Gear selection control method for heavy commercial vehicle AMT under the condition of sudden accelerator pedal deceleration

Abstract

The present invention relates to a shifting control method for a heavy-duty commercial vehicle AMT under a condition of pressing the accelerator sharply after deceleration, comprising the steps of: collecting the accelerator pedal opening and the speed change rate of the vehicle gearbox output shaft; judging whether the vehicle enters a condition of pressing the accelerator sharply after driving deceleration according to the accelerator pedal opening and the speed change rate of the vehicle gearbox output shaft; if the vehicle does not enter a condition of pressing the accelerator sharply after driving deceleration, then terminating the process of the current shifting control method; if the vehicle enters a condition of pressing the accelerator sharply after driving deceleration, then collecting the accelerator pedal opening change rate; determining the driver's acceleration intention according to the accelerator pedal opening and the accelerator pedal opening change rate; outputting the driver's acceleration intention; the driver's acceleration intention includes a steady acceleration intention and an overtaking acceleration intention; setting an estimated engine speed after shifting; outputting an estimated engine speed after shifting; determining and outputting a target gear. The present invention realizes an intelligent shifting strategy and accurate gear judgment and selection.

Description

Technical Field

[0001] The invention relates to the field of gear shift control for heavy-duty AMT commercial vehicles, and in particular to a gear shift control method for a heavy-duty commercial vehicle AMT under a condition where the accelerator is suddenly pressed after deceleration. Background Art

[0002] In the existing technical solutions, when heavy-duty AMT commercial vehicles are driving, the shifting strategy is mostly based on the dual factors of vehicle speed and throttle to control the shifting timing and the corresponding gear selection. Some controllers will make auxiliary corrections based on the original information based on specific working conditions, such as reference mass, slope, engine speed, engine torque, etc.

[0003] A typical example is the Chinese invention patent application entitled “A control method for improving the accelerator dynamics of a DCT vehicle” with application number CN202110658253.8, which discloses the following technical means:

[0004] 1. When the accelerator pedal is pressed hard, the throttle compensation function is activated, the transmission control unit sets the throttle compensation flag to 1, and calculates the throttle compensation amount using the throttle opening change rate, current gear position and vehicle speed;

[0005] When the accelerator pedal is not pressed suddenly or the accelerator compensation function exit condition is met, the transmission control unit sets the accelerator compensation flag to 0, making the accelerator compensation amount equal to 0;

[0006] The transmission control unit adds the throttle compensation amount to the throttle opening to obtain the throttle query value;

[0007] If the throttle query value is greater than or equal to the throttle opening, and less than or equal to the preset throttle opening value of 100%, the throttle query value is used as the throttle opening input for the shift map query, and the shift map is queried based on the vehicle speed and the throttle query value to obtain the DCT shift point;

[0008] If the throttle query value is less than the throttle opening, the shift map is queried based on the vehicle speed and the throttle opening to obtain the DCT shift point;

[0009] If the throttle query value is greater than the preset throttle opening value of 100%, the preset throttle opening value of 100% is used as the throttle opening input for the shift map query, and the shift map is queried based on the vehicle speed and the preset throttle opening value of 100% to obtain the DCT shift point;

[0010] The shift map is a correspondence table of the throttle opening, vehicle speed and DCT shift point obtained by calibration.

[0011] 2. The control method further includes: when the accelerator pedal is pressed hard, the target torque compensation function is activated, the transmission control unit sets the target torque compensation flag to 1, and transmits information that the target torque compensation flag is 1 to the CAN line, and after the engine management system obtains the information that the target torque compensation flag is 1, the target torque compensation amount is calculated using the throttle opening;

[0012] When the accelerator pedal is not pressed suddenly or the target torque compensation function exit condition is met, the transmission control unit sets the target torque compensation flag to 0 and transmits the information that the target torque compensation flag is 0 to the CAN line. After the engine management system obtains the information that the target torque compensation flag is 0, it sets the target torque compensation amount to 0.

[0013] The engine management system adds the target torque compensation amount to the original target torque to obtain the compensated target torque;

[0014] If the compensated target torque is greater than or equal to the original target torque and less than or equal to the maximum torque that the transmission can transmit in the current gear, the engine management system uses the compensated target torque as the target torque of the engine response;

[0015] If the compensated target torque is less than the original target torque, the engine management system uses the original target torque as the target torque of the engine response;

[0016] If the compensated target torque is greater than the maximum torque that the transmission can transmit in the current gear, the engine management system uses the maximum torque that the transmission can transmit in the current gear as the target torque of the engine response.

