Vehicle control method, storage medium and computer program product

Abstract

The invention discloses a vehicle control method, a storage medium and a computer program product. The method comprises the steps that in response to a gear shifting request, the engine power state, the gear shifting type, the engine torque, the engine rotating speed, the engine target rotating speed, the target gear speed ratio and the output shaft rotating speed of a target vehicle at the current moment are obtained; based on the engine power state and the gear shifting type, an initial speed regulation clutch is determined; determining a clutch closed-loop torque based on the engine torque and the feedback control torque; based on the closed-loop timing accumulated value corresponding to the clutch closed-loop torque, the engine rotating speed, the target gear synchronous rotating speed, the engine rotating speed acceleration and the output shaft rotating speed acceleration, the predicted speed regulation time is determined; according to the clutch closed-loop torque, the predicted speed regulation time, a preset torque threshold value and a preset time threshold value, a target speed regulation clutch of the target vehicle is determined; and the rotating speed of the target vehicle is adjusted and controlled based on the target speed regulation clutch, so that the technical problem of low speed regulation control accuracy is solved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of automotive engineering, in particular to a vehicle control method, a storage medium and a computer program product. BACKGROUND

[0002] In the related art, the clutch pressure is usually adjusted by using a proportional integral derivative (PID) control algorithm to control the engine speed variation, thereby realizing gear shifting. However, when facing a large fluctuation of engine torque or a non-driving working condition, the above method in the related art often has difficulty in responding quickly, resulting in a prolonged speed regulation time, and thereby reducing the gear shifting quality and the service life of the clutch. In addition, due to the low accuracy of engine torque measurement and the limitation of gear shifting strategy, the above method in the related art may select a wrong speed regulation clutch under a specific working condition, further reducing the speed regulation control accuracy.

[0003] In view of the above problems, no effective solution has been proposed so far. SUMMARY

[0004] The embodiments of the present application provide a vehicle control method, a storage medium and a computer program product to at least solve the technical problem of low speed regulation control accuracy.

[0005] According to an aspect of the embodiments of the present application, a vehicle control method is provided, comprising: in response to a shift request, obtaining an engine power state, a shift type, an engine torque, an engine speed, an engine target speed, a target gear ratio and an output shaft speed of a target vehicle at a current time, wherein the engine power state is used to indicate an operation mode of the engine at present, the shift type is used to indicate an action type of switching the target vehicle from a current gear to a target gear, and the target gear ratio is used to indicate a transmission ratio of a transmission in the target vehicle at the target gear; determining an initial speed regulation clutch based on the engine power state and the shift type, wherein the initial speed regulation clutch is used to perform speed regulation control on the target vehicle; determining a clutch closed-loop torque based on the engine torque and a feedback control torque, wherein the feedback control torque is determined based on a difference between the engine speed and the engine target speed; determining a predicted speed regulation time based on a closed-loop timing cumulative value corresponding to the clutch closed-loop torque, the engine speed, a target gear synchronization speed, an engine speed acceleration and an output shaft speed acceleration, wherein the target gear synchronization speed is determined based on the target gear ratio and the output shaft speed, the engine speed acceleration is determined based on a filtered engine speed at the current time, a filtered engine speed at a previous time and a preset operation interval, and the output shaft speed acceleration is determined based on a filtered output shaft speed at the current time, a filtered output shaft speed at the previous time and the preset operation interval; determining a target speed regulation clutch of the target vehicle according to the clutch closed-loop torque, the predicted speed regulation time, a preset torque threshold and a preset time threshold; and performing speed regulation control on the target vehicle based on the target speed regulation clutch.

[0006] Optionally, obtaining the engine power state of the target vehicle at the current time comprises: obtaining a historical engine power state and a torque hysteresis value of the target vehicle, wherein the torque hysteresis value is used to indicate a fluctuation threshold corresponding to the engine torque; and performing first analysis processing on the historical engine power state, the engine torque, the torque hysteresis value and a preset torque threshold to obtain a first analysis result, wherein the first analysis result is used to determine the engine power state.

[0007] Optionally, the historical engine power state comprises a non-driving state and a driving state, and the first analysis processing on the historical engine power state, the engine torque, the torque hysteresis value and the preset torque threshold to obtain the first analysis result comprises: in response to the first analysis result indicating that the historical engine power state is the non-driving state and the engine torque is greater than a difference between the preset torque threshold and the torque hysteresis value, determining that the engine power state is the driving state; and in response to the first analysis result indicating that the historical engine power state is the driving state and the engine torque is less than the difference between the preset torque threshold and the torque hysteresis value, determining that the engine power state is the non-driving state.

[0008] Optionally, the shift types include an upshift type and a downshift type, the initial speed regulation clutch includes a combined clutch and a separated clutch, and the determining the initial speed regulation clutch based on the engine power state and the shift type includes: in response to the shift type being the upshift type and the engine power state being the driving state, determining the initial speed regulation clutch as the combined clutch, wherein the combined clutch is used to represent one of the gear clutches after the shift; in response to the shift type being the upshift type and the engine power state being the non-driving state, determining the initial speed regulation clutch as the separated clutch, wherein the separated clutch is used to represent one of the gear clutches before the shift; in response to the shift type being the downshift type and the engine power state being the driving state, determining the initial speed regulation clutch as the separated clutch; and in response to the shift type being the downshift type and the engine power state being the non-driving state, determining the initial speed regulation clutch as the combined clutch.

[0009] Optionally, the vehicle control method further includes: obtaining a historical gear speed ratio of the target vehicle and a target speed regulation time, wherein the historical gear speed ratio is used to represent a transmission ratio of the transmission at a historical gear; determining a historical gear synchronization speed based on the pre-shift gear speed ratio and the output shaft speed; and determining the initial speed regulation time corresponding to the initial speed regulation clutch based on the engine speed, the target gear synchronization speed, the historical gear synchronization speed, and the target speed regulation time.

[0010] Optionally, the determining the target speed regulation clutch of the target vehicle based on the clutch closed-loop torque, the predicted speed regulation time, a preset torque threshold, and a preset time threshold includes: performing first comparison processing on the clutch closed-loop torque and the preset torque threshold to obtain a first comparison result, wherein the first comparison result is used to determine a size relationship between the clutch closed-loop torque and the preset torque threshold; performing second comparison processing on the predicted speed regulation time and the preset time threshold to obtain a second comparison result, wherein the second comparison result is used to determine a size relationship between the predicted speed regulation time and the preset time threshold; and determining the target speed regulation clutch based on the first comparison result and the second comparison result.

[0011] Optionally, the determining the target speed regulation clutch based on the first comparison result and the second comparison result includes: in response to the first comparison result indicating that the clutch closed-loop torque is greater than or equal to the preset torque threshold and the second comparison result indicating that the predicted speed regulation time is less than or equal to the preset time threshold, determining the initial speed regulation clutch as the target speed regulation clutch; and in response to the first comparison result indicating that the clutch closed-loop torque is less than the preset torque threshold and the second comparison result indicating that the predicted speed regulation time is greater than the preset time threshold, performing switching processing on the initial speed regulation clutch to obtain the target speed regulation clutch.

[0012] Optionally, before determining the target speed-adjusting clutch of the target vehicle according to the clutch closed-loop torque, the predicted speed-adjusting time, the preset torque threshold value and the preset time threshold value, the vehicle control method in the embodiment of the application further comprises: in response to the engine torque being greater than a preset first threshold value and the engine torque being less than a preset second threshold value, performing second analysis processing on the initial speed-adjusting clutch to obtain a second analysis result, wherein the second analysis result is used to determine the oil filling state of the initial speed-adjusting clutch, and the preset first threshold value is less than the preset second threshold value; in response to determining that the oil filling state is in an unsaturated state based on the second analysis result, performing oil filling processing on the initial speed-adjusting clutch until the oil filling state is in a saturated state.

