1. A motorcycle upshift control method, characterized by comprising:

acquiring a gear shifting intention signal and detecting whether the gear shifting intention signal is larger than a first threshold value;

when the gear-shifting intention signal is detected to be larger than the first threshold value, acquiring an actual gear and an actual vehicle speed;

calculating a target engine rotating speed corresponding to a target gear according to the actual gear and the actual vehicle speed;

acquiring the real-time rotating speed of an engine according to a preset frequency, calculating a real-time rotating speed deviation according to the target engine rotating speed and the real-time rotating speed of the engine, and detecting whether the real-time rotating speed deviation is smaller than a preset deviation value;

if the real-time rotating speed deviation is detected to be not smaller than the preset deviation value, carrying out ignition timing adjustment operation and periodic oil cut-oil recovery oil supply operation on the engine according to the real-time rotating speed deviation;

if the real-time rotating speed deviation is smaller than the preset deviation value, whether a gear signal is a target gear is detected;

and if the gear signal is detected to be the target gear, judging that the fast upshift is successful, and stopping the fast upshift control.

2. The method of claim 1, further comprising:

when it is detected that the gear-shifting intention signal is greater than the first threshold value, recording an upshift waiting time, and detecting whether the upshift waiting time is less than a time threshold value;

and if the gear-up waiting time is not smaller than a time threshold before the gear signal is detected to be the target gear, determining that the rapid gear-up fails, and stopping ignition timing adjustment operation and periodic oil cut-oil recovery operation of the engine.

3. The method of claim 1, wherein calculating a target engine speed corresponding to a target gear based on the actual gear and an actual vehicle speed comprises:

according to the actual gear and the actual vehicle speed, calculating the target engine speed corresponding to the target gear according to the following formula:

wherein nmotquist _ w represents the target engine speed, gangi _ prev represents the actual gear, vfzgsh _ w represents the actual vehicle speed, KLVGR represents the ratio relationship between the engine speed and the vehicle speed, and KLVGR is known.

4. The method of claim 1, wherein prior to calculating a target engine speed corresponding to a target gear based on the actual gear and an actual vehicle speed, the method further comprises:

detecting whether the actual gear is the highest gear or not;

if the actual gear is detected to be the highest gear, stopping the rapid gear-up control;

and if the actual gear is not the highest gear, executing the step of calculating the target engine rotating speed corresponding to the target gear according to the actual gear and the actual vehicle speed.

5. The method of claim 1, wherein said performing an ignition timing adjustment operation on an engine based on said real-time rotational speed deviation comprises:

determining an ignition timing retarded angle corresponding to the real-time rotation speed deviation according to the corresponding relation among the real-time rotation speed deviation, the rotation speed deviation and the ignition timing retarded angle;

and adjusting the ignition timing of the engine according to the ignition timing backward-pushing angle corresponding to the real-time rotating speed deviation.

6. The method according to claim 1 or 5, characterized in that the method further comprises:

detecting whether an exhaust temperature of an engine exceeds a predetermined temperature during an ignition timing adjusting operation of the engine;

and if the exhaust temperature of the engine is detected to exceed the preset temperature, determining the ignition timing retardation angle corresponding to the real-time rotating speed deviation to be 0 degree.

7. The method of claim 1, wherein said periodically de-fueling and re-fueling the engine based on said real-time speed deviation comprises:

determining the oil cut-off times and the oil supply times corresponding to the real-time rotating speed deviation according to the corresponding relation among the real-time rotating speed deviation, the rotating speed deviation and the oil cut-off and oil supply recovery times;

and in each crankshaft rotation period, carrying out periodical oil cut-off and oil supply recovery operation according to the oil cut-off times and the oil supply times corresponding to the real-time rotation speed deviation.

8. A motorcycle gear-up control device is characterized by comprising an acquisition module and an adjustment module;

the acquisition module is used for acquiring a gear shifting intention signal;

the adjustment module is used for detecting whether the gear shifting intention signal is larger than a first threshold value;

the obtaining module is used for obtaining an actual gear and an actual vehicle speed when the gear-shifting intention signal is detected to be larger than the first threshold;

the adjusting module is used for calculating a target engine rotating speed corresponding to a target gear according to the actual gear and the actual vehicle speed;

the adjusting module is used for acquiring the real-time rotating speed of the engine according to a preset frequency, calculating the real-time rotating speed deviation according to the target engine rotating speed and the real-time rotating speed of the engine, and detecting whether the real-time rotating speed deviation is smaller than a preset deviation value;

the adjusting module is used for performing ignition timing adjusting operation and periodic oil cut-oil supply recovery operation on the engine according to the real-time rotating speed deviation when the real-time rotating speed deviation is detected to be not smaller than the preset deviation value;

the adjusting module is used for detecting whether a gear signal is a target gear when the real-time rotating speed deviation is smaller than the preset deviation value;

and the adjusting module is used for judging that the quick gear-up is successful and stopping the quick gear-up control when the gear signal is detected to be the target gear.

9. The apparatus of claim 8, wherein the adjustment module is further configured to record an upshift wait time when the shift intent signal is detected to be greater than the first threshold, and detect whether the upshift wait time is less than a time threshold;

and if the gear-up waiting time is not smaller than a time threshold before the gear signal is detected to be the target gear, determining that the rapid gear-up fails, and stopping ignition timing adjustment operation and periodic oil cut-oil recovery operation of the engine.

10. The device of claim 8, wherein the adjustment module is configured to calculate the target engine speed corresponding to the target gear according to the actual gear and the actual vehicle speed according to the following formula:

wherein nmotquist _ w represents the target engine speed, gangi _ prev represents the actual gear, vfzgsh _ w represents the actual vehicle speed, KLVGR represents the ratio relationship between the engine speed and the vehicle speed, and KLVGR is known.

11. The device of claim 8, wherein the adjustment module is configured to detect whether the actual gear is a highest gear;

if the actual gear is detected to be the highest gear, stopping the rapid gear-up control;

and if the actual gear is not the highest gear, executing the step of calculating the target engine rotating speed corresponding to the target gear according to the actual gear and the actual vehicle speed.