[0017] 3. If conditions 1a to 1g are met at the same time, it means that the emergency accelerator pedal condition is met, otherwise it means that the emergency accelerator pedal condition is not met;

[0018] Among them, condition 1a is: the vehicle speed is within the preset vehicle speed range;

[0019] Condition 1b is: the transmission gear is within the preset gear range;

[0020] Condition 1c is: the throttle opening is greater than a preset throttle opening threshold;

[0021] Condition 1d is: the throttle opening change rate is greater than a preset throttle opening change rate threshold and is maintained for a first preset time;

[0022] Condition 1e is: the transmission oil temperature is greater than a preset first transmission oil temperature threshold;

[0023] Condition 1f is: the absolute value of the difference between the clutch torque and the engine torque is less than a preset torque threshold;

[0024] Condition 1g is: the absolute value of the difference between the intermediate shaft speed in the current gear and the engine speed is less than a preset speed threshold.

[0025] 4. If any one of conditions 2a to 2d is met, it means that the throttle compensation function exit condition is met;

[0026] Among them, condition 2a is: the throttle opening is less than the throttle opening when the throttle compensation function is activated and is maintained for a second preset time;

[0027] Condition 2b is: the throttle opening change rate is less than a preset throttle opening change rate threshold, and the vehicle speed is greater than the vehicle speed when the throttle compensation function is activated;

[0028] Condition 2c is: the cumulative time during which the throttle opening change rate is less than the preset throttle opening change rate threshold is greater than a third preset time;

[0029] Condition 2d is: the throttle opening is 0.

[0030] 5. If any one of conditions 3a to 3d is met, it means that the exit condition of the target torque compensation function is met;

[0031] Among them, condition 3a is: the throttle opening is less than the preset throttle opening threshold and is maintained for a fourth preset time; condition 3b is: the absolute value of the difference between the intermediate shaft speed of the current gear and the engine speed is greater than the preset speed threshold and is maintained for a fifth preset time;

[0032] Condition 3c is: the clutch temperature is greater than a preset clutch temperature threshold;

[0033] Condition 3d is: the transmission oil temperature is greater than a preset second transmission oil temperature threshold;

[0034] The second transmission oil temperature threshold is greater than the first transmission oil temperature threshold.

[0035] 6. The specific method of calculating the throttle compensation amount using the throttle opening change rate, the current gear position and the vehicle speed is as follows: the transmission control unit queries the gear position-vehicle speed-throttle compensation coefficient table according to the current gear position and vehicle speed to obtain the corresponding throttle compensation coefficient;

[0036] The transmission control unit multiplies the throttle opening change rate by the throttle compensation coefficient to obtain the throttle compensation amount;

[0037] The gear position-vehicle speed-throttle compensation coefficient table is a correspondence table of gear position, vehicle speed and throttle compensation coefficient obtained by calibration.

[0038] 7. The specific method of calculating the target torque compensation amount using the throttle opening is:

[0039] The engine management system queries the throttle map based on the throttle opening to obtain the original target torque;

[0040] The engine management system queries the throttle opening-torque compensation coefficient table according to the throttle opening to obtain the corresponding torque compensation coefficient;

[0041] The engine management system multiplies the original target torque by the torque compensation coefficient to obtain a target torque compensation amount;

[0042] Among them, the throttle map is a correspondence table between the throttle opening and the target torque obtained by calibration; the throttle opening-torque compensation coefficient table is a correspondence table between the throttle opening and the torque compensation coefficient obtained by calibration.

[0043] The prior art represented by the above invention application appears in:

[0044] 1. The existing technical solutions have poor recognition and adaptation of the driver's intention in complex and specific working conditions, such as throttle action, which leads to insufficient intelligence of the gear shift strategy and insufficient accuracy of gear position judgment and selection;

[0045] 2. Since the existing technical solution has a single TCU control instruction, it has high requirements for vehicle debugging and calibration, resulting in poor robustness of calibration data. Summary of the invention

[0046] In view of the above problems, the present invention provides a shift control method for a heavy-duty commercial vehicle AMT under the condition of sudden accelerator pedal pressing after deceleration, which aims to realize intelligent shift strategy and accurate gear position judgment and selection; and make the calibration data more robust, basically ignoring whether the requirements for vehicle debugging and calibration work are high or low.

