Vehicle upshift control method and vehicle

Abstract

The present invention belongs to the field of vehicle technology and discloses a vehicle upshift control method and a vehicle. The vehicle upshift control method includes cyclically performing upshift control at preset time intervals. The method includes determining a required transmission input shaft torque after shifting from a current gear to each to-be-selected gear based on each expected post-shift vehicle speed, required post-shift acceleration, vehicle mass, and expected post-shift road gradient, wherein the required post-shift acceleration is equal to the current acceleration and the expected post-shift road gradient is equal to the current road gradient. The method also determines a maximum transmission input shaft input torque for the vehicle at each to-be-selected gear and the corresponding expected post-shift vehicle speed. If a to-be-selected gear satisfies a shifting condition, the vehicle is controlled to shift to the highest gear among the to-be-selected gears that satisfies the shifting condition. The shifting condition includes the maximum transmission input shaft input torque for the vehicle at each to-be-selected gear and the corresponding expected post-shift vehicle speed being not less than the required transmission input shaft torque after the shift.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, and in particular to a vehicle upshift control method and a vehicle. Background Art

[0002] In certain vehicle usage scenarios, vehicle speeds fluctuate significantly, leading to frequent gear shifting. This can reduce driving comfort and increase the risk of stalling. For example, in mines with complex terrain and a wide variety of vehicle types, vehicle speeds often fluctuate frequently due to the influence of the terrain and other vehicles. This increases the risk of stalling and makes it difficult to meet the requirements of safe mine operations.

[0003] Therefore, there is an urgent need for a vehicle upshift control method and a vehicle to solve the above problems. Summary of the Invention

[0004] The object of the present invention is to provide a vehicle upshift control method to reduce the number of gear shifts and avoid a large change in vehicle acceleration caused by gear shifts.

[0005] To achieve this object, the present invention adopts the following technical solutions:

[0006] A vehicle upshift control method, comprising:

[0007] The upshift control is performed cyclically at preset time intervals. The upshift control includes:

[0008] Determine the vehicle's current speed and current acceleration;

[0009] determining an expected post-shift vehicle speed after shifting from the current gear to each to-be-selected gear based on the vehicle's current driving force, vehicle mass, current vehicle speed, and current acceleration;

[0010] Determining the expected speed of the transmission input shaft after shifting from the current gear to each gear to be selected based on the current vehicle speed and each expected speed after the gear shift;

[0011] Determining the required transmission input shaft torque after shifting from the current gear to each selected gear based on the expected vehicle speed after the shift, the required acceleration after the shift, the vehicle mass, and the expected road gradient after the shift, where the required acceleration after the shift is equal to the current acceleration, and the expected road gradient after the shift is equal to the current road gradient;

[0012] Determine the maximum input torque of the transmission input shaft of the vehicle at each gear to be selected and the corresponding expected post-shift vehicle speed;

[0013] Determine whether each gear to be selected satisfies a shifting condition, and if there is a gear to be selected that satisfies the shifting condition, control the vehicle to shift to the highest gear among the gears to be selected that satisfies the shifting condition;

[0014] The gear shifting conditions include: the maximum input torque of the transmission input shaft of the vehicle at each gear to be selected and the corresponding expected vehicle speed after the gear shift is not less than the required torque of the transmission input shaft after the gear shift.

[0015] Preferably, if there is no gear to be selected that meets the shifting condition, no upshift action is performed in this upshift control.

[0016] Preferably, the current driving force of the vehicle is the current input torque of the transmission input shaft.

[0017] Preferably, determining the current acceleration of the vehicle includes:

[0018] The current measurement value of the vehicle acceleration sensor is used as the current acceleration of the vehicle.

[0019] Preferably, determining the expected post-shift vehicle speed after shifting from the current gear to the to-be-selected gear based on the current driving force, current vehicle speed, and current acceleration of the vehicle includes:

[0020] determining the acceleration of the vehicle during the power interruption time based on the current driving force of the vehicle, the mass of the vehicle, and the current acceleration of the vehicle;

[0021] Determine an initial value of a shift time for shifting from the current gear to the target gear according to the current gear and the target gear;

[0022] The initial value of the shift time is corrected according to the current vehicle speed and the acceleration during the vehicle power interruption time to obtain the shift time from the current gear to the target gear;

[0023] Determining an expected vehicle speed loss when shifting from the current gear to the to-be-selected gear based on the vehicle's acceleration during the power interruption period and the shifting time from the current gear to the to-be-selected gear;

[0024] An expected post-shift vehicle speed after shifting from the current gear to the to-be-selected gear is determined based on the current vehicle speed and the expected vehicle speed loss.