12. The device of claim 8, wherein the adjusting module is configured to determine an ignition timing retard angle corresponding to the real-time rotational speed deviation according to the real-time rotational speed deviation, a correspondence between the rotational speed deviation and the ignition timing retard angle;

and adjusting the ignition timing of the engine according to the ignition timing backward-pushing angle corresponding to the real-time rotating speed deviation.

13. The apparatus of claim 8 or 12, wherein the adjusting module is configured to detect whether an exhaust temperature of the engine exceeds a predetermined temperature during an ignition timing adjusting operation of the engine;

and if the exhaust temperature of the engine is detected to exceed the preset temperature, determining the ignition timing retardation angle corresponding to the real-time rotating speed deviation to be 0 degree.

14. The device of claim 8, wherein the adjusting module is configured to determine the fuel cut-off times and the fuel supply times corresponding to the real-time rotational speed deviation according to the corresponding relationship between the real-time rotational speed deviation and the fuel cut-off and fuel supply recovery times;

and in each crankshaft rotation period, carrying out periodical oil cut-off and oil supply recovery operation according to the oil cut-off times and the oil supply times corresponding to the real-time rotation speed deviation.

15. A terminal, characterized in that the terminal comprises a processor and a memory; the memory stores therein a program that is loaded and executed by the processor to implement the motorcycle upshift control method according to any one of claims 1 to 7.

16. A computer-readable storage medium, characterized in that the storage medium has stored therein a program which, when executed by a processor, is adapted to implement the motorcycle upshift control method according to any one of claims 1 to 7.

17. A motorcycle is characterized by at least comprising an EMS, a memory, a gear-shifting intention sensor, a gear sensor and a vehicle speed sensor;

the memory stores therein a program that is loaded and executed by the EMS to implement the motorcycle upshift control method according to any one of claims 1 to 7.

Background

A motorcycle is a vehicle. During the normal driving process of the motorcycle, generally, the gear shifting needs the hands and feet of the driver to be used together, and the operation mode is as follows: pull up clutch lever and retract the throttle-left foot pick up or step down the shift lever-replace clutch lever-gear up success-throttle. The disadvantages of this mode of operation are: in the gear-up process, the rotating speed of the engine is subjected to repeated processes from reduction (pulling up the clutch pull rod and withdrawing the accelerator) to lifting (putting back the clutch pull rod oil filling door), the power interruption time is long, and the gear-shifting process is not stable.

In order to achieve the purposes of shortening the gear shifting time, reducing the power interruption and achieving more effective acceleration, the operation modes of a professional rider or racing driver during gear-up are as follows: picking up or stepping down the gear shift lever during acceleration-retracting the accelerator quickly-keeping the picking up or stepping down the gear shift lever action-success of gear up-accelerator. However, for beginners or ordinary drivers, the upshift operation mode adopted by professional riders is difficult in judgment of the time for closing the accelerator, the simultaneous operation of the left and right hands is very complicated, and the upshift failure rate is high. Therefore, some whole automobile factories can simulate the gear-up operation of a professional driver by adding a quick gear-up control function, and the gear-up operation difficulty of a driver is reduced.

At present, some motorcycles with a quick upshift control function are provided with a separate upshift controller and an upshift intention sensor, wherein the upshift controller judges the upshift intention of a driver by recognizing a signal of the upshift intention sensor, and directly controls the engine to be off when the driver intends to upshift so as to reduce the rotation speed of the engine; after the upshift is successful, the upshift controller resumes engine ignition. However, this kind of fast upshift control mode is rough, and driver experience is not good.

Disclosure of Invention

In order to solve the problems in the related art, the application provides a motorcycle upshift control method, device, terminal, storage medium and motorcycle. The technical scheme is as follows:

in a first aspect, an embodiment of the present application provides a motorcycle upshift control method, including:

acquiring a gear shifting intention signal, and detecting whether the gear shifting intention signal is larger than a first threshold value;

when the fact that the gear-shifting intention signal is larger than a first threshold value is detected, acquiring an actual gear and an actual vehicle speed;

calculating a target engine rotating speed corresponding to the target gear according to the actual gear and the actual vehicle speed;

acquiring the real-time rotating speed of the engine according to a preset frequency, calculating the real-time rotating speed deviation according to the target engine rotating speed and the real-time rotating speed of the engine, and detecting whether the real-time rotating speed deviation is smaller than a preset deviation value;

if the detected real-time rotating speed deviation is not smaller than the preset deviation value, carrying out ignition timing adjustment operation and periodic oil cut-oil supply recovery operation on the engine according to the real-time rotating speed deviation;

if the detected real-time rotating speed deviation is smaller than the preset deviation value, detecting whether the gear signal is a target gear;

and if the gear signal is detected to be the target gear, judging that the quick gear-up is successful, and stopping the quick gear-up control.

Acquiring a gear shifting intention of a driver through a gear shifting intention sensor, acquiring a gear and a vehicle speed of a gearbox when a gear shifting intention signal is greater than a first threshold value, and calculating a target engine rotating speed corresponding to a target gear according to an actual gear and the actual vehicle speed; acquiring the real-time rotating speed of the engine according to a preset frequency, calculating the real-time rotating speed deviation according to the target engine rotating speed and the real-time rotating speed of the engine, detecting whether the real-time rotating speed deviation is smaller than a preset deviation value, and performing ignition timing adjustment operation and periodic oil cut-recovery oil supply operation on the engine according to the real-time rotating speed deviation when the real-time rotating speed deviation is not smaller than the preset deviation value; when the real-time rotating speed deviation is smaller than the preset deviation value, detecting whether a gear signal is a target gear, and when the gear signal is detected to be the target gear, indicating that a driver continuously steps on a gear shifting lever, finishing gear shifting operation, judging that the quick gear-up is successful, and stopping the quick gear-up control on the motorcycle; the problem that a motorcycle adopting a mechanical throttle body cannot realize a quick gear-up function through a torque model is solved; the success rate of fast shifting of the motorcycle adopting the mechanical throttle body is improved, and the effect of the driving experience of a driver when the motorcycle shifts gears fast is improved.

