PID (Proportion Integration Differentiation)-based vehicle comprehensive speed ratio self-adaption method, device, equipment and medium

Abstract

The invention provides a PID-based vehicle comprehensive speed ratio self-adaption method, device and equipment and a medium, and the method comprises the steps: when a preset comprehensive speed ratio self-learning calculation condition is met, obtaining a current calculation vehicle speed through calculation according to a comprehensive speed ratio initial value; iteratively correcting the comprehensive speed ratio at the next moment according to the calculated vehicle speed and a proportionality coefficient in PID control; after a preset time period is iterated, the variance of the corrected comprehensive speed ratio under each time window is calculated in a sliding mode according to a preset time window by means of the corrected comprehensive speed ratio; according to the variance of the corrected comprehensive speed ratio under each time window, the optimal comprehensive speed ratio is selected as the vehicle comprehensive speed ratio of the current vehicle, when the input signal fluctuates greatly, is unstable and loses frames, the current calculated value can be directly skipped according to the variance, the optimal output is kept, and the influence of fluctuation or interference is avoided; the self-adaptive anti-interference capability and accuracy of the comprehensive speed ratio of the vehicle are effectively improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of vehicle data self-learning, and in particular to a PID-based vehicle comprehensive speed ratio adaptive method, device, equipment and medium. BACKGROUND

[0002] The AMT transmission performs shift control, driving mode switching and fault diagnosis according to the state quantities such as vehicle speed, engine speed and torque in real time. When the calibrated comprehensive speed ratio of the vehicle transmission chain is inconsistent with the actual value, the mapping relationship between the speed signal and the vehicle speed signal cannot be matched, which is easy to determine as a fault of the vehicle sensor and mis-trigger the fault light. At the same time, when the corresponding relationship between the speed and vehicle speed signals is inconsistent, the shift point and the calculation accuracy of the shift power will be reduced, which will reduce the shift quality and affect the fuel consumption of the vehicle.

[0003] Currently, the comprehensive speed ratio calibration quantity can be set separately in the AMT program, and the calibration is fixed according to the actual comprehensive speed ratio of the vehicle. Therefore, different speed ratio vehicles need to write different speed ratio AMT programs. The increase of the AMT program version will complicate the program management, increase the probability of mismatching, and affect the use quality of the AMT. Currently, the comprehensive speed ratio can be calculated by dividing the output shaft speed by the vehicle speed and other related quantities. However, due to the fluctuation of the output shaft speed and the low resolution of the vehicle speed signal, the calculated comprehensive speed ratio will fluctuate greatly, and the learning result will be random. After adding various speed ratio learning restrictions, the learning accuracy of some vehicles is improved, but the consistency of the program performance is reduced, and the calibration work is increased.

[0004] To solve this problem, the prior art proposes to use the least square method for self-learning, such as a vehicle comprehensive speed ratio self-learning method, system, device and medium disclosed in application No. CN202410819997.7, which discloses using the speed and vehicle speed signals at all times as input to iteratively calculate the last time as the optimal solution. However, when there is interference or fluctuation at any time, the inaccurate input is still used as a reference for calculating the output, which can reduce the accuracy of the output, prolong the iteration time, and reduce the anti-interference ability and accuracy of the vehicle comprehensive speed ratio self-adaptation.

[0005] To solve this problem, the present application provides a PID-based vehicle comprehensive speed ratio adaptive method, device, equipment and medium to solve the above problems. SUMMARY

[0006] The present application provides a PID-based vehicle comprehensive speed ratio adaptive method, device, equipment and medium to solve the above problems. The present application effectively solves the problem of low anti-interference ability and accuracy of the vehicle comprehensive speed ratio self-adaptation caused by the prior art, and effectively improves the anti-interference ability and accuracy of the vehicle comprehensive speed ratio self-adaptation.

[0007] The first aspect of the present application provides a PID-based vehicle overall speed ratio adaptive method, comprising: When a preset overall speed ratio self-learning calculation condition is met, a current calculation vehicle speed is calculated according to an initial overall speed ratio value; According to the calculation vehicle speed and a proportional coefficient in PID control, an overall speed ratio at a next moment is iteratively corrected; After an iteration preset time period, a variance of the corrected overall speed ratio in each time window is calculated according to a preset time window sliding calculation; According to the variance of the corrected overall speed ratio in each time window, an optimal overall speed ratio is selected as a vehicle overall speed ratio of a current vehicle.

[0008] Optionally, the overall speed ratio at the next moment is iteratively corrected according to the calculation vehicle speed and the proportional coefficient in the PID control:

[0009] wherein RAT(k+1) is the overall speed ratio at the k+1 moment, RAT(k) is the overall speed ratio at the k moment, is the proportional coefficient in the PID control, is an error between the current calculation vehicle speed and a corresponding ABS vehicle speed.

[0010] Optionally, the preset time period is determined according to the preset time window.

[0011] Further, the preset time period determined according to the preset time window is specifically:

[0012] wherein T is the preset time period, N is a total number of overall speed ratio learning requirements, is a time length in the preset time window, is a number of overall speed ratio learning in the preset time window.