[0047] To solve the above problems, the technical solution provided by the present invention is:

[0048] A method for controlling gear selection and shifting in a heavy-duty commercial vehicle AMT under a condition of sudden accelerator pedal pressing after deceleration, comprising the following steps:

[0049] S100. Collect the accelerator pedal opening and the speed change rate of the vehicle gearbox output shaft; then determine whether the vehicle enters the accelerator pedal pressing condition after driving deceleration according to the accelerator pedal opening and the speed change rate of the vehicle gearbox output shaft; then perform the following operations according to the determination result:

[0050] If the vehicle does not enter the accelerator pedal-pressing operation condition after deceleration, the process of the current gear selection and shifting control method is terminated, and subsequent steps are not executed;

[0051] If the vehicle enters the accelerator pedal-pressing operation condition after deceleration, execute S200;

[0052] S200. Collecting the rate of change of the accelerator pedal opening; then determining the driver's acceleration intention according to the accelerator pedal opening and the rate of change of the accelerator pedal opening; then outputting the driver's acceleration intention; the driver's acceleration intention includes a steady acceleration intention and an overtaking acceleration intention;

[0053] S300. Setting the estimated engine speed after the gear shift; then outputting the estimated engine speed after the gear shift;

[0054] S400. Determine a target gear position; then output the target gear position; the target gear position is the final output result of the present gear selection control method.

[0055] Preferably, in S100, judging whether the vehicle enters a condition of pressing the accelerator sharply after driving deceleration according to the accelerator pedal opening and the speed change rate of the output shaft of the vehicle gearbox includes the following steps:

[0056] S110. Compare the vehicle gearbox output shaft speed change rate with a manually preset vehicle gearbox output shaft speed change rate threshold; then perform the following operations based on the comparison result:

[0057] If the vehicle gearbox output shaft speed change rate is less than the vehicle gearbox output shaft speed change rate threshold, execute S120;

[0058] If the vehicle gearbox output shaft speed change rate is not less than the vehicle gearbox output shaft speed change rate threshold, executing S140;

[0059] S120. Check whether the accelerator pedal opening is at the moment of 0 to positive pulse; then perform the following operations according to the check result:

[0060] If the checking result shows that the accelerator pedal opening is at the moment of 0 to positive pulse, S130 is executed;

[0061] If the checking result shows that the accelerator pedal opening is not at the moment of 0 to positive pulse, S140 is executed;

[0062] S130. Assigning a value of 1 to the working condition entry flag; then determining that the vehicle enters the working condition of suddenly pressing the accelerator after driving deceleration;

[0063] S140. Assign 0 to the working condition entry flag; then determine that the vehicle has not entered the working condition of suddenly pressing the accelerator after driving deceleration; then end the process of this gear selection and shifting control method, and no longer execute subsequent steps.

[0064] Preferably, determining the driver's acceleration intention according to the accelerator pedal opening and the accelerator pedal opening change rate in S200 specifically includes the following steps:

[0065] S210. Compare the accelerator pedal opening with a preset accelerator pedal opening threshold, and compare the accelerator pedal opening change rate with a preset accelerator pedal opening change rate threshold; then perform the following operations based on the comparison results:

[0066] If the accelerator pedal opening is greater than or equal to the accelerator pedal opening threshold, and at the same time the accelerator pedal opening change rate is greater than or equal to the accelerator pedal opening change rate threshold, execute S220;

[0067] If the accelerator pedal opening is less than the accelerator pedal opening threshold, or the accelerator pedal opening change rate is less than the accelerator pedal opening change rate threshold, execute S230;

[0068] S220. Determining that the driver's acceleration intention is the overtaking acceleration intention;

[0069] S230. Determine that the driver's acceleration intention is the smooth acceleration intention.

[0070] Preferably, setting the estimated engine speed after the gear shift in S300 specifically includes the following steps:

[0071] S310. Determine the engine speed range after the gear shift according to the engine speed range corresponding to the maximum engine torque;

[0072] S320. Collect vehicle mass and road slope information; then determine the corresponding target engine speed based on the vehicle mass, the road slope information, and the manually preset mass / slope dual factor 2-D Table;

[0073] S330. Collecting road curve load information; the road curve load information includes a turning radius parameter; then correcting the target engine speed obtained in S320 according to the road curve load information, the manually preset turning radius factor 1-D Table correction table and the turning radius parameter to obtain the estimated engine speed after the gear shift;

[0074] S340. Output the estimated engine speed after the gear shift.

