstract

According to the gearbox gear calculation method, device and equipment and the computer readable storage medium, the intention of a driver is recognized by combining pedal information so as to correspondingly determine a torque mode, the torque required by the driver is obtained based on the torque mode, and meanwhile the maximum available torque of an engine under the current working condition is determined according to an engine load characteristic curve; in the process, it can be ensured that the engine gear shifting torque meets the actual power requirement of a driver and can be matched with the output capacity of the engine under the current working condition, and the situation that the engine gear shifting torque exceeds the actual load range of the engine is avoided; the gear shifting torque of the engine is used as the core, the available traction force of all gears after gear shifting is calculated in combination with a key parameter set related to vehicle power transmission and driving, and then the highest gear with the available traction force larger than the minimum required wheel end force is screened out to serve as the target gear; the decision of the target gear not only meets the basic requirement for traction force under the current working condition, but also selects the highest gear to consider the driving efficiency.

Description

Technical Field

[0001] This application relates to the field of gearbox shift control, specifically to a gearbox gear calculation method, apparatus, device, and computer-readable storage medium. Background Technology

[0002] In the development of commercial vehicle automation, AMT (Automated Manual Transmission) has become a mainstream configuration due to its advantages in reducing driving intensity and fuel economy, and is widely used in various freight and passenger commercial vehicles. Currently, commercial vehicle operating scenarios are becoming increasingly complex, encompassing various conditions such as driving on mountain slopes, urban traffic congestion, highway cruising, and heavy-load turns. This places higher demands on the gear selection accuracy and adaptability of AMT transmissions. Not only must they meet the driver's real-time power output needs, but they must also avoid frequent and unexpected gear shifts to ensure driving safety and comfort, while extending the transmission's lifespan. This has become one of the core development requirements in the field of AMT technology.

[0003] In related technologies, AMT transmission gear calculation schemes are mostly based on engine speed. By combining vehicle speed, speed limit, and preset operating condition strategy, the target gear is determined. Under normal operating conditions such as constant speed cruising and smooth road surface, normal gear shifting can be basically achieved, meeting the vehicle's normal driving needs.

[0004] However, existing gear calculation schemes based on engine speed are prone to cyclic shifting or unexpected shifting under special conditions such as heavy-load power modes (e.g., heavy-load climbing) or turning, and cannot meet the vehicle's requirements for gear decision stability and reliability under complex conditions. Summary of the Invention

[0005] This application provides a method, apparatus, device, and computer-readable storage medium for calculating gear positions in a transmission, which can solve the technical problem that gear position calculation schemes based on engine speed cannot meet the requirements for stability and reliability of gear position decisions under complex operating conditions.

[0006] In a first aspect, embodiments of this application provide a method for calculating gearbox gear positions, the method comprising: The system combines pedal information to identify the driver's intention to determine the torque mode, obtains the torque required by the driver based on the determined torque mode, and obtains the maximum available torque of the engine under the current operating conditions based on the engine load characteristic curve. The smaller of the two values ​​is selected as the engine shift torque. Based on the engine shift torque, and combined with the key parameter set related to vehicle power transmission and driving, the available traction force after shifting at each gear is calculated, and the highest gear with an available traction force greater than the minimum required wheel end force is selected as the target gear.

[0007] In conjunction with the first aspect, in one embodiment, after calculating the available traction force after each gear shift based on engine shift torque and a set of key parameters relating vehicle power transmission and driving, and selecting the highest gear with an available traction force greater than the minimum required wheel-end force as the target gear, the method further includes: Based on the preset engine speed protection range, it is determined whether the engine speed is within the protection range after shifting to the target gear. If it is, the target gear is output; otherwise, the gear closest to the target gear within the protection range is output.

[0008] In conjunction with the first aspect, in one implementation, the step of recognizing the driver's intention by incorporating pedal information to determine the torque pattern includes: When the vehicle is in automatic mode, the transmission control unit collects accelerator pedal displacement, accelerator pedal rate of change, and vehicle acceleration parameters. The system uses fuzzy control to identify driver intentions, matches the corresponding torque mode according to different types of driver intentions, and then obtains the torque required by the driver based on the torque mode.

[0009] In conjunction with the first aspect, in one implementation, the driver's intention includes slow acceleration, normal acceleration, and rapid acceleration intentions, and the torque mode corresponds to an economy torque mode, a standard torque mode, and a power torque mode.

[0010] In conjunction with the first aspect, in one implementation, the step of simultaneously obtaining the maximum available torque of the engine under the current operating condition based on the engine load characteristic curve includes: The engine load characteristic curve is pre-imported, and the correlation between engine speed, accelerator pedal opening and torque is established based on the curve. The engine speed and accelerator pedal opening under the current operating conditions are collected, and the maximum available torque of the engine is calculated by substituting them into the correlation.