[0013] Optionally, the selection of the optimal overall speed ratio as the vehicle overall speed ratio of the current vehicle according to the variance of the corrected overall speed ratio in each time window specifically comprises: The mean value of all the corrected overall speed ratios in the time window corresponding to the minimum variance of the corrected overall speed ratio in the current iteration process is selected as the optimal overall speed ratio.

[0014] Further, the selection of the optimal overall speed ratio as the vehicle overall speed ratio of the current vehicle according to the variance of the corrected overall speed ratio in each time window specifically further comprises: Determine whether the total duration of the current iteration process is greater than a preset duration threshold, or whether the total number of learning iterations is greater than a preset number threshold. If the total duration of the current iteration process is greater than the preset duration threshold, or the total number of learning iterations is greater than the preset number threshold, output the optimal overall speed ratio.

[0015] Furthermore, the step of selecting the optimal overall speed ratio as the current vehicle's overall speed ratio based on the variance of the corrected overall speed ratio under each time window specifically includes: Determine whether the difference between the current optimal overall speed ratio and the stored overall speed ratio is greater than a preset difference threshold. If the difference is greater than the preset difference threshold, replace the stored overall speed ratio with the current optimal overall speed ratio; otherwise, keep the stored overall speed ratio unchanged.

[0016] A second aspect of the present invention provides a PID-based vehicle comprehensive speed ratio adaptive device, comprising: The first calculation module calculates the current vehicle speed based on the initial value of the comprehensive speed ratio when the preset self-learning calculation conditions for the comprehensive speed ratio are met. The correction module iteratively corrects the overall speed ratio for the next moment based on the calculated vehicle speed and the proportional coefficient in the PID control. The second calculation module, after iterating over a preset time period, uses the corrected comprehensive speed ratio to slide and calculate the variance of the corrected comprehensive speed ratio under each preset time window according to the preset time window. The module is selected, and the optimal overall speed ratio is chosen as the overall speed ratio of the current vehicle based on the variance of the corrected overall speed ratio under each time window.

[0017] A third aspect of the present invention provides an electronic device comprising: a memory for storing a computer program; and a processor for executing the computer program to implement the PID-based vehicle comprehensive speed ratio adaptive method of the first aspect of the present invention.

[0018] A fourth aspect of the present invention provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the PID-based vehicle integrated speed ratio adaptive method of the first aspect of the present invention.

[0019] The technical solution adopted in this invention has the following technical effects: 1. This invention iteratively corrects the overall speed ratio at the next moment based on the calculated vehicle speed and the proportional coefficient in PID control. After iterating for a preset time period, the corrected overall speed ratio is used to slide and calculate the variance of the corrected overall speed ratio in each preset time window. Based on the variance of the corrected overall speed ratio in each time window, the optimal overall speed ratio is selected as the vehicle's overall speed ratio for the current vehicle. The optimal solution is directly selected, filtering out the influence of fluctuations in speed and vehicle speed signals. When the input signal fluctuates greatly, is unstable, or experiences frame drops, the current calculated value can be directly skipped based on the variance, maintaining the optimal output and remaining unaffected by fluctuations or interference. This effectively solves the problem of low adaptive anti-interference capability and accuracy of the vehicle's overall speed ratio due to existing technologies, and effectively improves the adaptive anti-interference capability and accuracy of the vehicle's overall speed ratio.

[0020] 2. In the technical solution of this invention, the preset time period is determined according to the preset time window, which avoids the error in the initial mean variance calculation due to insufficient initial iterations and a small number of learning points that cannot meet the preset time window size, thus ensuring the anti-interference and accuracy of the vehicle's comprehensive speed ratio adaptation.

[0021] 3. In the technical solution of this invention, the mean of all corrected comprehensive speed ratios within the time window corresponding to the time when the variance of the corrected comprehensive speed ratio is the smallest during the current iteration is taken as the optimal comprehensive speed ratio. Based on the variance, the current calculated value can be directly ignored, thereby selecting the mean of the learned speed ratio under the most stable window as the optimal output, which is not affected by fluctuations or interference, and further improves the anti-interference ability and accuracy of the vehicle's comprehensive speed ratio adaptation.

[0022] 4. In the technical solution of this invention, it is determined whether the total duration of the current iteration process is greater than a preset duration threshold, or whether the total number of learning times in the current iteration process is greater than a preset number threshold. If the total duration of the current iteration process is greater than the preset duration threshold, or the total number of learning times in the current iteration process is greater than the preset number threshold, the optimal comprehensive speed ratio is output, which improves the accuracy of iterative correction and ensures the anti-interference and accuracy of the vehicle comprehensive speed ratio adaptation.

[0023] 5. In the technical solution of the present invention, it is determined whether the difference between the current optimal overall speed ratio and the stored overall speed ratio is greater than a preset difference threshold. If the difference between the current optimal overall speed ratio and the stored overall speed ratio is greater than the preset difference threshold, the stored overall speed ratio is replaced with the current optimal overall speed ratio; otherwise, the stored overall speed ratio is kept unchanged, thus taking into account both the timeliness and effectiveness of updating the optimal overall speed ratio.

