CN114704629B - Vehicle gear shifting control method and device, storage medium and automobile - Google Patents

Abstract

The application discloses a vehicle gear shifting control method, a device, a storage medium and an automobile, wherein the control method comprises the following steps: acquiring state information of the SCR and the DPF, wherein the state information comprises a first actual temperature value of the SCR and a regeneration mode state of the DPF; judging whether the state information meets a gear shifting correction condition or not; and correcting the gear based on the state information when the gear correction condition is met, wherein the gear is corrected in a direction of improving SCR conversion efficiency and DPF regeneration efficiency when the gear is corrected. Considering the influence of engine aftertreatment on gear shifting decisions, the working efficiency of the engine and the aftertreatment device is improved by a gear decision correcting method, the drivability of the vehicle is improved, and the correction strategy is low in calculation complexity and reliable in method.

Description

Vehicle shift control method, device, storage medium and vehicle

Technical Field

The present invention relates to the field of automobile technology, and in particular to a vehicle shift control method, a device, a storage medium and a vehicle.

Background technique

Since the electronically controlled automatic mechanical transmission (Automatic Mechanical Transmission, AMT) does not require the driver to manually shift gears, it can automatically adjust the gear according to the vehicle conditions, reducing the driver's labor intensity, so there are more and more ATM vehicles on the market. In the prior art, the factors for adjusting the gear include driver intention, driving conditions and other conditions. However, the post-processing device of the engine will not achieve the best working efficiency due to the change of gear, which will also affect the working efficiency of the engine.

Therefore, how to improve the working efficiency of the post-processing device and thus improve the working efficiency of the engine has become a technical problem that needs to be solved urgently.

Summary of the invention

In order to solve the technical problems described in the above background technology, the present application proposes a control method and a vehicle to solve the problem that the working efficiency of the engine is affected by the working efficiency of the post-processing device.

According to the first aspect, an embodiment of the present application proposes a vehicle gear shift control method, the method comprising: obtaining status information of SCR and DPF, the status information comprising a first actual temperature value of the SCR and a regeneration mode status of the DPF; determining whether the status information satisfies a gear shift correction condition; and when the gear shift correction condition is met, correcting the gear position based on the status information, wherein when correcting the gear position, the gear position is corrected in the direction of improving the SCR conversion efficiency and improving the DPF regeneration efficiency.

Optionally, the correcting the gear position based on the status information includes: when the regeneration mode state of the DPF is that the DPF is in regeneration mode, maintaining the current gear position; when the regeneration mode state of the DPF is that the DPF is in non-regeneration mode, adjusting the current gear position based on the first actual temperature value.

Optionally, adjusting the current gear based on the first actual temperature value includes: determining whether the first actual temperature is within a first preset temperature range, the first preset temperature range being a preset operating temperature range of the SCR; when the first actual temperature value is greater than an upper limit value of the first preset temperature range, performing a downshift; when the first actual temperature value is less than a lower limit value of the first preset temperature range, performing an upshift.

Optionally, the determining whether the status information satisfies the gear shift correction condition includes: determining whether at least one of the conditions that the DPF is in regeneration mode, the first actual temperature value is greater than a preset temperature upper limit value, the first actual temperature value is less than a preset temperature lower limit value, and the SCR is in a heating mode is satisfied; when at least one of the conditions that the DPF is in regeneration mode, the first actual temperature value is greater than a preset temperature upper limit value, the first actual temperature value is less than a preset temperature lower limit value, and the SCR is in a heating mode is satisfied, confirming that the status information satisfies the gear shift correction condition.

Optionally, the gear position correction based on the status information includes: when the regeneration mode state of the DPF is that the DPF is in regeneration mode, obtaining a second actual temperature value of the DPF; and correcting the gear position in a direction of moving the second actual temperature value toward a direction that satisfies both the operating temperature of the regeneration mode of the DPF and the operating temperature of the SCR.