[0013] According to another aspect of the embodiment of the application, a vehicle control device is further provided, comprising: a first obtaining module, configured to obtain, in response to a shift request, an engine power state, a shift type, an engine torque, an engine speed, an engine target speed, a target gear ratio and an output shaft speed of a target vehicle at a current time, wherein the engine power state is used to indicate an operation mode in which the engine is currently located, the shift type is used to indicate an action type of switching the target vehicle from a current gear to a target gear, and the target gear ratio is used to indicate a transmission ratio of a transmission in the target vehicle at the target gear; a first determining module, configured to determine an initial speed-adjusting clutch based on the engine power state and the shift type, wherein the initial speed-adjusting clutch is used to perform speed-adjusting control on the target vehicle; a second determining module, configured to determine a clutch closed-loop torque based on the engine torque and a feedback control torque, wherein the feedback control torque is determined based on a difference between the engine speed and the engine target speed; a third determining module, configured to determine a predicted speed-adjusting time based on a closed-loop timing cumulative value corresponding to the clutch closed-loop torque, the engine speed, a target gear synchronization speed, an engine speed acceleration and an output shaft speed acceleration, wherein the target gear synchronization speed is determined based on the target gear ratio and the output shaft speed, the engine speed acceleration is determined based on a filtered engine speed at the current time, a filtered engine speed at a previous time and a preset operation interval, and the output shaft speed acceleration is determined based on a filtered output shaft speed at the current time, a filtered output shaft speed at the previous time and the preset operation interval; a fourth determining module, configured to determine a target speed-adjusting clutch of the target vehicle according to the clutch closed-loop torque, the predicted speed-adjusting time, a preset torque threshold value and a preset time threshold value; and a control module, configured to perform speed-adjusting control on the target vehicle based on the target speed-adjusting clutch.

[0014] Optionally, the first obtaining module is further configured to: obtain a historical engine power state and a torque hysteresis value of the target vehicle, wherein the torque hysteresis value is used to indicate a fluctuation threshold value corresponding to the engine torque; and perform first analysis processing on the historical engine power state, the engine torque, the torque hysteresis value and a preset torque threshold value to obtain a first analysis result, wherein the first analysis result is used to determine the engine power state.

[0015] Optionally, the historical engine power state comprises a non-driving state and a driving state, and the first obtaining module is further configured to: determine that the engine power state is the driving state in response to the first analysis result indicating that the historical engine power state is the non-driving state and the engine torque being greater than the preset torque threshold; and determine that the engine power state is the non-driving state in response to the first analysis result indicating that the historical engine power state is the driving state and the engine torque being less than a difference between the preset torque threshold and the torque hysteresis value.

[0016] Optionally, the shift type comprises an upshift type and a downshift type, and the initial speed-adjusting clutch comprises a combined clutch and a separated clutch, and the first determining module is further configured to: determine that the initial speed-adjusting clutch is the combined clutch in response to the shift type being the upshift type and the engine power state being the driving state, wherein the combined clutch is used to represent one of the gear clutches after the shift; determine that the initial speed-adjusting clutch is the separated clutch in response to the shift type being the upshift type and the engine power state being the non-driving state, wherein the separated clutch is used to represent one of the gear clutches before the shift; determine that the initial speed-adjusting clutch is the separated clutch in response to the shift type being the downshift type and the engine power state being the driving state; and determine that the initial speed-adjusting clutch is the combined clutch in response to the shift type being the downshift type and the engine power state being the non-driving state.

[0017] Optionally, the vehicle control device further comprises: a second obtaining module configured to obtain a historical gear ratio of the target vehicle and a target speed-adjusting time, wherein the historical gear ratio is used to represent a transmission ratio of the transmission at a historical gear; a fifth determining module configured to determine a historical gear synchronization speed according to a gear ratio before the shift and an output shaft speed; and a sixth determining module configured to determine an initial speed-adjusting time corresponding to the initial speed-adjusting clutch based on the engine speed, the target gear synchronization speed, the historical gear synchronization speed and the target speed-adjusting time.

[0018] Optionally, the fourth determining module is further configured to: perform first comparison processing on the clutch closed-loop torque and the preset torque threshold to obtain a first comparison result, wherein the first comparison result is used to determine a size relationship between the clutch closed-loop torque and the preset torque threshold; perform second comparison processing on the predicted speed-adjusting time and a preset time threshold to obtain a second comparison result, wherein the second comparison result is used to determine a size relationship between the predicted speed-adjusting time and the preset time threshold; and determine the target speed-adjusting clutch based on the first comparison result and the second comparison result.

[0019] Optionally, the fourth determining module is further configured to: in response to the first comparison result indicating that the clutch closed-loop torque is greater than or equal to the preset torque threshold value and the second comparison result indicating that the predicted speed regulation time is less than or equal to the preset time threshold value, determining the initial speed regulation clutch as the target speed regulation clutch; and in response to the first comparison result indicating that the clutch closed-loop torque is less than the preset torque threshold value and the second comparison result indicating that the predicted speed regulation time is greater than the preset time threshold value, performing switching processing on the initial speed regulation clutch to obtain the target speed regulation clutch.

[0020] Optionally, before determining the target speed regulation clutch of the target vehicle according to the clutch closed-loop torque, the predicted speed regulation time, the preset torque threshold value and the preset time threshold value, the vehicle control device in the embodiment of the present application further comprises a first processing module configured to: in response to the engine torque being greater than a preset first threshold value and the engine torque being less than a preset second threshold value, performing second analysis processing on the initial speed regulation clutch to obtain a second analysis result, wherein the second analysis result is used to determine an oil filling state of the initial speed regulation clutch, and the preset first threshold value is less than the preset second threshold value; and in response to determining that the oil filling state is in an unsaturated state based on the second analysis result, performing oil filling processing on the initial speed regulation clutch until the oil filling state is in a saturated state.

[0021] According to another aspect of the embodiment of the present application, a computer readable storage medium is further provided, which comprises a stored executable program, wherein the executable program controls a device where the storage medium is located to perform the vehicle control method in the embodiment of the present application when the executable program is running.

[0022] According to another aspect of the embodiment of the present application, a computer program product is further provided, which comprises computer instructions, and the computer instructions are executed by a processor to implement the vehicle control method in the embodiment of the present application.

[0023] In this embodiment of the invention, in response to a shift request, the engine power state, shift type, engine torque, engine speed, target engine speed, target gear ratio, and output shaft speed of the target vehicle at the current moment are acquired. Based on the engine power state and shift type, an initial speed-regulating clutch is determined, enabling preliminary control of engine speed during the shift process, thereby improving the smoothness and efficiency of the shift process. The clutch closed-loop torque is determined based on the engine torque and feedback control torque. The predicted speed regulation time is determined based on the closed-loop time accumulation value corresponding to the clutch closed-loop torque, engine speed, target gear synchronization speed, engine speed acceleration, and output shaft speed acceleration. Then, based on the clutch closed-loop torque, predicted speed regulation time, preset torque threshold, and preset time threshold, the target speed-regulating clutch of the target vehicle is determined. Finally, speed adjustment control of the target vehicle is performed based on the target speed-regulating clutch, enabling precise control of engine speed during the shift process. This ensures that the speed regulation process does not exceed the expected time range, while avoiding shift shock and excessive clutch wear, thereby improving shift quality and vehicle driving performance. Based on the above technical process, the embodiments of the present invention achieve the purpose of automatically and intelligently switching the speed regulating clutch during gear shifting, thereby realizing the technical effect of improving the accuracy and response speed of speed regulation control, and thus solving the technical problem of low speed regulation control accuracy. Attached Figure Description

[0024] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this invention, illustrate exemplary embodiments of the invention and are used to explain the invention, but do not constitute an undue limitation of the invention. In the drawings:

[0025] Figure 1 This is a flowchart of a vehicle control method according to one embodiment of the present invention;

[0026] Figure 2 This is a structural block diagram of a vehicle control device according to one embodiment of the present invention. Detailed Implementation

[0027] For ease of understanding, some concepts related to embodiments of the present invention are illustrated below for reference.

[0028] A clutch is a device used in an automotive transmission system, located between the engine and the gearbox. Its main function is to smoothly engage or disengage the engine from the transmission when starting the vehicle, shifting gears, or when power transmission needs to be disconnected during driving, thereby enabling the transmission or interruption of power. Clutches are typically controlled by hydraulic or pneumatic systems, and their working principle is based on friction. When the clutch is engaged, the friction between the clutch plates transmits power from the engine to the transmission; when the clutch is disengaged, the friction disappears, and power transmission is interrupted.

