Method, system, and medium for active downhill speed prevention for a vehicle

Abstract

This invention discloses a method, system, and medium for actively preventing overspeeding on downhill slopes for vehicles. The vehicle includes an automated manual transmission (AMT) gearbox and a first motor and a second motor connected to the AMT gearbox. The AMT gearbox has a first input shaft driven by the first motor and a second input shaft driven by the second motor. The gearbox also has an output shaft driven by both the first and second input shafts. The method includes acquiring the rotational speed of the first motor; when the rotational speed of the first motor is greater than the first target rotational speed, the first motor performs a gear shift operation; when the vehicle's slope is less than zero and the first motor is in the gear shifting process; acquiring the rotational speed of the second motor; and when the rotational speed of the second motor is greater than the first target rotational speed, triggering the second motor to output negative torque. This method can prevent the rotational speed of the second motor from continuously increasing, avoiding overspeeding by the second motor and improving vehicle reliability.

Description

Technical Field

[0001] This invention belongs to the field of vehicle technology, and in particular relates to a method, system and medium for actively preventing speeding when a vehicle is going downhill. Background Technology

[0002] The electric drive system uses an AMT (automated mechanical transmission) gearbox, employing a dual-input shaft, dual-drive motor scheme to achieve uninterrupted power shifting. The two input shafts alternately shift gears, referred to as sides A and B. When a shift is triggered, input shaft A first clears torque and disengages to shift, while side B continuously outputs torque. After side A completes the shift and returns torque, side B is then cleared and disengaged to shift again, while side A continues to output torque. Once side B completes the shift, both sides A and B enter normal driving mode. During shifting, because one side is in the shifting process and cannot output torque, resulting in power loss, the side in gear increases torque to compensate for the power loss on one side, maintaining the total output torque at the driver's required level, thus achieving uninterrupted power shifting.

[0003] This technology achieves smooth gear shifting and uninterrupted power, but introduces a new problem. When the vehicle's speed rapidly increases while going downhill, triggering an upshift, side A shifts up promptly. During the shift on side A, side B continues to drive in the current gear. Because the vehicle is still accelerating downhill, the drive motor on side B's speed continues to climb, causing motor overspeed before the upshift can occur (due to the slow shifting caused by the alternating shifting of the dual input shaft gearboxes). Overspeed is a serious fault. To protect the motor, the MCU (Microcontroller Unit) directly disables it, causing the vehicle to lose its electric braking capability while going downhill. Not only does this result in failed gear shifting and the inability to continue driving, requiring a power cycle to clear the fault, but the loss of electric braking capability also creates a driving safety hazard. Even if the motor has strong speed regulation capabilities and can complete speed regulation and gear shifting in a short time, there is still a risk of overspeeding on the motor on the rear shift side. Advancing the shift point cannot fundamentally eliminate this risk. Summary of the Invention

[0004] The present invention aims to at least partially solve one of the technical problems in the related art.

[0005] This invention provides a method for actively preventing speeding on downhill slopes for vehicles. The vehicle includes an automated manual transmission (AMT) gearbox and a first motor and a second motor connected to the AMT gearbox. The AMT gearbox has a first input shaft driven by the first motor and a second input shaft driven by the second motor. The gearbox also has an output shaft driven by both the first input shaft and the second input shaft. The method is characterized by comprising: Obtain the rotational speed of the first motor; When the speed of the first motor is greater than the first target speed, the first motor performs a gear shifting operation; When the vehicle's gradient is less than zero, and the first motor is in the process of shifting gears, the rotational speed of the second motor is obtained; and When the speed of the second motor is greater than the first target speed, the second motor is triggered to output negative torque.

[0006] The above solution offers the following technical advantages: It proposes a method for preventing speeding on downhill slopes by first acquiring the rotational speed of the first motor. When the rotational speed of the first motor exceeds a first target rotational speed, the first motor performs a gear shift. When the vehicle's gradient is less than zero, it indicates that the vehicle is downhill. When the vehicle's gradient is less than zero and the first motor is in the gear shifting process, the rotational speed of the second motor is acquired. When the rotational speed of the second motor exceeds the first target rotational speed, the second motor no longer delivers the acceleration torque requested by the driver. Instead, it triggers the second motor to output negative torque, preventing the second motor's rotational speed from continuously increasing, thus avoiding speeding and improving vehicle reliability.

