A commercial vehicle automatic transmission shift up and down control method and system

Abstract

The present invention provides a vehicle automatic transmission jump gear upshift control method, system and commercial vehicle, which relates to the field of vehicle shift control technology, obtains the vehicle running state, calculates the basic upshift trigger speed and the basic upshift target speed; obtains the vehicle acceleration and gear position, calculates the upshift trigger speed correction coefficient and the upshift target speed correction coefficient; obtains the acceleration correction coefficient, calculates the final upshift trigger speed Nupshift and the upshift target speed Nupshittarget; obtains the upshift and downshift state according to the target gear input shaft speed. The present invention can more reasonably and intelligently select the time of jump gear upshift according to the change of vehicle acceleration, reduce the frequency of upshift in the low gear area, improve the driver's driving experience, vehicle starting acceleration performance and fuel economy, and at the same time improve the service life of the transmission actuator.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle shift control, and in particular to a method and system for controlling a shift-up and skip-shift of an automatic transmission for a commercial vehicle. Background Art

[0002] Commercial vehicles are vehicles designed and technically used to transport people and goods. Commercial vehicles include all trucks and passenger cars with more than 9 seats, and are divided into passenger cars, trucks, semi-trailer tractors, incomplete passenger car vehicles and incomplete truck vehicles.

[0003] At present, more than 80% of commercial vehicles in many places use automatic transmissions, and the vehicles will automatically select the appropriate gear according to the road conditions and vehicle status. The number of automatic transmissions for commercial vehicles is showing explosive growth, and there is also a state of competition among automatic transmissions for commercial vehicles, but the performance and performance of existing automatic transmissions cannot meet actual needs. In order to adapt to complex road conditions, the automatic transmission gears for commercial vehicles generally have more than 12 gears. More gears will inevitably increase the number of gear shifts, and high-frequency gear shifts in the low gear area seriously affect the acceleration and driving of the vehicle.

[0004] The current solution in the industry is to achieve upshifting by directly calibrating the shift speed in the low gear area. Although the existing solution can achieve upshifting in the low gear area, it is not smart enough. Especially when the vehicle is driving with a small throttle or driving on a large slope, the vehicle should not upshift, but the existing technology may not be able to identify the above conditions that cause upshifting when it should not be upshifting. Summary of the invention

[0005] The invention provides a method for controlling the shifting and upshifting of an automatic transmission of a commercial vehicle. The method is to realize the control of shifting and upshifting of a vehicle when the vehicle is driving with a small throttle or on a large slope, and solve the problem of shifting and upshifting when the vehicle should not shift due to failure to identify the road condition.

[0006] The control method of shift up and down of automatic transmission of commercial vehicle includes:

[0007] Step S101, obtaining the vehicle running state, and calculating the basic upshift trigger speed and the basic upshift target speed;

[0008] Step S102, obtaining the vehicle acceleration and gear position, and calculating the upshift trigger speed correction coefficient and the upshift target speed correction coefficient;

[0009] Step S103, obtain the acceleration correction coefficient and calculate the final upshift trigger speed N upshift and upshift target speed N upshittarget ;

[0010] Step S104, obtaining the up / down gear state according to the target gear input shaft speed.

[0011] It should be further explained that the vehicle operating state in S101 includes the vehicle throttle opening, vehicle load, vehicle acceleration, the road slope on which the vehicle is traveling, and the vehicle speed.

[0012] It should be further explained that the TCU module in S101 calculates the basic upshift trigger speed N in the current running state of the vehicle according to the ABS vehicle speed signal and the throttle opening. upshifbase and the basic upshift target speed N upshiftargetbase .

[0013] It should be further explained that the vehicle acceleration in step S102 is an acceleration value obtained after calculation and filtering based on the ABS vehicle speed signal;

[0014] Upshift trigger speed correction factor F upshift and the upshift target speed correction factor F upshifttarget The calculation is based on the preset correspondence between acceleration and gear position.

