A control method, device, vehicle, and storage medium for an uphill mode.

Abstract

This invention relates to a control method, device, vehicle, and storage medium for uphill driving. The method includes: when the vehicle is in a power-driven uphill driving condition, acquiring the current gradient value of the Electronic Stability Program (ESP) controller, the throttle opening value of the engine controller, and the current gear position of the transmission controller; querying a shift speed compensation table and a general mode shift rule output shaft speed table based on the current gradient value, throttle opening value, and current gear position to obtain corresponding values ​​and calculating the difference; querying a slope compensation coefficient based on the gear position and current gradient value and multiplying it by the obtained difference; adding the resulting product to the shift output shaft speed of the general mode shift rule obtained in the second step to obtain the final shift output shaft speed for the current gradient, used to control the vehicle to upshift. This invention improves the accuracy of slope control, enhances the vehicle's drivability during uphill driving, and provides relatively optimized fuel economy and noise levels.

Description

Technical Field

[0001] This invention belongs to the field of vehicle transmission control technology, specifically relating to a control method, device, vehicle, and storage medium for a dual-clutch transmission uphill mode. Background Art

[0002] Cars equipped with dual-clutch automatic transmissions typically develop different driving modes through software strategies to cater to various road conditions, temperatures, and different driving habits. For example, the uphill mode usually determines the gradient by comparing the vehicle's acceleration with that of a flat road or by using signals from the gradient sensor in the vehicle's electronic stability program. Once the gradient threshold for uphill driving is reached, the shift mode is switched to increase the speed of the shift output shaft to increase driving capability and avoid frequent shifting, thus improving the driving experience on inclines.

[0003] However, strategies that compare the current gradient with a gradient threshold to determine whether to enter hill mode treat the area below the threshold as flat road with the same control. Furthermore, even after entering hill mode, the gradient continues to increase, but the torque increase provided by the strategy remains unchanged. Even if some vehicles offer more hill modes (thresholds), such as Hill Mode 1 / Hill Mode 2, the fundamental shortcomings of the strategy cannot be solved. Therefore, a new uphill shifting strategy is needed to improve this performance and further enhance the user's driving experience on inclines.

[0004] Patent document CN115384512A discloses a slope control method for an electro-hydraulic mechanical automatic transmission, specifically including the following steps: Step 1: Calculate the estimated acceleration of the vehicle; Step 2: Calculate the actual acceleration of the vehicle; Step 3: Calculate the acceleration difference between the estimated acceleration and the actual acceleration; Step 4: Compare the acceleration difference with a preset threshold value to determine whether slope mode switching is activated. If activated, the corresponding gear shift is performed according to the different slope mode switching. This control method calculates the difference between the estimated acceleration and the actual acceleration of the vehicle, and determines different gear shifting modes by setting the magnitude of the difference, thereby meeting the needs of slope driving.

[0005] The control strategies defined in this application, such as the first uphill mode and the second uphill mode, are relatively simple, and these are the main issues that this invention aims to improve and optimize.

[0006] Patent document CN104791475A relates to a slope shifting control method for an automatic wet dual-clutch transmission control system. This method includes the following steps: calculating engine drive power based on engine torque and the clutch speed at which the current torque is transmitted; calculating the power loss of the driving vehicle based on vehicle speed and overall vehicle resistance; calculating the engine's speed acceleration based on engine speed, and then calculating the power loss caused by the engine's speed inertia using the engine's speed acceleration and the speed inertia of the clutch input section; differentiating the actual vehicle speed to obtain the actual vehicle acceleration; calculating the current slope information; and adjusting the shifting pattern parameters based on the slope information. This invention compensates for the current transmission shifting pattern by using slope information, and correspondingly delays the transmission's upshifting based on the slope magnitude to obtain sufficient vehicle driving force, thereby improving the vehicle's overall power performance.

[0007] This application primarily protects a method for obtaining the current slope value through calculation rather than through sensors, thereby achieving better cost control.

