Vehicle slipping gear shifting control method, device and equipment and medium

Abstract

The invention provides a slip gear shifting control method and device of a vehicle, equipment and a medium. The method comprises the steps of obtaining an activation state signal of a vehicle driving anti-skid unit and gradient information of a road where a vehicle is located; if the activation state signal represents that the vehicle driving anti-skid unit is activated, the rotating speed change rate of an output shaft of the vehicle transmission is determined; the rotating speed change rate of the output shaft is compared with a first change rate threshold value, and slip state information of the vehicle is obtained; if the slip state information of the vehicle represents that the vehicle is in a slip state, determining a maximum rotation speed limit value of a motor of a vehicle transmission according to gradient information of a road where the vehicle is located; the maximum rotating speed limit value of the motor is adjusted to be the rotating speed preset value, the gear shifting locking instruction is sent to the transmission control unit, slipping gear shifting control over the vehicle is completed, and the slipping state judgment efficiency and the gear shifting control efficiency of the vehicle are improved.

Description

Technical Field

[0001] This application relates to the field of anti-skid control technology for vehicles, and in particular to a method, device, equipment and medium for controlling vehicle slippage during gear shifting. Background Technology

[0002] With the rapid development of electric commercial vehicle technology, the driving stability and power system coordination control of vehicles under complex road conditions are receiving increasing attention. Especially when driving on wet or slippery surfaces with low coefficient of friction, the drive wheels may slip, which not only affects driving safety but may also cause abnormal interruptions in the gear shifting process, affecting the normal operating efficiency of the vehicle and the lifespan of its components.

[0003] In existing technologies, mechanical automatic transmissions are typically used, which achieve gear shifting through splined sleeves and rely on wheel speed sensor signals to determine whether the vehicle is slipping, thereby completing gear shifting and anti-slip control.

[0004] However, the high failure rate of wheel speed sensors reduces the accuracy of slippage detection, which in turn reduces the efficiency of shifting and anti-slip control. Summary of the Invention

[0005] This application provides a method, device, equipment, and medium for controlling vehicle slippage during gear shifting, in order to improve the control efficiency of vehicle gear shifting and anti-slip.

[0006] In a first aspect, this application provides a method for controlling slippage during gear shifting in a vehicle, comprising:

[0007] Acquire the activation status signal of the vehicle's anti-skid unit and the slope information of the road where the vehicle is located;

[0008] If the activation status signal indicates that the vehicle drive anti-slip unit has been activated, then the rate of change of the output shaft speed of the vehicle transmission is determined.

[0009] The output shaft speed change rate is compared with a first change rate threshold to obtain the vehicle's slippage state information;

[0010] If the vehicle's slippage status information indicates that the vehicle is in a slippage state, then the maximum speed limit of the vehicle's transmission motor is determined based on the slope information of the road where the vehicle is located.

[0011] The maximum speed limit of the motor is adjusted to the preset speed value, and a shift lock command is sent to the transmission control unit to complete the slippage shift control of the vehicle.

[0012] Furthermore, if the vehicle's slippage status information indicates that the vehicle is in a slippage state, then based on the slope information of the road where the vehicle is located, the maximum speed limit of the vehicle's transmission motor is determined, including:

[0013] If the vehicle's slippage status information indicates that the vehicle is in a slippage state, then the inclination angle of the road where the vehicle is located is determined based on the slope information of the road where the vehicle is located.

[0014] Based on the inclination angle of the road where the vehicle is located, determine the maximum motor speed limit that matches the inclination angle from a preset speed mapping table;

[0015] The preset speed mapping table is a mapping relationship table between different tilt angles and different maximum speed limits of motors.

[0016] Furthermore, after adjusting the maximum speed limit of the motor to a preset speed value and sending a shift lock command to the transmission control unit to complete the slippage shift control of the vehicle, the method further includes:

[0017] The vehicle drive anti-slip unit's update activation status information and the vehicle transmission's update output shaft speed change rate are collected in real time.

[0018] When the updated activation status information indicates that the vehicle is not in a slipping state, and / or when the rate of change of the updated output shaft speed does not meet the second rate of change threshold, the speed of the vehicle transmission is reverted from the preset speed value to the maximum speed limit of the motor, and a shift permission command is sent to the transmission control unit to complete the real-time control of the vehicle.