[0011] In conjunction with the first aspect, in one implementation, the calculation of the available traction force after each gear shift, based on engine shift torque and a set of key parameters relating vehicle power transmission and driving, includes: Using engine shift torque as the core parameter, combined with the gear ratios of each gear in the transmission, the rear axle ratio, and the tire radius, the available traction force after each gear shift is calculated.

[0012] In conjunction with the first aspect, in one implementation, the minimum required wheel-end force includes: Analyze various resistances encountered while the vehicle is in motion and calculate the minimum required wheel-end force based on the required acceleration.

[0013] Secondly, embodiments of this application provide a gearbox gear calculation device, the gearbox gear calculation device comprising: The shift torque determination module is used to identify the driver's intention by combining pedal information to determine the torque mode, obtain the driver's required torque based on the determined torque mode, and obtain the maximum available torque of the engine under the current operating conditions according to the engine load characteristic curve. The smaller value between the two is selected as the engine shift torque. The target gear preliminary determination module is used to calculate the available traction force after shifting at each gear based on the engine shift torque and the key parameter group related to vehicle power transmission and driving, and to select the highest gear with an available traction force greater than the minimum required wheel end force as the target gear.

[0014] Thirdly, embodiments of this application provide a gearbox gear calculation device, which includes a processor, a memory, and a gearbox gear calculation program stored in the memory and executable by the processor. When the gearbox gear calculation program is executed by the processor, it implements the steps of the gearbox gear calculation method as described in some of the above embodiments.

[0015] Fourthly, embodiments of this application provide a computer-readable storage medium storing a gearbox gear calculation program, wherein when the gearbox gear calculation program is executed by a processor, it implements the steps of the gearbox gear calculation method as described in some of the above embodiments.

[0016] The beneficial effects of the technical solutions provided in this application include: By combining pedal information to identify the driver's intentions and determine the corresponding torque mode, and based on this torque mode, the driver's required torque is obtained. At the same time, the maximum available torque of the engine under the current operating condition is determined according to the engine load characteristic curve. Then, the smaller value between the two is selected as the engine shift torque. This process ensures that the engine shift torque not only matches the driver's actual power demand, but also matches the engine's output capacity under the current operating condition, avoiding exceeding the engine's actual load range. On this basis, with the engine shift torque as the core, the available traction force after each gear shift is calculated in combination with key parameters related to vehicle power transmission and driving. Then, the highest gear with available traction force greater than the minimum required wheel-end force is selected as the target gear. This ensures that the decision on the target gear not only meets the vehicle's basic traction requirements under the current operating condition, but also takes into account driving efficiency by selecting the highest gear. This effectively solves the problem of cyclic shifting and unexpected shifting that is prone to occur in traditional gear calculation schemes based on engine speed under complex operating conditions. Attached Figure Description

[0017] Figure 1 This is a flowchart illustrating an embodiment of the gearbox gear calculation method of this application; Figure 2This is a schematic diagram of the hardware structure of the gearbox gear position calculation device involved in the embodiments of this application. Detailed Implementation

[0018] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present application.

[0019] It's important to understand that in the process of upgrading automation technology in the commercial vehicle industry, AMT (Automated Manual Transmission) has gradually become a core configuration for various commercial vehicles due to its ability to effectively reduce driver workload and optimize fuel consumption. Its application covers multiple vehicle types, including freight and passenger vehicles. As commercial vehicle operating scenarios become increasingly complex, vehicles frequently need to handle heavy-load uphill driving, cornering, and switching between congested urban traffic conditions. The market is placing higher demands on the gear shifting accuracy of AMT transmissions. It's not only necessary to ensure that gear shifts match the driver's power needs in real time, but also to avoid reduced driving smoothness caused by unreasonable gear shifting decisions. This has become a key area for optimization in the AMT technology field and a core requirement for ensuring the driving safety of commercial vehicles and extending the service life of the transmission.

[0020] Traditional AMT (Automated Manual Transmission) gear selection schemes typically use engine speed as the core design objective. They calculate the vehicle speed loss due to power interruption during gear shifts, deduce the corresponding engine speed for different gears based on the current vehicle speed, define the range of shiftable gears based on engine speed limits, and then combine this with preset shifting strategies and the vehicle's current state to ultimately determine the target gear. Under normal conditions such as constant speed cruising and smooth roads, this type of scheme can generally achieve normal gear shifting, meeting the vehicle's regular driving needs.

[0021] However, gear selection based solely on engine speed has significant technical flaws under complex operating conditions. On the one hand, in high-load power modes (such as heavy-load hill climbing), the gear selected based solely on engine speed may be too high, resulting in insufficient actual power output from the engine to meet the traction required for the vehicle to climb. This leads to a "cycle shifting" problem where the transmission repeatedly switches between adjacent gears, affecting not only the driving experience but also accelerating wear on transmission components. On the other hand, in special operating conditions such as turning, the vehicle needs to maintain stable power output to cope with the dynamic changes in centrifugal force and road resistance. Without fully considering the actual torque requirements of the operating conditions, unexpected "unexpected shifting" is likely to occur, compromising driving stability and potentially posing safety hazards. This approach fails to meet the requirements of commercial vehicles for accurate and reliable gear selection under complex operating conditions. In a first aspect, embodiments of this application provide a method for calculating gearbox gear positions.