[0024] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit the invention. Attached Figure Description

[0025] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0026] Figure 1 This is a flowchart illustrating the method of Embodiment 1 in the present invention; Figure 2 This is a schematic diagram of the process for calculating and iteratively correcting the overall speed ratio in the method of Embodiment 1 of the present invention; Figure 3 This is a schematic diagram of the process for correcting, learning, and updating the overall speed ratio in the method of Embodiment 1 of the present invention; Figure 4 This is a schematic diagram of the device in Embodiment 2 of the present invention; Figure 5 This is a schematic diagram of the device in Embodiment 3 of the present invention. Detailed Implementation

[0027] To clearly illustrate the technical features of this solution, the invention will be described in detail below through specific embodiments and in conjunction with the accompanying drawings. The following disclosure provides many different embodiments or examples for implementing different structures of the invention. To simplify the disclosure of the invention, components and arrangements of specific examples are described below. Furthermore, reference numerals and / or letters may be repeated in different examples. This repetition is for simplification and clarity and does not in itself indicate a relationship between the various embodiments and / or arrangements discussed. It should be noted that the components illustrated in the drawings are not necessarily drawn to scale. Descriptions of well-known components, processing techniques, and processes are omitted in this invention to avoid unnecessarily limiting the invention.

[0028] Example 1 like Figure 1 As shown, this invention provides a vehicle comprehensive speed ratio adaptive method based on PID control, including: S1, when the preset comprehensive speed ratio self-learning calculation conditions are met, the current calculated vehicle speed is obtained based on the initial value of the comprehensive speed ratio; S2, based on the calculated vehicle speed and the proportional coefficient in the PID control, iteratively correct the overall speed ratio at the next moment; S3, after iterating over a preset time period, use the corrected comprehensive speed ratio to calculate the variance of the corrected comprehensive speed ratio under each time window according to the preset time window. S4. Based on the variance of the corrected overall speed ratio under each time window, select the optimal overall speed ratio as the current vehicle's overall speed ratio.

[0029] In step S1, the AMT transmission control unit (TCU) collects the vehicle speed signal and the AMT output shaft speed signal, and diagnoses whether the signals meet the requirements for comprehensive speed ratio self-learning calculation. When the preset comprehensive speed ratio self-learning calculation conditions are met (e.g., the output shaft speed sensor is fault-free, the current vehicle speed is greater than the set vehicle speed threshold, and the relative speed deviation of the wheels is within the normal range), the current calculated vehicle speed is obtained by combining the output shaft speed with the initial value of the comprehensive speed ratio. The AMT output shaft speed can be measured by the output shaft speed sensor, so the output shaft speed sensor must be fault-free. The vehicle speed signal comes from the vehicle ABS. Under the premise that the vehicle ABS is fault-free, the relative speed deviation of each wheel must be within the normal range. If the deviation is large and exceeds the set speed threshold, it is considered that the vehicle is currently experiencing abnormal phenomena such as slippage. In this case, the vehicle speed signal cannot be used for comprehensive speed ratio calculation, and the vehicle speed must be greater than the set threshold.

[0030] Among them, such as Figure 2 As shown, the current calculated vehicle speed is obtained based on the initial value of the comprehensive speed ratio as follows: when the output shaft speed is... At (rpm / min), calculate the corresponding vehicle speed according to the power transmission ratio. (km / h): , , These are the rear axle speed ratio and tire radius, respectively, where the combined speed ratio... ,remember When the learning conditions are met (preset comprehensive speed ratio self-learning calculation conditions), the output shaft speed utilizes the comprehensive speed ratio. Calculate the current vehicle speed Calculate the current vehicle speed Corresponding ABS speed error .

[0031] In step S2, the overall speed ratio at the next moment is iteratively corrected based on the calculated vehicle speed and the proportional coefficient in the PID control.

[0032] Where RAT(k+1) is the combined speed ratio at time k+1, and RAT(k) is the combined speed ratio at time k. This refers to the proportional coefficient in PID control. This represents the error between the current calculated vehicle speed and the corresponding ABS vehicle speed.

[0033] The current composite speed ratio is corrected based on the error between the calculated vehicle speed and the corresponding collected ABS actual vehicle speed to reduce the speed error, and the calculation is iterated repeatedly. If the preset composite speed ratio self-learning calculation conditions are met, the iterative calculation continues; if any condition is not met, the iterative calculation stops. This iterative calculation is independent of any parameters, only related to the vehicle speed and the output shaft speed. If the vehicle is in normal condition, i.e., the output shaft speed sensor is fault-free, and the current vehicle speed is greater than the set vehicle speed threshold, and the relative wheel deviation is within the normal range, the iterative calculation continues; otherwise, it stops. Specifically, a one-dimensional interpolation module can be set, with the current error as the input. The output is the proportional coefficient in the PID control under the corresponding error. When the error is large, Larger; when the error is small, Smaller. When the model building platform is a Simulink environment, the corresponding one-dimensional interpolation module in the library can be used directly; only configuration is required. and The corresponding value is automatically interpolated based on the input; if using other platforms, a piecewise or linear function can be set for the input. When it is large, the output Larger; Input When it is small, the output The values ​​are relatively small, and the trends are similar, but the specific functional relationships are not restricted.