Optionally, the method further includes:

when the gear-shifting intention signal is detected to be larger than a first threshold value, recording the gear-shifting waiting time, and detecting whether the gear-shifting waiting time is smaller than a time threshold value;

and if the gear-up waiting time is not less than the time threshold before the gear signal is detected as the target gear, determining that the rapid gear-up is failed, and stopping the ignition timing adjustment operation and the periodic oil cut-oil supply recovery operation of the engine.

Optionally, calculating a target engine speed corresponding to the target gear according to the actual gear and the actual vehicle speed, including:

according to the actual gear and the actual vehicle speed, calculating the target engine speed corresponding to the target gear according to the following formula:

wherein nmotquist _ w represents the target engine speed, gangi _ prev represents the actual gear, vfzgsh _ w represents the actual vehicle speed, KLVGR represents the ratio relationship between the engine speed and the vehicle speed, and KLVGR is known.

Optionally, before calculating the target engine speed corresponding to the target gear according to the actual gear and the actual vehicle speed, the method further includes:

detecting whether the actual gear is the highest gear or not;

if the actual gear is the highest gear, stopping the rapid gear-up control;

and if the actual gear is not the highest gear, calculating the target engine speed corresponding to the target gear according to the actual gear and the actual vehicle speed.

Optionally, the adjusting the ignition timing of the engine according to the real-time speed deviation includes:

determining an ignition timing retarded angle corresponding to the real-time rotation speed deviation according to the corresponding relation among the real-time rotation speed deviation, the rotation speed deviation and the ignition timing retarded angle;

and adjusting the ignition timing of the engine according to the ignition timing backward-pushing angle corresponding to the real-time rotating speed deviation.

Optionally, the method further includes:

detecting whether an exhaust temperature of the engine exceeds a predetermined temperature during an ignition timing adjustment operation of the engine;

and if the exhaust temperature of the engine is detected to exceed the preset temperature, determining the ignition timing retardation angle corresponding to the real-time rotation speed deviation as 0 degree.

Optionally, the periodic fuel cut-back oil supply operation is performed on the engine according to the real-time speed deviation, and the method includes:

determining the oil cut-off times and the oil supply times corresponding to the real-time rotating speed deviation according to the corresponding relation between the real-time rotating speed deviation and the oil cut-off and oil supply recovery times;

and in each crankshaft rotation period, carrying out periodical oil cut-off and oil supply recovery operation according to the oil cut-off times and the oil supply times corresponding to the real-time rotation speed deviation.

In a second aspect, an embodiment of the present application provides a motorcycle upshift control device, which includes an obtaining module and an adjusting module;

an acquisition module for acquiring a shift intention signal;

an adjustment module for detecting whether the shift intent signal is greater than a first threshold;

the gear shifting control device comprises an acquisition module, a control module and a control module, wherein the acquisition module is used for acquiring an actual gear and an actual vehicle speed when the gear shifting intention signal is detected to be larger than a first threshold;

the adjusting module is used for calculating a target engine rotating speed corresponding to the target gear according to the actual gear and the actual vehicle speed;

the adjusting module is used for acquiring the real-time rotating speed of the engine according to the preset frequency, calculating the real-time rotating speed deviation according to the target engine rotating speed and the real-time rotating speed of the engine, and detecting whether the real-time rotating speed deviation is smaller than the preset deviation value or not;

the adjusting module is used for performing ignition timing adjusting operation and periodic oil cut-oil supply recovery operation on the engine according to the real-time rotation speed deviation when the real-time rotation speed deviation is detected to be not less than the preset deviation value;

the adjusting module is used for detecting whether the gear signal is a target gear when the real-time rotating speed deviation is smaller than the preset deviation value;

and the adjusting module is used for judging that the quick gear-up is successful and stopping the quick gear-up control when the gear signal is detected to be the target gear.

Optionally, the adjusting module is further configured to record an upshift waiting time when it is detected that the shift intention signal is greater than a first threshold, and detect whether the upshift waiting time is less than a time threshold;

and if the gear-up waiting time is not less than the time threshold before the gear signal is detected as the target gear, determining that the rapid gear-up is failed, and stopping the ignition timing adjustment operation and the periodic oil cut-oil supply recovery operation of the engine.

Optionally, the adjusting module is configured to calculate, according to the actual gear and the actual vehicle speed, a target engine speed corresponding to the target gear according to the following formula:

wherein nmotquist _ w represents the target engine speed, gangi _ prev represents the actual gear, vfzgsh _ w represents the actual vehicle speed, KLVGR represents the ratio relationship between the engine speed and the vehicle speed, and KLVGR is known.

Optionally, the adjusting module is configured to detect whether the actual gear is the highest gear;

if the actual gear is the highest gear, stopping the rapid gear-up control;

and if the actual gear is not the highest gear, calculating the target engine speed corresponding to the target gear according to the actual gear and the actual vehicle speed.

Optionally, the adjusting module is configured to determine an ignition timing retard angle corresponding to the real-time rotation speed deviation according to the real-time rotation speed deviation and a corresponding relationship between the rotation speed deviation and the ignition timing retard angle;

and adjusting the ignition timing of the engine according to the ignition timing backward-pushing angle corresponding to the real-time rotating speed deviation.

Optionally, the adjusting module is configured to detect whether an exhaust temperature of the engine exceeds a predetermined temperature during an ignition timing adjusting operation of the engine;

and if the exhaust temperature of the engine is detected to exceed the preset temperature, determining the ignition timing retardation angle corresponding to the real-time rotation speed deviation as 0 degree.

Optionally, the adjusting module is configured to determine the oil cut-off times and the oil supply times corresponding to the real-time rotational speed deviation according to the real-time rotational speed deviation and the corresponding relationship between the rotational speed deviation and the oil cut-off and oil supply recovery times;

and in each crankshaft rotation period, carrying out periodical oil cut-off and oil supply recovery operation according to the oil cut-off times and the oil supply times corresponding to the real-time rotation speed deviation.

In a third aspect, the present application provides a terminal, which includes a processor and a memory, where the memory stores at least one instruction or program, and the instruction or program is loaded and executed by the processor to implement the motorcycle upshift control method according to the first aspect.