[0022] In one embodiment, reference is made to Figure 1 , Figure 1 This is a flowchart illustrating the first embodiment of the gearbox gear calculation method of this application. Figure 1 As shown, the method for calculating gear positions in a transmission includes: S100: Combines pedal information to identify the driver's intention to determine the torque mode, obtains the torque required by the driver based on the determined torque mode, and obtains the maximum available torque of the engine under the current operating conditions based on the engine load characteristic curve, and selects the smaller value of the two as the engine shift torque. S200: Based on the engine shift torque, combined with the key parameter group related to vehicle power transmission and driving, calculate the available traction force after shifting at each gear, and select the highest gear with available traction force greater than the minimum required wheel end force as the target gear.

[0023] In this embodiment, the driver's intention is identified by combining pedal information to determine the corresponding torque mode, and the driver's required torque is obtained based on this torque mode. Simultaneously, the maximum available torque of the engine under the current operating condition is determined according to the engine load characteristic curve. The smaller of the two values ​​is then selected as the engine shift torque. This process ensures that the engine shift torque matches both the driver's actual power demand and the engine's output capacity under the current operating condition, avoiding exceeding the engine's actual load range. Based on this, using the engine shift torque as the core, and combining key parameter sets related to vehicle power transmission and driving, the available traction force after each gear shift is calculated. By selecting the highest gear with traction force greater than the minimum required wheel-end force, the target gear is determined. This ensures that the target gear selection not only meets the vehicle's basic traction requirements under current operating conditions but also takes into account driving efficiency by selecting the highest gear. This effectively solves the problems of cyclic shifting and unexpected shifting that easily occur in traditional gear calculation schemes based on engine speed under complex operating conditions. It improves the accuracy and reliability of gear selection, ensures smooth and safe vehicle operation, reduces wear on transmission components caused by unreasonable shifting, extends the service life of the transmission, and better adapts to the gear selection needs of commercial vehicles in complex operating scenarios such as heavy-load climbing and cornering.

[0024] Furthermore, in one embodiment, after S200, the following step is also included: S300: Based on the preset engine speed protection range, determine whether the engine speed is within the protection range after shifting to the target gear. If it is, output the target gear; otherwise, output the gear closest to the target gear within the protection range.

[0025] In this embodiment, based on a preset engine speed protection range, the engine speed after shifting to the target gear is determined: if the speed is within the preset engine speed protection range, the target gear is directly output; if the speed exceeds the preset engine speed protection range, the gear closest to the target gear is selected from those gears within the protection range and output. This setting ensures that the target gear matches the driver's power and vehicle traction requirements through the logic of S100 to S200, while the engine speed protection control in S300 prevents the engine speed from exceeding safe or efficient operating ranges due to gear shifting, thus guaranteeing engine stability and durability. Furthermore, it optimizes the rationality of gear output, ensuring that the final output gear meets both the power and traction requirements of commercial vehicles under complex operating conditions and complies with engine safety constraints. This effectively compensates for the shortcomings of traditional speed-based gear calculation schemes under complex operating conditions, improving the reliability and adaptability of the overall gear decision system.

[0026] Furthermore, in one embodiment, S100 further includes the following step: S101-1: When the vehicle is in automatic mode, the transmission control unit collects accelerator pedal displacement, accelerator pedal rate of change, and vehicle acceleration parameters. S101-2: The driver's intention is identified by fuzzy control. The corresponding torque mode is matched according to different types of driver intentions, and the required torque of the driver is obtained based on the torque mode.

[0027] In this embodiment, during the execution of S100, which combines pedal information to identify the driver's intention, determine the torque mode, and obtain the driver's required torque, the transmission control unit detects that the vehicle is in automatic mode via S101-1, and collects accelerator pedal displacement, accelerator pedal change rate, and vehicle acceleration parameters. This provides multi-dimensional, real-time vehicle operation and running status data support for accurate driver intention identification, ensuring that the input parameters for intention identification are comprehensive and closely match the actual driving scenario. Then, in S101-2, fuzzy control is used to process the collected parameters to identify the driver's intention, matching corresponding parameters according to different types of driver intentions. The system identifies a torque mode and obtains the driver's required torque based on this mode. This makes the recognition of the driver's intention more consistent with the ambiguity of actual driving operations, avoiding misjudgment of intention caused by single parameter recognition. This ensures that the matched torque mode and the obtained driver's required torque accurately reflect the driver's real power needs, providing a reliable input for determining the subsequent engine shift torque. This helps subsequent gear decisions better match the driver's operational expectations and the actual operating needs of the vehicle, further optimizing the rationality of gear decisions under complex operating conditions, reducing shifting problems caused by intention recognition deviations, and improving the accuracy and adaptability of gear control in commercial vehicle AMT transmissions.