[0008] CN115503679A discloses a vehicle hill-climb control method, system, dual-clutch transmission, and vehicle thereof, including: determining whether the vehicle is in hill-climb mode when starting on a slope; in hill-climb mode, sending a request command to the engine controller to increase the idle speed based on the slope, engine intake air temperature, and the vehicle's current gear; activating the clutch torque limiting function when the engine speed is within the stall risk zone; and releasing the clutch torque limiting function when the engine leaves the stall risk zone. This invention proposes an onboard hill-climb control method, system, dual-clutch transmission, and vehicle thereof, specifically designed for hill-climb control of dual-clutch transmissions equipped with low-torque engines or engines with insufficient idle speed capability. It ensures reasonable calculation of the clutch torque demand and proper torque transmission, preventing issues such as low engine speed or even engine stalling.

[0009] This application primarily protects a strategy to prevent engine speed from dropping or even stalling on inclines.

[0010] In summary, the aforementioned patent documents are of low relevance to this application. Summary of the Invention

[0011] The technical problem to be solved by the present invention is to provide a method, device, vehicle and storage medium for controlling uphill mode by obtaining current slope information through electronic stability program and correcting and compensating the shifting rules of general shifting mode in real time based on this current slope information, so that the vehicle can reasonably delay the upshift of the transmission at any slope during the uphill process, without having to wait until a specific slope threshold is reached to enter the special slope mode; the present invention also provides a control method, device, vehicle and storage medium for uphill mode.

[0012] It should be noted that, in this document, relational terms such as first and second, etc., are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the terms "comprises," "comprising," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that includes a list of elements includes not only those elements but also other elements not explicitly listed, or elements inherent to such process, method, article, or apparatus.

[0013] To solve the above-mentioned technical problems, the present invention is implemented using the following technical solution:

[0014] A control method for an uphill mode includes the following steps:

[0015] Step 1: When the vehicle is in the power climbing condition, obtain the current slope value of the Electronic Stability Program (ESP) controller, the throttle opening value of the engine controller, and the current gear of the transmission controller.

[0016] Step 2: Based on the current slope value, throttle opening value, and current gear, query the shift slope speed compensation table to obtain the output shaft speed and the general mode shift rule to obtain the output shaft speed, and then calculate the difference between the output shaft speed obtained from the shift slope speed compensation table and the output shaft speed obtained from the general mode shift rule.

[0017] Step 3: Based on the gear and current slope value, look up the slope compensation coefficient and multiply it by the difference.

[0018] Step 4: Add the product to the shift output shaft speed obtained from the table lookup in Step 2 to get the final shift output shaft speed for the current slope, which is used to control the vehicle to upshift.

[0019] Furthermore, the final shift output shaft speed S is set. fin Shift slope compensation output shaft speed S offset Slope compensation coefficient F slope Based on the general shift pattern, the output shaft speed S nor The design incorporates dynamic shift points that can change in real time according to the current slope.

[0020] Furthermore, the final shift output shaft speed is calculated using the following formula:

[0021] S fin =(S offset -S nor )*F slope +S nor

[0022] in:

[0023] S fin Indicates the final shift output shaft speed;

[0024] S nor This indicates the output shaft speed according to the normal shift pattern.

[0025] S offset Indicates the output shaft speed for gear shift slope compensation;

[0026] F slope This represents the slope compensation coefficient.

[0027] Furthermore, the current slope information obtained through the electronic stability program is used to correct and compensate the shifting pattern of the general shifting mode in real time, so that the vehicle can strategically delay the upshifting of the transmission at any slope during the climbing process, without having to wait until a specific slope threshold is reached before entering the special slope mode.

[0028] Furthermore, the optimal shift output shaft speed is obtained by linear interpolation between the output shaft speed of the general shift pattern and the shift output shaft speed at typical gradients and the maximum gradeability of the vehicle.

[0029] A control device for an uphill mode, the control device comprising: an acquisition module, a speed compensation determination module, and a final shift output shaft speed determination module;

[0030] The acquisition module is used to acquire the current throttle opening value, current gear and current slope value when the vehicle is in an uphill condition;

[0031] The speed compensation determination module is used to obtain the corresponding values ​​and make the difference based on the current slope value, throttle opening value, and current gear position by querying the shift slope speed compensation table and the general mode shift rule output shaft speed table. It also queries the slope compensation coefficient based on the gear position and current slope value and multiplies the obtained difference value to obtain the shift slope compensation output shaft speed.