In a fourth aspect, the present application provides a computer-readable storage medium, in which at least one instruction or program is stored, and the instruction or program is loaded and executed by a processor to implement the motorcycle upshift control method according to the first aspect.

In a fifth aspect, embodiments of the present application provide a motorcycle, which includes at least an EMS, a memory, a shift intention sensor, a shift position sensor, and a vehicle speed sensor; the memory stores therein a program that is loaded and executed by the EMS to implement the motorcycle upshift control method according to the first aspect.

It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the invention, as claimed.

Drawings

In order to more clearly illustrate the detailed description of the present application or the technical solutions in the prior art, the drawings needed to be used in the detailed description of the present application or the prior art description will be briefly introduced below, and it is obvious that the drawings in the following description are some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative efforts.

FIG. 1 is a block diagram of a motorcycle according to an embodiment of the present invention;

FIG. 2 is a flow chart of a motorcycle upshift control method provided by an embodiment of the present application;

FIG. 3 is a schematic block diagram of a motorcycle upshift control method according to an embodiment of the present application

FIG. 4 is a block diagram of a motorcycle upshift control device provided in an embodiment of the present application;

fig. 5 is a block diagram illustrating a terminal according to an exemplary embodiment of the present invention.

Detailed Description

The technical solutions in the present application will be described clearly and completely with reference to the accompanying drawings, and it is obvious that the described embodiments are some, but not all embodiments of the present application. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.

In the description of the present application, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and simplicity of description, and do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be construed as limiting the present application. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.

In the description of the present application, it is to be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; the connection can be mechanical connection or electrical connection; the two elements may be directly connected or indirectly connected through an intermediate medium, or may be communicated with each other inside the two elements, or may be wirelessly connected or wired connected. The specific meaning of the above terms in the present application can be understood in a specific case by those of ordinary skill in the art.

In addition, the technical features mentioned in the different embodiments of the present application described below may be combined with each other as long as they do not conflict with each other.

The embodiment of the present application provides a structural block diagram of a motorcycle, as shown in fig. 1, which includes at least an EMS (engine electronic controller) 11, a memory 12, a shift intention sensor 13, a shift position sensor 14, and a vehicle speed sensor 15.

The EMS11 is connected to the memory 12, and the EMS11 is connected to the shift intention sensor 13, the shift position sensor 14, and the vehicle speed sensor 15 by wireless or wired connection, respectively.

For example, the EMS11 is connected to the shift intention sensor 13 through a hard wire or CAN line, and the EMS11 receives the shift intention signal input from the shift intention sensor 13. The shift intention signal is used to indicate the driver's shift intention.

For example, the EMS11 is connected to the gear sensor 14 via a hard wire or CAN line, and the EMS11 receives the gear signal from the gear sensor 14. The gear signal is used to indicate the gear of the gearbox.

For example, the EMS11 is connected to the vehicle speed sensor 15 by a hard wire or a CAN wire, and the EMS15 receives a vehicle speed signal input from the vehicle speed sensor 15. The vehicle speed signal is used for indicating the speed of the motorcycle.

The memory 12 stores a program, and the EMS11 loads and executes the program stored in the memory 12 to implement the method for controlling the upshift of the motorcycle according to the embodiment of the present application.

In one example, a motorcycle is provided with a shift intention sensor of an angular type (measuring an angle through which a shift lever is rotated around a support), and when a driver lifts or depresses the shift lever, an angle signal output from the shift intention sensor increases.

In one example, a shift intention sensor provided in a motorcycle is of a pressure type (measuring pressure applied to a shift lever by a driver's foot), and when the driver lifts or depresses the shift lever, a pressure signal output from the shift intention sensor increases.

Optionally, the shift intention sensor and/or the shift sensor and/or the vehicle speed sensor inputs one signal to the EMS, or inputs two signals to the EMS.

Referring to fig. 2, a flow chart of a motorcycle upshift control method provided by an embodiment of the present application is shown, and the method includes the following steps:

step 201, a shift intention signal is acquired, and it is detected whether the shift intention signal is greater than a first threshold value.

The shift intention signal is provided by a shift intention sensor, and the shift intention signal is input to the EMS by the shift intention sensor.

Optionally, when the shift intention sensor is angular, it is detected whether the shift intention signal is greater than a first angular threshold.

Optionally, when the shift intention sensor is pressure type, it is detected whether the shift intention signal is greater than a first pressure threshold.

When the gear-shifting intention signal is detected to be larger than a first threshold value, indicating that the driver has the gear-shifting intention, executing a step 202, and starting the quick gear-shifting control of the motorcycle; when it is detected that the shift intention signal is not greater than the first threshold, indicating that the driver has no intention to upshift, the motorcycle continues to operate in the current mode.

The first threshold is determined according to actual conditions, and the embodiment of the present application is not limited to this.

And step 202, when the fact that the gear-shifting intention signal is larger than a first threshold value is detected, acquiring an actual gear and an actual vehicle speed.

Optionally, the actual gear of the transmission is obtained through a gear sensor, and a gear signal indicating the gear is input to the EMS through the gear sensor.

The actual vehicle speed at the present time is acquired by a vehicle speed sensor, which inputs a vehicle speed signal indicating the vehicle speed to the EMS.

And if the moment when the gear-shifting intention signal is detected TO be larger than the first threshold value is the moment T0, acquiring the actual gear and the actual speed of the motorcycle at the moment TO.

And step 203, calculating a target engine rotating speed corresponding to the target gear according to the actual gear and the actual vehicle speed.

And calculating the target engine speed corresponding to the target gear according to the actual gear and the actual vehicle speed acquired in the step 202.

Since the driver has an intention to upshift, the target gear is the acquired actual gear + 1. For example, when the shift intention signal is greater than the first threshold value, the acquired actual gear is the 3 th gear, and the target gear is the 4 th gear.

And 204, acquiring the real-time rotating speed of the engine according to the preset frequency, calculating the real-time rotating speed deviation according to the target rotating speed of the engine and the real-time rotating speed of the engine, and detecting whether the real-time rotating speed deviation is smaller than the preset deviation value.

The predetermined offset value is predetermined.