[0034] This invention creatively applies the PID control method, typically used for closed-loop adjustment of physical quantities, to the problem of linear data fitting. The core principle of proportional control is that the controller output is directly proportional to the current deviation; the larger the deviation, the larger the output control quantity, thus quickly offsetting the deviation. The proportional control model contains only the proportional coefficient. Simply by setting the scaling factor , can rely on The target value is automatically calculated. The current learning speed ratio is the sum of the previous learning speed ratio and the deviation multiplied by a proportional coefficient. And the proportional coefficient... The value can be automatically adjusted by interpolation based on the magnitude of the error. If the error is large, it will accelerate convergence and increase the speed; if the error is small, it will slow down convergence and improve the accuracy.

[0035] In step S3, the preset time period can be determined based on a preset time window.

[0036] Specifically, the preset time period is determined based on the preset time window as follows:

[0037] Where T is the preset time period, and N is the total number of times the comprehensive speed ratio learning requirement is required. The duration within the preset time window, This refers to the number of times the comprehensive speed ratio is learned within a preset time window.

[0038] During the entire iterative calculation process, at the beginning of the iteration... After a preset time period, calculate the overall speed ratio within a fixed window size (preset time window or preset number of windows). The mean and variance must be calculated; otherwise, the number of initial iterations will be insufficient, and the number of learning points will be too small to meet the window size setting, resulting in errors in the initial mean and variance calculation.

[0039] In step S4, selecting the optimal overall speed ratio as the current vehicle's overall speed ratio based on the variance of the corrected overall speed ratio under each time window specifically includes: S41, take the mean of all corrected overall speed ratios within the time window corresponding to the time when the variance of the corrected overall speed ratio is minimized in the current iteration process as the optimal overall speed ratio.

[0040] Throughout the iteration process, the mean of all corrected overall speed ratios within the time window corresponding to the time when the variance of the corrected overall speed ratio is minimized is automatically taken as the optimal overall speed ratio. The iteration control adopts the principle of proportional adjustment, repeatedly adjusting and calculating the measured quantity based on the input quantity, and then using a sliding window to calculate in all iteration values ​​sequentially.

[0041] Further, in step S4, such as Figure 3 As shown, selecting the optimal overall speed ratio as the vehicle's overall speed ratio for the current vehicle, based on the variance of the corrected overall speed ratio under each time window, specifically includes: S42, determine whether the total duration of the current iteration process is greater than the preset duration threshold (set adaptive learning time), or whether the total number of learning iterations is greater than the preset number threshold. If the total duration of the current iteration process is greater than the preset duration threshold, or whether the total number of learning iterations is greater than the preset number threshold, output the optimal comprehensive speed ratio; otherwise, continue to execute step S41.

[0042] When the number of iterations is large, a more accurate speed ratio learning value can be obtained. If the iteration time is consistently short, the optimal solution can only be selected from a small number of iterations. Therefore, to ensure learning accuracy, the iteration calculation time must be greater than a preset duration threshold, or the total number of learning iterations in the current iteration process must be greater than a preset number threshold. The specific preset duration threshold or preset number threshold can be determined based on the software iteration cycle. If the software's single iteration cycle is long, the preset duration threshold or preset number threshold should be longer or larger. Alternatively, it can be set based on the learning speed requirements. If the software is required to complete the comprehensive speed ratio learning in a short time, the preset duration threshold or preset number threshold can be set smaller; otherwise, it will be ineffective.

[0043] Furthermore, in step S4, selecting the optimal overall speed ratio as the current vehicle's overall speed ratio based on the variance of the corrected overall speed ratio under each time window specifically includes: S43, determine whether the difference between the current optimal overall speed ratio and the stored overall speed ratio is greater than a preset difference threshold (set threshold). If the difference between the current optimal overall speed ratio and the stored overall speed ratio is greater than the preset difference threshold, replace the stored overall speed ratio with the current optimal overall speed ratio; otherwise, keep the stored overall speed ratio unchanged.

[0044] The learned optimal combined speed ratio is compared with the original combined speed ratio value stored in the transmission controller (TCU). When the difference between the two exceeds a preset difference threshold, the TCU powers down and saves the learned combined speed ratio. The original combined speed ratio stored in the TCU is a fixed value, while the learned combined speed ratio is the optimal solution for the current learned speed ratio. The difference between the two changes when the optimal solution changes, and is used to determine whether the combined speed ratio value stored in the TCU needs to be updated. The preset difference threshold is a calibrable quantity. This difference is used to determine whether the previously learned combined speed ratio needs to be updated. When the preset difference threshold is small, the speed ratio learning value is updated frequently during daily vehicle driving; when the preset difference threshold is large, the update is slow. If the vehicle has many rear axle speed ratios or tire radius models that are frequently changed, a smaller preset difference threshold ensures timely and accurate learning of the actual combined speed ratio. If the speed ratio requirement is singular, the preset difference threshold can be appropriately increased.