[0032] The final shift output shaft speed determination module is used to look up the slope compensation coefficient based on the gear and the current slope value, multiply the product by the difference, and add it to the shift output shaft speed of the general shift pattern obtained from the table to obtain the final shift output shaft speed of the current slope, which is used to control the vehicle to shift up.

[0033] Furthermore, the shift output shaft speed for the general shift pattern is obtained by looking up the table, which uses the table for the output shaft speed S of the general shift pattern. nor surface.

[0034] Furthermore, the control device is a control unit for a dual-clutch automatic transmission.

[0035] A vehicle includes at least one processor and a memory communicatively connected to the at least one processor; wherein the memory stores a computer program executable by the at least one processor, the computer program being executed by the at least one processor to enable the at least one processor to perform the control method for the uphill mode of any one of the claims.

[0036] A computer-readable storage medium storing computer instructions for causing a processor to execute and implement the uphill mode control method as described in any one of the claims.

[0037] Compared with the prior art, the beneficial effects of the present invention are:

[0038] This invention provides a method to obtain current slope information through an electronic stability program, and to correct and compensate the shifting pattern of the general shifting mode in real time based on this current slope information, so that the vehicle can strategically delay the upshifting of the transmission at any slope during the uphill process, without having to wait until a specific slope threshold is reached before entering the special slope mode.

[0039] This invention designs a dynamic shift point that can change in real time with the current slope, and uses S fin

[0040] =(S offset -S nor )*F slope +S nor As a type of operational logic.

[0041] Real-time variation differs from threshold control. It can linearly interpolate the output shaft speed of the shift pattern in normal mode, the shift output shaft speed of typical slope and the maximum gradeability of the vehicle to obtain the most suitable shift point. This improves the accuracy of slope control, thereby enhancing the vehicle's driving performance during uphill driving. While better meeting the vehicle's driving ability on rough roads, it also allows the vehicle to have relatively optimized economy and noise performance. Attached Figure Description

[0042] The invention will now be further described with reference to the accompanying drawings:

[0043] Figure 1 This is a flowchart of a control method for an uphill mode according to the present invention;

[0044] Figure 2 This is a schematic diagram for calculating the output shaft speed during the final gear shift on a slope. Detailed Implementation

[0045] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of the embodiments of this invention will be described in more detail below with reference to the accompanying drawings. In the drawings, the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The described embodiments are some, but not all, embodiments of this invention. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this invention, and should not be construed as limiting the invention. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without creative effort are within the scope of protection of this invention. The embodiments of this invention will be described in detail below with reference to the accompanying drawings.

[0046] In the description of this invention, it should be understood that the terms "center", "longitudinal", "lateral", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limiting the scope of protection of this invention.

[0047] The present invention will now be described in detail with reference to the accompanying drawings:

[0048] Typically, dual-clutch transmissions have two hill-start shifting strategies: Hill-start Mode 1 and Hill-start Mode 2. Hill-start Mode 1 usually has a hill threshold of 5% to 7% and a value of -5% to -7%. Hill-start Mode 2 usually has a hill threshold of 12% to 15% and a value of -12% to -15%. When the threshold is exceeded, the shifting mode switches from normal mode to shifting mode 1, and then to shifting mode 2. Each mode typically provides a fixed shift output shaft speed that is delayed relative to the normal mode to meet the vehicle's driving capabilities on hills.

[0049] The technical problem to be solved by the present invention is to provide a method, device, vehicle and storage medium for controlling uphill mode by obtaining current slope information through electronic stability program and correcting and compensating the shifting rules of general shifting mode in real time based on this current slope information, so that the vehicle can reasonably delay the upshift of the transmission at any slope during the uphill process, without having to wait until a specific slope threshold is reached to enter the special slope mode; the present invention also provides a control method, device, vehicle and storage medium for uphill mode.

[0050] This invention sets the final shift output shaft speed S fin Shift slope compensation output shaft speed S offset Slope compensation coefficient F slopeBased on the general shift pattern, the output shaft speed S nor Design dynamic shift points that can change in real time according to the current slope, and use S fin

[0051] =(S offset -S nor )*F slope +S nor As a type of operational logic.