[0007] In some embodiments, the negative torque output by the second motor includes the negative torque output by the second motor based on a first active overspeed prevention model or the negative torque output by the second motor based on a driver demand model.

[0008] The above solution has the following technical advantages: When the speed of the second motor is greater than the first target speed, the second motor can output negative torque based on either the first active overspeed prevention model or the driver demand model. When the driver does not apply the brakes, the second motor outputs negative torque based on the first active overspeed prevention model to prevent the speed of the second motor from continuously increasing. When the driver applies the brakes, the second motor can output negative torque based on either the first active overspeed prevention model or the driver demand model. In other words, regardless of whether the driver applies the brakes, the second motor can output negative torque to prevent the speed of the second motor from continuously increasing, resulting in high reliability.

[0009] In some embodiments, the first active overspeed prevention model includes: The required negative torque value for the second motor is obtained by looking up a table based on the slope, the speed of the second motor, and the load of the vehicle; and / or The required negative torque value of the second motor is calculated based on the difference between the rotational speed of the second motor and the first target rotational speed.

[0010] The above solution has the following technical effects: The first active overspeed prevention model includes obtaining the required negative torque value of the second motor based on the gradient, the speed of the second motor, and the vehicle load by looking up a table, which can effectively prevent the speed of the second motor from rising rapidly. The first active overspeed prevention model also includes calculating the required negative torque value of the second motor based on the difference between the speed of the second motor and the first target speed, which can more smoothly control the increase in the speed of the second motor.

[0011] In some embodiments, the negative torque value required to be output by the second motor is obtained by looking up a table based on the slope, the rotational speed of the second motor, and the load of the vehicle. This value is directly proportional to the slope, the difference between the rotational speed of the second motor and the first target rotational speed, and the load of the vehicle.

[0012] The above solution has the following technical effects: the negative torque value required to be output by the second motor is obtained by looking up the table based on the slope, the speed of the second motor and the load of the vehicle. The negative torque value is directly proportional to the slope, the difference between the speed of the second motor and the first target speed and the load of the vehicle. This greatly simplifies the model and the difficulty of solving the problem. Moreover, it has high performance predictability and good robustness.

[0013] In some embodiments, the method further includes: performing a minimum operation on the negative torque output based on the first active overspeed prevention model and the negative torque output based on the driver demand model.

[0014] The above solution has the following technical effects: when the negative torque output based on the first active overspeed prevention model is less than the negative torque output based on the driver demand model, the second motor outputs negative torque based on the first active overspeed prevention model.

[0015] In some embodiments, after triggering the second motor to output negative torque when the rotational speed of the second motor is greater than the target rotational speed, the method further includes: When the first motor completes the shifting operation, the second motor performs the shifting operation; When the second motor performs the shifting operation, it triggers the first motor to output negative torque.

[0016] The above solution has the following technical effects: When the first motor completes the shifting operation, the second motor performs the shifting operation. When the second motor performs the shifting operation, it triggers the first motor to output negative torque, ensuring that the output shaft speed does not increase rapidly, thereby improving the shifting success rate of the second motor.

[0017] In some embodiments, the negative torque output by the first motor includes the negative torque output by the first motor based on the second active overspeed prevention model or the negative torque output by the first motor based on the driver model.

[0018] The above solution has the following technical advantages: the first motor can output negative torque based on either the second active overspeed prevention model or the driver demand model. When the driver does not apply the brakes, the first motor outputs negative torque based on the second active overspeed prevention model to prevent the output shaft speed from continuously increasing. When the driver applies the brakes, the first motor can output negative torque based on either the second active overspeed prevention model or the driver demand model. In other words, regardless of whether the driver applies the brakes, the first motor can output negative torque to prevent the output shaft speed from continuously increasing, resulting in high reliability.