[0019] Furthermore, the rate of change of the output shaft speed is compared with a first rate of change threshold to obtain the vehicle's slippage state information, including:

[0020] The output shaft speed change rate is compared with a first change rate threshold to obtain the comparison result;

[0021] If the comparison result indicates that the output shaft speed change rate is higher than or equal to the first change rate threshold, then the slippage state information of the vehicle in a slippage state is obtained.

[0022] If the comparison result indicates that the output shaft speed change rate is lower than the first change rate threshold, then the slippage state information of the vehicle not being in a slippage state is obtained.

[0023] Furthermore, the activation status signal of the vehicle's anti-skid unit and the slope information of the road where the vehicle is located are obtained, including:

[0024] Read the binary activation signal output by the vehicle drive anti-slip unit and the output signal of the slope sensor;

[0025] Based on the binary activation signal, obtain the activation status signal of the vehicle drive anti-slip unit;

[0026] Based on the output signal of the slope sensor, the slope information of the road where the vehicle is located is obtained;

[0027] When the binary activation signal outputs a high-level signal, the activation status signal indicating that the vehicle drive anti-slip unit has been activated is obtained.

[0028] When the binary activation signal outputs a low-level signal, the activation status signal indicating that the vehicle drive anti-slip unit is not activated is obtained.

[0029] Further, if the activation status signal indicates that the vehicle drive anti-slip unit has been activated, then determining the rate of change of the output shaft speed of the vehicle transmission includes:

[0030] If the activation status signal indicates that the vehicle drive anti-slip unit has been activated, then historical speed data of the vehicle transmission are collected.

[0031] The average rate of change of the historical speed data of the vehicle transmission is calculated using the sliding window algorithm to determine the rate of change of the output shaft speed of the vehicle transmission.

[0032] Furthermore, the method also includes:

[0033] Based on the slope information of the road where the vehicle is located, determine the slope change of the road where the vehicle is located;

[0034] The first rate of change threshold is adjusted according to the slope change to complete the real-time update of the first rate of change threshold.

[0035] In a second aspect, this application provides a vehicle slippage shifting control device for performing the method as described in any of the first aspects, comprising:

[0036] The information acquisition module is used to acquire the activation status signal of the vehicle drive anti-skid unit and the slope information of the road where the vehicle is located;

[0037] The speed change rate determination module is used to determine the speed change rate of the output shaft of the vehicle transmission if the activation state signal indicates that the vehicle drive anti-slip unit has been activated.

[0038] The vehicle slippage state acquisition module is used to compare the output shaft speed change rate with a first change rate threshold to obtain the vehicle slippage state information.

[0039] The speed limit determination module is used to determine the maximum speed limit of the vehicle's transmission motor based on the slope information of the road where the vehicle is located if the vehicle's slippage state information indicates that the vehicle is in a slippage state.

[0040] The slippage shift control module is used to adjust the maximum speed limit of the motor to a preset speed value and send a shift lock command to the transmission control unit to complete the slippage shift control of the vehicle.

[0041] Thirdly, this application provides a vehicle slippage shifting control device, including: a memory and a processor;

[0042] The memory stores computer-executed instructions;

[0043] The processor executes computer execution instructions stored in the memory, causing the processor to perform the first aspect and / or various possible implementations of the first aspect as described above.

[0044] Fourthly, this application provides a computer-readable storage medium;

[0045] The computer-readable storage medium stores computer-executable instructions, which, when executed by a processor, are used to implement various possible embodiments of the first aspect described above.

[0046] This application provides a method, apparatus, device, and medium for controlling vehicle slippage during gear shifting. The method includes: acquiring an activation status signal of the vehicle's anti-slip unit and the slope information of the road where the vehicle is located; if the activation status signal indicates that the vehicle's anti-slip unit has been activated, determining the output shaft speed change rate of the vehicle's transmission; comparing the output shaft speed change rate with a first change rate threshold to obtain vehicle slippage status information; if the vehicle slippage status information indicates that the vehicle is in a slippage state, determining the maximum motor speed limit of the vehicle's transmission based on the slope information of the road where the vehicle is located; adjusting the maximum motor speed limit to a preset speed value and sending a shift lock command to the transmission control unit to complete the vehicle slippage shifting control, thereby improving the efficiency of vehicle slippage status determination and shifting control. Attached Figure Description

[0047] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0048] Figure 1 A flowchart illustrating an embodiment of the vehicle slippage shifting control method provided in this application;

[0049] Figure 2 A flowchart illustrating Embodiment 2 of the vehicle slippage shifting control method provided in this application;

[0050] Figure 3 A schematic diagram of the vehicle slippage shifting control device provided in this application;

[0051] Figure 4 A schematic diagram of the vehicle slippage shifting control device provided in this application.