Optionally, the gear position is corrected in the direction of moving the second actual temperature value toward a direction that satisfies both the operating temperature of the regeneration mode of the DPF and the operating temperature of the SCR; a first preset temperature range for normal operation of the SCR and a second preset temperature range for normal operation of the current regeneration mode are obtained; a temperature intersection of the first preset temperature range and the second preset temperature range is calculated; it is determined whether the second preset temperature value is within the temperature intersection; when the second preset temperature value is not within the temperature intersection, the gear position is corrected in the direction of moving the second actual temperature value toward a temperature value within the temperature intersection.

Optionally, correcting the gear position in the direction of moving the second actual temperature value toward a direction that satisfies both the operating temperature of the regeneration mode of the DPF and the operating temperature of the SCR includes: obtaining a difference between the second actual temperature value and any temperature value of the temperature intersection; and correcting the gear position and vehicle speed based on the difference.

According to the second aspect, an embodiment of the present application proposes a vehicle gear shift correction device, including: an acquisition module, used to obtain status information of SCR and DPF, the status information including a first actual temperature value of SCR and a regeneration mode status of DPF; a judgment module, used to judge whether the status information satisfies a gear shift correction condition; a gear position correction module, used to correct the gear position based on the status information when the gear shift correction condition is met, wherein when correcting the gear position, the gear position is corrected in the direction of improving the SCR conversion efficiency and improving the DPF regeneration efficiency.

According to a third aspect, an embodiment of the present application provides a computer-readable storage medium storing a computer program, wherein when the computer program is executed by a processor, the vehicle gear control method described in any one of the first aspects above is implemented.

According to the third aspect, an embodiment of the present application proposes a car, comprising a processor, a communication interface, a memory and a communication bus, wherein the processor, the communication interface and the memory communicate with each other through the communication bus, and the memory is used to store a computer program; the processor is used to execute the vehicle gear control method described in any one of the first aspects by running the computer program stored in the memory.

The scheme of the present application obtains the first actual temperature value of the SCR and the regeneration mode state of the DPF; determines whether the above state information satisfies the gear shift correction condition; when the gear shift correction condition is met, the gear position is corrected based on the state information, wherein when the gear position is corrected, the gear position is corrected in the direction of improving the SCR conversion efficiency and the DPF regeneration efficiency. Considering the influence of the engine post-processing on the gear shift decision, the working efficiency of the engine and the post-processing device is improved, and the driving performance of the vehicle is improved by correcting the gear decision, and the calculation complexity of the correction strategy is low and the method is reliable.

BRIEF DESCRIPTION OF THE DRAWINGS

The drawings described herein are used to provide a further understanding of the present invention and constitute a part of the present invention. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the drawings:

FIG1 is a schematic diagram of a hardware environment of an optional vehicle shift control method according to an embodiment of the present invention;

FIG2 is a flow chart of a vehicle shift control method according to an embodiment of the present application;

FIG3 is a schematic diagram of an engine exhaust temperature MAP according to an embodiment of the present application;

FIG. 4 is a schematic structural diagram of a car according to an embodiment of the present application.

Detailed ways

In order to have a clearer understanding of the technical features, purposes and effects of the present invention, the specific embodiments of the present invention are now described with reference to the accompanying drawings. In the drawings, the same reference numerals represent components with the same structure or similar structures but the same functions.

In the following description, many specific details are set forth to facilitate a full understanding of the present invention. However, the present invention may also be implemented in other ways different from those described herein. Therefore, the protection scope of the present invention is not limited to the specific embodiments disclosed below.

