Automatic transmission vehicle kick-down delay control method

Abstract

The application discloses a kind of automatic transmission vehicle continuous accelerator depression downshift delay control method, comprising the following steps: signal acquisition;Accelerator opening degree signal slope calculation and filtering;Accelerator depression downshift delay slope threshold calculation is obtained by current gear and vehicle speed look-up table;Real-time judgment accelerator depression opening degree slope whether greater than or equal to accelerator depression downshift delay slope threshold;Judge target gear whether less than current is less than current gear;Calculate the number of continuous accelerator depression downshift delay;Downshift delay time is calculated according to the number of downshift delay;Judge accelerator depression downshift delay timer whether 0;The application calculates the time of output downshift delay by judging the number of accelerator depression, and makes driving more comfortable and intelligent.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of automatic transmission of automobile, in particular to an automatic transmission vehicle continuous rapid accelerator downshift delay control method. BACKGROUND

[0002] The double clutch transmission has two clutches as its name implies, and adds two clutches, clutch actuator, shift actuator, electronic controller and sensors on the basis of traditional manual transmission. The electronic controller controls the shift actuator and clutch actuator to replace manual shift and clutch operation, so as to realize automatic shift of the transmission. The double clutch transmission needs to obtain information such as vehicle driving state parameters, road environment information, driver's intention and experienced drivers, and realizes automatic shift through comprehensive input into TCU for processing.

[0003] The traditional double clutch automatic transmission or the hybrid transmission based on double clutch performs shift according to the shift schedule. The horizontal coordinate of the shift MAP is vehicle speed, and the vertical coordinate is accelerator opening. The gear is selected according to the current vehicle speed and accelerator size. During driving, the driver may rapidly press the accelerator and then rapidly release the accelerator, and then rapidly press the accelerator and release the accelerator again, and the operation may occur once or several times.

[0004] When the accelerator is rapidly pressed, the target gear will issue a downshift request, and the transmission will perform a downshift action. During the downshift process, the target gear will issue an upshift request after the accelerator is released, and the transmission will abandon the shift and restore the current gear. In this process, the engine speed of the whole vehicle may be very high, the whole vehicle may produce a roaring sound, the driving feeling is poor, and the fuel consumption of the whole vehicle is increased. Therefore, how to let the controller process the intention of the driver and improve the comfort of driving is a current problem. SUMMARY

[0005] The present application provides an automatic transmission vehicle continuous rapid accelerator downshift delay control method. The present application calculates the output downshift delay time by judging the number of rapid accelerator presses, so as to make the driving more comfortable and intelligent.

[0006] The technical solution for solving the above technical problems is as follows:

[0007] The automatic transmission vehicle continuous rapid accelerator downshift delay control method comprises the following steps:

[0008] S1, signal acquisition, including: real-time acquisition of accelerator signal, acquisition of engine speed signal, and acquisition of vehicle speed signal;

[0009] S2, calculation and filtering of accelerator opening signal slope;

[0010] S3, the threshold value of the delay slope of the rapid accelerator pedal is calculated by the current gear and the speed of the vehicle;

[0011] S4, whether the slope of the rapid accelerator pedal is greater than or equal to the delay slope of the rapid accelerator pedal is determined in real time, if the result is no, S11 is executed, otherwise S5 is entered;

[0012] S5, whether the target gear is less than the current gear is determined, if the result is no, S11 is entered, otherwise S6 is entered;

[0013] S6, the number of continuous rapid accelerator pedal downshift delay is calculated;

[0014] S7, the downshift delay time is calculated according to the number of downshift delay;

[0015] S8, whether the rapid accelerator pedal downshift delay timer is 0 is determined, if the result is no, S10 is entered, otherwise S9 is entered;

[0016] S9 is the exit gear retention, S10 is the gear retention, and S11 is the gear retention.

[0017] Further, in S1, the accelerator pedal signal and the engine speed signal are collected by the ECU and transmitted to the TCU through CAN, and the vehicle speed signal is collected by the ABS and transmitted to the TCU through CAN.

[0018] Further, in S2, the accelerator pedal opening degree signal slope is obtained by differentiating the accelerator pedal opening degree signal, and the filtered accelerator pedal opening degree slope is obtained by filtering the accelerator pedal opening degree signal slope through a filtering module.