[0029] Proportional Integral Derivative (PID) control algorithm: By measuring the deviation between the actual output and the desired output, then dynamically adjusting the control variable according to the calculation results of the three correction terms of proportionality (P), integration (I) and differentiation (D), to achieve the purpose of reducing deviation and making the system run stably. In the engine speed control of automatic transmission, the PID algorithm is calculated based on the deviation between the engine speed and the target speed, and by adjusting the control pressure of the disengaging clutch or the engaging clutch, the change speed of the engine speed is controlled to realize fast and smooth gear shifting. The proportional term (P) is used to respond to the deviation immediately; the integral term (I) is used to eliminate the steady-state error, that is, the effect of the deviation accumulated over a period of time; the derivative term (D) is used to predict the trend of the deviation, to improve the response speed and stability of the system.

[0030] Automatic transmission: A mechanical device that can automatically adjust the transmission ratio of a car, through a complex internal gear mechanism and hydraulic control system, it can automatically select the most suitable gear according to different driving conditions (such as vehicle speed, throttle opening, etc.), without the need for the driver to manually operate the clutch and shift lever. During gear shifting, the automatic transmission needs to accurately control the engine speed and the state of the clutch to ensure the smoothness and response speed of gear shifting, while also considering the service life of the clutch and overall fuel economy. During gear shifting, the automatic transmission controls two clutches - the disengaging clutch and the engaging clutch, the former is responsible for cutting off the power transmission of the current gear, and the latter is responsible for establishing the power connection of the new gear.

[0031] In order to make the person skilled in the art better understand the technical scheme of the present application, the technical scheme in the embodiments of the present application will be described clearly and completely below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, not all. Based on the embodiments in the present application, all other embodiments obtained by the person skilled in the art without creative labor should belong to the scope of protection of the present application.

[0032] It should be noted that the terms "first", "second", and the like in the description and in the claims of the present application and the above-described accompanying 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 data used in this way can be interchanged under appropriate circumstances, so that the embodiments of the application described herein can be implemented in an order other than that illustrated or described herein. In addition, the terms "include" and "have" and any variations thereof are intended to cover non-exclusive inclusion, for example, a process, method, system, product or device that includes a series of steps or units does not necessarily have to be limited to those steps or units clearly listed, but can include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0033] According to an embodiment of the present application, a method embodiment of a vehicle control method 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 herein can be executed in an order different from that shown herein.

[0034] The method embodiment can be executed in an electronic device or similar computing device comprising a memory and a processor. Taking a computer terminal running as an example, the computer terminal can include one or more processors (the processor can include but is not limited to a central processing unit (CPU), a graphics processing unit (GPU), a digital signal processing (DSP) chip, a microcontroller unit (MCU), a field programmable gate array (FPGA), a neural-network processor unit (NPU), a tensor processing unit (TPU), an artificial intelligence (AI) type processor, etc. processing device) and a memory for storing data. Optionally, the above computer terminal can also include a transmission device for communication function, an input and output device, and a display device. Those skilled in the art can understand that the above structural description is only illustrative, and it does not limit the structure of the above computer terminal. For example, the computer terminal can include more or less components than the above structural description, or have a different configuration from the above structural description.

[0035] The memory can be used to store computer programs, such as software programs of application software and modules, such as a computer program corresponding to the vehicle control method in the embodiments of the present application. The processor executes various functions and data processing, i.e. implements the vehicle control method described above, by running the computer program stored in the memory. The memory can include a high-speed random access memory, and can further include a non-volatile memory, such as one or more magnetic storage devices, flash memories, or other non-volatile solid-state memories. In some examples, the memory can further include a memory remotely arranged with respect to the processor, which can be connected to the mobile terminal through a network. Examples of the network include, but are not limited to, the Internet, an intranet, a local area network, a mobile communication network, and a combination thereof.

[0036] The transmission device is configured to receive or send data via a network. Examples of the network include, but are not limited to, a wireless network provided by a communication provider of the mobile terminal. In one example, the transmission device includes a network interface controller (NIC) configured to connect to other network devices through a base station so as to communicate with the Internet. In one example, the transmission device can be a radio frequency (RF) module configured to communicate with the Internet in a wireless manner.

[0037] The display device can be, for example, a liquid crystal display (LCD) and a touch display (also referred to as a "touch screen" or a "touch display screen"), which can be a touch screen. The liquid crystal display can enable a user to interact with a user interface of the mobile terminal. In some embodiments, the mobile terminal has a graphical user interface (GUI), and a user can interact with the GUI by finger contact and / or gestures on the touch-sensitive surface. The human-machine interaction function can optionally include the following interactions: creating a webpage, drawing, word processing, making an electronic document, gaming, video conferencing, instant messaging, sending and receiving an email, a call interface, playing digital video, playing digital music, and / or web browsing, and the like. Executable instructions for performing the above human-machine interaction functions are configured / stored in one or more computer program products or readable storage media executable by the processor.

[0038] Figure 1 is a flowchart of a vehicle control method according to an embodiment of the present application, as shown in Figure 1 The method includes the following steps:

[0039] Step S11, in response to the shift request, obtaining the engine power state, shift type, engine torque, engine speed, engine target speed, target gear ratio and output shaft speed of the target vehicle at the current time, wherein the engine power state is used to indicate the running mode of the engine at present, the shift type is used to indicate the action type of the target vehicle switching from the current gear to the target gear, and the target gear ratio is used to indicate the transmission ratio of the transmission in the target vehicle at the target gear;

[0040] The above-mentioned engine power state refers to the running mode or working state of the engine at a certain time, which can be judged by the positive or negative value of the engine output torque. When the engine output torque is positive, it indicates that the engine is in a state of providing driving force, i.e. driving state; when the engine output torque is negative or the engine is in a fuel cut state, it indicates that the engine does not provide driving force or is braking, i.e. non-driving state.

[0041] The above-mentioned shift type refers to the way of switching from one gear to another gear of the automatic transmission, mainly including upshift and downshift. Upshift refers to the process of switching from a lower gear to a higher gear, which usually occurs when the vehicle accelerates to a certain speed or the driver gently depresses the accelerator, in order to improve fuel economy and reduce engine noise. Downshift refers to the process of switching from a higher gear to a lower gear, which is common when the vehicle needs more torque output, such as uphill or acceleration overtaking, in order to obtain stronger power performance. The shift type determines the direction of the speed regulation process, i.e. whether the engine speed needs to be raised or lowered to match the new transmission ratio.

[0042] Exemplarily, in the automatic transmission, by monitoring the position change of the accelerator pedal, the vehicle speed and the current gear, it can be judged whether the driver has the intention of upshift or downshift. For example, when the vehicle is accelerating and the speed exceeds the efficiency range of the current gear, the control system will judge that upshift is needed; on the contrary, when the vehicle decelerates or the position change of the accelerator pedal is insufficient to maintain the current gear, the system will judge that downshift is needed. In addition to directly monitoring the driver's operation, the control system also analyzes the running state of the vehicle, such as hill driving, engine load, vehicle acceleration, etc., to intelligently judge whether the shift is needed and the direction of the shift. For example, when driving uphill, even if the driver does not have a clear downshift operation, the control system will automatically downshift according to the slope and engine load to provide more torque.

[0043] The engine torque mentioned above refers to the moment of force outputted from the crankshaft of the engine, which reflects the dragging capacity of the engine. In the process of vehicle driving, the size of the torque directly affects the acceleration performance and climbing ability of the vehicle. The generation of torque is closely related to factors such as the combustion efficiency of the engine, cylinder pressure, crankshaft speed, etc., and is one of the important parameters for measuring the performance of the engine. In the shift control of the automatic transmission, the accurate measurement and prediction of the engine torque are crucial for achieving smooth shifting, optimizing fuel efficiency, and protecting the transmission system.

[0044] Exemplarily, the acquisition of engine torque usually relies on the electronic control unit (ECU) of the vehicle, especially the engine management system (EMS). The EMS can use the information of various sensors such as crankshaft position sensor, throttle position sensor, intake airflow sensor, accelerator pedal position sensor and other related sensors, combined with the working state of the engine (such as speed, load, temperature, etc.) to estimate the real-time torque output of the engine through a pre-set mathematical model or lookup table (MAP).

[0045] The engine speed mentioned above refers to the number of revolutions per minute of the engine crankshaft, usually measured and represented in units of revolutions per minute (r / min). Specifically, the engine speed reflects the working state and speed of the engine, and is one of the important parameters in the vehicle control system, used to monitor and adjust the operation of the engine in real time to ensure the power output and smooth running of the vehicle.