[0075] Preferably, determining the target gear in S400 specifically includes the following steps:

[0076] S410. Collect the current gearbox gear, the current engine speed, and the gear ratio of each gear of the gearbox; then calculate and determine the corresponding post-shift engine speed after shifting to each different gear according to the current gearbox gear, the current engine speed, and the gear ratio;

[0077] S420. List all the post-shift engine speeds that are greater than the target engine speed;

[0078] S430. Select the highest gear corresponding to the listed engine speed after the gear shift as the temporary target gear;

[0079] S440. Obtain the target gear according to the temporary target gear and the driver's acceleration intention.

[0080] Preferably, obtaining the target gear position according to the temporary target gear position and the driver's acceleration intention in S440 specifically includes the following steps:

[0081] S441. Obtain the driver's acceleration intention, and then perform the following operations according to the content of the driver's acceleration intention:

[0082] If the driver's acceleration intention is an overtaking acceleration intention, then one gear is lowered based on the current temporary target gear as the updated temporary target gear; then S442 is executed;

[0083] If the driver's acceleration intention is a smooth acceleration intention, the current temporary target gear is maintained as the updated temporary target gear; then S442 is executed;

[0084] S442. assigning the value of the temporary target gear to the target gear;

[0085] S443. Output the target gear position.

[0086] Preferably, the vehicle gearbox output shaft speed change rate threshold is -35, in rpm / s.

[0087] Preferably, the accelerator pedal opening threshold is 70% and is dimensionless.

[0088] Preferably, the accelerator pedal opening change rate threshold is 700, in % / s, and is used to characterize the change ratio of the accelerator pedal opening within one second.

[0089] Preferably, the engine maximum torque corresponds to an engine speed interval of [1000, 1500], in rpm / s.

[0090] Compared with the prior art, the present invention has the following advantages:

[0091] 1. Since the present invention successfully solves the problem of gear selection accuracy and gear retention capability of AMT vehicles under the condition of sudden accelerator pedaling, it is highly adaptive to the recognition and judgment of the driver's intention under complex and specific working conditions, such as accelerator action, thereby realizing intelligent gear shifting strategy and very accurate gear judgment and selection;

[0092] 2. Since the present invention adopts multi-factor strategy parameter calibration and the TCU control instructions are more comprehensive, the calibration data is more robust and can basically ignore whether the requirements for vehicle debugging and calibration are high or low, and has very strong universality. BRIEF DESCRIPTION OF THE DRAWINGS

[0093] Figure 1 The present invention is a schematic diagram of the control process of the AMT tip-in condition after deceleration. DETAILED DESCRIPTION

[0094] The present invention is further explained below in conjunction with specific embodiments. It should be understood that these embodiments are only used to illustrate the present invention and are not used to limit the scope of the present invention. After reading the present invention, various equivalent forms of modifications to the present invention by those skilled in the art all fall within the scope defined by the claims attached to this application.

[0095] It should be noted in advance that the principle of the present invention is briefly described as follows:

[0096] The TCU (Transmission Control Unit) predicts and identifies the driver's acceleration intention (smooth acceleration, overtaking acceleration) based on the throttle change rate. At the same time, based on information such as the vehicle mass, slopes, curves, engine maximum torque range, and vehicle gearbox output shaft speed change rate, the engine speed demand after shifting is predicted and the appropriate driving gear is selected. The gearbox selects the gear to smoothly transition driving scenes and when the intention changes, to ensure the smoothness and power of the vehicle.

[0097] This specific embodiment is as follows:

[0098] like Figure 1 As shown, a method for selecting and shifting gears in a heavy-duty commercial vehicle AMT under a condition where the accelerator is pressed suddenly after deceleration comprises the following steps:

[0099] S100. Tip-in recognition and confirmation of the operating condition after deceleration; specifically:

[0100] The TCU software monitors and collects the accelerator pedal opening α and the vehicle gearbox output shaft speed change rate β; then, based on the accelerator pedal opening and the vehicle gearbox output shaft speed change rate, it is determined whether the vehicle has entered the accelerator (Tip-in) condition after driving deceleration.

[0101] In this specific embodiment, S100 determines whether the vehicle enters a condition of pressing the accelerator suddenly after driving deceleration according to the accelerator pedal opening and the speed change rate of the output shaft of the vehicle gearbox, which specifically includes the following steps:

[0102] S110. Compare the vehicle transmission output shaft speed change rate β with a manually preset vehicle transmission output shaft speed change rate threshold B.