When the motorcycle is subjected to quick gear-up control, the rotating speed of an engine needs to be reduced, and a driver can finish gear-in operation only when the rotating speed of the engine is reduced to be consistent with the rotating speed of an input shaft of a target gear gearbox.

The effect of reducing the rotating speed of the engine is realized by acquiring the real-time rotating speed deviation and simultaneously adjusting the ignition timing and the fuel cut-off and fuel supply times of the motorcycle engine according to the real-time rotating speed deviation. In order to quickly and accurately adjust the rotating speed of the engine, the real-time rotating speed of the engine needs to be acquired according to a preset frequency, the acquired real-time rotating speed of the engine is continuously compared with the target rotating speed of the engine, the engine is regulated according to real-time rotating speed deviation, and self-feedback of regulation and control of the rotating speed of the engine is realized, and fig. 3 shows a schematic block diagram of a motorcycle upshift control method provided by the embodiment of the application.

The predetermined frequency of obtaining the real-time engine speed is predetermined.

If the real-time rotational speed deviation is not less than the predetermined deviation value, step 205 is executed.

When the real-time rotating speed deviation is detected to be not smaller than the preset deviation value, the fact that the rotating speed of the engine is not adjusted to be consistent with the rotating speed of the input shaft of the target gear gearbox means that a driver cannot continuously step on the gear shifting lever at the moment, and the time of gear shifting operation is not reached.

If the real-time speed deviation is detected to be less than the predetermined deviation value, the ignition timing adjustment operation and the periodic fuel cut-and-oil supply recovery operation of the engine are stopped, and step 206 is executed.

When the detected real-time rotating speed deviation is smaller than the preset deviation value, the rotating speed of the engine is consistent with the rotating speed of the input shaft of the target gear gearbox, and the driver can continuously step on the gear shifting lever at the moment to continuously finish the gear shifting operation.

And step 205, when the real-time rotating speed deviation of the engine is detected to be not less than the preset deviation value, performing ignition timing adjustment operation and periodic oil cut-oil supply recovery operation on the engine according to the real-time rotating speed deviation, and executing step 204 again.

After the ignition timing adjustment operation and the periodic oil cut-off and oil supply recovery operation are carried out on the engine, the rotating speed of the engine changes, the real-time rotating speed of the engine is still obtained according to the preset frequency at the moment, the real-time rotating speed deviation is calculated according to the target rotating speed of the engine and the real-time rotating speed of the engine, and whether the real-time rotating speed deviation is smaller than the preset deviation value is detected; and executing step 205 or step 206 according to the comparison result of the real-time rotating speed deviation and the preset deviation value.

And step 206, detecting whether the gear signal is the target gear when the real-time rotating speed deviation is smaller than the preset deviation value.

When the real-time rotating speed deviation is detected to be smaller than the preset deviation value, the rotating speed of the engine is consistent with the rotating speed of an input shaft of the target gear gearbox, a driver can continuously step on the gear shifting lever at the moment, if the driver continuously steps on the gear shifting lever, gear shifting intention signals can be increased, meanwhile, gears of the gearbox can be engaged into the target gear, the driver finishes gear engaging operation, and gear signals are changed into the target gear; if the driver does not continue to depress the shift lever, the gear signal does not become the target gear.

Therefore, when the real-time rotating speed deviation is smaller than the preset deviation value, whether the quick gear-up is successful is judged by detecting whether the gear signal is the target gear; and if the gear signal is detected to be the target gear, judging that the quick upshift is successful, and stopping the quick upshift control.

And if the gear signal is not detected to be the target gear within the preset time range, determining that the quick upshift fails, and simultaneously stopping performing the ignition timing adjustment operation and the periodic oil cut-oil recovery supply operation on the engine based on the quick upshift control. The predetermined time range is determined in advance according to actual conditions.

Optionally, after the gear signal is detected to be the target gear, gear information on an instrument panel of the motorcycle is updated to be the target gear through the EMS.

In summary, according to the motorcycle upshift control method provided by the embodiment of the application, the gear shifting intention of the driver is obtained through the gear shifting intention sensor, when the gear shifting intention signal is greater than the first threshold value, the actual gear and the actual vehicle speed are obtained, and the target engine rotating speed corresponding to the target gear is calculated according to the actual gear and the actual vehicle speed; acquiring the real-time rotating speed of the engine according to a preset frequency, calculating the real-time rotating speed deviation according to the target engine rotating speed and the real-time rotating speed of the engine, detecting whether the real-time rotating speed deviation is smaller than a preset deviation value, and performing ignition timing adjustment operation and periodic oil cut-recovery oil supply operation on the engine according to the real-time rotating speed deviation when the real-time rotating speed deviation is not smaller than the preset deviation value; when the real-time rotating speed deviation is smaller than the preset deviation value, detecting whether a gear signal is a target gear, and when the gear signal is detected to be the target gear, indicating that the quick gear-up is successful, stopping the quick gear-up control of the motorcycle; the problem that a motorcycle adopting a mechanical throttle body cannot realize a quick gear-up function through a torque model is solved; the success rate of fast shifting of the motorcycle adopting the mechanical throttle body is improved, and the effect of the driving experience of a driver when the motorcycle is fast shifted is improved.

In addition, the fuel injection quantity and the ignition timing of the motorcycle engine are controlled according to the real-time rotating speed deviation, so that the gear shifting success rate is improved, and a catalyst of the motorcycle is protected when the quick gear-up function is realized.

The motorcycle gear-up control method provided by the embodiment of the application can be used for a motorcycle with a mechanical throttle body and can also be used for a motorcycle with an electronic throttle body.

In order to avoid abnormal gear-up of the motorcycle, the motorcycle gear-up method provided by the embodiment of the application also has the function of judging whether the current gear is the highest gear, and in order to protect the engine of the motorcycle and avoid adverse effects on the driving performance of the vehicle, the control time of the quick gear-up function is limited within a preset time threshold. Another embodiment of the present application provides a method for quickly shifting up a motorcycle, including the steps of:

in step 301, a shift intent signal is acquired and it is detected whether the shift intent signal is greater than a first threshold.

The shift intent signal is provided by a shift intent sensor.

This step is explained in step 201 above and will not be described here.