[0052] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0053] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0054] This application applies to driving scenarios for electric commercial vehicles (such as electric trucks and electric buses) in complex road conditions such as low-traction surfaces (mud, snow, ice), and steep slopes. Electric commercial vehicles generally use automated manual transmissions (AMT), whose shifting relies on a splined sleeve structure. When the drive wheels slip, traditional shifting logic determines the slippage state based on wheel speed signals; however, wheel speed sensors are susceptible to environmental interference, leading to misjudgments and potentially causing shifting failures or transmission damage. Furthermore, existing technologies do not dynamically adjust motor speed limits according to road gradient, resulting in insufficient traction uphill and limited electric braking capability downhill, affecting vehicle traction efficiency and safety.

[0055] Current technologies detect slippage based on wheel speed differences, but wheel speed sensors have a high failure rate (e.g., signal drift, wire breakage), leading to a significant increase in false alarm rates. For example, on icy or snowy roads, wheel speed sensors may experience signal anomalies due to ice and snow cover, causing the system to misjudge slippage and trigger a prohibition on upshifting, even when the vehicle is not actually slipping, resulting in a failure of the shifting logic. Furthermore, existing shifting strategies do not consider the impact of road gradient on vehicle traction: higher RPMs are needed to increase traction uphill, while lower RPMs are needed to enhance electric braking downhill, but current technologies uniformly limit motor speed, making it impossible to balance operational efficiency and safety. Therefore, there is an urgent need for a slippage detection method based on a more stable signal source (such as the transmission output shaft speed), combined with gradient sensing to dynamically adjust the shifting strategy, in order to improve system reliability and vehicle traction.

[0056] To address the aforementioned technical challenges, this application utilizes a dual-signal fusion judgment based on the vehicle's Anti-Slip Regulation (ASR) activation state and the rate of change of the transmission output shaft speed to dynamically adjust motor speed limits and shifting strategies, thereby achieving reliable shifting control for electric commercial vehicles under complex road conditions. This concept replaces wheel speed signals with a more stable and low-false-rate transmission output shaft speed signal. Combined with ASR system status and road gradient perception, a multi-dimensional slippage judgment logic is constructed, linking the motor and transmission for coordinated control. This overcomes the shortcomings of traditional shifting strategies in terms of sensor reliability, dynamic adaptability, and system coordination.

[0057] The technical solution of this application and how the technical solution of this application solves the above-mentioned technical problems are described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of this application will be described below with reference to the accompanying drawings.

[0058] Figure 1 This is a flowchart illustrating an embodiment of the vehicle slippage shifting control method provided in this application. Figure 1 As shown, the method includes:

[0059] S101. Obtain the activation status signal of the vehicle drive anti-skid unit and the slope information of the road where the vehicle is located.

[0060] Among them, the vehicle drive anti-slip unit is usually called ASR. Its core function is to restore the adhesion between the wheel and the ground by reducing the engine / motor torque or applying braking when excessive slippage of the drive wheel is detected.

[0061] The activation status signal refers to the signal output by the vehicle's drive anti-skid unit, used to indicate whether it is currently performing anti-skid intervention operations. Specifically, the activation status signal is usually a digital signal, for example, a high level indicates "activated" and a low level indicates "inactive".

[0062] Slope information refers to the angle or slope of the road where the vehicle is currently located relative to the horizontal plane, which is usually obtained from information such as the slope sensor built into the vehicle and wheel speed.

[0063] For example, the vehicle control unit periodically reads the binary activation signal output from the vehicle's traction control unit via the vehicle's CAN bus or hardwired interface. Simultaneously, the vehicle control unit reads the analog or digital output signal from the slope sensor. When the read binary activation signal is high (e.g., 12V or 5V), it is determined that the traction control unit has been activated, indicating a potential risk of drive wheel slippage. When the signal is low (e.g., 0V), it is determined that the traction control unit is not activated. The output signal from the slope sensor, after analog-to-digital conversion and calibration, yields the specific value of the current road slope, such as 5% uphill or -3% downhill.

[0064] This step is the prerequisite and triggering condition for implementing this invention. By directly relying on the judgment results of existing vehicle drive anti-skid units, it avoids the need to repeatedly develop complex road adhesion coefficient or wheel speed difference judgment algorithms, reducing system complexity and cost, and improving the reliability of the judgment. At the same time, obtaining slope information in advance prepares data for subsequent differentiated and condition-matched fine control.