AMT technology is increasingly popular and welcomed by the public in the market, but the current decision-making conditions for the automobile control system to adjust the engine gear position of the automobile are the driver's intention, driving conditions, etc. Since the gear adjustment will affect the efficiency of the engine after-treatment device to treat exhaust emissions, considering the influence of the engine after-treatment device on the AMT gear decision, according to the first aspect of the present application, a vehicle shift control method is proposed. Optionally, in this embodiment, the above-mentioned vehicle shift control method can be applied to the hardware environment composed of a terminal 102 and a server 104 as shown in Figure 1. As shown in Figure 1, the server 104 is connected to the terminal 102 through a network, and can be used to provide services for the terminal or a client installed on the terminal. A database can be set on the server or independently of the server to provide data storage services for the server 104, and can also be used to process cloud services. The above-mentioned network includes but is not limited to: a wide area network, a metropolitan area network or a local area network, and the terminal 102 is not limited to a PC, a mobile phone, a tablet computer, etc. The vehicle shift control method of the embodiment of the present application can be executed by the server 104, or by the terminal 102, or by the server 104 and the terminal 102. The terminal 102 may execute the vehicle shift control method of the embodiment of the present application by a client installed thereon.

Taking the vehicle shift control method in this embodiment executed by the terminal 102 and/or the server 104 as an example, FIG. 2 is a flow chart of an optional vehicle shift control method according to an embodiment of the present application. As shown in FIG. 2 , the flow of the method may include the following steps:

S10. Obtain the status information of SCR and DPF, the status information including the first actual temperature value of SCR and the regeneration mode state of DPF. In the present embodiment, the function of the selective catalytic reduction converter (Selective Catalytic Reduction, SCR) is to remove NO _x from the exhaust of the diesel engine, using urea as a reducing agent, and reacting with NO _x to form N ₂ and H ₂ O under the action of a selective catalyst. Usually, SCR often needs to be at a certain operating temperature to efficiently remove NO _x from the exhaust of the diesel engine. For example, SCR has a relatively strict requirement on temperature, and the optimal operating temperature is 350℃-450℃. When the temperature is lower than the lower limit of the optimal operating temperature, the reduction of NO x cannot be effectively carried out; when the temperature is higher than the upper limit of the optimal operating temperature, the reducing agent NH ₃ will be oxidized to generate NO _x . In addition, the diesel particulate filter (Diesel Particulate Filter, DPF) is a filter installed in the exhaust system of the diesel engine, and its main function is to capture harmful particles in the exhaust gas. The DPF has a high filtration efficiency for fuel particles, which can reach 60%-90%. During the filtration process, the accumulation of particulate waste in the particle aggregator will cause the back gas pressure to increase. When the back gas pressure reaches 16kpa-20kpa, the performance of the diesel engine begins to deteriorate. Therefore, it is necessary to enter the regeneration mode after the regeneration conditions are met to remove the particles and ensure the normal operation of the engine.

In this embodiment, the first actual temperature of the SCR under the current working condition and whether the DPF is in the regeneration mode can be obtained. Exemplarily, the acquisition of the SCR can be obtained by using a temperature sensor, and the first actual temperature of the SCR can also be estimated by calculating the load of the engine. As an exemplary embodiment, whether the DPF is in the regeneration mode can be determined based on whether a regeneration signal is received and/or the working mode of the engine, and the regeneration mode state can also be determined by detecting whether a regeneration catalyst is passed.

S20. Determine whether the status information satisfies the gear shift correction condition. As an exemplary embodiment, the current gear correction strategy is often based on fuel economy, power, etc. to correct the gear. The corrected position may cause the processing efficiency of the SCR and DPF in the post-processing system to decrease, or even fail. In this embodiment, it can be determined based on the state of the post-processing system whether it is necessary to correct the current gear based on the status information of the post-processing system. In this embodiment, it can be determined whether the status information of the SCR and DPF under the current working conditions meets the gear shift correction condition. If it does, a mode of coordinated gear correction based on the post-processing system is performed, and then step S30 is entered. If it does not meet, it returns to step S10.

As an exemplary embodiment, the shift correction condition may include: satisfying at least one of the following: the DPF is in a regeneration mode, the first actual temperature value is greater than a preset temperature upper limit value, the first actual temperature value is less than a preset temperature lower limit value, and the SCR is in a heating mode. Exemplarily, when the temperature of the SCR is low, a heating device is usually used for heating, so when in the heating mode, the exhaust gas temperature received by the SCR is usually less than the preset temperature lower limit value.