[0015] It should be further explained that in step S103, the vehicle stalling during the gear shifting process is calculated by the power interruption time during the gear shifting process and the vehicle deceleration during the gear shifting process, and the target gear input shaft speed is estimated according to the target gear ratio. upshittarget Compare and determine how many gears to shift up.

[0016] It should be further explained that the control method in the method when the vehicle driving state is flat road, full load and low gear area is:

[0017] It is defined that when the throttle opening is less than the first pre-opening threshold, it is a low throttle state;

[0018] In the state of low throttle, after shifting to 1st gear, the input shaft speed N input1 >N upshittarget After jumping to 2nd gear, the input shaft speed is N input2 <N upshittarget Therefore, under the condition of small throttle, the acceleration of the vehicle is small, and the acceleration correction coefficient has little effect on the upshift speed, so the upshift is performed step by step under small throttle;

[0019] Define that when the throttle opening is greater than a first preset opening threshold and less than a second preset opening threshold, it is a medium throttle state, and the second preset opening threshold is greater than the first pre-opening threshold;

[0020] Under medium throttle state, after jumping to 2nd gear, input shaft speed N input2 >N upshittarget After shifting to 3rd gear, the input shaft speed is N input3 <N upshittarget, as the throttle opening increases, the acceleration increases, and the acceleration correction coefficient has a greater impact on the shift speed. Medium throttle can skip 2 gears to shift up;

[0021] It is defined that when the throttle opening exceeds a second preset opening threshold, it is a high throttle state;

[0022] Under high throttle condition, after jumping to 3rd gear, input shaft speed N input3 >N upshittarget After shifting to 4th gear, the input shaft speed is N input4 <N upshittarget As the throttle opening continues to increase, the acceleration continues to increase, and the acceleration correction coefficient has a greater impact on the gear shifting speed. A large throttle can skip 3 gears and shift up.

[0023] It should be further explained that, in the method, the control mode when the vehicle is in the 3% slope, full load, and low gear area is:

[0024] Under the state of small and medium throttle, the input shaft speed N after shifting to 1st gear input1 >N upshittarget After jumping to 2nd gear, the input shaft speed is N input2 <N upshittarget Therefore, the vehicle has a smaller acceleration when running on a slope under the small and medium throttle state, and the acceleration correction coefficient has a smaller effect on the upshift speed. The small and medium throttle can gradually upshift to ensure the power of the vehicle after upshifting.

[0025] Under high throttle condition, after jumping to 2nd gear, input shaft speed N input2 >N upshittarget After shifting to 3rd gear, the input shaft speed is N input3 <N upshittarget As the throttle opening increases, the vehicle's acceleration on the slope increases, the acceleration correction coefficient has a greater impact on the gear shift speed, and a large throttle can jump 2 gears to shift up.

[0026] It should be further explained that in the method, the control mode when the vehicle is on a flat road, fully loaded, and in a high gear zone is:

[0027] When the vehicle runs into the high gear area, the transmission system speed ratio decreases, the vehicle acceleration decreases, the acceleration correction coefficient becomes smaller, and the vehicle shifts up step by step according to the basic shift trigger speed and the shift target speed. The TCU module does not execute the skip shift control to shift up.

[0028] The present invention also provides an automatic transmission shift-up control system, the system comprising: an accelerator pedal, a TCU module, a transmission hardware module, an ABS control unit and an engine control unit;

[0029] The TCU module communicates with the ASB control unit and the engine control unit via the CAN line to obtain vehicle speed and engine related information;

[0030] The TCU module is used to calculate the basic upshift trigger speed and the basic upshift target speed according to the vehicle running state; it also calculates the upshift trigger speed correction coefficient and the upshift target speed correction coefficient according to the vehicle acceleration and gear position; and then calculates the final upshift trigger speed N according to the acceleration correction coefficient. upshift and upshift target speed N upshittarget ;According to the target gear input shaft speed, the up / down gear state is obtained.