[0045] The adaptive method for vehicle comprehensive speed ratio in this invention eliminates the need to calibrate the comprehensive speed ratio calibration quantity in the AMT program. It directly completes the self-learning of the comprehensive speed ratio through adaptive calculation and saves the result upon power-off, greatly simplifying program management. Furthermore, this invention obtains the optimal value through iterative calculations and automatically corrects the comprehensive speed ratio in practical applications. It features high accuracy, strong adaptability, small calibration quantity, a simple calibration process, and strong anti-interference capability, avoiding the problem of large speed ratio calculation errors caused by instantaneous fluctuations in sensor signals due to environmental and other factors.

[0046] This invention iteratively corrects the overall speed ratio for the next moment based on the calculated vehicle speed and the proportional coefficient in PID control. After iterating for a preset time period, the corrected overall speed ratio is used to slide and calculate the variance of the corrected overall speed ratio in each preset time window. Based on the variance of the corrected overall speed ratio in each time window, the optimal overall speed ratio is selected as the vehicle's overall speed ratio for the current vehicle. This directly selects the optimal solution, filtering out the influence of fluctuations in engine speed and vehicle speed signals. When the input signal fluctuates greatly, is unstable, or experiences frame drops, the current calculated value can be directly skipped based on the variance, maintaining the optimal output and remaining unaffected by fluctuations or interference. This effectively solves the problem of low adaptive anti-interference capability and accuracy of the vehicle's overall speed ratio caused by existing technologies, and effectively improves the adaptive anti-interference capability and accuracy of the vehicle's overall speed ratio.

[0047] In the technical solution of this invention, the preset time period is determined according to the preset time window, which avoids the error in the initial mean variance calculation due to insufficient initial iterations and a small number of learning points that cannot meet the preset time window size, thus ensuring the anti-interference and accuracy of the vehicle's comprehensive speed ratio adaptive.

[0048] In the technical solution of this invention, the mean of all corrected comprehensive speed ratios within the time window corresponding to the time when the variance of the corrected comprehensive speed ratio is minimized in the current iteration process is taken as the optimal comprehensive speed ratio. Based on the variance, the current calculated value can be directly ignored, thereby selecting the mean of the learned speed ratio under the most stable window as the optimal output, which is not affected by fluctuations or interference, and further improves the anti-interference ability and accuracy of the vehicle's comprehensive speed ratio adaptation.

[0049] In this invention, the total duration of the current iteration process is determined to be greater than a preset duration threshold, or the total number of learning iterations is greater than a preset number threshold. If the total duration of the current iteration process is greater than the preset duration threshold, or the total number of learning iterations is greater than the preset number threshold, the optimal comprehensive speed ratio is output, which improves the accuracy of iterative correction and ensures the anti-interference and accuracy of the vehicle's comprehensive speed ratio adaptation.

[0050] In this invention, the difference between the current optimal overall speed ratio and the stored overall speed ratio is determined to be greater than a preset difference threshold. If the difference between the current optimal overall speed ratio and the stored overall speed ratio is greater than the preset difference threshold, the stored overall speed ratio is replaced with the current optimal overall speed ratio; otherwise, the stored overall speed ratio is kept unchanged, thus balancing the timeliness and effectiveness of updating the optimal overall speed ratio.

[0051] Example 2 like Figure 4 As shown, a second aspect of the present invention provides a vehicle comprehensive speed ratio adaptive device based on PID, comprising: The first calculation module 101, when the preset comprehensive speed ratio self-learning calculation conditions are met, calculates the current calculated vehicle speed based on the initial value of the comprehensive speed ratio. The correction module 102 iteratively corrects the overall speed ratio at the next moment based on the calculated vehicle speed and the proportional coefficient in the PID control. The second calculation module 103, after iterating over a preset time period, uses the corrected comprehensive speed ratio to calculate the variance of the corrected comprehensive speed ratio under each time window according to the preset time window. Select module 104, and select the optimal comprehensive speed ratio as the current vehicle's comprehensive speed ratio based on the variance of the corrected comprehensive speed ratio under each time window.

[0052] It should be noted that the implementation process of the first calculation module 101, the correction module 102, the second calculation module 103, and the selection module 104 corresponds to the method steps in Embodiment 1, and will not be repeated here.

[0053] This invention iteratively corrects the overall speed ratio for the next moment based on the calculated vehicle speed and the proportional coefficient in PID control. After iterating for a preset time period, the corrected overall speed ratio is used to slide and calculate the variance of the corrected overall speed ratio in each preset time window. Based on the variance of the corrected overall speed ratio in each time window, the optimal overall speed ratio is selected as the vehicle's overall speed ratio for the current vehicle. This directly selects the optimal solution, filtering out the influence of fluctuations in engine speed and vehicle speed signals. When the input signal fluctuates greatly, is unstable, or experiences frame drops, the current calculated value can be directly skipped based on the variance, maintaining the optimal output and remaining unaffected by fluctuations or interference. This effectively solves the problem of low adaptive anti-interference capability and accuracy of the vehicle's overall speed ratio caused by existing technologies, and effectively improves the adaptive anti-interference capability and accuracy of the vehicle's overall speed ratio.