[0019] In some embodiments, the second active overspeed prevention model includes: The required negative torque value for the first motor is obtained by looking up a table based on the slope, the rotational speed of the output shaft, and the vehicle's load; and / or The required negative torque value of the first motor is calculated based on the difference between the rotational speed of the output shaft and the second target rotational speed.

[0020] The above solution has the following technical effects: The second active overspeed prevention model includes obtaining the required negative torque value of the first motor by looking up a table based on the gradient, the output shaft speed, and the vehicle load, which can effectively prevent the output shaft speed from rising rapidly. The second active overspeed prevention model also includes calculating the required negative torque value of the first motor based on the difference between the output shaft speed and the second target speed, which can more smoothly control the increase in output shaft speed.

[0021] The present invention also provides a system for actively preventing speeding on downhill slopes for vehicles, comprising: The acquisition unit is configured to acquire the rotational speed of the first motor; and The control unit is configured to trigger the second motor to output negative torque when the speed of the second motor is greater than the first target speed.

[0022] The present invention also provides a storage medium having a program or instructions that, when executed by a processor, implement the steps of the above-described method. Attached Figure Description

[0023] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0024] Figure 1 This is a partial structural schematic diagram of a vehicle provided in one embodiment of the present invention; Figure 2 This is a flowchart of a method for actively preventing speeding on downhill slopes provided by an embodiment of the present invention; Figure 3 This is a schematic diagram illustrating the principle of the second motor outputting negative torque according to an embodiment of the present invention; Figure 4 This is a schematic diagram illustrating the principle of a second motor outputting negative torque based on a first active overspeed prevention model, according to an embodiment of the present invention. Figure 5 This is a schematic diagram illustrating the principle of the second motor outputting negative torque based on the first active overspeed prevention model, provided in another embodiment of the present invention. Figure 6 This is a flowchart of a method for actively preventing speeding on downhill slopes provided in another embodiment of the present invention; Figure 7 This is a schematic diagram illustrating the principle of the first motor outputting negative torque according to an embodiment of the present invention; Figure 8 This is a schematic diagram illustrating the principle of a first motor outputting negative torque based on a second active overspeed prevention model, according to an embodiment of the present invention. Figure 9 This is a schematic diagram illustrating the principle of the first motor outputting negative torque based on the second active overspeed prevention model, provided in another embodiment of the present invention. Figure 10 This is an example flowchart of a method for actively preventing speeding on a downhill slope provided by an embodiment of the present invention; Figure 11 This is a structural block diagram of a vehicle downhill active speed prevention system provided in one embodiment of the present invention; Figure 12 This is a schematic diagram of a storage medium provided in one embodiment of the present invention.

[0025] Figure label: 1. First motor; 2. Second motor; 3. First input axis; 4. Second input axis; 5. Output shaft; 10. Active speed control system for vehicles going downhill; 11. Acquisition unit; 12. Control unit; 101. Memory; 102. Processor; 103. Output device; 104. Input device. Detailed Implementation

[0026] The present application will now be described in further detail with reference to the accompanying drawings and embodiments. It should be particularly noted that the following embodiments are for illustrative purposes only and do not limit the scope of the application. Similarly, the following embodiments are only some, not all, embodiments of the present application, and all other embodiments obtained by those skilled in the art without inventive effort are within the scope of protection of the present application.

[0027] The terms "first," "second," and "third" used in the embodiments of this application are for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Therefore, a feature defined as "first," "second," or "third" may explicitly or implicitly include at least one of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified. All directional indications (such as up, down, left, right, front, back, etc.) in the embodiments of this application are only used to explain the relative positional relationships and movement of components in a specific posture (as shown in the figures). If the specific posture changes, the directional indication will also change accordingly. The terms "comprising" and "having," and any variations thereof, in the embodiments of this application are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or device that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or components inherent to these processes, methods, products, or devices.

[0028] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this invention and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0029] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this invention, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0030] In this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a connection that allows communication between them; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0031] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "over," and "on top" of the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0032] In this invention, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0033] In this disclosure, the term "AMT" refers to an automatic transmission, which is a manual transmission with an added electronically controlled actuator to replace manual operation and achieve automatic gear shifting.