[0025] Preferably, if the vehicle is currently in pure electric mode, the maximum input torque of the transmission input shaft of the vehicle at each to-be-selected gear and the corresponding expected post-shift vehicle speed is the maximum input torque of the transmission input shaft of the vehicle in pure electric mode;

[0026] If the vehicle is currently in hybrid mode, the maximum input torque of the transmission input shaft of the vehicle at each to-be-selected gear and the corresponding expected vehicle speed after the gear shift is the maximum input torque of the transmission input shaft of the vehicle in hybrid mode.

[0027] Preferably, determining the required torque of the transmission input shaft after shifting to each to-be-selected gear position based on each expected vehicle speed after shifting, required acceleration after shifting, vehicle mass, and expected road gradient after shifting includes:

[0028] Determining the expected post-shift driving resistance corresponding to each gear to be selected based on the expected post-shift vehicle speed, vehicle mass, and expected road slope after the gear shift;

[0029] The required torque of the transmission input shaft corresponding to each gear to be selected is determined based on the expected driving resistance after the gear shift, the vehicle mass and the required acceleration after the gear shift.

[0030] Preferably, before determining the current speed and current acceleration of the vehicle, the method further includes:

[0031] Determine whether the vehicle is in pure electric mode or hybrid mode. If the vehicle is neither in pure electric mode nor in hybrid mode, terminate the upshift control.

[0032] Preferably, before determining the current speed and current acceleration of the vehicle, the method further includes:

[0033] Determine whether the vehicle is currently in a braking state. If the vehicle is currently in a braking state, terminate this upshift control.

[0034] A vehicle is configured to upshift using any of the above-described vehicle upshift control methods.

[0035] Beneficial effects of the present invention:

[0036] The vehicle upshift control method and vehicle of the present invention perform upshift control at preset time intervals. During the upshift control process, the required torque of the transmission input shaft after shifting from the current gear to each to-be-selected gear, as well as the maximum input torque of the transmission input shaft of the vehicle at each to-be-selected gear and the corresponding expected post-shift vehicle speed are determined. In the process of determining the required torque of the transmission input shaft based on each expected post-shift vehicle speed, the required acceleration after the shift, the vehicle mass, and the expected post-shift road gradient, the current acceleration is used as the required post-shift acceleration, the current road gradient is used as the expected post-shift road gradient, and the maximum input torque of the transmission input shaft of the vehicle at each to-be-selected gear and the corresponding expected post-shift vehicle speed is not less than the required torque of the transmission input shaft after the shift as selection criteria. This ensures that the power of the vehicle after the shift is sufficient to ensure that the vehicle continues to travel at the current acceleration under current road conditions, avoids a significant change in the vehicle's driving state after the shift, which may cause misjudgment of the vehicle behind and cause an accident, thereby improving vehicle driving safety. In addition, when there are multiple gears to be selected that meet the shifting conditions, controlling the vehicle to shift to the highest gear can effectively reduce the number of gear shifts, reduce the risk of vehicle stalling, and improve vehicle driving safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] Figure 1 is a schematic diagram of a P2 hybrid architecture provided by an embodiment of the present invention;

[0038] Figure 2 is a flowchart of upshift control of a vehicle upshift control method provided by an embodiment of the present invention;

[0039] Figure 3 A flowchart of determining an expected post-shift vehicle speed after shifting from a current gear to a to-be-selected gear based on the vehicle's current driving force, vehicle mass, current vehicle speed, and current acceleration, provided by an embodiment of the present invention;

[0040] Figure 4 This is a flowchart provided by an embodiment of the present invention for determining the required torque of the transmission input shaft after shifting to each to-be-selected gear position based on each expected vehicle speed after shifting, required acceleration after shifting, vehicle mass and expected road slope after shifting.