[0054] In the technical solution of this invention, the preset time period is determined according to the preset time window, which avoids the error in the initial mean variance calculation due to insufficient initial iterations and a small number of learning points that cannot meet the preset time window size, thus ensuring the anti-interference and accuracy of the vehicle's comprehensive speed ratio adaptive.

[0055] In the technical solution of this invention, the mean of all corrected comprehensive speed ratios within the time window corresponding to the time when the variance of the corrected comprehensive speed ratio is minimized in the current iteration process is taken as the optimal comprehensive speed ratio. Based on the variance, the current calculated value can be directly ignored, thereby selecting the mean of the learned speed ratio under the most stable window as the optimal output, which is not affected by fluctuations or interference, and further improves the anti-interference ability and accuracy of the vehicle's comprehensive speed ratio adaptation.

[0056] In this invention, the total duration of the current iteration process is determined to be greater than a preset duration threshold, or the total number of learning iterations is greater than a preset number threshold. If the total duration of the current iteration process is greater than the preset duration threshold, or the total number of learning iterations is greater than the preset number threshold, the optimal comprehensive speed ratio is output, which improves the accuracy of iterative correction and ensures the anti-interference and accuracy of the vehicle's comprehensive speed ratio adaptation.

[0057] In this invention, the difference between the current optimal overall speed ratio and the stored overall speed ratio is determined to be greater than a preset difference threshold. If the difference between the current optimal overall speed ratio and the stored overall speed ratio is greater than the preset difference threshold, the stored overall speed ratio is replaced with the current optimal overall speed ratio; otherwise, the stored overall speed ratio is kept unchanged, thus balancing the timeliness and effectiveness of updating the optimal overall speed ratio.

[0058] Example 3 like Figure 5 As shown, a third aspect of the present invention provides an electronic device, comprising: a memory 201 for storing a computer program; and a processor 202 for executing the computer program to implement the PID-based vehicle comprehensive speed ratio adaptive method as described in Embodiment 1.

[0059] The memory 201 in this embodiment is used to store various types of data to support the operation of the electronic device. Examples of such data include any computer program used to operate on the electronic device. It is understood that the memory 201 can be volatile memory or non-volatile memory, or both. Specifically, the non-volatile memory can be read-only memory (ROM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), ferromagnetic random access memory (FRAM), flash memory, magnetic surface memory, optical disc, or compact disc read-only memory (CD-ROM); the magnetic surface memory can be disk storage or magnetic tape storage. Volatile memory can be random access memory (RAM), which is used as an external cache.By way of example, but not limitation, many forms of RAM are available, such as Static Random Access Memory (SRAM), Synchronous Static Random Access Memory (SSRAM), Dynamic Random Access Memory (DRAM), Synchronous Dynamic Random Access Memory (SDRAM), Double Data Rate Synchronous Dynamic Random Access Memory (DDRSDRAM), Enhanced Synchronous Dynamic Random Access Memory (ESDRAM), SyncLink Dynamic Random Access Memory (SLDRAM), and Direct Rambus Random Access Memory (DRRAM). The memory 201 described in the embodiments of this application is intended to include, but is not limited to, these and any other suitable types of memory.

[0060] The methods disclosed in the embodiments of this application can be applied to processor 202, or implemented by processor 202. Processor 202 may be an integrated circuit chip with signal processing capabilities. In the implementation process, each step of the above method can be completed by the integrated logic circuit of the hardware in processor 202 or by instructions in the form of software. The processor 202 may be a general-purpose processor, a DSP (Digital Signal Processing, i.e., a chip capable of implementing digital signal processing technology), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. Processor 202 can implement or execute the methods, steps, and logic block diagrams disclosed in the embodiments of this application. A general-purpose processor may be a microprocessor or any conventional processor, etc. The steps of the methods disclosed in the embodiments of this application can be directly manifested as being executed by a hardware decoding processor, or being executed by a combination of hardware and software modules in the decoding processor. The software modules may be located in a storage medium, which is located in memory 201. Processor 202 reads the program in memory 201 and combines it with its hardware to complete the steps of the aforementioned method. When the processor 202 executes the program, it implements the corresponding processes in the various methods of the embodiments of this application. For the sake of brevity, these will not be described in detail here.

[0061] This invention iteratively corrects the overall speed ratio for the next moment based on the calculated vehicle speed and the proportional coefficient in PID control. After iterating for a preset time period, the corrected overall speed ratio is used to slide and calculate the variance of the corrected overall speed ratio in each preset time window. Based on the variance of the corrected overall speed ratio in each time window, the optimal overall speed ratio is selected as the vehicle's overall speed ratio for the current vehicle. This directly selects the optimal solution, filtering out the influence of fluctuations in engine speed and vehicle speed signals. When the input signal fluctuates greatly, is unstable, or experiences frame drops, the current calculated value can be directly skipped based on the variance, maintaining the optimal output and remaining unaffected by fluctuations or interference. This effectively solves the problem of low adaptive anti-interference capability and accuracy of the vehicle's overall speed ratio caused by existing technologies, and effectively improves the adaptive anti-interference capability and accuracy of the vehicle's overall speed ratio.