[0028] Furthermore, in one embodiment, the driver's intention includes slow acceleration, normal acceleration, and rapid acceleration, and the torque mode corresponds to an economy torque mode, a standard torque mode, and a power torque mode.

[0029] In this embodiment, the identified driver intentions specifically include slow acceleration intentions, general acceleration intentions, and rapid acceleration intentions, and correspondingly matched with economic torque mode, standard torque mode, and power torque mode. That is, when the driver intention is identified as slow acceleration intention through fuzzy control, the economic torque mode is matched and the driver's required torque is obtained based on this mode; when the intention is identified as general acceleration intention, the standard torque mode is matched and the driver's required torque is obtained based on this mode; when the intention is identified as rapid acceleration intention, the power torque mode is matched and the driver's required torque is obtained based on this mode. Through the precise correspondence between driver intentions and torque modes, the driver's required torque can be more precisely matched to the differences in power demand under different driving scenarios, providing a more scenario-adaptable input basis for the subsequent determination of engine shift torque. This further ensures that the engine shift torque not only meets the driver's actual operating expectations but also adapts to the vehicle's operating state under different power demand scenarios, helping subsequent gear decisions to achieve a balance between power and rationality in various driving scenarios. This reduces improper power supply or shifting problems caused by coarse torque mode matching, and improves the adaptability and accuracy of AMT gearbox gear control in commercial vehicles under different driving scenarios.

[0030] Furthermore, in one embodiment, a specific implementation example of recognizing the driver's intention based on fuzzy control is as follows: I. Case Background and Prerequisites Taking a 4×2 freight commercial vehicle as an example, the vehicle is equipped with a 12-speed AMT transmission and a diesel engine with a maximum output torque of 1800 N·m. The transmission control unit (TCU) has the functions of parameter acquisition, fuzzy control calculation, and torque mode output. In this case, the accelerator pedal displacement acquisition range is 0-100% (corresponding to pedal travel 0-200 mm), the accelerator pedal change rate acquisition range is 0-50% / s (corresponding to the change in pedal displacement per unit time), the vehicle acceleration acquisition range is -2 m / s² (braking deceleration) - 4 m / s² (rapid acceleration), and the fuzzy control cycle is set to 100 ms (intent recognition and torque mode update are completed every 100 ms).

[0031] II. Fuzzy Control Core Design 1. Fuzzification (Input quantity → Fuzzy linguistic variable) The three collected parameters, "accelerator pedal displacement (A)," "accelerator pedal rate of change (B)," and "vehicle acceleration (C)," are converted into linguistic variables that can be recognized by fuzzy control. The quantization level, membership function, and linguistic value definition of each parameter are shown in Table 1 below:

[0032] Table 1 Example: When the accelerator pedal displacement is 45%, the accelerator pedal change rate is 15% / s, and the vehicle acceleration is 1.2 m / s², after fuzzification: Accelerator pedal displacement (45%): Membership degree of "Medium (M)" is 1.0 (completely falls within the M range); Accelerator pedal change rate (15% / s): The membership degree of "Medium (M)" is 0.8, and the membership degree of "Slow (S)" is 0.2 (in the overlapping range of M and S). Vehicle acceleration (1.2m / s²): The membership degree of "small (PS)" is 0.9, and the membership degree of "large (PL)" is 0.1 (which is in the overlapping range of PS and PL).

[0033] 2. Fuzzy rule base construction (linguistic variables → intent output) Based on driver operating habits and vehicle power requirements, a fuzzy rule base of "three inputs → one output" is established. The output is "driver intention (I)", and the linguistic value corresponds to three types: "slow acceleration (I1)", "normal acceleration (I2)" and "rapid acceleration (I3)". The rule base contains 27 core rules (covering all combinations of input parameter linguistic values). Some key rules are shown in Table 2 below:

[0034] Table 2 Rule logic explanation: When the accelerator pedal displacement is small and changes slowly, and the vehicle has no obvious positive acceleration, it is judged as "slow acceleration" (such as following another car in the city, the driver lightly presses the pedal); when the accelerator pedal displacement is medium and changes slowly, and the vehicle has a stable positive small acceleration, it is judged as "normal acceleration" (such as accelerating at a constant speed on a national highway); when the accelerator pedal displacement is large / medium and changes rapidly, and the vehicle has obvious positive large acceleration, it is judged as "rapid acceleration" (such as overtaking or climbing a hill, the driver presses the pedal deeply).

[0035] 3. Fuzzy reasoning (rule matching → intent membership calculation) The "Mamdani inference method" is employed. Based on the fuzzification results of the input parameters, corresponding rules in the fuzzy rule base are matched to calculate the membership degree of each output intent (I1 / I2 / I3). Taking a real-world data collection scenario as an example: Scenario 1: Following another vehicle in the city Data collected: Accelerator pedal displacement 15% (A=S), accelerator pedal change rate 5% / s (B=S), vehicle acceleration 0.3m / s² (C=Z); Rule matching: Match rule 1 (A=S, B=S, C=Z→I1); Membership degree calculation: The membership degree of I1 = min(the membership degree of A belonging to S is 1.0, the membership degree of B belonging to S is 1.0, and the membership degree of C belonging to Z is 0.8) = 0.8; the membership degrees of I2 and I3 are both 0. Reasoning result: The driver's intention belongs to "slow acceleration (I1)" to a degree of 0.8, and there are no other intentions belonging to it.