[0031] The present invention also provides a commercial vehicle, comprising a memory, a TCU module and a computer program stored in the memory and executable on the processor, wherein the TCU module implements the steps of a commercial vehicle automatic transmission shift-up and shift-down control method when executing the program.

[0032] It can be seen from the above technical solutions that the present invention has the following advantages:

[0033] The commercial vehicle automatic transmission shift up and down control method and system provided by the present invention calculates the vehicle acceleration through the vehicle speed, and determines the influence coefficient of the acceleration on the gear shifting speed according to the vehicle acceleration and the gear position, and influences the upshifting triggering speed and the upshifting target speed through the coefficient. The adjustment of the upshifting triggering speed and the upshifting target speed can realize the vehicle's low gear area shifting and upshifting, reduce the number of low gear area shifting and the shifting power interruption time, improve the vehicle's acceleration performance and driving performance, and at the same time can improve the life of the gear shifting actuator to a certain extent.

[0034] The commercial vehicle automatic transmission shift-up control method provided by the present invention can also more reasonably and intelligently select the shift-up timing according to the change of vehicle acceleration, reduce the frequency of low-gear shift-up, improve the driver's driving experience, vehicle starting acceleration performance and fuel economy, and at the same time increase the service life of the transmission actuator. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] In order to more clearly illustrate the technical solution of the present invention, the accompanying drawings required for use in the description will be briefly introduced below. Obviously, the accompanying drawings in the following description are only some embodiments of the present invention. For ordinary technicians in this field, other accompanying drawings can be obtained based on these accompanying drawings without paying creative work.

[0036] Figure 1 It is a flow chart of a control method for shifting up and down of an automatic transmission for a commercial vehicle;

[0037] Figure 2 A control logic diagram of a method for controlling a shift up and down of an automatic transmission for a commercial vehicle;

[0038] Figure 3 The speed correction number F for upshift triggering upshift surface;

[0039] Figure 4 Upshift target speed correction factor F upshifttarget surface;

[0040] Figure 5 It is a schematic diagram of shifting up when the vehicle is on a flat road, fully loaded and in a low gear range;

[0041] Figure 6 This is a schematic diagram of a vehicle driving on a 3% slope, fully loaded, and shifting up in a low gear area;

[0042] Figure 7 It is a schematic diagram of shifting gears when the vehicle is on a flat road, fully loaded, and in the high gear range. DETAILED DESCRIPTION

[0043] like Figure 1 and Figure 2 The present invention provides a method for controlling a shift-up and shift-down of an automatic transmission for a commercial vehicle to schematically illustrate the basic concept of the present invention. Therefore, the diagram only shows modules related to the present invention rather than the number and functions of the modules in actual implementation. In actual implementation, the function, quantity and role of each module may be changed arbitrarily, and the function and use of the module may also be more complicated.

[0044] The commercial vehicle automatic transmission shift up and down control method can acquire and process the associated data based on artificial intelligence technology. The present invention uses digital computers or machines controlled by digital computers to simulate, extend and expand human intelligence, perceive the environment, acquire knowledge and use knowledge to obtain the best results. The theory, method, technology and application device.

[0045] The commercial vehicle automatic transmission shift-up and shift-down control method also has a machine learning function, wherein the machine learning and deep learning in the method of the present invention generally include artificial neural networks, belief networks, reinforcement learning, transfer learning, inductive learning, and formula-based learning technologies.

[0046] The commercial vehicle automatic transmission shift up and down control method can automatically perform numerical calculation and / or information processing according to pre-set or stored instructions. The commercial vehicle automatic transmission shift up and down control method can be applied to commercial vehicles. The commercial vehicles are equipped with TCU modules. The hardware of the commercial vehicles includes but is not limited to microprocessors, application specific integrated circuits (ASIC), field-programmable gate arrays (FPGA), digital signal processors (DSP), embedded devices, etc.