S30. Based on the state information, the gear position is corrected, wherein when the gear position is corrected, the gear position is corrected in the direction of improving the SCR conversion efficiency and improving the DPF regeneration efficiency. As an exemplary embodiment, in general, the engine load rate is positively correlated with the exhaust temperature and the influence on the exhaust temperature is much greater than the influence of the engine speed on the exhaust temperature. When the exhaust temperature is too low or the SCR starts heating, the higher the gear position, the smaller the transmission ratio. Under the conditions of certain vehicle speed and load, upshifting can increase the engine load rate, thereby increasing the exhaust temperature of the engine; similarly, when the exhaust temperature is too high, downshifting can reduce the exhaust temperature. The regeneration of the DPF also needs to be in a certain temperature range, for example, for example, the temperature required for the passive regeneration mode is 260℃-450℃, the temperature required for the active regeneration mode is 300℃-500℃, and the temperature required for the stationary regeneration mode is usually greater than 500℃. Therefore, the gear position is related to the exhaust temperature, and therefore, the gear position can be adjusted based on the current state information, that is, the first actual temperature of the SCR and the regeneration mode state of the DPF, and the adjustment direction is the direction of improving the SCR conversion efficiency and improving the DPF regeneration efficiency.

As an exemplary embodiment, DPF regeneration usually requires the engine to work under steady-state conditions as much as possible. When the vehicle speed is constant, the gear switching will cause a large change in the engine speed, and the engine speed and back gas pressure are positively correlated. Under constant vehicle speed conditions, if downshifting will increase the engine speed, the sudden increase in the engine exhaust back pressure will reduce the combustion efficiency, and the accelerated airflow will extinguish the regenerated flame, so that the fuel particles in the exhaust gas cannot be completely burned, and white smoke is likely to occur. Although the particle filter can be heated by electric heating to promote particle combustion, the problem of high energy consumption needs to be solved during vehicle use; if upshifting will reduce the engine speed, the sudden decrease in exhaust back pressure will affect the DPF regeneration efficiency and make the sound quality of the exhaust system worse. In this way, the DPF regeneration is formulated to correct the gear position of the coordinated strategy, that is, when in the DPF regeneration condition, the engine should be kept working under steady-state conditions, and the gear shifting or large-scale adjustment of the engine speed should be reduced as much as possible.

Exemplarily, the conditions for triggering DPF regeneration may include: mileage triggering DPF regeneration; DPF pressure difference signal triggering DPF regeneration; carbon loading triggering DPF regeneration, or entering regeneration mode. When the triggering conditions are met, the control program keeps the engine gear unchanged to maintain steady-state conditions and meet the optimal reaction conditions of the DPF device in the post-processing device; when the DPF device does not regenerate, obtain the status of other post-processing devices, and correct the adjustment of the engine gear according to the status of other post-processing devices. For example, obtain the exhaust temperature of the engine post-processing device and the enablement status of the SCR system, and choose to coordinately correct the adjustment of the engine gear.

When the DPF is in a non-regeneration mode in the regeneration mode state of the DPF, the current gear is adjusted based on the first actual temperature value. Exemplarily, it is determined whether the first actual temperature is within a first preset temperature range, and the first preset temperature range is a preset operating temperature range of the SCR; when the first actual temperature value is greater than the upper limit of the first preset temperature range, a downshift adjustment is performed; when the first actual temperature value is less than the lower limit of the first preset temperature range, an upshift adjustment is performed. Exemplarily, the first preset temperature range may be 350°C-450°C. The SCR has strict requirements on temperature, and the optimal operating temperature is 350°C-450°C. When the temperature is lower than the lower limit of the optimal operating temperature, the reduction of NOx cannot be carried out effectively; when the temperature is higher than the upper limit of the optimal operating temperature, the reducing agent NH ₃ will be oxidized to generate _NOx . Therefore, the SCR temperature is controlled within the optimal operating temperature range to obtain the best exhaust gas treatment effect.