[0041] In the picture:

[0042] 1. AMT gearbox; 2. Engine; 3. Drive motor; 4. Clutch; 5. Drive wheel. DETAILED DESCRIPTION

[0043] The present invention will be further described in detail below with reference to the accompanying drawings and examples. It will be understood that the specific embodiments described herein are intended only to illustrate the present invention and are not intended to limit the present invention. It should also be noted that, for ease of description, the accompanying drawings only illustrate portions relevant to the present invention, not all structures.

[0044] In the description of the present invention, unless otherwise expressly specified or limited, the terms "connected," "connected," and "fixed" should be understood in a broad sense. For example, they may refer to fixed connections, detachable connections, or integration; mechanical connections or electrical connections; direct connections or indirect connections through an intermediate medium; and internal communication between two components or interaction between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention in specific circumstances.

[0045] In the present invention, unless otherwise expressly specified or limited, a first feature being "above" or "below" a second feature may include the first and second features being in direct contact, or may include the first and second features being in contact not directly but through another feature between them. Furthermore, a first feature being "above," "above," and "above" a second feature may include the first feature being directly above or obliquely above the second feature, or may simply mean that the first feature is higher in level than the second feature. A first feature being "below," "below," and "below" a second feature may include the first feature being directly below or obliquely below the second feature, or may simply mean that the first feature is lower in level than the second feature.

[0046] In the description of this embodiment, the terms "upper," "lower," "right," and other orientations or positional relationships are based on the orientations or positional relationships shown in the accompanying drawings and are intended solely for ease of description and simplified operation. They do not indicate or imply that the devices or components referred to must have, be constructed, or operate in a specific orientation. Therefore, they should not be construed as limitations on the present invention. Furthermore, the terms "first" and "second" are used solely for descriptive purposes and have no special meanings.

[0047] This embodiment provides a vehicle upshift control method, for example, for automatic shift control of an AMT automatic transmission vehicle with a P2 hybrid architecture.

[0048] like Figure 1 The figure shows a schematic diagram of the vehicle's P2 hybrid architecture. The AMT transmission 1 is an automatic transmission with an electronic unit added, retaining the basic structure of the original mechanical manual transmission. The actuator drive methods of the AMT transmission 1 can be divided into electric, pneumatic, hydraulic, and hybrid. Electric actuators use small electric motors, pneumatic actuators use cylinders, and hydraulic actuators use oil cylinders. Hybrid actuators use two or more power actuators within the same AMT transmission 1 system. The P2 hybrid architecture utilizes a P2 hybrid system, a parallel hybrid system. "P" (Position) represents the position of the drive motor 3 within the hybrid system, and "2" represents its position after the engine 2 and before the transmission. Clutch 4 primarily provides axle-to-axle transmission connection. In a P2 hybrid system, fully engaged clutch 4 is in hybrid mode, while fully disengaged clutch 4 is in pure electric mode. Driven by the vehicle's powertrain, drive wheels 5 propel the vehicle forward.

[0049] like Figure 2 As shown, the vehicle upshift control method includes:

[0050] The upshift control is performed at preset time intervals. The interval time can be set as needed, for example, upshift control is performed every two seconds. The upshift control includes:

[0051] Determine the vehicle's current speed and current acceleration;

[0052] Determining the expected post-shift vehicle speed after shifting from the current gear to each to-be-selected gear based on the vehicle's current driving force, current vehicle speed, and current acceleration. Specifically, in this embodiment, the vehicle's current driving force is the current input torque of the transmission input shaft.

[0053] Determining the expected speed of the transmission input shaft after shifting from the current gear to each gear to be selected based on the current vehicle speed and each expected speed after the gear shift;

[0054] The required transmission input shaft torque after shifting from the current gear to each of the selected gears is determined based on each expected post-shift vehicle speed, required post-shift acceleration, vehicle mass, and expected post-shift road gradient. The required post-shift acceleration is equal to the current acceleration, and the expected post-shift road gradient is equal to the current road gradient. In this embodiment, the current road gradient is obtained from a sensor installed on the vehicle, and the vehicle mass is calculated using a dynamic equation based on the current road, current vehicle speed, current vehicle acceleration, and current vehicle driving force. The specific calculation process is common knowledge in the art and will not be detailed here.