[0065] S102. If the activation status signal indicates that the vehicle drive anti-slip unit has been activated, then determine the rate of change of the output shaft speed of the vehicle transmission.

[0066] The rate of change of the transmission output shaft speed refers to the rate of change of the transmission output shaft speed over time, which physically reflects the angular acceleration of the drive wheels (connected to the output shaft via the final drive). When the drive slips, the angular acceleration increases abnormally because the wheels suddenly lose ground constraint.

[0067] In this step, the specific implementation method is as follows:

[0068] Once the activation status signal indicates that the vehicle's anti-slip unit is activated, the vehicle control unit begins to acquire signals from the speed sensor mounted on the transmission output shaft, obtaining its historical speed data sequence. Then, a sliding window algorithm is used to calculate the average rate of change of speed. The sliding window algorithm is an algorithm for processing real-time data streams; it maintains only a fixed-time sequence of the latest data (i.e., a "window"). New data enters, old data is removed, and calculations are performed based on the data within the window.

[0069] For example, select the rotational speed data within the most recent 100 milliseconds and calculate the average rate of change of rotational speed on the transmission output shaft within this time window. This step effectively filters out sensor noise and smoothly obtains the trend of rotational speed change, rather than directly using the instantaneous speed of the vehicle's transmission.

[0070] This step quantifies the severity of drive wheel instability by calculating the rate of change of the transmission output shaft speed in real time. By combining the state judgment of the vehicle drive anti-slip unit with the physical response of the transmission system, a dual and complementary slip determination mechanism is formed, which significantly improves the accuracy and sensitivity of slip state identification and avoids misjudgment or missed judgment of slip state.

[0071] S103. Compare the output shaft speed change rate with the first change rate threshold to obtain the vehicle slippage status information.

[0072] The first rate of change threshold refers to a pre-determined threshold value for the rate of change of engine speed through calibration. When the measured rate of change of engine speed exceeds this threshold, the vehicle is considered to have entered a slipping state.

[0073] Slippage status information refers to a comprehensive judgment result used to characterize whether a vehicle has entered a slippage state.

[0074] Specifically, the output shaft speed change rate is compared with a first change rate threshold to obtain a comparison result. If the comparison result indicates that the output shaft speed change rate is higher than or equal to the first change rate threshold, then the slippage state information of the vehicle in a slipping state is obtained. If the comparison result indicates that the output shaft speed change rate is lower than the first change rate threshold, then the slippage state information of the vehicle not in a slipping state is obtained.

[0075] Furthermore, the first change threshold proposed in this application is not fixed. It can be determined based on the slope information of the road where the vehicle is located, and the first change rate threshold can be dynamically adjusted to achieve real-time updates of the first change rate threshold. For example, on icy and snowy uphill roads with low adhesion, the first change threshold can be appropriately lowered to trigger protection earlier; on good roads with slight acceleration, the first change threshold can be raised to prevent normal driving from being mistakenly interfered with.

[0076] This step completes the crucial judgment from signal to decision. By setting a reasonable speed change rate threshold, it is possible to accurately distinguish between normal rapid acceleration and harmful drive slippage. Simultaneously, by dynamically adjusting the speed change rate threshold based on the slope, the slippage judgment standard can adapt to different driving conditions, improving the system's adaptability and robustness under various road conditions, and achieving intelligent judgment of vehicle status.

[0077] S104. If the vehicle's slippage status information indicates that the vehicle is in a slippage state, then determine the maximum speed limit of the vehicle's transmission motor based on the slope information of the road where the vehicle is located.

[0078] The maximum speed limit for the motor refers to the upper limit of the highest speed command that the drive motor controller is allowed to output. Limiting the maximum speed can effectively limit the slip linear velocity of the drive wheels and is a direct means of controlling slippage.

[0079] A preset speed mapping table is a pre-calibrated two-dimensional data table, with the horizontal axis representing the road slope (or inclination angle) and the vertical axis representing the corresponding recommended maximum motor speed limit.

[0080] In this step, once the vehicle is determined to be slipping, the vehicle control unit consults a preset speed mapping table based on the acquired road gradient information. This mapping table reflects a "loose uphill, tight downhill" control strategy. For example, when the vehicle is on a significant uphill slope (e.g., +10%), the table is consulted to obtain a relatively high speed limit (e.g., 90% of the rated speed) to ensure sufficient traction to overcome the slope, prioritizing operational efficiency and traction. When the vehicle is on a downhill slope (e.g., -5%), the table is consulted to obtain a lower speed limit (e.g., 50% of the rated speed), thereby limiting the motor speed, enhancing the efficiency of motor braking (energy recovery), assisting vehicle deceleration, and improving downhill safety.