[0036] Scenario 2: Constant speed acceleration on the national highway Data collected: Accelerator pedal displacement 50% (A=M), accelerator pedal change rate 20% / s (B=M), vehicle acceleration 1.5m / s² (C=PS); Rule matching: Match rule 4 (A=M, B=M, C=PS→I2); Membership degree calculation: Membership degree of I2 = min(Membership degree of A belonging to M is 1.0, membership degree of B belonging to M is 1.0, membership degree of C belonging to PS is 0.7) = 0.7; Membership degree of I1 = 0.1 (A is close to the overlapping area of ​​M and S), membership degree of I3 = 0.2 (B is close to the overlapping area of ​​M and F). Reasoning result: The driver's intention belongs to the highest degree of "normal acceleration (I2)" (0.7).

[0037] Scenario 3: Overtaking and rapid acceleration scenario Data collected: Accelerator pedal displacement 80% (A=L), accelerator pedal change rate 40% / s (B=F), vehicle acceleration 3.0m / s² (C=PL); Rule matching: Match rule 7 (A=L, B=F, C=PL→I3); Membership degree calculation: The membership degree of I3 = min(A belongs to L with a membership degree of 0.9, B belongs to F with a membership degree of 0.8, and C belongs to PL with a membership degree of 0.8) = 0.8; the membership degrees of I1 and I2 are both 0. Reasoning result: The driver's intention belongs to "rapid acceleration (I3)" to a degree of 0.8, and there are no other intentions belonging to it.

[0038] 4. Defuzzification (fuzzy intent → clarifying torque pattern) The "centroid method" is used to transform the "intent membership degree" obtained from fuzzy reasoning into a clear driver intent type, and then match the corresponding torque pattern. The specific logic is as follows: Calculate the "centroid value" of each intention membership degree: Let I1 correspond to quantization value 1, I2 correspond to quantization value 2, and I3 correspond to quantization value 3. Centroid value = (I1 membership degree × 1 + I2 membership degree × 2 + I3 membership degree × 3) / (I1 membership degree + I2 membership degree + I3 membership degree). Intent determination: Center of gravity value ∈ [0.8, 1.2] → I1 (slow acceleration), center of gravity value ∈ [1.8, 2.2] → I2 (normal acceleration), center of gravity value ∈ [2.8, 3.2] → I3 (rapid acceleration); Torque mode output: Based on the determined intent type, the TCU sends a torque limiting command to the engine control unit (ECU), as shown in Table 3 below:

[0039] Table 3 Example: For the above "uniform speed acceleration scenario on national highway", the center of gravity value = (0.1×1+0.7×2+0.2×3) / (0.1+0.7+0.2) = 1.9, which falls within the range of [1.8, 2.2] and is judged as "normal acceleration (I2)". The TCU outputs the "standard torque mode" command, which limits the maximum output torque of the engine to 1800N·m×85%=1530N·m, that is, the torque required by the driver is 1530N·m.

[0040] Furthermore, in one embodiment, S100 further includes the following step: S102: Import the engine load characteristic curve in advance, establish the correlation between engine speed, accelerator pedal opening and torque based on the curve, collect the engine speed and accelerator pedal opening under the current working conditions, and calculate the maximum available torque of the engine by substituting them into the correlation.

[0041] In this embodiment, the engine load characteristic curve is pre-imported, and a correlation between engine speed, accelerator pedal opening, and torque is established based on this curve. Then, the engine speed and accelerator pedal opening under the current operating conditions are collected and substituted into the above correlation to calculate the maximum available torque of the engine. This setting allows the acquisition of the maximum available torque of the engine to rely on the engine load characteristic curve, which reflects the engine's own performance characteristics, combined with the engine speed and accelerator pedal opening parameters under the current actual operating conditions. This ensures that the calculated maximum available torque of the engine accurately matches the engine's current actual output capacity, avoiding torque parameter deviations caused by deviating from engine performance limits or operating conditions. This provides reliable parameter support for subsequently selecting the smaller value between the driver's required torque and the engine's maximum available torque as the engine shift torque, ensuring that the engine shift torque both meets the driver's power needs and does not exceed the engine's current load-bearing range, thus guaranteeing the stability and safety of engine operation. At the same time, it lays a precise parameter foundation for subsequent calculation of available traction for each gear and decision-making on the target gear based on the engine shift torque, further improving the reliability and adaptability of the overall gear decision scheme and better meeting the gear control needs under complex operating conditions of commercial vehicles.

[0042] Furthermore, in one embodiment, step S200 further includes the following step: S201: Using engine shift torque as the core parameter, combined with the gear ratios of each gear in the transmission, the rear axle ratio, and the tire radius, the available traction force after each gear shift is calculated.