[0047] The network in which the commercial vehicle is located includes but is not limited to the Internet, wide area network, metropolitan area network, local area network, virtual private network (VPN), etc.

[0048] The following will be combined Figures 1 to 2 The present invention will elaborate on the commercial vehicle automatic transmission jump gear upshift control method of the present invention in detail. The present invention can be applied to the automatic transmission jump gear upshift control analysis of commercial vehicles to realize the vehicle's low gear jump gear upshift, which has a positive effect on reducing the problem of the vehicle jumping gear upshifting when the vehicle is driving with a small throttle or driving on a large slope.

[0049] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0050] See also Figures 1 to 7 The figure is a flow chart of a method for controlling a shift up and down of an automatic transmission for a commercial vehicle in a specific embodiment, the method comprising:

[0051] Step S101, obtaining the vehicle running state, and calculating the basic upshift trigger speed and the basic upshift target speed;

[0052] The vehicle operation status includes the vehicle throttle opening, vehicle load, road slope and vehicle speed. The TCU controller uses the vehicle operation status signal as input information to calculate the basic upshift trigger speed N under the current vehicle operation status. upshifbase and the basic upshift target speed N upshiftargetbase .

[0053] Step S102, obtaining the vehicle acceleration and gear position, and calculating the upshift trigger speed correction coefficient and the upshift target speed correction coefficient;

[0054] Specifically, the vehicle acceleration is a relatively stable acceleration value obtained after calculation and filtering based on the ABS vehicle speed signal, and the upshift trigger speed correction coefficient F upshif t and the upshift target speed correction factor F upshifttarget The calculation is obtained by looking up the table based on the acceleration and gear position. For details, see the table as follows Figure 3 and 4 .

[0055] Step S103, obtain the acceleration correction coefficient and calculate the final upshift trigger speed N upshift and upshift target speed N upshittarget ;

[0056] Among them, the greater the acceleration, the higher the gear-up trigger speed N upshift The higher the gear, the higher the target speed N upshittarget The lower.

[0057] Step S104, obtaining the up / down gear state according to the target gear input shaft speed.

[0058] In the embodiment of the present invention, the TCU controller calculates the vehicle stall during the gear shifting process by calculating the power interruption time during the gear shifting process and the vehicle deceleration during the gear shifting process, and estimates the target gear input shaft speed according to the target gear ratio. upshittarget Compare and determine how many gears to shift up.

[0059] It should be understood that the order of execution of the steps in the above embodiment does not necessarily mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiment of the present invention.

[0060] In an exemplary embodiment, the TCU controller calculates a correction factor of acceleration to the shift speed according to the vehicle acceleration and the current gearbox gear position, and the correction factor affects the upshift trigger speed N upshift and upshift target speed N upshifttarget The acceleration correction coefficient is used to increase the upshift trigger speed and reduce the upshift target speed. The greater the difference between the upshift trigger speed and the upshift target speed, the easier it is to trigger the upshift. So far, the vehicle acceleration calculation method is that the TCU controller calculates the vehicle ABS speed signal and uses appropriate filtering to output a relatively stable acceleration signal of the vehicle.

[0061] Upshift trigger speed N upshift and upshift target speed N upshifttarget is the engine speed value calculated by the TCU controller according to the vehicle status, where the upshift trigger speed N upshift The minimum engine speed requirement for the vehicle to shift up, the target speed N upshifttarget It is the minimum engine speed requirement after the vehicle shifts up.

[0062] Upshift trigger speed N upshift is the minimum upshift speed requirement calculated by the TCU controller according to the vehicle status, and the upshift target speed N upshifttarget It is the minimum engine speed requirement after upshifting calculated by the TCU controller based on the vehicle status.