[0019] Further, in S5, whether the target gear obtained from the gear map is less than the current driving gear is determined.

[0020] Further, in step S7, the number of continuous rapid accelerator pedal downshift delay is calculated, and the specific number of times is calculated as follows:

[0021] S1701, the input of the flag bit is triggered, that is, when the slope of the rapid accelerator pedal opening degree is greater than or equal to the downshift delay slope threshold value and the target gear is less than the current driving gear, the flag bit is 1, otherwise it is 0;

[0022] S1702, the input trigger flag bit is judged, whether the input flag bit is 1 and the last trigger flag bit is 0, if yes, S1703 is entered, otherwise S1704 is entered;

[0023] S1703, the current number output value is judged, whether the current value is 0, if yes, S1713 is entered, the output value number=1, otherwise S1704 is entered;

[0024] S1704, judging the input trigger flag, judging whether the current input flag is 0 and the last trigger flag is 1, if yes, entering S1706, otherwise entering S1705;

[0025] S1706, the timer starts to accumulate, and the timer output value A=A+T, wherein the initial value of A is 0, and T is the function running period;

[0026] S1705, the timer output value is cleared, A=0;

[0027] S1707, judging the timer output value A, judging whether the timer output value A is greater than or equal to the calibration quantity B, if yes, entering S1714, outputting number=0, otherwise entering S1708;

[0028] S1708, judging the current trigger flag, judging whether the current trigger flag is 1, if yes, entering S1709, otherwise entering S1715, outputting number, and number≥1;

[0029] S1709, judging the last trigger flag, judging whether the last trigger flag is 0, if yes, entering S1710, otherwise entering S1715, outputting number, and number≥1;

[0030] S1710, judging the last two trigger flags, judging whether the last two trigger flags are 0, if yes, entering S1711, otherwise entering S1715, outputting number, and number≥1;

[0031] S1711, judging whether the timer output value A satisfies C≤A≤D, C and D are calibration quantities, if yes, entering S1712, otherwise entering S1715, outputting number, and number≥1;

[0032] S1712, judging whether the accelerator pedal opening degree is less than the calibration threshold value within the calibration quantity D, if yes, entering S1716, outputting number=number+1, otherwise entering S1715, outputting number, and number≥1.

[0033] The application collects and processes the accelerator pedal signal at any time during the driving of the driver, monitors the accelerator opening degree and the accelerator change rate, identifies the operation intention of the driver, identifies the trigger downshift times through judging the trigger downshift condition when the driver appears the continuous accelerator pedal action within a certain time, and delays the gear shifting through the downshift times calibration to keep the gear position time, thereby improving the driving feeling of the vehicle. BRIEF DESCRIPTION OF DRAWINGS

[0034] Figure 1 is a flow chart of the present application;

[0035] Figure 2 a flow chart of the downshift delay time calculation. DETAILED DESCRIPTION

[0036] The present application is further described below in conjunction with the accompanying drawings and detailed description.

[0037] As shown in Figure 1 and Figure 2 The automatic transmission vehicle continuous hard acceleration downshift delay control method of the present application comprises the following steps:

[0038] S1, signal acquisition, including: real-time acquisition of the accelerator signal, acquisition of the engine speed signal, and acquisition of the vehicle speed signal; the accelerator signal and the engine speed signal in S1 are transmitted to the TCU through the CAN after being collected by the ECU, and the vehicle speed signal is transmitted to the TCU through the CAN after being collected by the ABS.

[0039] S2, calculation and filtering of the accelerator opening degree signal slope. In S2, the accelerator opening degree signal slope is obtained by differentiating the accelerator opening degree signal, and the filtered accelerator opening degree slope is obtained by filtering the accelerator opening degree signal slope through a filtering module.

[0040] S3, calculation of the hard acceleration downshift delay slope threshold value, which is obtained by looking up the current gear and the vehicle speed. In step S3, the hard acceleration downshift delay slope threshold value is obtained by looking up the current gear and the vehicle speed in a two-dimensional table.