[0081] This step, by introducing a slope dimension, achieves scenario-based and refined slip control. It emphasizes power performance on uphill sections and braking safety and energy recovery efficiency on downhill sections, enabling the vehicle to maintain both driving safety and operational economy even during slippage. This reflects intelligent vehicle energy management and driving strategies, breaking away from the torque or speed-limiting control modes of existing vehicle slip control methods and improving the efficiency of vehicle slip control.

[0082] S105. Adjust the maximum speed limit of the motor to the preset speed value and send a shift lock command to the transmission control unit to complete the slippage shift control of the vehicle.

[0083] The shift lock command is a command sent to the transmission control unit to request it to temporarily suspend a shift logic (including upshifting and downshifting) and maintain the current gear.

[0084] For example, in this step, the vehicle control unit sends a new maximum speed limit command (i.e., a preset speed value) to the motor control unit via the CAN bus. The motor control unit immediately updates its internal limits to ensure that the motor speed does not exceed this value. Simultaneously, the vehicle control unit sends a shift lock command to the transmission control unit. Upon receiving the command, the transmission control unit suspends the calculation and execution of its shift MAP. Even if the current vehicle speed and accelerator pedal position meet the shift conditions, the shift process will not be initiated, thus keeping the transmission in the designated gear.

[0085] This step is the execution phase of the control strategy, achieving coordinated intervention between the motor and the transmission. Limiting the motor speed suppresses excessive slippage of the drive wheels at its source. Prohibiting gear shifting addresses a key pain point in shifting under slippage conditions: forcibly shifting under conditions of drastic fluctuations in wheel speed and unstable load can easily lead to synchronization failure, impact, or even gear grinding, causing mechanical damage. This application's step, by actively suppressing gear shifting, ensures the stability of the transmission system during this special transient process of slippage, fundamentally avoiding shifting failures caused by slippage.

[0086] This embodiment improves the accuracy and reliability of slip detection by combining the vehicle drive anti-slip unit status and the transmission output shaft speed change rate for dual slip determination; it dynamically adjusts the maximum motor speed limit based on road slope information to achieve refined control under different road conditions; by limiting the motor speed and locking shifting, it effectively suppresses drive wheel slippage, avoids transmission system failures caused by shifting during slippage, and improves the vehicle's safety, stability, and energy efficiency under slippage conditions.

[0087] Figure 2 This is a flowchart illustrating Embodiment Two of the vehicle slippage shifting control method provided in this application. Figure 2 As shown, based on Embodiment 1, the maximum speed limit of the motor is adjusted to a preset speed value, and a shift lock command is sent to the transmission control unit. After completing the slippage shift control of the vehicle, the method further includes:

[0088] S201. Real-time acquisition of the update and activation status information of the vehicle drive anti-slip unit, as well as the rate of change of the update output shaft speed of the vehicle transmission.

[0089] Among them, updating the activation status information refers to the latest vehicle driving anti-slip status that is continuously detected after the vehicle enters a slipping state.

[0090] The updated output shaft speed change rate refers to the latest speed change rate data that is continuously monitored after the vehicle enters a slipping state.

[0091] In this step, after the steps in Example 1, the vehicle control unit does not stop working, but continues to execute the monitoring process of S101 and S102 in Example 1 in a loop to continuously obtain the latest activation status information of the vehicle drive anti-slip unit and calculate the real-time output shaft speed change rate.

[0092] This step establishes a continuous monitoring mechanism for the vehicle's status, ensuring that the system can dynamically respond to changes in the vehicle's status and providing real-time data support for timely exit from control.

[0093] S202. Based on the updated activation status information and the updated output shaft speed change rate, real-time control of the vehicle is completed.

[0094] In this application process, when the updated activation status information indicates that the vehicle is not in a slipping state, and / or when the updated output shaft speed change rate does not meet the second change rate threshold, the vehicle transmission speed is reverted from the preset speed value to the maximum motor speed limit, and a shift permission command is sent to the transmission control unit to complete the real-time control of the vehicle.

[0095] The second rate of change threshold is a calibrated threshold used to determine whether the vehicle's skidding has ended. It is usually less than or equal to the first rate of change threshold to create a "hysteresis" effect and prevent the state from switching frequently near the boundary.