[0052] Real-time adjustment differs from threshold control. It can linearly interpolate the output shaft speed in normal shift patterns, typical gradients, and the shift points at the vehicle's maximum climbing gradient to obtain the most suitable shift point. This improves the accuracy of slope control, thereby enhancing the vehicle's drivability during uphill driving. While better meeting the vehicle's driving capabilities on rough roads, it also provides relatively optimized fuel economy and noise levels.

[0053] See Figure 1 A control method for an uphill mode includes the following steps:

[0054] Step 1: When the vehicle is in the power climbing condition, obtain the current gradient value of the electronic stability program, the throttle opening value of the engine controller, and the current gear of the transmission controller.

[0055] Step 2: Based on the current slope value, throttle opening value, and current gear, consult the shift speed compensation table and the output shaft speed table of the general mode shift rule to obtain the corresponding values ​​and calculate the difference;

[0056] Step 3: Based on the gear and current slope value, look up the slope compensation coefficient and multiply it by the difference;

[0057] Step 4: The product is added to the shift output shaft speed of the general shift pattern obtained from the table in step 2 to obtain the final shift output shaft speed of the current slope. This final shift output shaft speed of the current slope is used to control the vehicle to upshift.

[0058] See Figure 2 The final shift output shaft speed is calculated using the following formula:

[0059] S fin =(S offset -S nor )*F slope +S nor

[0060] Where S represents the final shift output shaft speed. fin , indicating the output shaft speed S in normal mode shifting pattern nor This indicates the output shaft speed S for shift slope compensation. offset , representing the slope compensation coefficient Fslope .

[0061] A control device for the uphill mode of a dual-clutch automatic transmission, which is a control unit of the dual-clutch automatic transmission; includes: an acquisition module, a speed compensation determination module, and a final shift output shaft speed determination module.

[0062] The acquisition module is used to acquire the current throttle opening, current gear, and current gradient when the vehicle is going uphill.

[0063] The speed compensation determination module is used to query the shift speed compensation table and the output shaft speed table based on the current slope value, throttle opening value and current gear position to obtain the corresponding values ​​and calculate the difference. It also queries the slope compensation coefficient based on the gear position and current slope value and multiplies the difference value to obtain the shift compensation speed.

[0064] The final shift output shaft speed determination module is used to add the shift output shaft speed obtained from the table lookup in the second step to the product of the shift output shaft speed of the general shift pattern to obtain the final shift output shaft speed for the current slope. Combined with the current gear ratio and the tire rolling radius, the above speed is converted into vehicle speed as the final shift output shaft speed for the current slope to control the vehicle upshifting.

[0065] Table 1 shows the general shift pattern and output shaft speed S. nor ;

[0066] Table 1

[0067]

[0068] The horizontal axis represents the gear changes in the example: 1 to 2, 2 to 3…6 to 7…7 to 6…2 to 1.

[0069] The vertical axis represents the typical throttle opening (%).

[0070] The output shaft speed for the corresponding gear changes and throttle changes needs to be filled in Table 1.

[0071] Table 2 shows the slope compensation coefficient F. slope ;

[0072] Table 2

[0073]

[0074] The horizontal axis represents the gear changes in the example: 1 to 2, 2 to 3…6 to 7…7 to 6…2 to 1.

[0075] The vertical axis represents the example typical slope value (%);

[0076] Table 2 requires the shift compensation coefficient for the corresponding gear changes and slope changes, which is usually between 0 and 1.

[0077] Table 3 shows the output shaft speed S of the shift slope compensation. offset ;

[0078] Table 3

[0079]

[0080] The horizontal axis represents the gear changes in the example: 1 to 2, 2 to 3…6 to 7…7 to 6…2 to 1.

[0081] The vertical axis represents the typical throttle opening (%);

[0082] Table 3 requires the input of the shift slope compensation output shaft speed for the corresponding gear changes and slope changes.

[0083] Table 4 shows the final shift output shaft speed S. fin ;

[0084] Table 4

[0085]

[0086] The horizontal axis represents the gear changes in the example: 1 to 2, 2 to 3…6 to 7…7 to 6…2 to 1.