[0046] Exemplarily, the engine speed can be obtained through the speed sensor in the engine control module. The sensor, such as a magnetic induction or Hall effect sensor, is installed near the crankshaft or camshaft of the engine, which can convert the mechanical rotation signal into an electrical signal, such as an alternating voltage signal or a pulse signal, by detecting the change of marks or tooth gaps on the rotating parts. The engine control module can receive the signal and calculate the engine speed based on the signal. The calculated engine speed is then sent to the transmission control unit (TCU) and other ECUs that need this information through the vehicle network, such as CAN bus, for further control and adjustment, such as transmission shift control or fuel injection adjustment.

[0047] The engine target speed refers to the speed that the engine is expected to reach in order to achieve smooth shifting and optimize the shifting process when a shift operation is performed. Specifically, the target speed is usually calculated based on the gear ratio after shifting, the current vehicle speed (represented by the output shaft speed), and the operating state of the vehicle, in order to achieve the required speed ratio relationship between the engine speed and the transmission output shaft speed before and after shifting, so as to reduce shift shock, improve shift efficiency and driving comfort.

[0048] The target gear ratio is a transmission inherent parameter used to calculate the speed that the engine should reach in a specific gear to achieve the smoothness and efficiency of power transmission. In shift control, the target gear ratio is a key factor in determining the engine target speed, thereby guiding the pressure control of the speed regulation clutch to ensure speed synchronization during the shifting process.

[0049] Exemplarily, the target gear ratio can be obtained through the control logic or database of the automatic transmission. During the shifting process, once the target gear is determined, the transmission control system can read the corresponding target gear ratio from its database. Specifically, in an automatic transmission with multiple gears, each gear has a specific gear ratio, which is the target gear ratio. When the driver or the vehicle automatic control system decides to switch from the current gear to the target gear, the control system will query the internally stored gear ratio table to find the corresponding target gear ratio, and based on the target gear ratio and the output shaft speed, calculate the target speed that the engine needs to reach.

[0050] The output shaft speed refers to the number of revolutions of the transmission output shaft per unit time, which is an important parameter reflecting the mechanical motion state of the transmission output end. In an automatic transmission, the output shaft speed directly affects the vehicle's speed and power performance, and is also a key indicator for controlling engine speed and achieving smooth shifting.

[0051] Exemplarily, the output shaft speed can be detected in real time by an output shaft speed sensor and transmitted to the TCU for processing and control. During the shifting process, by adjusting the matching between the output shaft speed and the engine speed, the optimization of vehicle power transmission can be achieved, ensuring the smoothness and efficiency of the shifting process.

[0052] Step S12, based on the engine power state and the shift type, determining the initial speed regulation clutch, wherein the initial speed regulation clutch is used for speed adjustment control of the target vehicle;

[0053] The initial speed regulation clutch refers to a clutch preselected to control the engine speed to reach the target gear synchronization speed during the gear shifting process according to the current engine power state (i.e., whether the engine is in the driving state) and the gear shifting type (upshift or downshift).

[0054] In step S13, the clutch closed-loop torque is determined based on the engine torque and the feedback control torque, wherein the feedback control torque is determined based on the difference between the engine speed and the engine target speed.

[0055] The clutch closed-loop torque refers to the actual control torque borne by the clutch for precisely controlling the engine speed to reach the target gear synchronization during the gear shifting process of the automatic transmission. Specifically, the clutch closed-loop torque is the result of integrating the current output torque of the engine and the additional feedback control torque, aiming to ensure smooth gear shifting of the transmission, avoid impact or excessive friction, thereby protecting the clutch and improving the driving experience.

[0056] The feedback control torque refers to the adjustment torque calculated by the control system (such as a PID controller) and applied to the clutch according to the deviation between the real-time monitored engine speed and the predetermined target speed. Specifically, the adjustment of the feedback control torque is dynamic, aiming to quickly respond to changes in the engine speed, ensuring that the engine speed can be timely and accurately adjusted to a position suitable for gear shifting.

[0057] Exemplarily, the clutch closed-loop torque can be calculated by the following formula:

[0058]

[0059] wherein, TCL represents the clutch closed-loop torque, Te represents the engine torque, Tfb represents the feedback control torque.

[0060] In step S14, the predicted speed regulation time is determined based on the closed-loop timing cumulative value corresponding to the clutch closed-loop torque, the engine speed, the target gear synchronization speed, the engine speed acceleration, and the output shaft speed acceleration, wherein the target gear synchronization speed is determined based on the target gear ratio and the output shaft speed, the engine speed acceleration is determined based on the filtered engine speed at the current time, the filtered engine speed at the last time, and the preset operation interval, and the output shaft speed acceleration is determined based on the filtered output shaft speed at the current time, the filtered output shaft speed at the last time, and the preset operation interval.

[0061] The closed-loop timing cumulative value corresponding to the clutch closed-loop torque refers to the cumulative value of the time experienced by the speed adjustment under the control of the clutch closed-loop torque from the start of the speed regulation stage to the current time. This cumulative value is updated in each calculation cycle according to the control condition of the clutch and the actual change of the engine speed, and reflects the cumulative control time from the start of the speed regulation to the current time.

[0062] The target gear synchronization speed can be calculated by the following formula:

[0063]

[0064] wherein, Ntarget represents the target gear synchronization speed, Ntarget represents the target gear ratio, Nout represents the output shaft speed.

[0065] The engine speed acceleration can be calculated by the following formula:

[0066]

[0067] wherein, aengine represents the engine speed acceleration, Nfilter represents the filtered engine speed at the current time, Nfilter represents the filtered engine speed at the previous time, Tinterval represents the preset operation interval.

[0068] The output shaft speed acceleration can be calculated by the following formula:

[0069]

[0070] wherein, aout represents the output shaft speed acceleration, Nfilter represents the filtered output shaft speed at the current time, Nfilter represents the filtered output shaft speed at the previous time.

[0071] The predicted speed regulation time can be calculated by the following formula:

[0072]

[0073] wherein, Nengine represents the engine speed.

[0074] Step S15, determining the target speed regulation clutch of the target vehicle according to the clutch closed-loop torque, the predicted speed regulation time, the preset torque threshold and the preset time threshold;

[0075] Step S16, performing speed adjustment control on the target vehicle based on the target speed regulation clutch.

[0076] Based on the above steps S11 to S16, in response to the shift request, the engine power state, the shift type, the engine torque, the engine speed, the engine target speed, the target gear ratio and the output shaft speed of the target vehicle at the current time are obtained, and based on the engine power state and the shift type, the initial speed regulating clutch is determined, which can realize preliminary control of the engine speed during the shift process, and thus improve the smoothness and efficiency of the shift process. Based on the engine torque and the feedback control torque, the clutch closed-loop torque is determined, and based on the closed-loop timing cumulative value corresponding to the clutch closed-loop torque, the engine speed, the target gear synchronous speed, the engine speed acceleration and the output shaft speed acceleration, the predicted speed regulating time is determined, and then according to the clutch closed-loop torque, the predicted speed regulating time, the preset torque threshold and the preset time threshold, the target speed regulating clutch of the target vehicle is determined, and finally based on the target speed regulating clutch, the speed adjustment control of the target vehicle is performed, which can realize accurate control of the engine speed during the shift process, so as to ensure that the speed regulating process does not exceed the expected time range, while avoiding shift impact and excessive wear of the clutch, and thus improving the shift quality and the driving performance of the vehicle. Based on the above technical process, the embodiment of the present application achieves the purpose of automatically and intelligently switching the speed regulating clutch during the shift process, thereby realizing the technical effect of improving the speed regulating control accuracy and response speed, and thus solving the technical problem of low speed regulating control accuracy.

[0077] Optionally, in step S11, obtaining the engine power state of the target vehicle at the current time comprises:

[0078] Step S111, obtaining the historical engine power state and the torque hysteresis value of the target vehicle, wherein the torque hysteresis value is used to represent the fluctuation threshold value corresponding to the engine torque;

[0079] Step S112, performing first analysis processing on the historical engine power state, the engine torque, the torque hysteresis value and the preset torque threshold to obtain a first analysis result, wherein the first analysis result is used to determine the engine power state.