[0096] The shift enable command is a command that releases the shift lock state, notifying the transmission control unit that the normal automatic shifting function can be restored.

[0097] Specifically, the vehicle control unit needs to continuously determine two exit conditions in real time: (1) whether the vehicle drive anti-slip unit has been deactivated (output low level); (2) whether the output shaft speed change rate of the vehicle transmission has decreased and stabilized below the second change rate threshold in real time.

[0098] When either of the above two conditions is met, the vehicle's slippage is considered to have been largely eliminated. Subsequently, the vehicle control unit sends a command to the motor controller to restore the motor's maximum speed limit to its normal default value (such as the rated speed). Simultaneously, it sends a shift permission command to the transmission control unit. Upon receiving the shift permission command, the transmission control unit immediately resumes its shift logic function, normally upshifting or downshifting according to current driving needs.

[0099] This step determines whether the vehicle's slippage shift control process has exited by setting two conditions (the activation status of the vehicle's drive anti-slip unit and the rate of change of the vehicle's transmission output shaft speed). This improves the accuracy and reliability of the state transition and avoids premature or delayed exit due to fluctuations in a single signal. Timely restoration of the motor speed limit and shifting function ensures that the vehicle can immediately regain full power and economy after the slippage risk is eliminated, seamlessly transitioning to normal driving mode, thus improving the driving experience and overall vehicle energy efficiency.

[0100] This embodiment adds a slippage exit mechanism based on embodiment one. By continuously monitoring the status of the drive anti-slip unit and the rate of change of the output shaft speed, and setting a second rate of change threshold to form a hysteresis judgment, the smooth entry and exit of slippage control is realized. After the slippage state ends, the motor speed limit and transmission shifting function are automatically restored, ensuring a seamless connection between vehicle power and economy, and improving the driving experience and overall system reliability.

[0101] Figure 3This is a schematic diagram of the vehicle slippage shifting control device provided in this application. Figure 3 As shown, the vehicle slippage shift control device 30 provided in this embodiment includes:

[0102] The information acquisition module 301 is used to acquire the activation status signal of the vehicle drive anti-skid unit and the slope information of the road where the vehicle is located;

[0103] The speed change rate determination module 302 is used to determine the speed change rate of the output shaft of the vehicle transmission if the activation status signal indicates that the vehicle drive anti-slip unit has been activated.

[0104] The vehicle slippage state acquisition module 303 is used to compare the output shaft speed change rate with a first change rate threshold to obtain the vehicle slippage state information.

[0105] The speed limit determination module 304 is used to determine the maximum speed limit of the vehicle transmission motor based on the slope information of the road where the vehicle is located if the vehicle's slippage state information indicates that the vehicle is in a slippage state.

[0106] The slippage shift control module 305 is used to adjust the maximum speed limit of the motor to the preset speed value and send a shift lock command to the transmission control unit to complete the slippage shift control of the vehicle.

[0107] In one possible implementation, the speed limit determination module 304 is further specifically used for:

[0108] If the vehicle's slippage status information indicates that the vehicle is in a slippage state, then the inclination angle of the road where the vehicle is located is determined based on the slope information of the road where the vehicle is located.

[0109] Based on the inclination angle of the road where the vehicle is located, determine the maximum motor speed limit that matches the inclination angle from a preset speed mapping table;

[0110] The preset speed mapping table is a mapping relationship table between different tilt angles and different motor maximum speed limits.

[0111] In one possible implementation, the slippage shift control module 305 is further specifically used for:

[0112] Real-time acquisition of the update and activation status information of the vehicle drive anti-slip unit, as well as the rate of change of the update output shaft speed of the vehicle transmission;

[0113] When the updated activation status information indicates that the vehicle is not slipping, and / or when the updated output shaft speed change rate does not meet the second change rate threshold, the vehicle transmission speed is reverted from the preset speed value to the maximum motor speed limit, and a shift permission command is sent to the transmission control unit to complete the real-time control of the vehicle.

[0114] In one possible implementation, the slippage shift control module 305 is further specifically used for:

[0115] The output shaft speed change rate is compared with the first change rate threshold to obtain the comparison result;

[0116] If the comparison result indicates that the output shaft speed change rate is higher than or equal to the first change rate threshold, then the slippage state information of the vehicle in a slippage state is obtained.

[0117] If the comparison result indicates that the rate of change of the output shaft speed is lower than the first rate of change threshold, then the slippage state information of the vehicle not being in a slippage state is obtained.