If it is detected that the shift intent signal is greater than the first threshold, then steps 302 and 303 are performed simultaneously.

If it is detected that the shift intention signal is not greater than the first threshold, indicating that the driver has no intention to upshift, the motorcycle continues to operate in the current mode.

Step 302, when the gear-shifting intention signal is detected to be larger than a first threshold value, the actual gear and the actual vehicle speed are obtained.

This step is explained in step 202 above and will not be described here.

Step 303, when it is detected that the gear-shifting intention signal is larger than the first threshold value, recording the gear-shifting waiting time, and detecting whether the gear-shifting waiting time is smaller than the time threshold value.

The time threshold is predetermined.

Taking the time point when the gear-shifting intention signal is larger than the first threshold value as a starting time point, and recording the gear-shifting waiting time before the gear-shifting is successful or before the time threshold value is reached.

Successful upshift refers to the transmission gear changing to the target gear.

And when the gear-up is successful or failed, clearing the gear-up waiting time.

If the upshift waiting time is not less than the time threshold before the gear signal is detected as the target gear, it is determined that the rapid upshift has failed, the rapid upshift control is stopped, the ignition timing adjustment operation and the periodic fuel cut-and-return operation for the engine are stopped, that is, the following steps 306 to 312 are stopped.

And if the upshift waiting time is detected to be smaller than the time threshold, continuously recording the upshift waiting time, detecting whether the upshift waiting time is smaller than the time threshold, and not interrupting the adjustment operations of the ignition timing of the engine and the periodic fuel cut-oil supply recovery operation.

For example, the time threshold is 15s, when it is detected that the shift intention signal is greater than the first threshold, the upshift waiting time is recorded, and whether the upshift waiting time is less than the time threshold is detected; if the upshift is not completed within 15s, determining that the rapid upshift fails, and stopping the ignition timing adjustment operation and the periodic fuel cut-oil supply recovery operation of the engine; and if the gear signal is detected to be the target gear when the gear-up waiting time is 10s, the gear of the gearbox is changed into the target baffle, and the gear-up is successful, resetting the gear-up waiting time, and simultaneously stopping the rapid gear-up control.

Step 303 is performed simultaneously with steps 304 to 312 described below.

And step 304, detecting whether the actual gear is the highest gear.

In order to avoid an abnormal upshift, when the current actual gear of the vehicle transmission is obtained, it is required to determine whether the actual gear is the highest gear, that is, it is detected whether the actual gear obtained in step 302 is the highest gear.

And if the actual gear is the highest gear, stopping the quick upshift control.

If the actual gear is not the highest gear, a step of calculating a target engine speed corresponding to the target gear according to the actual gear and the actual vehicle speed, that is, a step 305 is executed.

And 305, calculating a target engine speed corresponding to the target gear according to the actual gear and the actual vehicle speed.

And calculating the target engine speed corresponding to the target gear according to the actual gear and the actual speed of the motorcycle obtained in the step 302.

Optionally, the target engine speed corresponding to the target gear is calculated according to the following formula:

wherein nmotquist _ w represents the target engine speed, gangi _ prev represents the actual gear, vfzgsh _ w represents the actual vehicle speed, KLVGR represents the ratio relationship between the engine speed and the vehicle speed, and KLVGR is known.

When the transmission chain is combined in the same vehicle, the ratio of the engine speed to the vehicle speed in each gear is fixed, and the ratio relation is predetermined for KLVGR.

And step 306, acquiring the real-time rotating speed of the engine according to the preset frequency, calculating the real-time rotating speed deviation according to the target rotating speed of the engine and the real-time rotating speed of the engine, and detecting whether the real-time rotating speed deviation is smaller than the preset deviation value.

Under the conditions that the real-time rotating speed deviation is not less than the preset deviation value and the upshift waiting time is less than the time threshold value, the real-time rotating speed of the engine is obtained according to the preset frequency, and the obtained real-time rotating speed of the engine each time is used for processing as follows:

1. and calculating the real-time rotating speed deviation according to the target rotating speed of the engine and the real-time rotating speed of the engine.

The real-time speed deviation is the real-time engine speed-the target engine speed.

2. And detecting whether the real-time rotating speed deviation is smaller than a preset deviation value.

For the real-time rotating speed of the engine obtained every time, if the real-time rotating speed deviation is detected to be not smaller than the preset deviation value, performing ignition timing adjustment operation and periodic oil cut-oil supply recovery operation on the engine according to the real-time rotating speed deviation, namely executing steps 307 to 311; if the real-time deviation value of the rotating speed is smaller than the predetermined deviation value, it is detected whether the gear signal is the target gear, and step 312 is executed.

And 307, determining an ignition timing retarded angle corresponding to the real-time rotation speed deviation according to the real-time rotation speed deviation and the corresponding relation between the rotation speed deviation and the ignition timing retarded angle.

The correspondence relationship between the rotational speed deviation and the retarded angle of the ignition timing is predetermined.

In one example, the correspondence between the rotational speed deviation and the retarded angle of the ignition timing is shown in table 1:

TABLE 1

For example, at the time T1, obtaining an engine real-time rotation speed nmot _ w1, calculating a real-time rotation speed deviation dnmotquish _ w1 which is 400 according to the engine real-time rotation speed nmot _ w1 at the time T1 and the target engine rotation speed nmotquish _ w, and determining that the ignition timing push-back angle corresponding to the real-time rotation speed deviation dnmotquish _ w1 is 10 degrees according to table 1; or after a period of time, the real-time engine speed is reduced, the real-time engine speed nmot _ w5 is obtained at the time of T5, the real-time engine speed deviation dnmotquish _ w5 is 40 calculated according to the real-time engine speed nmot _ w5 at the time of T5 and the target engine speed nmomotquish _ w, and the ignition timing retarded angle corresponding to the real-time engine speed deviation dnmotquish _ w5 is determined to be 0 ° according to table 1.

In step 308, it is detected whether the exhaust temperature of the engine exceeds a predetermined temperature during the ignition timing adjustment operation of the engine.