As an exemplary embodiment, it is determined whether the conditions for entering the gear correction based on the status information of the post-processing system are met, such as whether the SCR upstream temperature exceeds the upper limit and whether it is in the SCR heating mode, or whether it is in the DPF regeneration mode. If it is met, the gear correction mode based on the status information of the post-processing system is entered. Enter the gear correction mode based on the status information of the post-processing system, and put the engine gear in an enabled state. Determine whether it is the DPF regeneration mode. If it is met, keep the current engine gear state, otherwise enter the gear correction mode based on the first actual temperature of the SCR. In the gear correction mode based on the first actual temperature of the SCR, determine whether the SCR upstream temperature exceeds the upper limit. If it is met, increase the engine gear, otherwise reduce the engine gear. Finally, the final gear is corrected through the collaborative mode decision. The final gear is determined by comprehensively considering the correction of the engine gear decision and the original engine gear decision.

As a specific embodiment, as shown in FIG3, a specific example is used to exemplarily describe the correction of the gear position based on the state information of the post-processing system. In the automobile post-processing system including the SCR system, when the vehicle speed and load are constant, taking the transmission ratio extreme difference of 1.2 as an example, when the engine load rate is 60% and the speed is 1200r/min, the exhaust temperature of the steady-state working point of the engine before the upshift is about 335°C, and the engine steady-state working point load rate after the upshift is 72%, the speed is 1000r/min, and the exhaust temperature is about 380°C. The engine exhaust temperature is effectively increased by changing the engine gear position. The higher the load rate, the greater the change in exhaust temperature. When the SCR selective reduction device works at the optimal temperature, the NOx conversion rate is greatly improved. Therefore, the present application can make the exhaust temperature within the optimal temperature range by correcting the engine gear position when the exhaust temperature is too low or too high, thereby improving the efficiency of the post-processing work.

As an optional embodiment, since the DPF is in the regeneration mode, it is usually necessary to keep the engine stable, and the engine should be kept operating under steady-state conditions, and the gear shifting or large-scale adjustment of the engine speed should be reduced as much as possible. However, the temperature of the engine in the regeneration mode may not be suitable for the optimal operating temperature of the SCR. For example, there are multiple regeneration modes for DOF, and the temperatures of different regeneration modes are different. For example, the temperature required for the passive regeneration mode is 260℃-450℃, the temperature required for the active regeneration mode is 300℃-500℃, and the temperature required for the stationary regeneration mode is usually greater than 500℃. However, temperatures less than 350℃ and greater than 450℃ will affect the reduction efficiency of the SCR, and the SCR will completely lose its reduction ability.

Therefore, in order to ensure the efficiency of SCR and DPF as much as possible, when the DPF is in regeneration mode, when the gear position is corrected based on the status information, the gear position can be corrected based on the second actual temperature of the DPF. Exemplarily, the gear position will be corrected in the direction of moving the second actual temperature value toward the operating temperature of the regeneration mode of the DPF and the operating temperature of the SCR.

Exemplarily, when the gear position is corrected based on the second actual temperature, the regeneration mode type of the DPF can be determined first. When the DPF is in the stationary regeneration mode and the second actual temperature is greater than 550°C, the current gear position is kept unchanged. When the DPF regeneration mode is a passive regeneration mode or an active regeneration mode, the operating temperature range has an intersection with the optimal operating temperature range of the SCR, for example, the intersection with the passive regeneration mode is 350°C-450°C, and the temperature with the active regeneration mode is 350°C-450°C. Therefore, after determining that the regeneration mode type is a passive regeneration mode and an active regeneration mode, the intersection is determined based on the regeneration mode type, and the exhaust temperature is adjusted to a temperature within the intersection. Specifically, a first preset temperature range for normal operation of the SCR and a second preset temperature range for normal operation of the current regeneration mode are obtained; the temperature intersection of the first preset temperature range and the second preset temperature range is calculated; it is determined whether the second preset temperature value is within the temperature intersection; when the second preset temperature value is not within the temperature intersection, the gear position is corrected by moving the second actual temperature value toward a temperature value within the temperature intersection.