[0087] The vertical axis represents the typical throttle opening (%);

[0088] Table 4 requires the input of the final shift output shaft speed for the corresponding gear change and throttle change.

[0089] This invention sets the final shift output shaft speed S fin Shift slope compensation output shaft speed S offset Slope compensation coefficient F slope Based on the general shift pattern, the output shaft speed S nor Design dynamic shift points that can change in real time according to the current slope, and use S fin =(S offset -S nor )*F slope +S nor As a type of operational logic.

[0090] Real-time adjustment differs from threshold control. It linearly interpolates the shift shaft speed in normal shifting patterns with the shift shaft speed at typical gradients and the vehicle's maximum gradeability to obtain the most suitable shift output shaft speed. This better meets the vehicle's driving capabilities on rough roads while providing relatively optimized fuel economy and noise levels.

[0091] The present invention provides a vehicle comprising at least one processor and a memory communicatively connected to the at least one processor; wherein the memory stores a computer program executable by the at least one processor, the computer program being executed by the at least one processor to enable the at least one processor to perform a control method for a dual-clutch automatic transmission uphill mode.

[0092] The memory can be used to store software programs, computer-executable programs, and modules, such as the program instructions corresponding to the control method for the uphill mode of the dual-clutch transmission in this embodiment of the invention. The processor executes various functional applications and data processing of the vehicle by running the software programs, instructions, and modules stored in the memory, thereby realizing the control method for the uphill mode of the dual-clutch transmission described above.

[0093] The memory may primarily include a program storage area and a data storage area. The program storage area may store the operating system and at least one application program required for a function; the data storage area may store data created based on the use of the terminal. Furthermore, the memory may include high-speed random access memory and may also include non-volatile memory, such as at least one disk storage device, flash memory device, or other non-volatile solid-state storage device.

[0094] The present invention also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements a control method for a dual-clutch transmission uphill mode, the control method for the dual-clutch transmission uphill mode comprising the following steps:

[0095] Step 1: When the vehicle is in the power climbing condition, obtain the current gradient value of the Electronic Stability Program (ESP) controller, the throttle opening value of the engine controller, and the current gear of the transmission controller.

[0096] Step 2: Based on the current slope value, throttle opening value, and current gear, consult the shift slope speed compensation table to obtain the output shaft speed ① and the general mode shift rule to obtain the output shaft speed ②, and then calculate the difference between the output shaft speed ① and the output shaft speed ②.

[0097] Step 3: Based on the gear and current slope value, look up the slope compensation coefficient and multiply it by the difference.

[0098] Step 4: Add the product to the shift output shaft speed obtained from the table lookup in Step 2 to get the final shift output shaft speed for the current slope, which is used to control the vehicle to upshift.

[0099] The computer-readable storage medium provided by the present invention has computer-executable instructions that are not limited to the method operations described above, but can also execute related operations in the control method for the uphill mode of the dual-clutch transmission provided in any embodiment of the present invention.

[0100] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed in this application can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0101] In the above embodiments, implementation can be achieved, in whole or in part, through software, hardware, firmware, or any combination thereof. When implemented in software, it can be implemented, in whole or in part, as a computer program product. A computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, all or part of the processes or functions described in the embodiments of the present invention are generated. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. Computer instructions can be transmitted from one website, computer, server, or data center to another website, computer, server, or data center via wired (e.g., coaxial cable, fiber optic, digital subscriber line DSL) or wireless (e.g., infrared, wireless, microwave, etc.). The computer-readable storage medium can be any available medium that a computer can access or a data storage device such as a server or data center that integrates one or more available media. The available medium can be a magnetic medium (e.g., floppy disk, hard disk, magnetic tape), an optical medium (e.g., DVD), or a semiconductor medium (e.g., solid-state disk, SSD), etc.

[0102] In the above embodiments, the various units and modules are divided according to functional logic, but are not limited to the above division, as long as the corresponding functions can be achieved; in addition, the specific names of each functional unit are only for easy differentiation and are not used to limit the scope of protection of the present invention.

[0103] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any modifications, equivalent substitutions, and improvements made by those skilled in the art within the scope of the technology disclosed in the present invention, and within the spirit and principles of the present invention, should be included within the scope of protection of the present invention. Furthermore, all content not described in detail in this specification is prior art known to those skilled in the art.