[0043] In this embodiment, the engine shift torque is used as the core parameter, combined with the gear ratios of each gearbox, the rear axle ratio, and the tire radius, to calculate the available traction force after each gear shift. The gear ratios of each gearbox reflect the rate characteristics of power transmission in different gears, the rear axle ratio reflects the final drive ratio of power transmission to the wheels, and the tire radius characterizes the physical dimensions of the wheels. These three parameters, working in conjunction with the engine shift torque, accurately convert the engine's output torque into the actual traction force available at the wheel end in each gear. This ensures that the calculated available traction force conforms to both the mechanical principles of power transmission and the actual driving conditions of the vehicle. This process utilizes the physical characteristics of the vehicle to avoid inaccurate traction calculations due to missing or biased parameters. It provides accurate and reliable basic data support for subsequent selection of the highest gear with available traction greater than the minimum required wheel-end force, enabling the target gear decision to be based on the actual wheel-end power supply capacity. This further ensures that the target gear meets the traction requirements of the vehicle under the current operating conditions while also taking into account driving efficiency. It effectively compensates for the shortcomings of traditional gear calculation schemes based on speed in complex operating conditions, improves the accuracy and adaptability of gear decisions for commercial vehicle AMT transmissions, and better copes with complex operating scenarios such as heavy-load climbing and cornering.

[0044] Furthermore, in one embodiment, step S200 further includes the following step: S202: Analyze various resistances to vehicle movement and calculate the minimum required wheel-end force based on the required acceleration.

[0045] In this embodiment, various resistances to vehicle movement are analyzed, and the minimum required wheel-end force is calculated by combining the required acceleration. These resistances include slope resistance, air resistance, rolling resistance, and cornering resistance that the vehicle must overcome under the current driving conditions. The required acceleration is determined based on the accelerator pedal position and then corrected for parameters such as vehicle speed, slope, and vehicle mass. By combining these resistances with the corrected required acceleration to calculate the minimum required wheel-end force, the minimum wheel-end power required for the vehicle to maintain normal driving or achieve the expected acceleration under current operating conditions can be accurately quantified. This provides a basis for subsequent screening of available traction forces greater than the minimum required wheel-end force. The highest gear provides a clear benchmark for power demand. This setting ensures that the target gear decision not only relies on the available traction force converted from engine shift torque, but also precisely matches the minimum power demand required for actual vehicle operation. This ensures that the final target gear has sufficient traction reserve to meet the vehicle's current driving needs, while also taking into account driving efficiency by selecting the highest gear. This effectively avoids the problems of cyclic shifting or unexpected shifting caused by traditional gear calculation schemes based on engine speed, which do not fully consider the actual resistance and acceleration requirements of the vehicle. This further improves the rationality and reliability of gear decision-making for commercial vehicle AMT transmissions under complex conditions such as heavy-load climbing and cornering.

[0046] In summary, to facilitate understanding of the embodiments of this application, their specific contents will be described in detail: 1) Based on the pedal recognition, the driver's intention is identified to obtain different torque modes and the torque required by the driver; 2) Based on the engine load characteristic curve, obtain the maximum available torque of the engine under the current operating conditions; 3) The smaller of the two values ​​is used to obtain the final engine shift torque; 4) Calculate the available traction force after shifting to each gear based on parameters such as shift torque, gear ratio, rear axle ratio, and tire radius; 5) Calculate the minimum required wheel-end force based on the vehicle's driving resistance and required acceleration; 6) Calculate the target gear and select the highest gear with available traction force greater than the required wheel end force as the target gear; 7) Determine whether the gear exceeds the limit based on the speed protection.