[0103] In this specific embodiment, the vehicle gearbox output shaft speed change rate threshold value B is -35, in rpm / s.

[0104] It should be noted that the value of the threshold value B of the vehicle gearbox output shaft speed change rate is set by the actual vehicle configuration calibration and can be adjusted; the numerical value in this specific embodiment is set to demonstrate the technical effect of the present invention and is not used as the basis for the final limitation of the protection scope.

[0105] Then, based on the comparison results, perform the following operations:

[0106] If the vehicle transmission output shaft speed change rate β is less than the vehicle transmission output shaft speed change rate threshold B, S120 is executed.

[0107] If the vehicle transmission output shaft speed change rate β is not less than the vehicle transmission output shaft speed change rate threshold B, S140 is executed.

[0108] S120. Check whether the accelerator pedal opening α is at the moment of a positive pulse from 0; then perform the following operations according to the check result:

[0109] If the checking result shows that the accelerator pedal opening α is at the moment of a pulse from 0 to a positive value, S130 is executed.

[0110] If the checking result shows that the accelerator pedal opening α is not within the range of 0 to positive pulse moment, S140 is executed.

[0111] S130. Assign a value of 1 to the operating condition entry flag ModeFlag; then determine that the vehicle enters the operating condition of suddenly pressing the accelerator after deceleration.

[0112] It should be noted that ModeFlag=1 will trigger the corresponding specific gear selection and shifting strategy, that is, the subsequent process.

[0113] S140. Assign a value of 0 to the operating condition entry flag ModeFlag; then determine that the vehicle has not entered the operating condition of suddenly pressing the accelerator after driving deceleration; then end the process of this gear selection and shifting control method, and do not execute subsequent steps.

[0114] Then, according to the judgment result, perform the following operations:

[0115] If the vehicle does not enter the condition of suddenly pressing the accelerator after deceleration, the process of this gear selection and shifting control method is terminated and the subsequent steps are not executed.

[0116] If the vehicle enters a condition where the accelerator is suddenly pressed after deceleration, S200 is executed.

[0117] S200. Driver acceleration intention recognition; specifically:

[0118] The accelerator pedal opening change rate γ is collected; then the driver's acceleration intention is determined based on the accelerator pedal opening and the accelerator pedal opening change rate γ; then the driver's acceleration intention is output; the driver's acceleration intention includes a smooth acceleration intention and an overtaking acceleration intention.

[0119] In this specific embodiment, determining the driver's acceleration intention according to the accelerator pedal opening α and the accelerator pedal opening change rate γ in S200 specifically includes the following steps:

[0120] S210. Compare the accelerator pedal opening α with the manually preset accelerator pedal opening threshold N, and compare the accelerator pedal opening change rate γ with the manually preset accelerator pedal opening change rate threshold M.

[0121] In this specific embodiment, the accelerator pedal opening threshold N is 70% and is dimensionless.

[0122] It should be noted that the value of the accelerator pedal opening threshold N is set by the actual vehicle configuration calibration and can be adjusted; the numerical value in this specific embodiment is set to demonstrate the technical effect of the present invention and is not used as the basis for ultimately limiting the protection scope.

[0123] In this specific embodiment, the accelerator pedal opening change rate threshold M is 700, with the unit of % / s, and is used to represent the change rate of the accelerator pedal opening α within one second.

[0124] It should be noted that the value of the accelerator pedal opening rate change threshold M is set by the actual vehicle configuration calibration and can be adjusted; the numerical value in this specific embodiment is set to demonstrate the technical effect of the present invention and is not used as the basis for ultimately limiting the protection scope.

[0125] Then, based on the comparison results, perform the following operations:

[0126] If the accelerator pedal opening α is greater than or equal to the accelerator pedal opening threshold, and at the same time the accelerator pedal opening change rate γ is greater than or equal to the accelerator pedal opening change rate threshold M, S220 is executed.

[0127] If the accelerator pedal opening α is smaller than the accelerator pedal opening threshold, or the accelerator pedal opening change rate γ is smaller than the accelerator pedal opening change rate threshold M, S230 is executed.

[0128] S220. Determine that the driver's acceleration intention is an acceleration intention for overtaking.

[0129] S230. Determine that the driver's acceleration intention is a smooth acceleration intention.

[0130] S300. Setting of estimated engine speed after shifting; specifically:

[0131] Set the estimated engine speed after the gear shift; then output the estimated engine speed after the gear shift.