[0063] When the present invention is controlling, the vehicle is in the process of starting and accelerating, the low gear speed is relatively large, and the vehicle acceleration is also large. The correction coefficients of different accelerations are calculated according to the value of vehicle acceleration. For the upshift trigger speed, the correction coefficient is greater than 1, that is, the greater the vehicle acceleration, the higher the upshift target speed correction coefficient F. upshift The larger the value, the larger the upshift trigger speed. On the contrary, for the upshift target speed, the correction coefficient is less than 1, that is, the larger the vehicle acceleration, the larger the upshift trigger speed correction coefficient F is. upshifttarget The smaller it is, the smaller the target speed for upshifting is.

[0064] In this way, the control method realizes the characteristics of skipping upshift: increasing the upshift trigger speed and reducing the upshift target speed through acceleration correction. At the same time, the TCU controller synchronously calculates the stall value of the vehicle during the gear shift process, and estimates the target input shaft speed of the target gear position through the vehicle stall value. When the input shaft speed of the target gear position is greater than the upshift target speed, the target gear position is the gear position that can be upshifted.

[0065] The target gear input shaft speed calculated by the TCU controller includes: the target gear input shaft speed N for shifting up 1 gear input1 , jump to the target gear position of 2nd gear input shaft speed N input2 , jump to the target gear position of 3rd gear input shaft speed N input3 , jump to the target gear position of 4th gear input shaft speed N input4 .

[0066] When the engine speed is greater than the upshift trigger speed N upshift After that, the TCU controller starts to calculate the target gear position for upshifting:

[0067] When N input1 >N upshifttarget And N input2 <N upshifttarget , shift up 1 gear;

[0068] When N input2 >N upshifttarge t and N input3 <N upshifttarget , jump to 2nd gear;

[0069] When N input3 >N upshifttarget And N input4 <N upshifttarget , jump to 3rd gear.

[0070] Upshift trigger speed N upshift and upshift target speed N upshifttarget Correction is made according to the acceleration influence coefficient. When the acceleration is large, the upshift trigger speed N upshift Increase, upshift target speed N upshifttargetLowered, it will be easy to trigger the 2nd gear or 3rd gear upshift.

[0071] Further, as a refinement and expansion of the specific implementation of the above embodiment, in order to fully illustrate the specific implementation process in this embodiment, Figure 5 The upshift map diagram of the embodiment of the present invention, the control mode when the vehicle driving state is flat road, full load and low gear area is: define the throttle opening less than the first pre-opening threshold state as a small throttle state; define the throttle opening greater than the first pre-opening threshold state as a medium throttle state; define the throttle opening greater than the second preset opening threshold state as a large throttle state; the second preset opening threshold is greater than the first pre-opening threshold;

[0072] The basic upshift trigger speed and the basic upshift target speed are the shift speeds calculated by the TCU controller according to the vehicle status, that is, the throttle opening, the vehicle load, the road slope and the vehicle speed. The basic upshift trigger speed and the basic upshift target speed are corrected by the acceleration correction coefficient to obtain the corrected upshift trigger speed N upshift and the corrected upshift target speed N upshittarget , N upshift and N upshittarget The difference becomes larger.

[0073] In the state of low throttle, after shifting to 1st gear, the input shaft speed N input1 >N upshittarget After jumping to 2nd gear, the input shaft speed is N input2 <N upshittarget Therefore, under the condition of small throttle, the acceleration of the vehicle is small, and the acceleration correction coefficient has little effect on the upshift speed, so the upshift is performed step by step under small throttle;

[0074] Under medium throttle state, after jumping to 2nd gear, input shaft speed N input2 >N upshittarget After shifting to 3rd gear, the input shaft speed is N input3 <N upshittarget , as the throttle opening increases, the acceleration increases, and the acceleration correction coefficient has a greater impact on the shift speed. Medium throttle can skip 2 gears to shift up;

[0075] Under high throttle condition, after jumping to 3rd gear, input shaft speed N input3 >N upshittarget After shifting to 4th gear, the input shaft speed is N input4 <N upshittarget As the throttle opening continues to increase, the acceleration continues to increase, and the acceleration correction coefficient has a greater impact on the gear shifting speed. A large throttle can skip 3 gears and shift up.