[0047] In step 1), the TCU (Transmission Control Unit) first detects that the vehicle is in automatic mode. The TCU uses fuzzy control to identify the driver's intention based on three parameters: the accelerator pedal and its rate of change, and vehicle acceleration. The intention can be set to slow acceleration, normal acceleration, or rapid acceleration. Based on the driving intention, different torque modes are determined to obtain the current torque demanded by the driver. ; In step 2), the engine load characteristic curve is imported, and the functional relationship between throttle, speed, and torque is established to obtain the maximum available torque of the engine under the current operating conditions. ; In step 3), the smaller of the two values ​​is used to obtain the final engine shift torque. ; In step 4), the available traction force after shifting to each gear is calculated based on parameters such as shift torque, gear ratios, rear axle ratio, and tire radius. , In the formula: Gear ratios; Rear axle speed ratio; Tire radius; Example: The calculated shift torque is 1500 N·m, the 7th gear ratio is 3.44, the 8th gear ratio is 2.7, the 9th gear ratio is 2.08, the rear axle ratio is 2.87, and the tire radius is 0.52 m; Therefore: 7th gear has a usable traction force of 28KN, 8th gear has a usable traction force of 22KN, and 9th gear has a usable traction force of 17KN; In step 5), the minimum required wheel-end force is calculated based on the vehicle's driving resistance and required acceleration. In step 5.1), the ramp resistance is calculated. ; In step 5.2), calculate the air resistance. ; In step 5.3), the rolling resistance is calculated. ; In step 5.4), the ramp resistance is calculated by referring to a table based on the turning radius. There is currently no clear formula for calculating ramp resistance; it is obtained by looking up tables based on turning radius and mass calibration. In step 5.5), the vehicle's required acceleration is calculated. ; The basic acceleration requirement is obtained based on the accelerator pedal position. ; The basic acceleration requirement is adjusted based on parameters such as vehicle speed, gradient, and mass. ; In step 5.6), calculate the minimum required wheel end force. ; In the formula: The sum of resistances is calculated in step 5; In step 6), calculate the target gear and select the highest gear with available traction force greater than the required wheel end force as the target gear; for example, if the required wheel end force is 20KN, the available traction force in gear 7 is 28KN, the available traction force in gear 8 is 22KN, and the available traction force in gear 9 is 17KN, then the target gear is selected as gear 8. In step 7), the speed protection range is set to 800~2000rpm. Based on the speed ratio of each gear, the sudden speed is output, and the engine speed after the target gear shift is calculated. If the speed is within the protection range, the target gear is output; if it is outside the range, the gear closest to the target gear within the range is output.

[0048] Secondly, this application also provides a gearbox gear calculation device, which includes: a shift torque determination module, which is used to identify the driver's intention by combining pedal information to determine the torque mode, obtain the driver's required torque based on the determined torque mode, and obtain the maximum available torque of the engine under the current operating condition according to the engine load characteristic curve, and select the smaller value of the two as the engine shift torque; and a target gear preliminary determination module, which is used to calculate the available traction force after shifting at each gear based on the engine shift torque and combined with the key parameter group related to vehicle power transmission and driving, and select the highest gear with an available traction force greater than the minimum required wheel end force as the target gear.

[0049] The functions of each module in the aforementioned gearbox gear calculation device correspond to the steps in the aforementioned gearbox gear calculation method embodiment, and their functions and implementation processes will not be described in detail here.

[0050] Thirdly, embodiments of this application provide a gearbox gear calculation device, which can be a personal computer (PC), laptop computer, server, or other device with data processing capabilities.

[0051] Reference Figure 2 , Figure 2 This is a schematic diagram of the hardware structure of the gearbox gear position calculation device involved in the embodiments of this application. In the embodiments of this application, the gearbox gear position calculation device may include a processor, a memory, a communication interface, and a communication bus.

[0052] The communication bus can be of any type and is used to interconnect the processor, memory, and communication interface.

[0053] The communication interface includes input / output (I / O) interfaces, physical interfaces, and logical interfaces used for interconnecting components within the gearbox gear position calculation device, as well as interfaces used for interconnecting the gearbox gear position calculation device with other devices (such as other computing devices or user equipment). Physical interfaces can be Ethernet interfaces, fiber optic interfaces, ATM interfaces, etc.; user equipment can be displays, keyboards, etc.

[0054] Memory can be various types of storage media, such as random access memory (RAM), read-only memory (ROM), non-volatile RAM (NVRAM), flash memory, optical storage, hard disk, programmable ROM (PROM), erasable PROM (EPROM), electrically erasable PROM (EEPROM), etc.

[0055] The processor can be a general-purpose processor, which can call the gearbox gear calculation program stored in the memory and execute the gearbox gear calculation method provided in the embodiments of this application. For example, the general-purpose processor can be a central processing unit (CPU). The method executed when the gearbox gear calculation program is called can be referred to in the various embodiments of the gearbox gear calculation method of this application, and will not be repeated here.

[0056] Those skilled in the art will understand that Figure 2 The hardware structure shown does not constitute a limitation of this application and may include more or fewer components than shown, or combine certain components, or have different component arrangements.

[0057] Fourthly, embodiments of this application also provide a readable storage medium.

[0058] The present application has a readable storage medium storing a gearbox gear calculation program, wherein when the gearbox gear calculation program is executed by a processor, it implements the steps of the gearbox gear calculation method described above.

[0059] The method implemented when the gearbox gear calculation program is executed can be referred to in various embodiments of the gearbox gear calculation method of this application, and will not be repeated here.

[0060] It should be noted that the sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0061] The terms "comprising" and "having," and any variations thereof, in the specification, claims, and accompanying drawings of this application are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or apparatus that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to such process, method, product, or apparatus. The terms "first," "second," and "third," etc., are used to distinguish different objects, etc., and do not indicate a sequence, nor do they limit "first," "second," and "third" to different types.

[0062] In the description of the embodiments of this application, terms such as "exemplary," "for example," or "for instance" are used to indicate examples, illustrations, or explanations. Any embodiment or design described as "exemplary," "for example," or "for instance" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or designs. Specifically, the use of terms such as "exemplary," "for example," or "for instance" is intended to present the relevant concepts in a concrete manner.