[0132] In this specific embodiment, setting the estimated engine speed after the gear shift in S300 specifically includes the following steps:

[0133] S310. Determine the engine speed range after the gear shift according to the engine speed range corresponding to the maximum engine torque.

[0134] In this specific embodiment, the engine maximum torque corresponds to an engine speed range of [1000, 1500], in units of rpm / s.

[0135] It should be noted that the value of the engine maximum torque corresponding to the engine speed range is set by the actual vehicle configuration calibration and can be adjusted; the numerical value in this specific embodiment is set to demonstrate the technical effect of the present invention and is not used as the basis for the final limitation of the protection scope.

[0136] S320. Collect vehicle mass and road slope information; then determine the corresponding target engine speed N1 based on the vehicle mass, road slope information, and a manually preset mass / slope dual-factor 2-D Table.

[0137] It should be noted that the mass / slope dual-factor 2-D Table is set by the implementation and written into the vehicle's ECU for use.

[0138] In order to further demonstrate the technical effect of the present invention, this specific embodiment includes a quality / slope dual factor 2-D Table as shown in Table 1:

[0139] Table 1. Sample quality / slope dual factor 2-D Table

[0140]

[0141] It should be further explained that the values ​​in the mass / slope dual-factor 2-D Table are set by the actual vehicle configuration calibration and are adjustable; the numerical values ​​in this specific embodiment are set to demonstrate the technical effects of the present invention and are not used as the basis for ultimately limiting the scope of protection.

[0142] S330. Collect road curve load information; the road curve load information includes a turning radius parameter; then, based on the road curve load information, the manually preset turning radius factor 1-D Table correction table and the turning radius parameter, correct the target engine speed N1 obtained in S320 to obtain the estimated engine speed after the gear shift.

[0143] It should be noted that the turning radius factor 1-D Table correction table is set by the implementation and written into the vehicle's ECU for use.

[0144] In order to further demonstrate the technical effect of the present invention, this specific embodiment includes a turning radius factor 1-D Table correction table as shown in Table 2:

[0145] Table 2. Sample table of turning radius factor 1-D Table correction table

[0146] Turning radius / m 0 50 100 150 180 Engine speed 100 80 50 30 0

[0147] It should be further explained that the values ​​in the turning radius factor 1-D Table correction table are set by the actual vehicle configuration calibration and are adjustable; the numerical values ​​in this specific embodiment are set to demonstrate the technical effects of the present invention and are not used as the basis for ultimately limiting the scope of protection.

[0148] In this specific embodiment, assuming that the maximum torque of a vehicle is configured such that the engine speed range corresponds to 1000rpm-1500rpm, after shifting, the target estimated engine speed can be set as above for different vehicle masses, road slopes, and road turning radii.

[0149] It should be further explained that, in general, the greater the vehicle mass, the greater the road slope, and the smaller the turning radius, the higher the target engine speed N1 after shifting. The actual Table parameter calibration is determined by the specific vehicle and engine configuration and can be adjusted.

[0150] S340. Output the estimated engine speed after the gear shift.

[0151] S400. The target gear selection is determined; specifically:

[0152] Determine the target gear position; then output the target gear position; the target gear position is the final output result of this gear selection control method.

[0153] In this specific embodiment, determining the target gear position in S400 specifically includes the following steps:

[0154] S410. Collect the current gearbox gear, the current engine speed, and the gear ratio of each gear of the gearbox; then calculate and determine the corresponding post-shift engine speed N2 after shifting to each different gear based on the current gearbox gear, the current engine speed, and the gear ratio.

[0155] S420. List all post-shift engine speeds N2 that are greater than the target engine speed;

[0156] S430. From the listed post-shift engine speeds N2, select the corresponding highest gear as the temporary target gear.

[0157] S440. Obtain the target gear according to the temporary target gear and the driver's acceleration intention.

[0158] In this specific embodiment, S440 obtains the target gear position according to the temporary target gear position and the driver's acceleration intention, which specifically includes the following steps:

[0159] S441. Obtain the driver's acceleration intention, and then perform the following operations according to the content of the driver's acceleration intention:

[0160] If the driver's acceleration intention is an overtaking acceleration intention, then one gear is lowered based on the current temporary target gear as the updated temporary target gear; and then S442 is executed.

[0161] If the driver's acceleration intention is a smooth acceleration intention, the current temporary target gear is maintained as the updated temporary target gear; and then S442 is executed.