In order to avoid damage to the engine caused by adjusting the ignition timing of the engine, the exhaust temperature of the engine needs to be monitored simultaneously during the process of adjusting the ignition timing of the engine, and whether the exhaust temperature of the engine exceeds a preset temperature is detected; the exhaust temperature of the engine is acquired by a preset temperature sensor and input to the EMS.

And if the exhaust temperature of the engine is detected to exceed the preset temperature, determining the ignition timing retardation angle corresponding to the real-time rotation speed deviation as 0 degree.

When the exhaust temperature of the engine is detected to exceed the preset temperature, the ignition timing retarded angle corresponding to the real-time rotation speed deviation is not determined according to the corresponding relation between the rotation speed deviation and the ignition timing retarded angle, but the ignition timing retarded angle corresponding to the real-time rotation speed deviation is directly determined to be 0 degrees. For example, the predetermined temperature is 900 ℃, and when the exhaust temperature is detected to exceed 900 ℃, the ignition timing retard angle corresponding to the real-time rotational speed deviation is directly determined to be 0 °

And if the exhaust temperature of the engine is detected not to exceed the preset temperature, determining the ignition timing retarded angle corresponding to the real-time rotation speed deviation according to the corresponding relation between the rotation speed deviation and the ignition timing retarded angle.

It should be noted that step 307 and step 308 are executed simultaneously.

And 309, adjusting the ignition timing of the engine according to the ignition timing backward-pushing angle corresponding to the real-time rotating speed deviation.

The ignition timing of the engine is retarded by the retarded angle determined in step 307 or step 308.

For example, if the determined ignition timing is retarded by 10 °, the ignition timing of the engine is retarded by 10 °; or, if the determined ignition timing retard angle is 0 °, the engine ignition timing is retarded by 0 °.

And 310, determining the oil cut-off times and the oil supply times corresponding to the real-time rotation speed deviation according to the corresponding relation between the real-time rotation speed deviation and the oil cut-off and oil supply recovery times.

The correspondence between the rotational speed deviation and the number of times of fuel cut-recovery is predetermined.

In one example, the correspondence between the rotational speed deviation and the number of fuel cut-to-recovery supplies is shown in table 2:

TABLE 2

For example, at the time T1, obtaining the real-time engine speed nmot _ w1, calculating to obtain a real-time speed deviation dnmotquish _ w1 of 400 according to the real-time engine speed nmot _ w1 and the target engine speed nmotquish _ w at the time T1, and determining that the oil-cut frequency and the oil-supply frequency corresponding to the real-time speed deviation dnmotquish _ w1 are 5 and 5 according to table 2; or after a period of time, the real-time engine speed is reduced, the real-time engine speed nmot _ w5 is obtained at the time of T5, the real-time speed deviation dnmotquish _ w5 is calculated to be 40 according to the real-time engine speed nmot _ w5 at the time of T5 and the target engine speed nmomotquish _ w, and the oil cut-off frequency corresponding to the real-time speed deviation dnmotquish _ w5 is determined to be 0 and the oil supply frequency is determined to be 10 according to table 2.

The oil supply quantity of the engine is controlled by adjusting the oil cut-off times and the oil supply times of the engine.

And 311, performing periodic oil cut-oil recovery supply operation on the engine according to the oil cut-off times and the oil supply times corresponding to the real-time rotating speed deviation in each crankshaft rotating period.

Each crankshaft rotation cycle is 720 of crankshaft rotation.

Such as: and determining that the oil cut-off frequency is 5 times and the oil supply frequency is 5 times, and before updating the oil cut-off frequency and the oil supply frequency corresponding to the real-time rotating speed deviation, cutting off the oil of the engine for 5 times and supplying the oil for 5 times in each crankshaft rotating period, wherein the oil cut-off and oil supply time is determined according to the actual condition.

It should be noted that, the above steps 307 to 309 and 310 to 311 are executed simultaneously. And in the case that the real-time rotating speed deviation is not less than the preset deviation value and the upshift waiting time is less than the time threshold, repeatedly executing the steps 306 to 311.

If the real-time deviation of the rotational speed is not less than the predetermined deviation value when the upshift waiting time is not less than the time threshold, it is determined that the fast upshift has failed, and the steps 306 to 312 are stopped.

If the real-time deviation of the rotational speed is smaller than the predetermined deviation value and the upshift waiting time is smaller than the time threshold, step 312 is executed continuously, and at this time, the upshift waiting time is still recorded continuously.

In step 312, it is detected whether the gear signal is the target gear.

When the real-time rotating speed deviation is detected to be smaller than the preset deviation value, the rotating speed of the engine is consistent with the rotating speed of an input shaft of the target gear gearbox, a driver can continuously step on the gear shifting lever at the moment, if the driver continuously steps on the gear shifting lever, the gear of the gearbox is in a target gear, and a gear signal input by the gear sensor EMS is the target gear; if the driver does not continue to depress the shift lever, the gear signal will not be the target gear.

Under the condition that the upshift waiting time is smaller than the time threshold, if the gear signal is detected to be the target gear, the driver finishes the upshift operation, the quick upshift is determined to be successful, and the quick upshift control is stopped, namely, the execution of the steps 306 to 312 is stopped.

If the gear signal is not detected as the target gear until the upshift waiting time reaches the time threshold, it indicates that the fast upshift failed, and the execution of steps 306 to 312 is stopped.

Optionally, after the gear signal is detected to be the target gear, the gear on the dashboard of the motorcycle is updated to be the target gear through the EMS.

The motorcycle gear-up control method provided by the embodiment of the application carries out quick gear-up control on the motorcycle based on the target engine rotating speed, does not depend on a torque model, and can be suitable for a mechanical throttle body motorcycle and an electronic throttle body motorcycle. Controlling the fuel injection quantity and the ignition angle according to the real-time rotating speed deviation, and improving the success rate of gear shifting; the EMS coordinates the ignition and oil supply time, so that the consistency of function realization can be ensured.

Fig. 4 is a block diagram of an upshift control device for a motorcycle according to an embodiment of the present application, the device including at least the following modules: an acquisition module 410 and an adjustment module 420.