[0063] In the description of the embodiments of this application, unless otherwise stated, " / " means "or". For example, A / B can mean A or B. The "and / or" in the text is merely a description of the relationship between related objects, indicating that there can be three relationships. For example, A and / or B can mean: A exists alone, A and B exist simultaneously, and B exists alone. In addition, in the description of the embodiments of this application, "multiple" means two or more.

[0064] In some processes described in the embodiments of this application, multiple operations or steps are included in a specific order. However, it should be understood that these operations or steps may not be executed in the order they appear in the embodiments of this application, or they may be executed in parallel. The sequence number of the operation is only used to distinguish different operations, and the sequence number itself does not represent any execution order. In addition, these processes may include more or fewer operations, and these operations or steps may be executed sequentially or in parallel, and these operations or steps may be combined.

[0065] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) as described above, and includes several instructions to cause a terminal device to execute the methods described in the various embodiments of this application.

[0066] The above are merely preferred embodiments of this application and do not limit the patent scope of this application. Any equivalent structural or procedural transformations made using the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

Claims

1. A method of calculating gear positions of a gearbox, characterized in that, The gearbox gear calculation method comprises: The driver's intention is identified in combination with the pedal information to determine a torque mode, the driver's demand torque is obtained based on the determined torque mode, and the engine maximum available torque under the current working condition is obtained according to the engine load characteristic curve, and the smaller one of the two is selected as the engine shift torque; Based on the engine shift torque, the available tractive force after gear shifting of each gear is calculated in combination with a key parameter group related to vehicle power transmission and driving, and the highest gear with the available tractive force greater than the minimum demand wheel end force is selected as the target gear.

2. The gearbox gear calculation method according to claim 1, wherein, after the step of calculating the available tractive force after gear shifting of each gear in combination with the key parameter group related to vehicle power transmission and driving based on the engine shift torque, and selecting the highest gear with the available tractive force greater than the minimum demand wheel end force as the target gear, the method further comprises: Based on the preset engine speed protection range, it is judged whether the engine speed after gear shifting of the target gear is within the protection range, and if so, the target gear is output, and if not, the gear closest to the target gear within the protection range is output.

3. The gearbox gear calculation method according to claim 1, wherein, the step of identifying the driver's intention in combination with the pedal information to determine the torque mode comprises: When the vehicle is in automatic mode, the gearbox control unit detects the acceleration pedal displacement, the acceleration pedal change rate and the vehicle acceleration parameters; The driver's intention is identified by using a fuzzy control method, the corresponding torque mode is matched according to different types of driver's intention, and the driver's demand torque is obtained based on the torque mode.

4. The gearbox gear calculation method according to claim 3, wherein, the driver's intention comprises slow acceleration, general acceleration and rapid acceleration intention, and the torque mode corresponds to an economic torque mode, a standard torque mode and a power torque mode.

5. The gearbox gear calculation method according to claim 1, wherein, the step of obtaining the engine maximum available torque under the current working condition according to the engine load characteristic curve comprises: The engine load characteristic curve is pre-imported, the relationship between the engine speed, the acceleration pedal opening and the torque is established based on the curve, the engine speed and the acceleration pedal opening under the current working condition are collected, and the engine maximum available torque is calculated by substituting the relationship.

6. The gearbox gear calculation method according to claim 1, wherein, the step of calculating the available tractive force after gear shifting of each gear in combination with the key parameter group related to vehicle power transmission and driving based on the engine shift torque comprises: The engine shift torque is taken as the core parameter, the available tractive force after gear shifting of each gear is calculated in combination with the gearbox gear ratio, the rear axle ratio and the tire radius.

7. The gearbox gear calculation method according to claim 1, wherein, the minimum demand wheel end force comprises: The minimum demand wheel end force is calculated by analyzing various types of vehicle driving resistance and combining the demand acceleration. The gearbox gear calculation device comprises: ​ ​ ​ ​ ​ 8. A gearbox gear calculation device, characterized in that, ​ The shift torque determination module is used to identify the driver's intention in combination with the pedal information to determine the torque mode, to obtain the driver demand torque based on the determined torque mode, to obtain the maximum available engine torque under the current working condition according to the engine load characteristic curve, and to select the smaller value of the two as the engine shift torque. The target gear preliminary determination module is used to calculate the available traction force after gear shifting based on the engine shift torque, in combination with the key parameter group related to the vehicle power transmission and driving, and to select the highest gear with the available traction force greater than the minimum demand wheel end force as the target gear.

9. A gearbox gear calculation device, characterized in that, The gearbox gear calculation device comprises a processor, a memory, and a gearbox gear calculation program stored on the memory and executable by the processor, wherein the gearbox gear calculation program, when executed by the processor, implements the steps of the gearbox gear calculation method according to any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The computer readable storage medium stores a gearbox gear calculation program, wherein the gearbox gear calculation program, when executed by the processor, implements the steps of the gearbox gear calculation method according to any one of claims 1 to 7.

Images