[0034] In the embodiments of this disclosure, the term "gear shifting" refers to the process of clearing the motor torque, disengaging it from neutral, and then engaging a gear.

[0035] In this embodiment of the disclosure, the term "slope" refers to the pitch angle of a vehicle identified by a slope sensor installed on the vehicle along its Y-axis. The pitch angle is determined based on the gravitational component of the positive or negative half-axis of the Y-axis (i.e., there is a distinction between positive and negative). The angle obtained is the angle between the vehicle body and the horizontal axis, and the sine value of this angle is the slope.

[0036] In the embodiments of this disclosure, the term "motor output negative torque" refers to the reverse torque applied to the transmission system when the motor is running as a generator.

[0037] like Figure 1 As shown, the vehicle includes an AMT transmission and a first motor 1 and a second motor 2 connected to the AMT transmission. The AMT transmission has a first input shaft 3 that is driven to the first motor 1 and a second input shaft 4 that is driven to the second motor 2. The transmission also has an output shaft 5 that is driven to both the first input shaft 3 and the second input shaft 4.

[0038] like Figure 2 As shown, a method for actively preventing speeding on a downhill slope, used for the aforementioned vehicle, is described. The method includes the following steps: Step S10: Obtain the rotational speed of the first motor.

[0039] Step S20: When the speed of the first motor is greater than the first target speed, the first motor performs a gear shifting operation.

[0040] Step S30: When the vehicle's slope is less than zero and the first motor is in the gear shifting process, obtain the rotational speed of the second motor.

[0041] Step S40: When the speed of the second motor is greater than the first target speed, the second motor is triggered to output negative torque.

[0042] The above scheme proposes a method to prevent speeding on downhill slopes. First, the rotational speed of the first motor is acquired. When the rotational speed of the first motor exceeds a first target speed, the first motor performs a gear shift. When the vehicle's gradient is less than zero, it indicates that the vehicle is downhill. When the vehicle's gradient is less than zero and the first motor is in the gear shifting process, the rotational speed of the second motor is acquired. When the rotational speed of the second motor exceeds the first target speed, the second motor no longer delivers the acceleration torque requested by the driver. Instead, it triggers the second motor to output negative torque, preventing the second motor's rotational speed from continuously increasing, thus avoiding speeding and improving vehicle reliability.

[0043] In practical applications, various technical means can be used to achieve these steps. For example, the rotational speed of the first motor can be obtained through a first speed sensor, and the speed data of the first motor can be transmitted to the control system in real time. Similarly, the rotational speed of the second motor can be obtained through a second speed sensor, and the speed data of the second motor can be transmitted to the control system in real time.

[0044] In some embodiments, the control system may include a TCU (Transmission Control Unit), a VCU (Vehicle Control Unit), and an MCU (Motor Control Unit).

[0045] Specifically, the first target speed can be understood as the sum of the shift point speed and the first offset. For example, if the shift point speed is 8000 rpm and the first offset is 2000 rpm, then the first target speed is 10000 rpm.

[0046] It is understandable that a vehicle can have multiple gears, meaning it can have multiple shift point RPMs. Figure 1 For example, a vehicle has four gears, meaning it has four shift point speeds. The first offset can have a functional relationship with the shift point speed. Of course, the first offset can also be a manually set reference value, without a clear functional relationship with the shift point speed. Alternatively, the first offset can be 0; when the first offset is 0, the first target speed is the shift point speed.

[0047] Specifically, when the TCU detects that the speed of the first motor is greater than the target speed, the TCU will issue a shift status flag. At this time, the TCU takes over the first motor, and the first motor begins to perform shifting operations. The TCU controls the first motor to complete actions such as clearing torque, disengaging to neutral, and engaging gears. After the first motor finishes shifting and performs torque reset, the VCU takes over the first motor.

[0048] like Figure 3 As shown, the negative torque output by the second motor includes either the negative torque output by the second motor based on the first active overspeed prevention model or the negative torque output by the second motor based on the driver demand model.