An obtaining module 410 for obtaining a shift intention signal;

an adjustment module 420 for detecting whether the shift intent signal is greater than a first threshold;

an obtaining module 410, configured to obtain an actual gear and an actual vehicle speed when it is detected that the shift intention signal is greater than a first threshold;

the adjusting module 420 is used for calculating a target engine speed corresponding to the target gear according to the actual gear and the actual vehicle speed;

the adjusting module 420 is used for acquiring the real-time rotating speed of the engine according to a preset frequency, calculating a real-time rotating speed deviation according to the target engine rotating speed and the real-time rotating speed of the engine, and detecting whether the real-time rotating speed deviation is smaller than a preset deviation value;

the adjusting module 420 is used for performing ignition timing adjusting operation and periodic oil cut-oil supply recovery operation on the engine according to the real-time rotation speed deviation when the real-time rotation speed deviation is detected to be not less than the preset deviation value;

the adjusting module 420 is used for detecting whether the gear signal is a target gear when the real-time rotating speed deviation is detected to be smaller than the preset deviation value;

and the adjusting module 420 is configured to determine that the fast upshift is successful and stop the fast upshift control when the gear signal is detected to be the target gear.

Optionally, the adjusting module 420 is further configured to record an upshift waiting time when it is detected that the shift intention signal is greater than the first threshold, and detect whether the upshift waiting time is less than a time threshold;

and if the gear-up waiting time is not less than the time threshold before the gear signal is detected as the target gear, determining that the rapid gear-up is failed, and stopping the ignition timing adjustment operation and the periodic oil cut-oil supply recovery operation of the engine.

Optionally, the adjusting module 420 is configured to calculate, according to the actual gear and the actual vehicle speed, a target engine speed corresponding to the target gear according to the following formula:

wherein nmotquist _ w represents the target engine speed, gangi _ prev represents the actual gear, vfzgsh _ w represents the actual vehicle speed, KLVGR represents the ratio relationship between the engine speed and the vehicle speed, and KLVGR is known.

Optionally, the adjusting module 420 is configured to detect whether the actual gear is the highest gear;

if the actual gear is the highest gear, stopping the rapid gear-up control;

and if the actual gear is not the highest gear, calculating the target engine speed corresponding to the target gear according to the actual gear and the actual vehicle speed.

Optionally, the adjusting module 420 is configured to determine an ignition timing retard angle corresponding to the real-time rotation speed deviation according to the real-time rotation speed deviation and a corresponding relationship between the rotation speed deviation and the ignition timing retard angle;

and adjusting the ignition timing of the engine according to the ignition timing backward-pushing angle corresponding to the real-time rotating speed deviation.

Optionally, the adjusting module 420 is configured to detect whether an exhaust temperature of the engine exceeds a predetermined temperature during an ignition timing adjusting operation of the engine;

and if the exhaust temperature of the engine is detected to exceed the preset temperature, determining the ignition timing retardation angle corresponding to the real-time rotation speed deviation as 0 degree.

Optionally, the adjusting module 420 is configured to determine the oil cut-off times and the oil supply times corresponding to the real-time rotational speed deviation according to the real-time rotational speed deviation and the corresponding relationship between the rotational speed deviation and the oil cut-off and oil supply recovery times;

and in each crankshaft rotation period, carrying out periodical oil cut-off and oil supply recovery operation according to the oil cut-off times and the oil supply times corresponding to the real-time rotation speed deviation.

For relevant details reference is made to the above-described method embodiments.

It should be noted that: in the above embodiment, when the motorcycle is subjected to fast upshift control, only the division of the functional modules is taken as an example, and in practical applications, the above functions may be distributed by different functional modules according to needs, that is, the internal structure of the motorcycle upshift control device is divided into different functional modules to complete all or part of the above described functions. In addition, the motorcycle upshift control device provided by the above embodiment and the motorcycle upshift control method embodiment belong to the same concept, and the specific implementation process thereof is described in the method embodiment, and will not be described again.

Referring to fig. 5, a block diagram of a terminal according to an exemplary embodiment of the present application is shown. A terminal in the present application may include one or more of the following components: a processor 510 and a memory 520.

Processor 510 may include one or more processing cores. The processor 510 connects various parts within the overall terminal using various interfaces and lines, and performs various functions of the terminal and processes data by executing or executing instructions, programs, code sets, or instruction sets stored in the memory 520 and calling data stored in the memory 520. Alternatively, the processor 510 may be implemented in hardware using at least one of Digital Signal Processing (DSP), Field-Programmable Gate Array (FPGA), and Programmable Logic Array (PLA). The processor 310 may integrate one or more of a Central Processing Unit (CPU), a modem, and the like. Wherein, the CPU mainly processes an operating system, an application program and the like; the modem is used to handle wireless communications. It is understood that the modem may not be integrated into the processor 510, but may be implemented by a single chip.

Alternatively, processor 510, when executing program instructions in memory 320, implements the motorcycle upshift control method provided by the various method embodiments described above.

The Memory 520 may include a Random Access Memory (RAM) or a Read-Only Memory (Read-Only Memory). Optionally, the memory 520 includes a non-transitory computer-readable medium. The memory 520 may be used to store instructions, programs, code sets, or instruction sets. The memory 520 may include a program storage area and a data storage area, wherein the program storage area may store instructions for implementing an operating system, instructions for at least one function, instructions for implementing the various method embodiments described above, and the like; the storage data area may store data created according to the use of the terminal, and the like.

It should be added that the above terminal is only illustrative, and in actual implementation, the terminal may also include fewer or more components, such as: the device further comprises a touch display screen, a communication component, a sensor component and the like, and the embodiment is not limited to one embodiment.

Optionally, the present application also provides a computer readable storage medium, in which a program is stored, the program being loaded and executed by a processor to implement the motorcycle upshift control method of the above-described method embodiment.

Optionally, the present application also provides a computer product comprising a computer readable storage medium, in which a program is stored, the program being loaded and executed by a processor to implement the motorcycle upshift control method of the above-mentioned method embodiment.

It should be understood that the above examples are only for clarity of illustration and are not intended to limit the embodiments. Other variations and modifications will be apparent to persons skilled in the art in light of the above description. And are neither required nor exhaustive of all embodiments. And obvious variations or modifications of this invention are intended to be covered by the scope of the invention as expressed herein.