[0080] The above torque hysteresis value refers to a threshold difference set when judging the engine power state to avoid frequent state jumps caused by torque fluctuations. Specifically, the torque hysteresis value can ensure that only when the engine torque changes significantly, exceeding a certain hysteresis range, the power state will switch from the non-driving state to the driving state, or from the driving state to the non-driving state.

[0081] Exemplarily, the specific size of the torque hysteresis value can be determined by calibration, and is usually set between 5-20 Nm to adapt to the torque change characteristics under different working conditions and ensure the stability and reliability of the control system.

[0082] Exemplarily, the engine torque data sent by the engine control module can be captured through the vehicle-mounted network such as the CAN bus. Then, the preset torque threshold and the torque hysteresis value are used to judge the continuously received torque data, to identify the change of the engine power state, i.e., the driving state or the non-driving state. Finally, the identified state is associated with the time stamp and stored as the historical engine power state for subsequent analysis.

[0083] Based on the above steps S111 to S112, the historical engine power state and the torque hysteresis value of the target vehicle are obtained, and then the historical engine power state, the engine torque, the torque hysteresis value and the preset torque threshold are subjected to the first analysis processing to obtain the first analysis result, which can help the control system to predict the trend of the change of the engine power state, so as to more accurately select the appropriate clutch for control in the speed regulation process, avoid the too long speed regulation time or the shift shock caused by inaccurate power state judgment, and improve the smoothness and efficiency of the shift process.

[0084] Optionally, the historical engine power state includes the non-driving state and the driving state, and the first analysis processing of the historical engine power state, the engine torque, the torque hysteresis value and the preset torque threshold to obtain the first analysis result includes:

[0085] Step S1121, in response to the first analysis result indicating that the historical engine power state is the non-driving state, and the engine torque is greater than the preset torque threshold, determining that the engine power state is the driving state;

[0086] Step S1122, in response to the first analysis result indicating that the historical engine power state is the driving state, and the engine torque is less than the difference between the preset torque threshold and the torque hysteresis value, determining that the engine power state is the non-driving state.

[0087] Exemplarily, when the first analysis result indicates that the historical engine power state is the non-driving state, and the following formula is satisfied, it is determined that the engine power state is the driving state:

[0088]

[0089] wherein, is the preset torque threshold.

[0090] Exemplarily, when the first analysis result indicates that the historical engine power state is the driving state, and the following formula is satisfied, it is determined that the engine power state is the non-driving state:

[0091]

[0092] wherein, represents the torque hysteresis value.

[0093] Based on the steps S1121 to S1122, the historical engine power state is the non-driving state, and the engine torque is greater than the preset torque threshold, the engine power state is determined as the driving state, the driving demand of the engine can be identified and responded in time, so that the engine speed can be more accurately controlled during the shifting process, and the shift shock or the speed regulation time extension caused by the lagging power state judgment can be avoided. The historical engine power state is the driving state, and the engine torque is less than the difference between the preset torque threshold and the torque hysteresis value, the engine power state is determined as the non-driving state, the non-driving state (such as idle, coasting or deceleration) of the engine can be accurately detected, and the speed regulation strategy can be adjusted accordingly, so that measures can be taken quickly when the engine output torque is reduced, the engine speed is prevented from falling too fast, and the continuity of the shift smoothness and the vehicle power is ensured.

[0094] Optionally, the shift type includes the upshift type and the downshift type, the initial speed regulation clutch includes the engaged clutch and the disengaged clutch, and in step S12, the initial speed regulation clutch is determined based on the engine power state and the shift type, and includes:

[0095] In step S121, in response to the shift type being the upshift type and the engine power state being the driving state, the initial speed regulation clutch is determined as the engaged clutch, wherein the engaged clutch is used to represent one of the gear clutches after the shift.

[0096] In step S122, in response to the shift type being the upshift type and the engine power state being the non-driving state, the initial speed regulation clutch is determined as the disengaged clutch, wherein the disengaged clutch is used to represent one of the gear clutches before the shift.

[0097] In step S123, in response to the shift type being the downshift type and the engine power state being the driving state, the initial speed regulation clutch is determined as the disengaged clutch.

[0098] In step S124, in response to the shift type being the downshift type and the engine power state being the non-driving state, the initial speed regulation clutch is determined as the engaged clutch.

[0099] The engaged clutch mentioned above refers to the clutch that is about to be engaged or is being engaged during the shift process, and is one of the clutches of the gear after the shift. The function of the engaged clutch is to transmit power in the new gear, to ensure the smooth transition of the power system and the continuity of the vehicle driving.

[0100] The separation clutch refers to a clutch in an automatic transmission for disconnecting a power transmission path. In a shift process, the separation clutch is disengaged from the clutch combination of the current gear to allow the new combination clutch to engage, thereby achieving a smooth transition from one gear to another. When it is necessary to reduce the engine speed to adapt to the speed ratio of a high gear, the pressure control of the separation clutch can be used to assist in achieving this goal.

[0101] Based on the steps S121 to S124, when the shift type is an upshift type and the engine power state is a non-driving state, determining the initial speed regulation clutch as a separation clutch helps to control the decrease of the engine speed to match the requirement of a higher gear. When the shift type is an upshift type and the engine power state is a non-driving state, determining the initial speed regulation clutch as a separation clutch can appropriately slow down the speed of the engine speed decrease to avoid excessive speed loss. When the shift type is a downshift type and the engine power state is a driving state, determining the initial speed regulation clutch as a separation clutch can accelerate the increase of the engine speed to match the higher speed required after downshifting more quickly, thereby reducing the shift time and improving the smoothness and efficiency of the shift. When the shift type is a downshift type and the engine power state is a non-driving state, determining the initial speed regulation clutch as a combination clutch can use the combination clutch to increase the engine load to cause the engine speed to rise smoothly, thereby controlling the smoothness during the shift process and reducing the impact.

[0102] Optionally, the vehicle control method in the embodiment of the present application further comprises:

[0103] In step S21, the historical gear speed ratio of the target vehicle and the target speed regulation time are obtained, wherein the historical gear speed ratio is used to represent the transmission ratio of the transmission at the historical gear;

[0104] In step S22, the historical gear synchronization speed is determined according to the gear speed ratio before the shift and the output shaft speed;

[0105] In step S23, the initial speed regulation time corresponding to the initial speed regulation clutch is determined based on the engine speed, the target gear synchronization speed, the historical gear synchronization speed, and the target speed regulation time.

[0106] Exemplarily, the historical gear synchronization speed can be calculated by the following formula:

[0107]

[0108] wherein, the historical gear synchronization speed is represented by ωs, the historical gear speed ratio is represented by i.

[0109] Exemplarily, the initial speed regulation time can be calculated by the following formula:

[0110]

[0111] wherein, represents the target speed regulation time.

[0112] Based on the steps S21 to S23, the initial speed regulation time corresponding to the initial speed regulation clutch is determined based on the engine speed, the target synchronous speed, the historical synchronous speed and the target speed regulation time, so that the speed regulation demand in the gear shifting process can be more accurately estimated, thereby optimizing the control strategy, ensuring that the speed regulation process is both rapid and smooth, avoiding gear shifting impact or excessive wear of the clutch due to inaccurate estimation of the speed regulation time, and improving the driving experience and durability of the transmission.

[0113] Optionally, in step S15, the target speed regulation clutch of the target vehicle is determined according to the clutch closed-loop torque, the predicted speed regulation time, a preset torque threshold and a preset time threshold, and the target speed regulation clutch includes:

[0114] In step S151, a first comparison is performed between the clutch closed-loop torque and the preset torque threshold, and a first comparison result is obtained, wherein the first comparison result is used to determine the size relationship between the clutch closed-loop torque and the preset torque threshold.

[0115] In step S152, a second comparison is performed between the predicted speed regulation time and the preset time threshold, and a second comparison result is obtained, wherein the second comparison result is used to determine the size relationship between the predicted speed regulation time and the preset time threshold.

[0116] In step S153, the target speed regulation clutch is determined based on the first comparison result and the second comparison result.

[0117] Specifically, by comparing the current clutch closed-loop torque with the preset torque threshold, it can be determined whether the clutch closed-loop torque has approached or reached its limit, i.e., whether the clutch has reached the half-joining point or is close to the fully-joined state, and can no longer effectively control the engine speed.