[0049] In the above scheme, when the speed of the second motor exceeds the first target speed, the second motor can output negative torque based on either the first active overspeed prevention model or the driver demand model. When the driver does not apply the brakes, the second motor outputs negative torque based on the first active overspeed prevention model to prevent its speed from continuously increasing. When the driver applies the brakes, the second motor can output negative torque based on either the first active overspeed prevention model or the driver demand model. That is, regardless of whether the driver applies the brakes, the second motor can output negative torque to prevent its speed from continuously increasing, demonstrating high reliability.

[0050] In some embodiments, the method further includes: performing a minimum operation on the negative torque output based on the first active overspeed prevention model and the negative torque output based on the driver demand model.

[0051] In the above scheme, when the negative torque output based on the first active overspeed prevention model is less than the negative torque output based on the driver demand model, the second motor outputs negative torque based on the first active overspeed prevention model.

[0052] like Figure 4 and Figure 5 As shown, the first active overspeed prevention model includes obtaining the required negative torque value of the second motor by looking up a table based on the slope, the speed of the second motor, and the vehicle load; and / or calculating the required negative torque value of the second motor based on the difference between the speed of the second motor and the first target speed.

[0053] In the above scheme, the first active overspeed prevention model includes obtaining the required negative torque value of the second motor by looking up a table based on the gradient, the speed of the second motor, and the vehicle's load, which can effectively prevent the speed of the second motor from rising rapidly. The first active overspeed prevention model also includes calculating the required negative torque value of the second motor based on the difference between the speed of the second motor and the first target speed, which can more smoothly control the increase in the speed of the second motor.

[0054] Specifically, the tables used for lookup can be obtained through calculation or through actual experimental measurement. The difference between the speed of the second motor and the first target speed can be used to calculate the required negative torque value output by the second motor through PI control.

[0055] In some embodiments, the negative torque value required to be output by the second motor is obtained by looking up a table based on the slope, the rotational speed of the second motor, and the load of the vehicle. This value is directly proportional to the slope, the difference between the rotational speed of the second motor and the first target rotational speed, and the load of the vehicle.

[0056] In the above scheme, the negative torque value required to be output by the second motor is obtained by looking up the table based on the slope, the speed of the second motor and the load of the vehicle. The negative torque value is directly proportional to the slope, the difference between the speed of the second motor and the first target speed and the load of the vehicle. This greatly simplifies the model and the difficulty of solving the problem. Moreover, the performance is highly predictive and robust.

[0057] like Figure 6 As shown, when the speed of the second motor is greater than the target speed, after triggering the second motor to output negative torque, the method further includes the following steps: Step S50: When the first motor completes the shifting operation, the second motor performs the shifting operation.

[0058] Step S60: When the second motor performs a shift operation, it triggers the first motor to output negative torque.

[0059] In the above scheme, when the first motor completes the shifting operation, the second motor performs the shifting operation. When the second motor performs the shifting operation, it triggers the first motor to output negative torque, ensuring that the output shaft speed does not increase rapidly, thereby improving the shifting success rate of the second motor.

[0060] like Figure 7As shown, the negative torque output by the first motor includes either the negative torque output by the first motor based on the second active overspeed prevention model or the negative torque output by the first motor based on the driver model.

[0061] In the above scheme, the first motor can output negative torque based on either the second active overspeed prevention model or the driver demand model. When the driver does not apply the brakes, the first motor outputs negative torque based on the second active overspeed prevention model to prevent the output shaft speed from continuously increasing. When the driver applies the brakes, the first motor can output negative torque based on either the second active overspeed prevention model or the driver demand model. That is, regardless of whether the driver applies the brakes, the first motor can output negative torque to prevent the output shaft speed from continuously increasing, resulting in high reliability.

[0062] Specifically, the driver demand model is the negative torque value calculated based on factors such as the driver's braking force.

[0063] like Figure 8 and Figure 9 As shown, the second active overspeed prevention model includes obtaining the required negative torque value of the first motor by looking up a table based on the gradient, the output shaft speed and the vehicle load; and / or calculating the required negative torque value of the first motor based on the difference between the speed of the first motor and the second target speed.