[0041] The two-dimensional table Axis#1 is the vehicle speed, Axis#2 is the current gear, and table is the downshift delay slope threshold value. This two-dimensional table can be calibrated according to different vehicle models and engine characteristics;

[0042] S4, real-time judgment of whether the hard acceleration opening degree slope is greater than or equal to the hard acceleration downshift delay slope threshold value, if the result is no, S11 is executed, otherwise S5 is entered, that is, when the accelerator opening degree change rate is less than the downshift delay threshold value, the gear is not maintained, and when the accelerator opening degree change rate is greater than or equal to the downshift delay threshold value, step S5 is entered for continuous judgment.

[0043] S5, judgment of whether the target gear is less than the current gear, if the result is no, S11 is entered, otherwise S6 is entered.

[0044] S5 is whether the target gear position obtained from the shift map is less than the current gear position, the target gear position is obtained from the shift map, the shift map is composed of the current vehicle speed and the throttle opening, whether the downshift is triggered when the throttle opening slope is greater than the downshift delay slope threshold, i.e. the target gear position is less than the current gear position. If it is less, go to the next step, otherwise do not maintain the gear position.

[0045] S6, calculate the number of times of downshift delay after continuous heavy throttle depression, i.e. whether the driver releases the throttle after continuous heavy throttle depression within a certain time.

[0046] S7, calculate the downshift delay time according to the number of times of downshift delay, the time is obtained by calibration according to the matching vehicle and driving style. Step S7 calculates the number of times of downshift delay after continuous heavy throttle depression number, the specific number of times is calculated as follows:

[0047] S1701, trigger the flag input, i.e. when the heavy throttle opening slope is greater than or equal to the downshift delay slope threshold and the target gear position is less than the current gear position, the input flag is 1, otherwise it is 0.

[0048] S1702, judge the input trigger flag, whether the current input flag is 1 and the last trigger flag is 0, if yes, go to S1703, otherwise go to S1704.

[0049] S1703, judge the current number output value, whether the current value is 0, if yes, go to S1713, output value number=1, otherwise go to S1704.

[0050] S1704, judge the input trigger flag, whether the current input flag is 0 and the last trigger flag is 1, if yes, go to S1706, otherwise go to S1705.

[0051] S1706, start the timer to accumulate, the timer output value A=A+T, where A is the initial value of 0 and T is the function running period, in this embodiment, the value of T is 10ms.

[0052] S1705, clear the timer output value, A=0.

[0053] S1707, judge the timer output value A, whether the timer output value A is greater than or equal to the calibrated value B, if yes, go to S1714, output number=0, otherwise go to S1708.

[0054] S1708, judging whether the current trigger flag is 1, if yes, entering S1709, otherwise entering S1715 to output number, and number >= 1.

[0055] S1709, judging whether the last trigger flag is 0, if yes, entering S1710, otherwise entering S1715 to output number, and number >= 1.

[0056] S1710, judging whether the last two trigger flags are 0, if yes, entering S1711, otherwise entering S1715 to output number, and number >= 1.

[0057] S1711, judging whether the timer output value A satisfies C <= A <= D, C and D are calibration values, if yes, entering S1712, otherwise entering S1715 to output number, and number >= 1.

[0058] S1712, judging whether the accelerator pedal opening is less than a calibration threshold within a calibration time D, if yes, entering S1716 to output number = number + 1, otherwise entering S1715 to output number, and number >= 1.

[0059] S8, judging whether the hard accelerator downshift delay timer is 0, if no, entering S10, otherwise entering S9. The downshift delay timer is output according to step S7, and when the hard accelerator opening rate is not greater than or equal to the downshift delay rate threshold and the target gear is less than the current driving gear, the downshift delay timer starts to decrease until 0.

[0060] S9 is the exit gear holding, S10 is the gear holding, and S11 is the gear not holding.

[0061] The application intelligently identifies the hard accelerator trigger downshift condition and times within a certain period of time through an algorithm, judges the gear downshift delay time according to the downshift times, and thus improves the vehicle driving experience.

[0062] It should be finally pointed out that the above-described embodiments are only the preferred embodiments of the application for describing the technical solutions of the application, and are not intended to limit the application, and are not intended to limit the protection scope of the application; although the application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that they can modify the technical solutions recorded in the foregoing embodiments, or make equivalent replacement to some or all of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the protection scope of the claims.