[0076] As another embodiment of the present invention, Figure 6This is a schematic diagram of upshifting in an embodiment of the present invention. When the vehicle is driving on a 3% slope, fully loaded, and in a low gear zone, the control method is as follows: the vehicle's driving acceleration on the slope is less than that on a flat road, so the correction effect of the acceleration on the slope will become smaller.

[0077] Under the state of small and medium throttle, the input shaft speed N after shifting to 1st gear input1 >N upshittarget After jumping to 2nd gear, the input shaft speed is N input2 <N upshittarget Therefore, the vehicle has a smaller acceleration when running on a slope under the small and medium throttle state, and the acceleration correction coefficient has a smaller effect on the upshift speed. The small and medium throttle can gradually upshift to ensure the power of the vehicle after upshifting.

[0078] Under high throttle condition, after jumping to 2nd gear, input shaft speed N input2 >N upshittarget After shifting to 3rd gear, the input shaft speed is N input3 <N upshittarget As the throttle opening increases, the vehicle's acceleration on the slope increases, the acceleration correction coefficient has a greater impact on the gear shift speed, and a large throttle can jump 2 gears to shift up.

[0079] When running on a slope, the input shaft speed N cannot be satisfied after the 3rd gear is jumped. input3 >N upshittarget , so the gear shift will not skip 3rd gear when driving on a slope.

[0080] Figure 7 This is a schematic diagram of upshifting in an embodiment of the present invention. When the vehicle is on a flat road, fully loaded, and in a high gear zone, the control method is as follows: when the vehicle runs into the high gear zone, the transmission system speed ratio decreases, the vehicle acceleration decreases, and the acceleration correction coefficient becomes smaller. At this time, in order to ensure the vehicle's power system and economy, the vehicle upshifts step by step according to the basic upshift trigger speed and the upshift target speed, and no more gears are skipped.

[0081] In the embodiments of the present invention, it can be achieved that:

[0082] The shifting sequence under flat road, full load and low throttle conditions (taking a 16-speed gearbox as an example and the starting gear on flat road is 3rd gear): 3-4-5-6-7-8-9-10-11-12-13-14-15-16;

[0083] The shifting sequence under flat road, full load and medium throttle conditions (taking a 16-speed gearbox as an example and the starting gear on flat road is 3rd gear): 3-5-7-9-10-11-12-13-14-15-16;

[0084] The shifting sequence under flat road, full load and high throttle conditions (taking a 16-speed gearbox as an example and the starting gear on flat road is 3rd gear): 3-6-9-11-13-14-15-16;

[0085] 3% slope, full load, low and medium throttle conditions (taking a 16-speed gearbox as an example and the starting gear on a flat road is 2nd gear): 2-3-4-5-6-7-8-9-10-11-12-13-14-15-16;

[0086] 3% slope, full load, high throttle shifting sequence (taking a 16-speed gearbox as an example and the starting gear on a flat road is 2nd gear): 2-4-6-8-9-10-11-12-13-14-15-16;

[0087] The shifting sequence on a 5% slope, fully loaded and with high throttle (taking a 16-speed gearbox as an example and the 2nd gear for starting on a flat road) is: 2-4-5-6-7-8-9-10-11-12-13-14-15-16.

[0088] The following is an embodiment of an automatic transmission jump gear upshift control system provided by an embodiment of the present disclosure. The automatic transmission jump gear upshift control system and the commercial vehicle automatic transmission jump gear upshift control method of the above-mentioned embodiments belong to the same inventive concept. For details not fully described in the embodiment of the automatic transmission jump gear upshift control system, reference can be made to the embodiment of the commercial vehicle automatic transmission jump gear upshift control method.