[0064] In the above scheme, the second active overspeed prevention model includes obtaining the required negative torque value of the first motor by looking up a table based on the gradient, the output shaft speed, and the vehicle load, which can effectively prevent the output shaft speed from rising rapidly. The second active overspeed prevention model also includes calculating the required negative torque value of the first motor based on the difference between the output shaft speed and the second target speed, which can more smoothly control the increase in output shaft speed.

[0065] Specifically, the tables used for lookup can be obtained through calculation or through actual experimental measurement. The difference between the output shaft speed and the second target speed can be used to calculate the required negative torque value of the first motor through PI control.

[0066] In some embodiments, the negative torque value required to be output by the first motor is obtained by looking up a table based on the slope, the rotational speed of the output shaft, and the load of the vehicle. These values ​​are all directly proportional to the slope, the difference between the rotational speed of the output shaft and the second target rotational speed, and the load of the vehicle.

[0067] In the above scheme, the negative torque value required by the second motor to be output is obtained by looking up the table based on the slope, the output speed, and the vehicle load. The negative torque value is directly proportional to the slope, the difference between the output shaft speed and the second target speed, and the vehicle load. This greatly simplifies the model and the difficulty of solving the problem. Moreover, the performance is highly predictive and robust.

[0068] like Figure 10 As illustrated, assuming the vehicle is currently on a downhill slope, the driver engages first gear, releases the handbrake and foot brake, and accelerates down the slope. Due to the rapid acceleration downhill, the vehicle quickly reaches the shift point from first to second gear. When the speed of the first motor exceeds the first target speed, the TCU controls the first motor to perform the shift operation. However, the first motor shifts gears in approximately 2 seconds. During these 2 seconds, the second motor remains in first gear, driving the vehicle. During this time, the second motor responds to the throttle and controls torque, and as the vehicle continues to accelerate downhill, the second motor can easily exceed its maximum speed. At this point, the second motor's speed is acquired. When the second motor's speed exceeds the first target speed, the second motor outputs negative torque to prevent its speed from continuously increasing until overspeeding occurs. After the first motor completes its shift, the second motor performs its shift operation. The first motor outputs negative torque to prevent the output shaft speed from continuously increasing, allowing the second motor to successfully complete the shift operation. Once the second motor has also completed its shift operation, both the first and second motors simultaneously provide torque to the driver's needs.

[0069] like Figure 11 As shown, the vehicle downhill active speed prevention system 10 includes an acquisition unit 11 and a control unit 12.

[0070] Acquisition unit 11 is configured to acquire the rotational speed of the first motor.

[0071] The control unit 12 is configured to trigger the second motor to output negative torque when the speed of the second motor is greater than the target speed.

[0072] The specific execution methods of each unit in the above system embodiments have been described in detail in the embodiments related to the method, and will not be elaborated here.

[0073] This embodiment also provides a storage medium having a program or instructions that, when executed by a processor, implement the steps of the above method.

[0074] This disclosure also provides a program product, such as... Figure 11 As shown, the program product includes one or more processors 102 and memory 101. Figure 12 Take a processor 102 as an example.

[0075] The controller may also include: input device and output device 103.

[0076] The processor 102, memory 101, input device, and output device 103 can be connected via a bus or other means. Figure 11 Taking the example of a connection between China and Israel via a bus.

[0077] The processor 102 can be a central processing unit (CPU), or it can be other general-purpose processors 102, digital signal processors 102 (DSP), application-specific integrated circuits (ASIC), field-programmable gate arrays (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, or combinations of the above types of chips. The general-purpose processor 102 can be a microprocessor 102 or any conventional processor 102.

[0078] The memory 101, as a non-transitory computer-readable storage medium, can be used to store non-transitory software programs, non-transitory computer-executable programs, and modules, such as the program instructions / modules corresponding to the methods in the embodiments of this disclosure. The processor 102 executes various functional applications and data processing of the server by running the non-transitory software programs, instructions, and modules stored in the memory 101, thereby implementing the steps of the above-described method embodiments.