As an exemplary embodiment, when the DPF is in regeneration mode, if downshifting increases the engine speed, the sudden increase in the engine exhaust back pressure will reduce the combustion efficiency, and the accelerated airflow will extinguish the regenerated flame, so that the fuel particles in the exhaust gas cannot be completely burned, which is easy to produce white smoke; if upshifting reduces the engine speed, the sudden decrease in exhaust back pressure will affect the DPF regeneration efficiency and make the sound quality of the exhaust system worse. Under the conditions of constant vehicle speed and load, upshifting can increase the engine load rate, thereby increasing the engine exhaust temperature; similarly, when the exhaust temperature is too high, downshifting can reduce the exhaust temperature.

Therefore, when in the regeneration mode, the vehicle speed can be adjusted while the gear is adjusted, so as to reduce the speed reduction rate while increasing the load, and smooth out the problem of reduced DPF regeneration efficiency caused by the speed reduction due to the gear increase, or reduce the speed increase rate while reducing the load, and smooth out the accelerated airflow caused by the speed increase due to the gear reduction, which will extinguish the regeneration flame, making the fuel particles in the exhaust gas unable to be completely burned, and easily generating white smoke. Therefore, in this embodiment, the DPF regeneration efficiency and SCR conversion efficiency can be balanced based on the simultaneous adjustment of the gear and the vehicle speed.

It should be noted that, for the aforementioned method embodiments, for the sake of simplicity, they are all expressed as a series of action combinations, but those skilled in the art should be aware that the present application is not limited by the order of the actions described, because according to the present application, certain steps can be performed in other orders or simultaneously. Secondly, those skilled in the art should also be aware that the embodiments described in the specification are all preferred embodiments, and the actions and modules involved are not necessarily required by the present application.

FIG4 is a structural block diagram of an optional bicycle according to an embodiment of the present application. As shown in FIG4 , the bicycle comprises a processor 402, a communication interface 404, a memory 406 and a communication bus 408, wherein the processor 402, the communication interface 404 and the memory 406 communicate with each other through the communication bus 408.

Memory 406, used for storing computer programs;

The processor 402 is used to implement the following steps when executing the computer program stored in the memory 406:

Acquiring status information of the SCR and the DPF, the status information including a first actual temperature value of the SCR and a regeneration mode state of the DPF;

determining whether the state information satisfies a gear shift correction condition;

When the gear shift correction condition is met, the gear position is corrected based on the state information, wherein when the gear position is corrected, the gear position is corrected in a direction of improving the SCR conversion efficiency and the DPF regeneration efficiency.

Optionally, in this embodiment, the communication bus may be a PCI (Peripheral Component Interconnect) bus, or an EISA (Extended Industry Standard Architecture) bus, etc. The communication bus may be divided into an address bus, a data bus, a control bus, etc. For ease of representation, FIG4 is represented by only one thick line, but does not mean that there is only one bus or one type of bus.

The communication interface is used for communication between the above-mentioned automobile post-processing device and other equipment.

The memory may include RAM, or may include non-volatile memory, such as at least one disk memory. Optionally, the memory may also be at least one storage device located away from the aforementioned processor.

The above-mentioned processor can be a general-purpose processor, which can include but not be limited to: CPU (Central Processing Unit), NP (Network Processor), etc.; it can also be DSP (Digital Signal Processing), ASIC (Application Specific Integrated Circuit), FPGA (Field-Programmable Gate Array) or other programmable logic devices, discrete gates or transistor logic devices, discrete hardware components.

Optionally, the specific examples in this embodiment may refer to the examples described in the above embodiments, and this embodiment will not be described in detail here.