[0089] The system includes: accelerator pedal, TCU module, transmission hardware module, ABS control unit and engine control unit;

[0090] The TCU module communicates with the ABS control unit, engine control unit, etc. through the CAN line; the TCU module is used to calculate the basic upshift trigger speed and the basic upshift target speed according to the vehicle running state; it also calculates the upshift trigger speed correction coefficient and the upshift target speed correction coefficient according to the vehicle acceleration and gear position; and then calculates the final upshift trigger speed N according to the acceleration correction coefficient. upshift and upshift target speed N upshittarget According to the target gear input shaft speed, the up and down gear state is obtained.

[0091] The units and algorithm steps of each example described in the embodiment disclosed in the automatic transmission jump shift upshift control system and method involved in the present invention can be implemented by electronic hardware, computer software or a combination of the two. In order to clearly illustrate the interchangeability of hardware and software, the composition and steps of each example have been generally described in the above description according to the function. Whether these functions are executed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of the present invention.

[0092] The flowcharts and block diagrams in the accompanying drawings of the automatic transmission jump shift upshift control system and method illustrate the possible architecture, functions and operations of the devices, methods and computer program products according to various embodiments of the present disclosure. In this regard, each box in the flowchart or block diagram can represent a module, a program segment, or a part of a code, which contains one or more executable instructions for implementing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the box can also occur in a different order from the order marked in the accompanying drawings. Exemplarily speaking, two boxes represented in succession can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each box in the block diagram and / or flowchart, and the combination of boxes in the block diagram and / or flowchart, can be implemented with a dedicated hardware-based system that performs the specified function or operation, or can be implemented with a combination of dedicated hardware and computer instructions.

[0093] In the automatic transmission shift-up and shift-down control system and method involved in the present invention, the computer program code for performing the operations disclosed herein can be written in one or more programming languages ​​or a combination thereof, and the above-mentioned programming languages ​​include but are not limited to object-oriented programming languages—such as Java, Smalltalk, C++, and also include conventional procedural programming languages—such as "C" language or similar programming languages. The program code can be executed completely on the user's computer, partially on the user's computer, as an independent software package, partially on the user's computer and partially on a remote computer, or completely on a remote computer or power server. In the case of a remote computer, the remote computer can be connected to the user's computer through any type of network—including a local area network (LAN) or a wide area network (WAN)—or can be connected to an external computer (exemplarily using an Internet service provider to connect through the Internet).

[0094] The terms "first", "second", "third", "fourth", etc. (if any) in the specification and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the numbers used in this way can be interchanged where appropriate, so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions.

[0095] The above description of the disclosed embodiments enables one skilled in the art to implement or use the present invention. Various modifications to these embodiments will be apparent to one skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention will not be limited to the embodiments shown herein, but rather to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A commercial vehicle automatic transmission shift up control method, characterized in that: Methods include: Step S101, obtaining the vehicle running state, and calculating the basic upshift trigger speed and the basic upshift target speed; The vehicle operating status includes the vehicle throttle opening, vehicle load, vehicle acceleration, the road slope on which the vehicle is traveling, and the vehicle speed; The TCU module calculates the basic upshift trigger speed Nupshifbase and the basic upshift target speed Nupshiftargetbase under the current running state of the vehicle according to the ABS vehicle speed signal and the throttle opening; Step S102, obtaining the vehicle acceleration and gear position, and calculating the upshift trigger speed correction coefficient and the upshift target speed correction coefficient; The vehicle acceleration is calculated based on the ABS vehicle speed signal and filtered to obtain the acceleration value; the upshift trigger speed correction coefficient Fupshift and the upshift target speed correction coefficient Fupshifttarget are calculated based on the preset acceleration and gear position correspondence; Step S103, obtaining an acceleration correction coefficient, and calculating a final upshift trigger speed Nupshift and an upshift target speed Nupshittarget; The vehicle stalling during the gear shifting process is calculated by the power interruption time and the vehicle deceleration during the gear shifting process, and the target gear input shaft speed is estimated according to the target gear speed ratio. The number of gears to be shifted is determined by comparing the target gear input shaft speed and the upshift target speed Nupshittarget; Step S104, obtaining the up / down gear state according to the target gear input shaft speed.