[0162] S442. Assign the value of the temporary target gear to the target gear.

[0163] S443. Output the target gear position.

[0164] It should be further explained that the TCU shift strategy for the entire process refers to Figure 1 The accelerator pedal opening α, accelerator pedal opening change rate γ, vehicle information, gearbox ratio, turning radius, road slope and other information are measured by the TCU through the corresponding sensors and vehicle configuration information according to the actual road conditions. Each calibration parameter can be adjusted and optimized in combination with the actual vehicle driving and shifting state.

[0165] In the above detailed description, various features are grouped together in a single embodiment to simplify the disclosure. This method of disclosure should not be interpreted as reflecting an intention that the embodiments of the claimed subject matter require more features than are clearly stated in each claim. On the contrary, as reflected in the appended claims, the invention is in a state of having less than all the features of the disclosed individual embodiments. Therefore, the appended claims are hereby expressly incorporated into the detailed description, with each claim standing on its own as a separate preferred embodiment of the invention.

[0166] The disclosed embodiments are described above to enable any person skilled in the art to implement or use the present invention. Various modifications of these embodiments are obvious to those skilled in the art, and the general principles defined herein may also be applied to other embodiments without departing from the spirit and scope of the present disclosure. Therefore, the present disclosure is not limited to the embodiments given herein, but is consistent with the broadest scope of the principles and novel features disclosed in this application.

[0167] The above description includes examples of one or more embodiments. Of course, it is not possible to describe all possible combinations of components or methods for the purpose of describing the above embodiments, but it should be recognized by those skilled in the art that the various embodiments may be further combined and arranged. Therefore, the embodiments described herein are intended to cover all such changes, modifications and variations that fall within the scope of protection of the appended claims. In addition, with respect to the term "comprising" used in the specification or claims, the word is covered in a manner similar to the term "including", just as "including," is explained as a transitional word in the claims. In addition, any term "or" used in the specification of the claims is intended to mean "non-exclusive or".

[0168] The specific implementation methods described above further illustrate the objectives, technical solutions and beneficial effects of the present invention in detail. It should be understood that the above description is only a specific implementation method of the present invention and is not intended to limit the scope of protection of the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. A method for controlling gear selection and shifting in a heavy-duty commercial vehicle AMT when the accelerator is pressed suddenly after deceleration, characterized in that: The following steps are involved: S100. Collect the accelerator pedal opening and the speed change rate of the vehicle gearbox output shaft; then determine whether the vehicle enters the accelerator pedal pressing condition after driving deceleration according to the accelerator pedal opening and the speed change rate of the vehicle gearbox output shaft; then perform the following operations according to the determination result: If the vehicle does not enter the accelerator pedal-pressing operation condition after deceleration, the process of the current gear selection and shifting control method is terminated, and subsequent steps are not executed; If the vehicle enters the accelerator pedal-pressing operation condition after deceleration, execute S200; S200. Collecting the accelerator pedal opening rate change; Then, determining the driver's acceleration intention according to the accelerator pedal opening and the accelerator pedal opening change rate; Then outputting the driver's acceleration intention; The driver's acceleration intention includes a steady acceleration intention and an overtaking acceleration intention; S300. Setting the estimated engine speed after the gear shift; then outputting the estimated engine speed after the gear shift; S400. Determine the target gear; Then output the target gear position; The target gear position is the final output result of the gear selection and shifting control method; In S100, judging whether the vehicle enters a condition of pressing the accelerator suddenly after driving deceleration according to the accelerator pedal opening and the speed change rate of the output shaft of the vehicle gearbox, specifically comprises the following steps: S110. Compare the vehicle gearbox output shaft speed change rate with a manually preset vehicle gearbox output shaft speed change rate threshold; then perform the following operations based on the comparison result: If the vehicle gearbox output shaft speed change rate is less than the vehicle gearbox output shaft speed change rate threshold, execute S120; If the vehicle gearbox output shaft speed change rate is not less than the vehicle gearbox output shaft speed change rate threshold, executing S140; S120. Check whether the accelerator pedal opening is between 0 and the positive pulse moment; Then, based on the viewing results, do the following: If the checking result shows that the accelerator pedal opening is at the moment of 0 to positive pulse, S130 is executed; If the checking result shows that the accelerator pedal opening is not at the moment of 0 to positive pulse, S140 is executed; S130. Assigning a value of 1 to the working condition entry flag; then determining that the vehicle enters the working condition of suddenly pressing the accelerator after driving deceleration; S140. Assign 0 to the working condition entry flag; then determine that the vehicle has not entered the driving deceleration and then the accelerator is pressed sharply; then end the process of this gear selection control method, and do not execute subsequent steps; S200 determines the driver's acceleration intention according to the accelerator pedal opening and the accelerator pedal opening change rate, which specifically includes the following steps: S210. Compare the accelerator pedal opening with a preset accelerator pedal opening threshold, and compare the accelerator pedal opening change rate with a preset accelerator pedal opening change rate threshold; then perform the following operations based on the comparison results: If the accelerator pedal opening is greater than or equal to the accelerator pedal opening threshold, and at the same time the accelerator pedal opening change rate is greater than or equal to the accelerator pedal opening change rate threshold, execute S220; If the accelerator pedal opening is less than the accelerator pedal opening threshold, or the accelerator pedal opening change rate is less than the accelerator pedal opening change rate threshold, execute S230; S220. Determining that the driver's acceleration intention is the overtaking acceleration intention; S230. Determine that the driver's acceleration intention is the smooth acceleration intention.