[0118] The predicted speed regulation time is calculated according to the current engine speed acceleration and the output shaft speed acceleration, and reflects the time required to reach the target speed under the current control state. If the size relationship between the predicted speed regulation time and the preset time threshold indicates that the speed regulation time will exceed the allowed range, it means that the current speed regulation clutch may not be sufficient to complete the speed regulation within the expected time, and therefore the speed regulation clutch needs to be switched.

[0119] Based on the steps S151 to S153, based on the first comparison result and the second comparison result, determining the target speed regulation clutch can ensure that, in the automatic transmission shifting process, the most suitable clutch is selected to accurately adjust the engine speed according to the real-time engine torque state and the predicted speed regulation time, thereby effectively improving the shifting smoothness and response speed, avoiding the situation that the speed regulation time is too long or the shifting impact is caused due to the wrong clutch selection, and further prolonging the service life of the transmission and improving the driving experience.

[0120] Optionally, in step S153, determining the target speed regulation clutch based on the first comparison result and the second comparison result comprises:

[0121] In step S1531, in response to the first comparison result indicating that the clutch closed-loop torque is greater than or equal to the preset torque threshold value, and the second comparison result indicating that the predicted speed regulation time is less than or equal to the preset time threshold value, the initial speed regulation clutch is determined as the target speed regulation clutch.

[0122] In step S1532, in response to the first comparison result indicating that the clutch closed-loop torque is less than the preset torque threshold value, and the second comparison result indicating that the predicted speed regulation time is greater than the preset time threshold value, the initial speed regulation clutch is switched to obtain the target speed regulation clutch.

[0123] Exemplarily, the preset torque threshold value is a calibration value, which is set to determine whether the current speed regulation clutch can still effectively control the engine speed. If the clutch closed-loop torque is less than the preset torque threshold value (for example, close to or equal to 0, or in a certain extremely low range), it indicates that the pressure of the current speed regulation clutch has reached the limit of its speed regulation capability, and the speed regulation capability of the initial speed regulation clutch is insufficient, and another type of clutch needs to be switched to perform the speed adjustment control. Conversely, when the clutch closed-loop torque is greater than or equal to the preset torque threshold value, it indicates that the current initial speed regulation clutch can normally perform the speed regulation control, and can be used as the target speed regulation clutch to execute the subsequent speed regulation control strategy. In addition, the preset time threshold value is also a calibration value, which is used to determine whether the speed regulation can be completed within a reasonable time. If the predicted speed regulation time exceeds the preset time threshold value, that is, the predicted speed regulation time is too long, it indicates that the current speed regulation strategy may not meet the shifting quality requirements, and another type of clutch needs to be switched to perform the speed adjustment control.

[0124] Based on the steps S1531 to S1532, when the first comparison result indicates that the clutch closed-loop torque has reached the limit of the speed regulation capability, and the second comparison result indicates that the predicted speed regulation time is too long, the control system will be triggered to switch the speed regulation clutch to try to improve the speed regulation efficiency. This switching mechanism can ensure that the automatic transmission can quickly and smoothly adjust the engine speed during the shifting process, thereby improving the shifting quality, reducing the shifting impact, and prolonging the service life of the clutch.

[0125] Optionally, before determining the target speed regulation clutch of the target vehicle according to the clutch closed-loop torque, the predicted speed regulation time, the preset torque threshold and the preset time threshold, the vehicle control method in the embodiment of the application further comprises:

[0126] In step S31, in response to the engine torque being greater than a preset first threshold and the engine torque being less than a preset second threshold, the initial speed regulation clutch is subjected to a second analysis processing to obtain a second analysis result, wherein the second analysis result is used to determine the oil filling state of the initial speed regulation clutch, and the preset first threshold is less than the preset second threshold.

[0127] In step S32, in response to the oil filling state being determined to be in an unsaturated state based on the second analysis result, the initial speed regulation clutch is subjected to an oil filling processing until the oil filling state is in a saturated state.

[0128] The preset first threshold and the preset second threshold are calibrated according to the specific characteristics of the engine and the transmission, and are used to determine whether the engine power state is at a critical point requiring switching of the speed regulation clutch, so as to determine whether to perform switching of the speed regulation clutch, so as to achieve the best shift control effect. The setting of the above two thresholds needs to consider various factors, including but not limited to the output characteristics of the engine, the shift characteristics of the transmission, the driving comfort and fuel economy of the vehicle, etc., so as to ensure smooth, fast and efficient shifting under different working conditions.

[0129] Specifically, the second analysis result is used to determine whether the oil filling state of the initial speed regulation clutch reaches the upper limit of its oil filling capacity, i.e., whether it is in a saturated state. If the oil filling state of the initial speed regulation clutch is determined to be in an unsaturated state based on the second analysis result, i.e., the degree of oil filling of the clutch is insufficient to ensure the best speed regulation capability, the control system will perform oil filling processing on the initial speed regulation clutch until its oil filling state reaches saturation, i.e., complete oil filling, which can ensure that the clutch has the best speed regulation capability.

[0130] Based on the above steps S31 to S32, it can be ensured that when the speed regulation demand caused by the change of the engine torque occurs, the clutch can timely adjust its oil filling state to adapt to the speed regulation requirement, thereby avoiding unnecessary delay or impact in the speed regulation process.

[0131] Those skilled in the art can clearly understand that the method according to the above-mentioned embodiments can be realized by means of software on a general hardware platform as necessary, and of course, can also be realized by hardware, but in many cases, the former is a better implementation. Based on such understanding, the technical solutions of the present application can be embodied in the form of a software product, which is stored in a storage medium (such as a ROM / RAM, a magnetic disk, or an optical disk) and includes a plurality of instructions for causing a terminal device (which can be a mobile phone, a computer, a server, or a network device) to execute the method described in the embodiments of the present application.

[0132] A vehicle control device is also provided in the embodiments of the present application, which is used to implement the above-mentioned embodiments and preferred embodiments, and will not be described again. As used below, the term "module" can be a combination of software and / or hardware that implements a predetermined function. Although the device described in the following embodiments is preferably implemented in software, implementation of hardware, or a combination of software and hardware, is also possible and contemplated.

[0133] Figure 2 is a structural block diagram of a vehicle control device according to one of the embodiments of the present application, as shown in Figure 2 The device includes:

[0134] The first acquisition module 201 is configured to acquire, in response to a shift request, an engine power state, a shift type, an engine torque, an engine speed, an engine target speed, a target gear ratio, and an output shaft speed of the target vehicle at a current time, wherein the engine power state is used to indicate a running mode in which the engine is currently located, the shift type is used to indicate a type of action of switching the target vehicle from a current gear to a target gear, and the target gear ratio is used to indicate a transmission ratio of a transmission in the target vehicle at the target gear.

[0135] The first determination module 202 is configured to determine an initial speed regulation clutch based on the engine power state and the shift type, wherein the initial speed regulation clutch is used to perform speed regulation control on the target vehicle.

[0136] The second determination module 203 is configured to determine a clutch closed-loop torque based on the engine torque and a feedback control torque, wherein the feedback control torque is determined based on a difference between the engine speed and the engine target speed.

[0137] The third determination module 204 is configured to determine a predicted speed regulation time based on the closed-loop timing cumulative value corresponding to the clutch closed-loop torque, the engine speed, a target gear synchronous speed, an engine speed acceleration and an output shaft speed acceleration, wherein the target gear synchronous speed is determined based on a target gear ratio and the output shaft speed, the engine speed acceleration is determined based on a filtered engine speed at a current time, a filtered engine speed at a previous time and a preset operation interval, and the output shaft speed acceleration is determined based on a filtered output shaft speed at the current time, a filtered output shaft speed at the previous time and the preset operation interval.

[0138] The fourth determination module 205 is configured to determine a target speed regulation clutch of the target vehicle according to the clutch closed-loop torque, the predicted speed regulation time, a preset torque threshold and a preset time threshold.

[0139] The control module 206 is configured to perform speed regulation control on the target vehicle based on the target speed regulation clutch.