It can be understood by those skilled in the art that the structure shown in FIG. 4 is for illustration only, and the device for implementing the above-mentioned vehicle shift control method can be a terminal device, and the terminal device can be a smart phone (such as an Android phone, an iOS phone, etc.), a tablet computer, a PDA, a mobile Internet device (Mobile Internet Devices, MID), a PAD, and other terminal devices. FIG. 4 does not limit the structure of the above-mentioned electronic device. For example, the terminal device may also include more or fewer components (such as a network interface, a display device, etc.) than those shown in FIG. 4, or have a different configuration from that shown in FIG. 4.

A person of ordinary skill in the art can understand that all or part of the steps in the various methods of the above embodiments can be completed by instructing the hardware related to the terminal device through a program, and the program can be stored in a computer-readable storage medium, which can include: a flash drive, ROM, RAM, a magnetic disk or an optical disk, etc.

According to another aspect of the embodiment of the present application, a storage medium is also provided. Optionally, in this embodiment, the storage medium can be used to execute the program code of the vehicle shift control method.

Optionally, in this embodiment, the storage medium may be located on at least one network device among a plurality of network devices in the network shown in the above embodiment.

Optionally, in this embodiment, the storage medium is configured to store program codes for executing the following steps:

Acquiring status information of the SCR and the DPF, the status information including a first actual temperature value of the SCR and a regeneration mode state of the DPF;

determining whether the state information satisfies a gear shift correction condition;

When the gear shift correction condition is met, the gear position is corrected based on the state information, wherein when the gear position is corrected, the gear position is corrected in a direction of improving the SCR conversion efficiency and the DPF regeneration efficiency.

Optionally, the specific examples in this embodiment may refer to the examples described in the above embodiments, which will not be described in detail in this embodiment.

Optionally, in this embodiment, the storage medium may include but is not limited to: a U disk, a ROM, a RAM, a mobile hard disk, a magnetic disk or an optical disk, and other media that can store program codes.

The serial numbers of the embodiments of the present application are for description only and do not represent the advantages or disadvantages of the embodiments.

If the integrated units in the above embodiments are implemented in the form of software functional units and sold or used as independent products, they can be stored in the above computer-readable storage medium. Based on this understanding, the technical solution of the present application, or the part that contributes to the prior art, or all or part of the technical solution can be embodied in the form of a software product, which is stored in a storage medium and includes several instructions for enabling one or more computer devices (which may be personal computers, servers or network devices, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present application.

In the above embodiments of the present application, the description of each embodiment has its own emphasis. For parts that are not described in detail in a certain embodiment, please refer to the relevant description of other embodiments.

In the several embodiments provided in the present application, it should be understood that the disclosed client can be implemented in other ways. Among them, the device embodiments described above are only schematic. For example, the division of the units is only a logical function division. There may be other division methods in actual implementation. For example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of units or modules, which can be electrical or other forms.

The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution provided in this embodiment.

In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit. The above-mentioned integrated unit may be implemented in the form of hardware or in the form of software functional units.

The above is only a preferred implementation of the present application. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the principles of the present application. These improvements and modifications should also be regarded as the scope of protection of the present application.

Claims (8)

1. A vehicle shift control method, characterized in that the method comprises:

acquiring state information of the SCR and the DPF, wherein the state information comprises a first actual temperature value of the SCR and a regeneration mode state of the DPF;

judging whether the state information meets a gear shifting correction condition or not;

Correcting the gear based on the state information when the gear correction condition is met, wherein the gear is corrected in a direction of improving SCR conversion efficiency and DPF regeneration efficiency when the gear is corrected;

The correcting the gear based on the state information includes:

acquiring a second actual temperature value of the DPF when the regeneration mode state of the DPF is that the DPF is in the regeneration mode;

correcting the gear in a direction in which the second actual temperature value is oriented to satisfy both the operating temperature of the regeneration mode of the DPF and the operating temperature of the SCR;

Said correcting said gear position in a direction to simultaneously satisfy said second actual temperature value towards an operating temperature of a regeneration mode of said DPF and an operating temperature of said SCR comprises:

acquiring a first preset temperature range of normal operation of SCR and a second preset temperature range of normal operation of a current regeneration mode;

Calculating a temperature intersection of the first preset temperature range and the second preset temperature range;

Judging whether the second actual temperature value is in the temperature intersection;

and when the second actual temperature value is not in the temperature intersection, correcting the gear according to the second actual temperature value towards the temperature value in the temperature intersection.