[0055] Determine the maximum input torque of the transmission input shaft of the vehicle at each gear to be selected and the corresponding expected post-shift vehicle speed;

[0056] Determine whether each gear to be selected meets the shifting condition. If there is a gear to be selected that meets the shifting condition, control the vehicle to shift to the highest gear among the gears to be selected that meet the shifting condition. That is to say, when there are multiple gears to be selected that meet the shifting condition, control the vehicle to shift to the highest gear among the gears to be selected that meet the shifting condition. If only one gear to be selected meets the shifting condition, the vehicle shifts to the gear to be selected. If there is no gear to be selected that meets the shifting condition, the upshift control does not perform the upshift action.

[0057] The gear shifting conditions include: the maximum input torque of the transmission input shaft of the vehicle at each gear to be selected and the corresponding expected vehicle speed after the gear shift is not less than the required torque of the transmission input shaft after the gear shift.

[0058] The vehicle upshift control method provided in this embodiment performs upshift control at preset time intervals. During the upshift control process, the required transmission input shaft torque after shifting from the current gear to each to-be-selected gear, as well as the maximum transmission input shaft input torque of the vehicle at each to-be-selected gear and the corresponding expected post-shift vehicle speed, are determined. Furthermore, in determining the required transmission input shaft torque based on the expected post-shift vehicle speed, the required post-shift acceleration, the vehicle mass, and the expected post-shift road gradient, the current acceleration is used as the required post-shift acceleration, the current road gradient is used as the expected post-shift road gradient, and the maximum transmission input shaft input torque at each to-be-selected gear and the corresponding expected post-shift vehicle speed is selected as being no less than the required transmission input shaft torque after the shift. This ensures that the vehicle's power after the shift is sufficient to allow the vehicle to continue driving at the current acceleration under current road conditions, avoids significant changes in vehicle acceleration due to the shift, which could lead to misjudgment of the vehicle behind and cause an accident, and thus improves vehicle driving safety. In addition, when there are multiple gears to be selected that meet the shifting conditions, controlling the vehicle to shift to the highest gear can effectively reduce the number of gear shifts, reduce the risk of vehicle stalling, and improve vehicle driving safety.

[0059] Optionally, determining the current acceleration of the vehicle includes: using a measurement value of a current vehicle acceleration sensor as the current vehicle acceleration, that is, monitoring the vehicle acceleration by installing an acceleration sensor on the vehicle.

[0060] Alternatively, as Figure 3 As shown, the expected post-shift vehicle speed after shifting from the current gear to the to-be-selected gear is determined based on the vehicle's current driving force, vehicle mass, current vehicle speed, and current acceleration, including:

[0061] The acceleration of the vehicle during the power interruption period is determined based on the current driving force, vehicle mass, and current acceleration of the vehicle. The acceleration of the vehicle during the power interruption period is the vehicle acceleration when the driving force is zero and the current driving resistance remains unchanged. This calculation process is common knowledge in the art and will not be described in detail here.

[0062] An initial shift time value for shifting from the current gear to the target gear is determined based on the current gear and the target gear. The initial shift time value can be obtained by querying an initial shift time value MAP based on the current gear and the target gear. The initial shift time value MAP is obtained through experiments and pre-stored in the vehicle. The initial shift time value MAP includes a correspondence between the current gear, the target gear, and the initial shift time value. The initial shift time value is the sum of the movement time of a shift actuator (the shift actuator is the shift actuator of the AMT transmission 1 in this embodiment) and the torque recovery time after the shift actuator moves to the target gear.

[0063] The initial shift time value is corrected based on the current vehicle speed and the acceleration during the power outage to obtain the shift time from the current gear to the target gear. During an AMT upshift, the transmission input shaft speed needs to be adjusted using the intermediate shaft brake. The current vehicle speed and the acceleration during the power outage determine the time required for the intermediate shaft brake to adjust the transmission input shaft speed. Therefore, after the initial shift time value is determined, it is necessary to correct the initial shift time value based on the current vehicle speed and the acceleration during the power outage. In this embodiment, an intermediate shaft brake correction coefficient MAP is queried based on the current vehicle speed and the acceleration during the power outage to obtain the intermediate shaft brake correction coefficient. The shift time from the current gear to the target gear is equal to the product of the initial shift time value from the current gear to the target gear and the intermediate shaft brake correction coefficient. The intermediate shaft brake correction coefficient MAP is obtained through experiments and pre-stored in the vehicle. The intermediate shaft brake correction coefficient MAP includes a corresponding relationship between the current vehicle speed, the acceleration during the power outage, and the intermediate shaft brake correction coefficient.