[0140] Optionally, the first acquisition module 201 is further configured to acquire a historical engine power state and a torque hysteresis value of the target vehicle, wherein the torque hysteresis value is used to represent a fluctuation threshold of the engine torque; and perform first analysis processing on the historical engine power state, the engine torque, the torque hysteresis value and a preset torque threshold to obtain a first analysis result, wherein the first analysis result is used to determine the engine power state.

[0141] Optionally, the historical engine power state includes a non-driving state and a driving state, and the first acquisition module 201 is further configured to: in response to the first analysis result indicating that the historical engine power state is the non-driving state and the engine torque is greater than the preset torque threshold, determine that the engine power state is the driving state; and in response to the first analysis result indicating that the historical engine power state is the driving state and the engine torque is less than a difference between the preset torque threshold and the torque hysteresis value, determine that the engine power state is the non-driving state.

[0142] Optionally, the gear shifting type includes an upshift type and a downshift type, and the initial speed regulation clutch includes a combined clutch and a separated clutch, and the first determination module 202 is further configured to: in response to the gear shifting type being the upshift type and the engine power state being the driving state, determine that the initial speed regulation clutch is the combined clutch, wherein the combined clutch is used to represent one of the gear clutches after the gear shifting; in response to the gear shifting type being the upshift type and the engine power state being the non-driving state, determine that the initial speed regulation clutch is the separated clutch, wherein the separated clutch is used to represent one of the gear clutches before the gear shifting; in response to the gear shifting type being the downshift type and the engine power state being the driving state, determine that the initial speed regulation clutch is the separated clutch; and in response to the gear shifting type being the downshift type and the engine power state being the non-driving state, determine that the initial speed regulation clutch is the combined clutch.

[0143] Optionally, the vehicle control device in the embodiment of the present application further comprises:

[0144] The second acquisition module 207 is configured to acquire a historical gear ratio of the target vehicle and a target speed regulation time, wherein the historical gear ratio is used to represent a transmission ratio of the transmission at a historical gear;

[0145] The fifth determination module 208 is configured to determine a historical gear synchronization speed according to the pre-shift gear ratio and the output shaft speed;

[0146] The sixth determination module 209 is configured to determine an initial speed regulation time corresponding to the initial speed regulation clutch based on the engine speed, the target gear synchronization speed, the historical gear synchronization speed and the target speed regulation time.

[0147] Optionally, the fourth determination module 205 is further configured to: perform first comparison processing on the clutch closed-loop torque and a preset torque threshold value to obtain a first comparison result, wherein the first comparison result is used to determine the size relationship between the clutch closed-loop torque and the preset torque threshold value; perform second comparison processing on the predicted speed regulation time and a preset time threshold value to obtain a second comparison result, wherein the second comparison result is used to determine the size relationship between the predicted speed regulation time and the preset time threshold value; and determine the target speed regulation clutch based on the first comparison result and the second comparison result.

[0148] Optionally, the fourth determination module 205 is further configured to: in response to the first comparison result indicating that the clutch closed-loop torque is greater than or equal to the preset torque threshold value and the second comparison result indicating that the predicted speed regulation time is less than or equal to the preset time threshold value, determine that the initial speed regulation clutch is the target speed regulation clutch; and in response to the first comparison result indicating that the clutch closed-loop torque is less than the preset torque threshold value and the second comparison result indicating that the predicted speed regulation time is greater than the preset time threshold value, perform switching processing on the initial speed regulation clutch to obtain the target speed regulation clutch.

[0149] Optionally, before determining the target speed regulation clutch of the target vehicle according to the clutch closed-loop torque, the predicted speed regulation time, the preset torque threshold value and the preset time threshold value, the vehicle control device in the embodiment of the present application further comprises:

[0150] The first processing module 210 is configured to perform second analysis processing on the initial speed regulation clutch in response to the engine torque being greater than a preset first threshold value and the engine torque being less than a preset second threshold value to obtain a second analysis result, wherein the second analysis result is used to determine the oil filling state of the initial speed regulation clutch, and the preset first threshold value is less than the preset second threshold value.

[0151] The first processing module 211 is configured to perform oil filling processing on the initial speed regulation clutch until the oil filling state is in a saturated state, in response to determining that the oil filling state is in an unsaturated state based on the second analysis result.

[0152] It should be noted that the above modules can be implemented by software or hardware, and the hardware implementation can be implemented in the following manner, but is not limited thereto: all the modules are located in the same processor; or the modules are located in different processors in any combination.

[0153] According to another aspect of the embodiment of the present application, a computer readable storage medium is also provided, which comprises a stored executable program, wherein the executable program controls the device where the storage medium is located to perform the vehicle control method in the embodiment of the present application when the executable program is executed.

[0154] Optionally, in the embodiment, the storage medium can be configured to store a computer program for executing the following steps:

[0155] In step S11, in response to a shift request, an engine power state, a shift type, an engine torque, an engine speed, an engine target speed, a target gear ratio and an output shaft speed of the target vehicle at a current time are obtained, wherein the engine power state is used to indicate the running mode of the engine at present, the shift type is used to indicate the action type of switching the target vehicle from the current gear to the target gear, and the target gear ratio is used to indicate the transmission ratio of the transmission in the target vehicle at the target gear;

[0156] In step S12, an initial speed regulation clutch is determined based on the engine power state and the shift type, wherein the initial speed regulation clutch is used to perform speed regulation control on the target vehicle.

[0157] In step S13, a clutch closed-loop torque is determined based on the engine torque and a feedback control torque, wherein the feedback control torque is determined based on the difference between the engine speed and the engine target speed.

[0158] In step S14, a predicted speed regulation time is determined based on a closed-loop timing cumulative value corresponding to the clutch closed-loop torque, the engine speed, a target gear synchronization speed, an engine speed acceleration and an output shaft speed acceleration, wherein the target gear synchronization speed is determined based on the target gear ratio and the output shaft speed, the engine speed acceleration is determined based on the filtered engine speed at the current time, the filtered engine speed at the last time and a preset running interval, and the output shaft speed acceleration is determined based on the filtered output shaft speed at the current time, the filtered output shaft speed at the last time and the preset running interval.

[0159] Step S15, determining a target speed regulation clutch of the target vehicle according to the clutch closed-loop torque, the predicted speed regulation time, a preset torque threshold and a preset time threshold;

[0160] Step S16, performing speed regulation control on the target vehicle based on the target speed regulation clutch.

[0161] Optionally, in the embodiment, the storage medium can include, but is not limited to, a U disk, a read-only memory (ROM), a random access memory (RAM), a mobile hard disk, a magnetic disk or an optical disk, and various computer program storage media.

[0162] According to another aspect of the embodiment of the present application, a computer program product is also provided, which includes computer instructions for implementing the vehicle control method in the embodiment of the present application when executed by a processor.

[0163] Optionally, in the embodiment, the computer program product can be a computer program for performing the following steps:

[0164] Step S11, in response to a shift request, obtaining an engine power state, a shift type, an engine torque, an engine speed, an engine target speed, a target gear ratio and an output shaft speed of the target vehicle at a current time, wherein the engine power state is used to indicate a current operation mode of the engine, the shift type is used to indicate an action type of switching the target vehicle from a current gear to a target gear, and the target gear ratio is used to indicate a transmission ratio of a transmission in the target vehicle at the target gear;

[0165] Step S12, determining an initial speed regulation clutch based on the engine power state and the shift type, wherein the initial speed regulation clutch is used to perform speed regulation control on the target vehicle;

[0166] Step S13, determining a clutch closed-loop torque based on the engine torque and a feedback control torque, wherein the feedback control torque is determined based on a difference between the engine speed and the engine target speed;

[0167] Step S14, determining a predicted speed regulation time based on a closed-loop timing cumulative value corresponding to the clutch closed-loop torque, the engine speed, a target gear synchronization speed, an engine speed acceleration and an output shaft speed acceleration, wherein the target gear synchronization speed is determined based on the target gear ratio and the output shaft speed, the engine speed acceleration is determined based on a filtered engine speed at the current time, a filtered engine speed at a previous time and a preset operation interval, and the output shaft speed acceleration is determined based on a filtered output shaft speed at the current time, a filtered output shaft speed at the previous time and the preset operation interval;

[0168] Step S15, according to the clutch closed loop torque, the predicted speed regulation time, the preset torque threshold and the preset time threshold, determining the target speed regulation clutch of the target vehicle;

[0169] Step S16, based on the target speed regulation clutch, performing speed adjustment control on the target vehicle.