Claims

1. A control method for an uphill mode, characterized in that, The following steps are involved: Step 1: When the vehicle is in the power climbing condition, obtain the current slope value of the Electronic Stability Program (ESP) controller, the throttle opening value of the engine controller, and the current gear of the transmission controller. Step 2: Based on the current slope value, throttle opening value, and current gear, query the shift slope speed compensation table to obtain the output shaft speed and the general mode shift rule to obtain the output shaft speed, and then calculate the difference between the output shaft speed obtained from the shift slope speed compensation table and the output shaft speed obtained from the general mode shift rule. Step 3: Based on the gear and current slope value, look up the slope compensation coefficient and multiply it by the difference. Step 4: Add the product to the shift output shaft speed obtained from the table lookup in Step 2 to get the final shift output shaft speed for the current slope, which is used to control the vehicle to upshift. Set the final shift output shaft speed S fin Shift slope compensation output shaft speed S offset Slope compensation coefficient F slope Based on the general shift pattern, the output shaft speed S nor The design incorporates dynamic shift points that can change in real time according to the current slope. The final shift output shaft speed is calculated using the following formula: S fin =(S offset -S nor )*F slope +S nor in: S fin Indicates the final shift output shaft speed; S nor This indicates the output shaft speed according to the normal shift pattern. S offset Indicates the output shaft speed for gear shift slope compensation; F slope This represents the slope compensation coefficient.

2. The control method for an uphill mode according to claim 1, characterized in that: The current slope information obtained through the electronic stability program is used to correct and compensate the shifting pattern of the general shifting mode in real time. This allows the vehicle to strategically delay the upshifting of the transmission at any slope during the uphill process, without having to wait until a specific slope threshold is reached before entering the special slope mode.

3. The control method for an uphill mode according to claim 2, characterized in that: The optimal shift output shaft speed is obtained by linear interpolation between the shift output shaft speed in the normal mode shift pattern and the shift output shaft speed at typical gradients and the maximum gradeability of the vehicle.

4. A control device for an uphill mode, characterized in that: The control device includes: an acquisition module, a speed compensation determination module, and a final shift output shaft speed determination module; The acquisition module is used to acquire the current throttle opening value, current gear and current slope value when the vehicle is in an uphill condition; The speed compensation determination module is used to obtain the corresponding values ​​and make the difference based on the current slope value, throttle opening value, and current gear position by querying the shift slope speed compensation table and the general mode shift rule output shaft speed table. It also queries the slope compensation coefficient based on the gear position and current slope value and multiplies the obtained difference value to obtain the shift slope compensation output shaft speed. The final shift output shaft speed determination module is used to look up the slope compensation coefficient based on the gear and the current slope value, multiply the product by the difference, and add it to the shift output shaft speed of the general shift pattern obtained from the table to obtain the final shift output shaft speed of the current slope, which is used to control the vehicle to upshift. Set the final shift output shaft speed S fin Shift slope compensation output shaft speed S offset Slope compensation coefficient F slope Based on the general shift pattern, the output shaft speed S nor The design incorporates dynamic shift points that can change in real time according to the current slope. The final shift output shaft speed is calculated using the following formula: S fin =(S offset -S nor )*F slope +S nor in: S fin Indicates the final shift output shaft speed; S nor This indicates the output shaft speed according to the normal shift pattern. S offset Indicates the output shaft speed for gear shift slope compensation; F slope This represents the slope compensation coefficient.

5. The control device for an uphill mode according to claim 4, characterized in that: The shift output shaft speed for the general shift pattern is obtained by looking up the table. The table used is the output shaft speed S for the general shift pattern. nor surface.

6. The control device for an uphill mode according to claim 5, characterized in that: The control device is the control unit of a dual-clutch automatic transmission.

7. A vehicle, characterized in that: The vehicle includes at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores a computer program executable by the at least one processor, the computer program being executed by the at least one processor to enable the at least one processor to perform the control method of the uphill mode according to any one of claims 1 to 3.

8. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores computer instructions that, when executed by a processor, implement the control method for the uphill mode as described in any one of claims 1 to 3.

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