[0064] An expected vehicle speed loss for shifting from the current gear to the to-be-selected gear is determined based on the vehicle's acceleration during the power interruption period and the shifting time from the current gear to the to-be-selected gear. The expected vehicle speed loss for shifting from the current gear to the to-be-selected gear is equal to the product of the vehicle's acceleration during the power interruption period and the shifting time from the current gear to the to-be-selected gear. The shifting time is also the power interruption period.

[0065] An expected post-shift vehicle speed after shifting from the current gear to the to-be-selected gear is determined based on the current vehicle speed and the expected vehicle speed loss. The expected post-shift vehicle speed after shifting from the current gear to the to-be-selected gear is equal to the difference between the current vehicle speed and the expected vehicle speed loss.

[0066] Alternatively, as Figure 4 As shown, the required torque of the transmission input shaft after shifting to each gear to be selected is determined based on the expected vehicle speed after shifting, the required acceleration after shifting, the vehicle mass, and the expected road gradient after shifting, including:

[0067] Determine the expected post-shift driving resistance corresponding to each gear to be selected based on the expected post-shift vehicle speed, vehicle mass, and expected post-shift road gradient. The vehicle's driving resistance includes air resistance, wheel rolling resistance, and the component of the vehicle's gravity along the vehicle's direction of travel. When the vehicle is traveling uphill, the component of the vehicle's gravity along the vehicle's direction of travel is the component of the vehicle's gravity in a direction parallel to the slope and is positive. When the vehicle is traveling downhill, the component of the vehicle's gravity along the vehicle's direction of travel is the component of the vehicle's gravity in a direction parallel to the slope and is negative.

[0068] Determining the required torque of the transmission input shaft corresponding to each gear to be selected based on the expected driving resistance after the gear shift, the vehicle mass, and the required acceleration after the gear shift, and calculating the required driving force of the vehicle through dynamic equations based on the expected driving resistance after the gear shift, the vehicle mass, and the required acceleration after the gear shift are common knowledge in the field and will not be repeated here.

[0069] Alternatively, if the vehicle is currently in pure electric mode, the maximum input torque of the transmission input shaft at each gear position to be selected and the corresponding expected post-shift vehicle speed is the maximum input torque of the transmission input shaft in pure electric mode. If the vehicle is currently in hybrid mode, the maximum input torque of the transmission input shaft at each gear position to be selected and the corresponding expected post-shift vehicle speed is the maximum input torque of the transmission input shaft in hybrid mode. In other words, upshift control is performed without changing the vehicle's power output mode.

[0070] Optionally, before determining the current vehicle speed and current acceleration, the method further includes determining whether the vehicle is currently in a braking state, and if the vehicle is currently in a braking state, terminating the current upshift control. In the braking state, the vehicle is in a decelerating state, and an upshift is not required.

[0071] Optionally, before determining the current speed and current acceleration of the vehicle, the method further includes: determining whether the vehicle is in pure electric mode or hybrid mode; if the vehicle is neither in pure electric mode nor in hybrid mode, terminating the current upshift control.

[0072] This embodiment also provides a vehicle that uses the above-mentioned vehicle upshift control method to upshift, thereby ensuring that the power of the vehicle after the vehicle shifts gears can ensure that the vehicle continues to travel at the current acceleration under the current road conditions, avoiding a large change in the vehicle's driving state after the vehicle shifts gears, which may cause misjudgment of the rear vehicle and cause an accident, thereby improving the safety of vehicle driving, reducing the number of gear shifts, reducing the risk of vehicle stalling, and improving the safety of vehicle driving.

[0073] Obviously, the above embodiments of the present invention are merely examples for the purpose of clearly illustrating the present invention and are not intended to limit the embodiments of the present invention. A person skilled in the art would be able to make various obvious changes, readjustments, and substitutions without departing from the scope of protection of the present invention. It is not necessary and impossible to enumerate all embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention shall be included within the scope of protection of the claims of the present invention.