[0062] In the technical solution of this invention, the preset time period is determined according to the preset time window, which avoids the error in the initial mean variance calculation due to insufficient initial iterations and a small number of learning points that cannot meet the preset time window size, thus ensuring the anti-interference and accuracy of the vehicle's comprehensive speed ratio adaptive.

[0063] In the technical solution of this invention, the mean of all corrected comprehensive speed ratios within the time window corresponding to the time when the variance of the corrected comprehensive speed ratio is minimized in the current iteration process is taken as the optimal comprehensive speed ratio. Based on the variance, the current calculated value can be directly ignored, thereby selecting the mean of the learned speed ratio under the most stable window as the optimal output, which is not affected by fluctuations or interference, and further improves the anti-interference ability and accuracy of the vehicle's comprehensive speed ratio adaptation.

[0064] In this invention, the total duration of the current iteration process is determined to be greater than a preset duration threshold, or the total number of learning iterations is greater than a preset number threshold. If the total duration of the current iteration process is greater than the preset duration threshold, or the total number of learning iterations is greater than the preset number threshold, the optimal comprehensive speed ratio is output, which improves the accuracy of iterative correction and ensures the anti-interference and accuracy of the vehicle's comprehensive speed ratio adaptation.

[0065] In this invention, the difference between the current optimal overall speed ratio and the stored overall speed ratio is determined to be greater than a preset difference threshold. If the difference between the current optimal overall speed ratio and the stored overall speed ratio is greater than the preset difference threshold, the stored overall speed ratio is replaced with the current optimal overall speed ratio; otherwise, the stored overall speed ratio is kept unchanged, thus balancing the timeliness and effectiveness of updating the optimal overall speed ratio.

[0066] Example 4 A fourth aspect of the present invention provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the PID-based vehicle integrated speed ratio adaptive method as described in Embodiment 1.

[0067] For example, it may include a memory 201 storing a computer program, which can be executed by a processor 202 to perform the steps described in the aforementioned method. The computer-readable storage medium may be a memory such as FRAM, ROM, PROM, EPROM, EEPROM, Flash Memory, magnetic surface memory, optical disc, or CD-ROM.

[0068] Those skilled in the art will understand that all or part of the steps of the above method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When the program is executed, it performs the steps of the above method embodiments. The aforementioned storage medium includes various media capable of storing program code, such as mobile storage devices, ROM, RAM, magnetic disks, or optical disks. Alternatively, if the integrated units of this application are implemented as software functional modules and sold or used as independent products, they can also be stored in a computer-readable storage medium. Based on this understanding, the technical solutions of the embodiments of this application, in essence or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause an electronic device (which may be a personal computer, server, or network device, etc.) to execute all or part of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as mobile storage devices, ROM, RAM, magnetic disks, or optical disks.

[0069] This invention iteratively corrects the overall speed ratio for the next moment based on the calculated vehicle speed and the proportional coefficient in PID control. After iterating for a preset time period, the corrected overall speed ratio is used to slide and calculate the variance of the corrected overall speed ratio in each preset time window. Based on the variance of the corrected overall speed ratio in each time window, the optimal overall speed ratio is selected as the vehicle's overall speed ratio for the current vehicle. This directly selects the optimal solution, filtering out the influence of fluctuations in engine speed and vehicle speed signals. When the input signal fluctuates greatly, is unstable, or experiences frame drops, the current calculated value can be directly skipped based on the variance, maintaining the optimal output and remaining unaffected by fluctuations or interference. This effectively solves the problem of low adaptive anti-interference capability and accuracy of the vehicle's overall speed ratio caused by existing technologies, and effectively improves the adaptive anti-interference capability and accuracy of the vehicle's overall speed ratio.

[0070] In the technical solution of this invention, the preset time period is determined according to the preset time window, which avoids the error in the initial mean variance calculation due to insufficient initial iterations and a small number of learning points that cannot meet the preset time window size, thus ensuring the anti-interference and accuracy of the vehicle's comprehensive speed ratio adaptive.

[0071] In the technical solution of this invention, the mean of all corrected comprehensive speed ratios within the time window corresponding to the time when the variance of the corrected comprehensive speed ratio is minimized in the current iteration process is taken as the optimal comprehensive speed ratio. Based on the variance, the current calculated value can be directly ignored, thereby selecting the mean of the learned speed ratio under the most stable window as the optimal output, which is not affected by fluctuations or interference, and further improves the anti-interference ability and accuracy of the vehicle's comprehensive speed ratio adaptation.

[0072] In this invention, the total duration of the current iteration process is determined to be greater than a preset duration threshold, or the total number of learning iterations is greater than a preset number threshold. If the total duration of the current iteration process is greater than the preset duration threshold, or the total number of learning iterations is greater than the preset number threshold, the optimal comprehensive speed ratio is output, which improves the accuracy of iterative correction and ensures the anti-interference and accuracy of the vehicle's comprehensive speed ratio adaptation.