2. The vehicle shift control method according to claim 1, characterized in that the correcting the shift position based on the state information includes:

when the regeneration mode state of the DPF is that the DPF is in the regeneration mode, the current gear is maintained;

and when the regeneration mode state of the DPF is that the DPF is in a non-regeneration mode, adjusting the current gear based on the first actual temperature value.

3. The vehicle shift control method according to claim 2, characterized in that the adjusting the current gear based on the first actual temperature value includes:

Judging whether the first actual temperature is in a first preset temperature range or not, wherein the first preset temperature range is an SCR preset working temperature range;

When the first actual temperature value is larger than the upper limit value of a first preset temperature range, performing downshift adjustment;

And when the first actual temperature value is smaller than the lower limit value of the first preset temperature range, performing upshift adjustment.

4. The vehicle shift control method according to claim 1, characterized in that the determining whether the state information satisfies a shift correction condition includes:

judging whether at least one of the conditions that the DPF is in a regeneration mode, the first actual temperature value is greater than a preset temperature upper limit value, the first actual temperature value is less than a preset temperature lower limit value and the SCR is in a heating mode is met;

And when at least one of the conditions that the DPF is in a regeneration mode, the first actual temperature value is larger than a preset temperature upper limit value, the first actual temperature value is smaller than a preset temperature lower limit value and the SCR is in a heating mode is met, confirming that the state information meets a gear shifting correction condition.

5. The vehicle shift control method according to claim 1, characterized in that the correcting the shift position in a direction to bring the second actual temperature value toward an operating temperature that satisfies both the regeneration mode of the DPF and the operating temperature of the SCR includes:

obtaining a difference value between the second actual temperature value and any temperature value in the temperature intersection;

and correcting the gear and the vehicle speed based on the difference value.

6. A vehicle shift correction device, characterized by comprising:

the acquisition module is used for acquiring state information of the SCR and the DPF, wherein the state information comprises a first actual temperature value of the SCR and a regeneration mode state of the DPF;

the judging module is used for judging whether the state information meets a gear shifting correction condition or not;

The gear correction module is used for correcting the gear based on the state information when the gear shifting correction condition is met, wherein the gear is corrected in the direction of improving SCR conversion efficiency and DPF regeneration efficiency when the gear is corrected; the correcting the gear based on the state information includes: acquiring a second actual temperature value of the DPF when the regeneration mode state of the DPF is that the DPF is in the regeneration mode; correcting the gear in a direction in which the second actual temperature value is oriented to satisfy both the operating temperature of the regeneration mode of the DPF and the operating temperature of the SCR; said correcting said gear position in a direction to simultaneously satisfy said second actual temperature value towards an operating temperature of a regeneration mode of said DPF and an operating temperature of said SCR comprises: acquiring a first preset temperature range of normal operation of SCR and a second preset temperature range of normal operation of a current regeneration mode; calculating a temperature intersection of the first preset temperature range and the second preset temperature range; judging whether the second actual temperature value is in the temperature intersection; and when the second actual temperature value is not in the temperature intersection, correcting the gear according to the second actual temperature value towards the temperature value in the temperature intersection.

7. A computer-readable storage medium storing a computer program, wherein the computer program, when executed by a processor, implements the vehicle shift control method according to any one of claims 1 to 5.

8. An automobile comprising a processor, a communication interface, a memory and a communication bus, wherein the processor, the communication interface and the memory communicate with each other via the communication bus,

The memory is used for storing a computer program;

the processor configured to execute the vehicle shift control method according to any one of claims 1 to 5 by running the computer program stored on the memory.