2. The commercial vehicle automatic transmission shift up control method according to claim 1, characterized in that: In the method, the control mode when the vehicle is on a flat road, fully loaded, and in a low gear is: It is defined that when the throttle opening is less than the first pre-opening threshold, it is a low throttle state; In the low throttle state, after shifting to 1st gear, at the input shaft speed N input1 >N upshittarget When the gear is shifted to 2nd gear, the input shaft speed is N input2 <N upshittarget ; Define that when the throttle opening is greater than a first preset opening threshold and less than a second preset opening threshold, it is a medium throttle state, and the second preset opening threshold is greater than the first pre-opening threshold; In the medium throttle state, after jumping to 2nd gear, if the input shaft speed N input2 >N upshittarget , jump to 3rd gear, input shaft speed N input3 <N upshittarget ; As the throttle opening increases, the acceleration increases, and the medium throttle jumps back to 2nd gear; It is defined that when the throttle opening exceeds a second preset opening threshold, it is a high throttle state; Under high throttle condition, after shifting to 3rd gear, the input shaft speed N input3 >N upshittarget When it jumps to 4th gear, the input shaft speed N input4 <N upshittarget As the throttle opening continues to increase, the acceleration continues to increase, and the throttle will rebound to 3rd gear and shift up.

3. The commercial vehicle automatic transmission shift up control method according to claim 2, characterized in that: In the method, the control mode when the vehicle is on a 3% slope, fully loaded, and in a low gear area is: Under the state of small and medium throttle, the gear is controlled to shift up one gear, so that the input shaft speed N input1 >N upshittarget , and then jump to 2nd gear to make the input shaft speed N input2 <N upshittarget ; Under high throttle condition, after jumping to 2nd gear, the input shaft speed is N input2 >N upshittarget After shifting to 3rd gear, the input shaft speed is N input3 <N upshittarget ,As the throttle opening increases, the vehicle's acceleration on the slope increases, and when the acceleration reaches the preset acceleration threshold, it shifts up again.

4. The commercial vehicle automatic transmission shift up control method according to claim 1, characterized in that: In the method, the control mode when the vehicle is on a flat road, fully loaded, and in a high gear zone is: When the vehicle runs into the high gear area, the transmission speed ratio decreases, the vehicle acceleration decreases, the acceleration correction coefficient becomes smaller, and the vehicle shifts up step by step according to the basic shift trigger speed and the shift target speed. The TCU module does not execute the skip shift control upshift.

5. A commercial vehicle automatic transmission shift up control system, characterized in that: The system adopts the commercial vehicle automatic transmission jump gear upshift control method as claimed in any one of claims 1 to 4; The system includes: TCU module, throttle, gear position sensor and engine speed sensor; The TCU module is connected to the throttle, gear position sensor and engine speed sensor to obtain the throttle opening status, gear position status and engine speed data; The TCU module is used to calculate the basic upshift trigger speed and the basic upshift target speed according to the vehicle operating status; it also calculates the upshift trigger speed correction coefficient and the upshift target speed correction coefficient according to the vehicle acceleration and gear position; then calculates the final upshift trigger speed Nupshift and the upshift target speed Nupshittarget based on the acceleration correction coefficient; and obtains the upshift and downshift gear states based on the target gear input shaft speed.

6. A commercial vehicle, comprising a memory, a TCU module, and a computer program stored in the memory and executable on the TCU module, characterized in that: When the TCU module executes the program, the steps of the commercial vehicle automatic transmission shift-up and shift-down control method as claimed in any one of claims 1 to 4 are implemented.

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