[0073] In this invention, the difference between the current optimal overall speed ratio and the stored overall speed ratio is determined to be greater than a preset difference threshold. If the difference between the current optimal overall speed ratio and the stored overall speed ratio is greater than the preset difference threshold, the stored overall speed ratio is replaced with the current optimal overall speed ratio; otherwise, the stored overall speed ratio is kept unchanged, thus balancing the timeliness and effectiveness of updating the optimal overall speed ratio.

[0074] While the specific embodiments of the present invention have been described above in conjunction with the accompanying drawings, this is not intended to limit the scope of protection of the present invention. Those skilled in the art should understand that various modifications or variations that can be made by those skilled in the art without creative effort based on the technical solutions of the present invention are still within the scope of protection of the present invention.

Claims

1. A vehicle comprehensive speed ratio adaptive method based on PID control, characterized in that, include: When the preset conditions for self-learning calculation of the overall speed ratio are met, the current calculated vehicle speed is obtained based on the initial value of the overall speed ratio. The overall speed ratio at the next moment is iteratively corrected based on the calculated vehicle speed and the proportional coefficient in the PID control. After iterating over a preset time period, the variance of the modified overall speed ratio is calculated for each time window by sliding according to the preset time window using the corrected overall speed ratio. Based on the variance of the corrected overall speed ratio under each time window, the optimal overall speed ratio is selected as the vehicle's overall speed ratio for the current vehicle.

2. The vehicle comprehensive speed ratio adaptive method based on PID according to claim 1, characterized in that, The overall speed ratio at the next moment is iteratively corrected based on the calculated vehicle speed and the proportional coefficient in the PID control. Where RAT(k+1) is the combined speed ratio at time k+1, and RAT(k) is the combined speed ratio at time k. This refers to the proportional coefficient in PID control. This represents the error between the current calculated vehicle speed and the corresponding ABS vehicle speed.

3. The vehicle comprehensive speed ratio adaptive method based on PID according to claim 1, characterized in that, The preset time period is determined based on a preset time window.

4. The vehicle comprehensive speed ratio adaptive method based on PID according to claim 3, characterized in that, The preset time period is determined based on a preset time window, specifically as follows: Where T is the preset time period, and N is the total number of times the comprehensive speed ratio learning requirement is required. The duration within the preset time window, This refers to the number of times the comprehensive speed ratio is learned within a preset time window.

5. The vehicle comprehensive speed ratio adaptive method based on PID according to claim 1, characterized in that, The step of selecting the optimal overall speed ratio as the current vehicle's overall speed ratio based on the variance of the corrected overall speed ratio under each time window specifically includes: The mean of all corrected overall speed ratios within the time window corresponding to the time when the variance of the corrected overall speed ratio is minimized in the current iteration process is taken as the optimal overall speed ratio.

6. The vehicle comprehensive speed ratio adaptive method based on PID according to claim 5, characterized in that, The step of selecting the optimal overall speed ratio as the current vehicle's overall speed ratio based on the variance of the corrected overall speed ratio under each time window further includes: Determine whether the total duration of the current iteration process is greater than a preset duration threshold, or whether the total number of learning iterations is greater than a preset number threshold. If the total duration of the current iteration process is greater than the preset duration threshold, or the total number of learning iterations is greater than the preset number threshold, output the optimal overall speed ratio.

7. The vehicle comprehensive speed ratio adaptive method based on PID according to claim 6, characterized in that, The step of selecting the optimal overall speed ratio as the current vehicle's overall speed ratio based on the variance of the corrected overall speed ratio under each time window further includes: Determine whether the difference between the current optimal overall speed ratio and the stored overall speed ratio is greater than a preset difference threshold. If the difference is greater than the preset difference threshold, replace the stored overall speed ratio with the current optimal overall speed ratio; otherwise, keep the stored overall speed ratio unchanged.

8. A vehicle integrated speed ratio adaptive device based on PID control, characterized in that, include: The first calculation module calculates the current vehicle speed based on the initial value of the comprehensive speed ratio when the preset self-learning calculation conditions for the comprehensive speed ratio are met. The correction module iteratively corrects the overall speed ratio for the next moment based on the calculated vehicle speed and the proportional coefficient in the PID control. The second calculation module, after iterating over a preset time period, uses the corrected comprehensive speed ratio to slide and calculate the variance of the corrected comprehensive speed ratio under each preset time window according to the preset time window. The module is selected, and the optimal overall speed ratio is chosen as the overall speed ratio of the current vehicle based on the variance of the corrected overall speed ratio under each time window.

9. An electronic device, characterized in that, include: Memory, used to store computer programs; A processor is configured to implement the PID-based vehicle integrated speed ratio adaptive method as described in any one of claims 1-7 when executing the computer program.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, implements the PID-based vehicle comprehensive speed ratio adaptive method as described in any one of claims 1-7.

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