[0118] In one possible implementation, the information acquisition module 301 is further specifically used for:

[0119] Read the binary activation signal output by the vehicle drive anti-slip unit and the output signal of the slope sensor;

[0120] Based on the binary activation signal, obtain the activation status signal of the vehicle drive anti-slip unit;

[0121] Based on the output signal of the slope sensor, obtain the slope information of the road where the vehicle is located;

[0122] When the binary activation signal outputs a high-level signal, the activation status signal indicating that the vehicle drive anti-slip unit has been activated is obtained.

[0123] When the binary activation signal outputs a low-level signal, the activation status signal indicating that the vehicle drive anti-slip unit is not activated is obtained.

[0124] In one possible implementation, the speed change rate determination module 302 is further specifically used for:

[0125] If the activation status signal indicates that the vehicle drive anti-slip unit has been activated, then historical speed data of the vehicle transmission will be collected.

[0126] Based on the sliding window algorithm, the average rate of change of the historical speed data of the vehicle transmission is calculated to determine the rate of change of the output shaft speed of the vehicle transmission.

[0127] In one possible implementation, the vehicle slippage state detection module 303 is further specifically used for:

[0128] Determine the slope change of the road where the vehicle is located based on the slope information of the road.

[0129] The first rate of change threshold is adjusted according to the slope change, and the first rate of change threshold is updated in real time.

[0130] The vehicle slippage shifting control device provided in this embodiment can execute the method provided in the above method embodiment. Its implementation principle and technical effect are similar, and will not be described in detail here.

[0131] Figure 4 This is a schematic diagram of the vehicle's slippage shifting control device provided in this application. Figure 4 As shown, the vehicle slippage shifting control device 40 provided in this embodiment includes at least one processor 401 and a memory 402. Optionally, the device 40 further includes a communication component 403. The processor 401, memory 402, and communication component 403 are connected via a bus 404.

[0132] In a specific implementation, at least one processor 401 executes computer execution instructions stored in memory 402, causing at least one processor 401 to perform the above-described method.

[0133] The specific implementation process of processor 401 can be found in the above method embodiments, and its implementation principle and technical effect are similar. It will not be repeated here.

[0134] In the above embodiments, it should be understood that the processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), etc. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in this invention can be directly implemented by a hardware processor, or implemented by a combination of hardware and software modules within the processor.

[0135] The memory may include random access memory (RAM) and may also include non-volatile memory (NVM), such as at least one disk storage device.

[0136] The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of illustration, the buses shown in the accompanying drawings are not limited to a single bus or a single type of bus.

[0137] This application also provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, implement the above-described method.

[0138] The aforementioned readable storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. The readable storage medium can be any available medium accessible to a general-purpose or special-purpose computer.

[0139] An exemplary readable storage medium is coupled to a processor, enabling the processor to read information from and write information to the readable storage medium. Of course, the readable storage medium can also be a component of the processor. The processor and the readable storage medium can reside in an Application Specific Integrated Circuit (ASIC). Alternatively, the processor and the readable storage medium can exist as discrete components in the device.

[0140] The division of units is merely a logical functional division; in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be indirect coupling or communication connection through some interfaces, devices, or units, and may be electrical, mechanical, or other forms.

[0141] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0142] In addition, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0143] If a function is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, or the part that contributes to the prior art, or a part of the technical solution, 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 a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0144] Those skilled in the art will understand that all or part of the steps of the above-described method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments; and the aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disks, or optical disks.

[0145] Finally, it should be noted that other embodiments of the invention will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This invention is intended to cover any variations, uses, or adaptations of the invention that follow the general principles of the invention and include common knowledge or customary techniques in the art not disclosed herein, and is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of the invention is limited only by the appended claims.

Claims

1. A method for controlling slippage during gear shifting in a vehicle, characterized in that, include: Acquire the activation status signal of the vehicle's anti-skid unit and the slope information of the road where the vehicle is located; If the activation status signal indicates that the vehicle drive anti-slip unit has been activated, then the rate of change of the output shaft speed of the vehicle transmission is determined. The output shaft speed change rate is compared with a first change rate threshold to obtain the vehicle's slippage state information; If the vehicle's slippage status information indicates that the vehicle is in a slippage state, then the maximum speed limit of the vehicle's transmission motor is determined based on the slope information of the road where the vehicle is located. The maximum speed limit of the motor is adjusted to the preset speed value, and a shift lock command is sent to the transmission control unit to complete the slippage shift control of the vehicle.