Claims

1. A vehicle upshift control method, characterized in that: include: The upshift control is performed cyclically at preset time intervals. The upshift control includes: Determine the vehicle's current speed and current acceleration; determining an expected post-shift vehicle speed after shifting from the current gear to each to-be-selected gear based on the vehicle's current driving force, vehicle mass, current vehicle speed, and current acceleration; Determining the expected speed of the transmission input shaft after shifting from the current gear to each gear to be selected based on the current vehicle speed and each expected speed after the gear shift; Determining the required transmission input shaft torque after shifting from the current gear to each selected gear based on the expected vehicle speed after the shift, the required acceleration after the shift, the vehicle mass, and the expected road gradient after the shift, where the required acceleration after the shift is equal to the current acceleration, and the expected road gradient after the shift is equal to the current road gradient; Determine the maximum input torque of the transmission input shaft of the vehicle at each gear to be selected and the corresponding expected post-shift vehicle speed; Determine whether each gear to be selected satisfies a shifting condition, and if there is a gear to be selected that satisfies the shifting condition, control the vehicle to shift to the highest gear among the gears to be selected that satisfies the shifting condition; The gear shifting conditions include: the maximum input torque of the transmission input shaft of the vehicle at each gear to be selected and the corresponding expected vehicle speed after the gear shift is not less than the required torque of the transmission input shaft after the gear shift.

2. The vehicle upshift control method according to claim 1, characterized in that: If there is no gear to be selected that meets the shifting condition, the upshift control will not perform the upshift action.

3. The vehicle upshift control method according to claim 1, characterized in that: The current driving force of the vehicle is the current input torque of the transmission input shaft.

4. The vehicle upshift control method according to claim 1, characterized in that: Determining the vehicle's current acceleration includes: The current measurement value of the vehicle acceleration sensor is used as the current acceleration of the vehicle.

5. The vehicle upshift control method according to claim 1, characterized in that: Determining an expected post-shift vehicle speed after shifting from a current gear to a to-be-selected gear based on the vehicle's current driving force, current vehicle speed, and current acceleration includes: determining the acceleration of the vehicle during the power interruption time based on the current driving force of the vehicle, the mass of the vehicle, and the current acceleration of the vehicle; Determine an initial value of a shift time for shifting from the current gear to the target gear according to the current gear and the target gear; The initial value of the shift time is corrected according to the current vehicle speed and the acceleration during the vehicle power interruption time to obtain the shift time from the current gear to the target gear; Determining an expected vehicle speed loss when shifting from the current gear to the to-be-selected gear based on the vehicle's acceleration during the power interruption period and the shifting time from the current gear to the to-be-selected gear; An expected post-shift vehicle speed after shifting from the current gear to the to-be-selected gear is determined based on the current vehicle speed and the expected vehicle speed loss.

6. The vehicle upshift control method according to claim 1, characterized in that: If the vehicle is currently in pure electric mode, the maximum input torque of the transmission input shaft of the vehicle at each gear to be selected and the corresponding expected post-shift vehicle speed is the maximum input torque of the transmission input shaft of the vehicle in pure electric mode; If the vehicle is currently in hybrid mode, the maximum input torque of the transmission input shaft of the vehicle at each to-be-selected gear and the corresponding expected vehicle speed after the gear shift is the maximum input torque of the transmission input shaft of the vehicle in hybrid mode.

7. The vehicle upshift control method according to claim 1, characterized in that: Determine the required transmission input shaft torque after shifting to each gear to be selected based on the expected vehicle speed after each gear shift, the required acceleration after the gear shift, the vehicle mass, and the expected road gradient after the gear shift, including: Determining the expected post-shift driving resistance corresponding to each gear to be selected based on the expected post-shift vehicle speed, vehicle mass, and expected road slope after the gear shift; The required torque of the transmission input shaft corresponding to each gear to be selected is determined based on the expected driving resistance after the gear shift, the vehicle mass and the required acceleration after the gear shift.

8. The vehicle upshift control method according to claim 1, characterized in that: Before determining the current speed and acceleration of the vehicle, the following steps are also included: Determine whether the vehicle is in pure electric mode or hybrid mode. If the vehicle is neither in pure electric mode nor in hybrid mode, terminate the upshift control.

9. The vehicle upshift control method according to claim 1, characterized in that: Before determining the current speed and acceleration of the vehicle, the following is also included: Determine whether the vehicle is currently in a braking state. If the vehicle is currently in a braking state, terminate this upshift control.

10. A vehicle, characterized in that Upshifting is performed using the vehicle upshift control method described in any one of claims 1 to 9.

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