Claims

1. A method for delaying downshifting in an automatic transmission vehicle during continuous rapid acceleration, characterized in that: Includes the following steps: S1, signal acquisition, including: real-time throttle signal acquisition, engine speed signal acquisition, and vehicle speed signal acquisition; S2, Calculation and filtering of the throttle opening signal slope; S3, the downshift delay slope threshold for sudden acceleration is calculated by looking up a table based on the current gear and vehicle speed; S4: In real time, determine whether the slope of the accelerator pedal opening is greater than or equal to the threshold of the downshift delay slope when the accelerator pedal is pressed. If the result is no, execute S11; otherwise, proceed to S5. S5, determine whether the target gear is lower than the current gear. If the result is no, proceed to S11; otherwise, proceed to S6. S6 calculates the number of times downshifting is delayed after continuous hard acceleration; S7 calculates the downshift delay time based on the number of downshift delays; In step S7, the number of times the downshift is delayed due to continuous rapid acceleration is calculated. The specific number of times is calculated as follows: S1701, trigger flag input, that is, when the emergency accelerator opening slope is greater than or equal to the downshift delay slope threshold and the target gear is less than the current driving gear, it is 1; otherwise, it is 0. S1702, check the input trigger flag bit to determine whether the current input flag bit is 1 and the previous trigger flag bit is 0. If the conditions are met, proceed to S1703; otherwise, proceed to S1704. S1703, check the current output value of number. If the current value is 0, proceed to S1713 and output the value number=1; otherwise, proceed to S1704. S1704, check the input trigger flag bit to determine whether the current input flag bit is 0 and the previous trigger flag bit is 1. If the conditions are met, proceed to S1706; otherwise, proceed to S1705. S1706, the timer starts accumulating, and the timer output value A = A + T, where the initial value of A is 0 and T is the function's running period; S1705, clears the timer output value to zero, A=0; S1707, judge the timer output value A, and determine whether the timer output value A is greater than or equal to the calibrated quantity B. If the condition is met, proceed to S1714 and output number=0; otherwise, proceed to S1708. S1708, check the current trigger flag bit to see if the current trigger flag bit is 1. If the condition is met, proceed to S1709; otherwise, proceed to S1715 and output number. At this time, number ≥ 1. S1709 checks the previous trigger flag to see if the previous trigger flag is 0. If the condition is met, proceed to S1710; otherwise, proceed to S1715 and output number. At this time, number ≥ 1. S1710 checks the previous two trigger flags to see if they are 0. If the condition is met, proceed to S1711; otherwise, proceed to S1715 and output number. At this time, number ≥ 1. S1711 Determines whether the timer output value A satisfies C≤A≤D, where C and D are calibrated values. If satisfied, proceeds to S1712; otherwise, proceeds to S1715 to output number, where number ≥ 1. S1712 Determines whether the accelerator pedal opening is less than the calibrated threshold within the calibrated time D. If it is satisfied, proceed to S1716 and output the value number = number + 1; otherwise, proceed to S1715 and output the value number, at which point number ≥ 1. S8, determine if the downshift delay timer for sudden acceleration is 0. If the result is no, proceed to S10; otherwise, proceed to S9. S9 is to exit the gear hold, S10 is to hold the gear, and S11 is to not hold the gear.

2. The method for delaying downshifting during continuous rapid acceleration in an automatic transmission vehicle according to claim 1, characterized in that, In S1, the throttle signal and engine speed signal are collected by the ECU and transmitted to the TCU via CAN. The vehicle speed signal is collected by the ABS and transmitted to the TCU via CAN.

3. The method for delaying downshifting during continuous rapid acceleration in an automatic transmission vehicle according to claim 1, characterized in that, The S2 process involves differentiating the throttle opening signal to obtain the throttle opening signal slope, and then filtering the throttle opening signal slope using a filtering module to obtain the filtered throttle opening slope.

4. The method for delaying downshifting in an automatic transmission vehicle during continuous rapid acceleration, as described in claim 1, is characterized in that... S5 determines whether the target gear, as determined by the shift MAP, is lower than the currently driven gear.

Images