2. The method for shifting gears in a heavy-duty commercial vehicle AMT when the accelerator is pressed suddenly after deceleration according to claim 1, characterized in that: The step S300 of setting the estimated engine speed after the gear shifting includes the following steps: S310. Determine the engine speed range after the gear shift according to the engine speed range corresponding to the maximum engine torque; S320. Collect vehicle mass and road slope information; then determine the corresponding target engine speed based on the vehicle mass, the road slope information, and the manually preset mass / slope dual factor 2-D Table; S330. Collecting road curve load information; the road curve load information includes a turning radius parameter; then correcting the target engine speed obtained in S320 according to the road curve load information, the manually preset turning radius factor 1-D Table correction table and the turning radius parameter to obtain the estimated engine speed after the gear shift; S340. Output the estimated engine speed after the gear shift.

3. The method for shifting gears in a heavy-duty commercial vehicle AMT when the accelerator is pressed suddenly after deceleration according to claim 2, characterized in that: Determining the target gear position in S400 specifically includes the following steps: S410. Collect the current gearbox gear, the current engine speed, and the gear ratio of each gear of the gearbox; then calculate and determine the corresponding post-shift engine speed after shifting to each different gear according to the current gearbox gear, the current engine speed, and the gear ratio; S420. List all the post-shift engine speeds that are greater than the target engine speed; S430. Select the highest gear corresponding to the listed engine speed after the gear shift as the temporary target gear; S440. Obtain the target gear according to the temporary target gear and the driver's acceleration intention.

4. The method for controlling the gear selection and shifting of a heavy-duty commercial vehicle AMT in a condition where the accelerator is pressed suddenly after deceleration according to claim 3, characterized in that: S440 obtains the target gear position according to the temporary target gear position and the driver's acceleration intention, which specifically includes the following steps: S441. Obtain the driver's acceleration intention, and then perform the following operations according to the content of the driver's acceleration intention: If the driver's acceleration intention is an overtaking acceleration intention, lowering one gear on the basis of the current temporary target gear as the updated temporary target gear; Then execute S442; If the driver's acceleration intention is a smooth acceleration intention, maintaining the current temporary target gear position as the updated temporary target gear position; Then execute S442; S442. assigning the value of the temporary target gear to the target gear; S443. Output the target gear position.

5. The method for controlling the gear selection and shifting of a heavy-duty commercial vehicle AMT under the condition of pressing the accelerator after deceleration according to claim 4, characterized in that: The vehicle gearbox output shaft speed change rate threshold is -35, in rpm / s.

6. The method for controlling the gear selection and shifting of a heavy-duty commercial vehicle AMT under the condition of pressing the accelerator after deceleration according to claim 5, characterized in that: The accelerator pedal opening threshold is 70% and is dimensionless.

7. The method for controlling the gear selection and shifting of a heavy-duty commercial vehicle AMT under the condition of pressing the accelerator after deceleration according to claim 6, characterized in that: The accelerator pedal opening change rate threshold is 700, in % / s, and is used to characterize the change rate of the accelerator pedal opening within one second.

8. The method for controlling the gear selection and shifting of a heavy-duty commercial vehicle AMT under the condition of pressing the accelerator after deceleration according to claim 7, characterized in that: The engine maximum torque corresponds to an engine speed range of [1000, 1500], in rpm / s.

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