2. The slippage shifting control method according to claim 1, characterized in that, If the vehicle's slippage status information indicates that the vehicle is in a slippage state, then based on the slope information of the road where the vehicle is located, the maximum speed limit of the vehicle's transmission motor is determined, including: If the vehicle's slippage status information indicates that the vehicle is in a slippage state, then the inclination angle of the road where the vehicle is located is determined based on the slope information of the road where the vehicle is located. Based on the inclination angle of the road where the vehicle is located, determine the maximum motor speed limit that matches the inclination angle from a preset speed mapping table; The preset speed mapping table is a mapping relationship table between different tilt angles and different maximum speed limits of motors.

3. The slippage shifting control method according to claim 1, characterized in that, After adjusting the maximum speed limit of the motor to a preset speed value and sending a shift lock command to the transmission control unit to complete the slippage shift control of the vehicle, the method further includes: The vehicle drive anti-slip unit's update activation status information and the vehicle transmission's update output shaft speed change rate are collected in real time. When the updated activation status information indicates that the vehicle is not in a slipping state, and / or when the rate of change of the updated output shaft speed does not meet the second rate of change threshold, the speed of the vehicle transmission is reverted from the preset speed value to the maximum speed limit of the motor, and a shift permission command is sent to the transmission control unit to complete the real-time control of the vehicle.

4. The slippage shifting control method according to any one of claims 1 to 3, characterized in that, The output shaft speed change rate is compared with a first change rate threshold to obtain vehicle slippage state information, including: The output shaft speed change rate is compared with a first change rate threshold to obtain the comparison result; If the comparison result indicates that the output shaft speed change rate is higher than or equal to the first change rate threshold, then the slippage state information of the vehicle in a slippage state is obtained. If the comparison result indicates that the output shaft speed change rate is lower than the first change rate threshold, then the slippage state information of the vehicle not being in a slippage state is obtained.

5. The slippage shifting control method according to any one of claims 1 to 3, characterized in that, Acquire the activation status signal of the vehicle's traction control unit and the slope information of the road where the vehicle is located, including: Read the binary activation signal output by the vehicle drive anti-slip unit and the output signal of the slope sensor; Based on the binary activation signal, obtain the activation status signal of the vehicle drive anti-slip unit; Based on the output signal of the slope sensor, the slope information of the road where the vehicle is located is obtained; When the binary activation signal outputs a high-level signal, the activation status signal indicating that the vehicle drive anti-slip unit has been activated is obtained. When the binary activation signal outputs a low-level signal, the activation status signal indicating that the vehicle drive anti-slip unit is not activated is obtained.

6. The slippage shifting control method according to any one of claims 1 to 3, characterized in that, If the activation status signal indicates that the vehicle drive anti-slip unit has been activated, then the rate of change of the output shaft speed of the vehicle transmission is determined, including: If the activation status signal indicates that the vehicle drive anti-slip unit has been activated, then historical speed data of the vehicle transmission are collected. The average rate of change of the historical speed data of the vehicle transmission is calculated using the sliding window algorithm to determine the rate of change of the output shaft speed of the vehicle transmission.

7. The slippage shifting control method according to any one of claims 1 to 3, characterized in that, The method further includes: Based on the slope information of the road where the vehicle is located, determine the slope change of the road where the vehicle is located; The first rate of change threshold is adjusted according to the slope change to complete the real-time update of the first rate of change threshold.

8. A vehicle slippage shifting control device for performing the method as described in any one of claims 1-7, characterized in that, include: The information acquisition module is used to acquire the activation status signal of the vehicle drive anti-skid unit and the slope information of the road where the vehicle is located; The speed change rate determination module is used to determine the speed change rate of the output shaft of the vehicle transmission if the activation state signal indicates that the vehicle drive anti-slip unit has been activated. The vehicle slippage state acquisition module is used to compare the output shaft speed change rate with a first change rate threshold to obtain the vehicle slippage state information. The speed limit determination module is used to determine the maximum speed limit of the vehicle's transmission motor based on the slope information of the road where the vehicle is located if the vehicle's slippage state information indicates that the vehicle is in a slippage state. The slippage shift control module is used to adjust the maximum speed limit of the motor to a preset speed value and send a shift lock command to the transmission control unit to complete the slippage shift control of the vehicle.

9. A vehicle slippage shifting control device, characterized in that, include: Memory, processor; The memory stores computer-executed instructions; The processor executes computer execution instructions stored in the memory, causing the processor to perform the method as described in any one of claims 1-7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when executed by a processor, are used to implement the method as described in any one of claims 1-7.

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