[0170] The above-mentioned embodiment numbers of the present application are only for description, and do not represent the advantages and disadvantages of the embodiments.

[0171] In the above-mentioned embodiments of the present application, the description of each embodiment has its own emphasis, and the parts not described in detail in a certain embodiment can be referred to the relevant description of other embodiments.

[0172] In the several embodiments of the present application, it should be understood that the disclosed technology can be implemented in other ways. Of course, the device embodiment described above is only schematic. For example, the division of units can be a logical function division, and there can be another division manner in actual implementation, for example, a plurality of units or components can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the coupling or direct coupling or communication connection between the units shown or discussed can be indirect coupling or communication connection through some interface, unit or module, and can be electrical or other forms.

[0173] The units described as separate components can or can not be physically separate, and the components shown as units can or can not be physical units, that is, they can be located in one place, or they can be distributed on multiple units. According to actual needs, part or all of the units can be selected to achieve the purpose of the embodiment scheme.

[0174] In addition, each functional unit in each embodiment of the present application can be integrated in one processing unit, or each unit can exist physically, or two or more units can be integrated in one unit. The above integrated unit can be realized in the form of hardware or in the form of software functional unit.

[0175] The integrated unit, if implemented in the form of a software function unit and sold or used as an independent product, can be stored in a computer readable storage medium. Based on such understanding, the technical solutions of the present application, essentially or in other words, the part that contributes to the prior art or the whole or part of the technical solutions can be embodied in the form of a software product. The computer software product is stored in a storage medium, including a number of instructions to make a computer device (which can be a personal computer, a server or a network device, etc.) execute all or part of the steps of the methods described in various embodiments of the present application. The aforementioned storage medium includes: a U disk, a read-only memory (ROM, Read-Only Memory), a random access memory (RAM, Random Access Memory), a mobile hard disk, a magnetic disk or an optical disk, and various media that can store program codes.

[0176] The above is only the preferred embodiment of the present application, it should be pointed out that, for those skilled in the art, without departing from the principles of the present application, can make a number of improvements and refinements, these improvements and refinements should also be considered as the protection scope of the present application.

Claims

1. A vehicle control method characterized by, The method comprises: obtaining an engine power state, a shift type, an engine torque, an engine speed, an engine target speed, a target gear ratio and an output shaft speed of the target vehicle at a current time in response to a shift request, wherein the engine power state is used to represent a current operation mode of the engine, the shift type is used to represent a type of action of switching the target vehicle from a current gear to a target gear, and the target gear ratio is used to represent a transmission ratio of a transmission in the target vehicle at the target gear; determining an initial speed regulation clutch based on the engine power state and the shift type, wherein the initial speed regulation clutch is used for speed regulation control of the target vehicle; determining a clutch closed-loop torque based on the engine torque and a feedback control torque, wherein the feedback control torque is determined based on a difference between the engine speed and the engine target speed; determining a predicted speed regulation time based on a closed-loop timing cumulative value corresponding to the clutch closed-loop torque, the engine speed, a target gear synchronization speed, an engine speed acceleration and an output shaft speed acceleration, wherein the target gear synchronization speed is determined based on the target gear ratio and the output shaft speed, the engine speed acceleration is determined based on a current time filtered engine speed, a last time filtered engine speed and a preset operation interval, and the output shaft speed acceleration is determined based on a current time filtered output shaft speed, a last time filtered output shaft speed and the preset operation interval; determining a target speed regulation clutch of the target vehicle according to the clutch closed-loop torque, the predicted speed regulation time, a preset torque threshold and a preset time threshold; performing speed regulation control of the target vehicle based on the target speed regulation clutch.

2. The vehicle control method according to claim 1, characterized by, The method further comprises: obtaining a historical engine power state and a torque hysteresis value of the target vehicle, wherein the torque hysteresis value is used to represent a fluctuation threshold value corresponding to the engine torque; performing first analysis processing on the historical engine power state, the engine torque, the torque hysteresis value and a preset torque threshold to obtain a first analysis result, wherein the first analysis result is used to determine the engine power state.

3. The vehicle control method according to claim 2, characterized by, The historical engine power state comprises a non-driving state and a driving state, and the first analysis processing comprises: determining that the engine power state is the driving state in response to the first analysis result indicating that the historical engine power state is the non-driving state and the engine torque is greater than the preset torque threshold; determining that the engine power state is the non-driving state in response to the first analysis result indicating that the historical engine power state is the driving state and the engine torque is less than a difference between the preset torque threshold and the torque hysteresis value.

4. The vehicle control method according to claim 3, characterized by The shift type includes an upshift type and a downshift type, the initial speed regulation clutch includes a combined clutch and a separated clutch, and based on the engine power state and the shift type, the initial speed regulation clutch is determined to include: in response to the shift type being the upshift type and the engine power state being the driving state, the initial speed regulation clutch is determined to be the combined clutch, wherein the combined clutch is used to represent one of the shift-after gear clutches; in response to the shift type being the upshift type and the engine power state being the non-driving state, the initial speed regulation clutch is determined to be the separated clutch, wherein the separated clutch is used to represent one of the shift-before gear clutches; in response to the shift type being the downshift type and the engine power state being the driving state, the initial speed regulation clutch is determined to be the separated clutch; in response to the shift type being the downshift type and the engine power state being the non-driving state, the initial speed regulation clutch is determined to be the combined clutch.

5. The vehicle control method according to claim 4, characterized by The method further includes: obtaining a historical gear ratio of the target vehicle and a target speed regulation time, wherein the historical gear ratio is used to represent a transmission ratio of the transmission at a historical gear; determining a historical gear synchronization speed according to the shift-before gear ratio and the output shaft speed; determining an initial speed regulation time corresponding to the initial speed regulation clutch based on the engine speed, the target gear synchronization speed, the historical gear synchronization speed, and the target speed regulation time.

6. The vehicle control method according to claim 5, characterized by According to the clutch closed-loop torque, the predicted speed regulation time, a preset torque threshold, and a preset time threshold, the target speed regulation clutch of the target vehicle is determined to include: performing first comparison processing on the clutch closed-loop torque and the preset torque threshold to obtain a first comparison result, wherein the first comparison result is used to determine the size relationship between the clutch closed-loop torque and the preset torque threshold; performing second comparison processing on the predicted speed regulation time and the preset time threshold to obtain a second comparison result, wherein the second comparison result is used to determine the size relationship between the predicted speed regulation time and the preset time threshold; determining the target speed regulation clutch based on the first comparison result and the second comparison result.

7. The vehicle control method according to claim 6, characterized by, The determination of the target speed regulation clutch based on the first comparison result and the second comparison result includes: in response to the first comparison result indicating that the clutch closed-loop torque is greater than or equal to the preset torque threshold, and the second comparison result indicating that the predicted speed regulation time is less than or equal to the preset time threshold, the initial speed regulation clutch is determined to be the target speed regulation clutch; in response to the first comparison result indicating that the clutch closed-loop torque is less than the preset torque threshold, and the second comparison result indicating that the predicted speed regulation time is greater than the preset time threshold, the initial speed regulation clutch is switched to obtain the target speed regulation clutch.

8. The vehicle control method according to claim 1, characterized by Before the target vehicle target speed regulating clutch is determined according to the clutch closed-loop torque, the predicted speed regulating time, a preset torque threshold value and a preset time threshold value, the method further comprises: In response to the engine torque being greater than a preset first threshold value and the engine torque being less than a preset second threshold value, the initial speed regulating clutch is subjected to a second analysis processing to obtain a second analysis result, wherein the second analysis result is used to determine an oil filling state of the initial speed regulating clutch, and the preset first threshold value is less than the preset second threshold value; In response to the oil filling state being determined to be in an unsaturated state based on the second analysis result, the initial speed regulating clutch is subjected to an oil filling processing until the oil filling state is in a saturated state.

9. A computer-readable storage medium, characterized in that, The computer readable storage medium comprises a stored executable program, wherein the executable program controls a device in which the storage medium is located to execute the vehicle control method in any one of claims 1 to 8 when the executable program is executed.

10. A computer program product, characterised in that, The computer program product comprises computer instructions which, when executed by a processor, implement the vehicle control method in any one of claims 1 to 8.

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