[0079] The memory 101 may include a program storage area and a data storage area. The program storage area may store the operating system and applications required for at least one function; the data storage area may store data created by the use of the processing device operated by the server. Furthermore, the memory 101 may include high-speed random access memory 101, and may also include non-transitory memory 101, such as at least one disk storage device 101, flash memory device, or other non-transitory solid-state memory 101. In some embodiments, the memory 101 may optionally include memory 101 remotely located relative to the processor 102, and these remote memories 101 can be connected to a network connection device via a network. Examples of such networks include, but are not limited to, the Internet, intranets, local area networks, mobile communication networks, and combinations thereof.

[0080] The input device can receive input numerical or character information, and generate key signal inputs related to driver settings and function control of the server's processing unit. The output device 103 may include a display device such as a screen.

[0081] One or more modules are stored in memory 101, and when executed by one or more processors 102, they perform actions such as... Figure 1 The method shown.

[0082] Those skilled in the art will understand that all or part of the processes in the above method embodiments can be implemented by a computer program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, it can include the processes described in the above method embodiments. The storage medium can be a magnetic disk, optical disk, read-only memory (ROM), random access memory (RAM), flash memory (FM), hard disk drive (HDD), or solid-state drive (SSD), etc.; the storage medium can also include combinations of the above types of memory.

[0083] Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present invention.

Claims

1. A method for actively preventing speeding on a downhill slope, the vehicle comprising an AMT (Automated Manual Transmission) gearbox and a first motor and a second motor connected to the AMT gearbox, the AMT gearbox having a first input shaft drivenly connected to the first motor and a second input shaft drivenly connected to the second motor, the gearbox further having an output shaft drivenly connected to both the first input shaft and the second input shaft, characterized in that, The method includes: Obtain the rotational speed of the first motor; When the speed of the first motor is greater than the first target speed, the first motor performs a gear shifting operation; When the vehicle's gradient is less than zero, and the first motor is in the process of shifting gears, the rotational speed of the second motor is obtained; and When the speed of the second motor is greater than the first target speed, the second motor is triggered to output negative torque.

2. The method according to claim 1, characterized in that, The negative torque output by the second motor includes either the negative torque output by the second motor based on the first active overspeed prevention model or the negative torque output by the second motor based on the driver demand model.

3. The method according to claim 2, characterized in that, The first active overspeed prevention model includes: The required negative torque value for the second motor is obtained by looking up a table based on the slope, the speed of the second motor, and the load of the vehicle; and / or The required negative torque value of the second motor is calculated based on the difference between the rotational speed of the second motor and the first target rotational speed.

4. The method according to claim 3, characterized in that, The negative torque value required to be output by the second motor is obtained by looking up a table based on the slope, the rotational speed of the second motor, and the load of the vehicle. This value is directly proportional to the slope, the difference between the rotational speed of the second motor and the first target rotational speed, and the load of the vehicle.

5. The method according to claim 2, characterized in that, The method further includes: performing a minimum operation on the negative torque output based on the first active overspeed prevention model and the negative torque output based on the driver demand model.

6. The method according to claim 1, characterized in that, When the speed of the second motor is greater than the target speed, after triggering the second motor to output negative torque, the following steps are also included: When the first motor completes the shifting operation, the second motor performs the shifting operation; When the second motor performs the shifting operation, it triggers the first motor to output negative torque.

7. The method according to claim 6, characterized in that, The negative torque output by the first motor includes either the negative torque output by the first motor based on the second active overspeed prevention model or the negative torque output by the first motor based on the driver model.

8. The method according to claim 7, characterized in that, The second active overspeed prevention model includes: The required negative torque value for the first motor is obtained by looking up a table based on the slope, the rotational speed of the output shaft, and the vehicle's load; and / or The required negative torque value of the first motor is calculated based on the difference between the rotational speed of the output shaft and the second target rotational speed.

9. A system for actively preventing speeding on downhill slopes for vehicles, characterized in that, include: The acquisition unit is configured to acquire the rotational speed of the first motor; as well as The control unit is configured to trigger the second motor to output negative torque when the speed of the second motor is greater than the first target speed.

10. A storage medium, characterized in that, The storage medium has a program or instructions that, when executed by a processor, implement the steps of the method as described in claims 1-8.

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