Shift signal interaction method, engine controller, readable storage medium, and vehicle

Abstract

The application provides a shift signal interaction method, an engine controller, a readable storage medium and a vehicle. The interaction method comprises the following steps: in a first stage of a shift process, filtering a shift signal used for representing non-transmission intervention engine torque in the stage, and sending the filtered shift signal to a transmission controller; in a second stage of the shift process, filtering a shift signal used for representing non-transmission intervention engine torque in the stage, fusing the filtered shift signal and a non-filtered shift signal, and sending the fused shift signal to the transmission controller until the fused shift signal returns to the non-filtered shift signal, so as to complete the shift process. The application can optimize the signal quality of the interaction control of the shift process of the engine controller and the transmission controller, and improve the shift quality.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and in particular to a shift signal interaction method, an engine controller, a readable storage medium, and a vehicle. Background Technology

[0002] As vehicle users become increasingly discerning about driving experience features, improving the collaborative working conditions of the engine and transmission is an important and ongoing task. As the most typical collaborative interaction scenario, the vehicle shifting process control requires a significant amount of time for communication, repeated testing, and optimization in terms of software development and calibration for shifting quality within the existing transmission structure.

[0003] The main interaction signals between the engine and transmission are as follows: Figure 1 As shown, the "non-transmission intervention engine torque" is the most critical signal calculated by the EMS (engine controller) during the gear shifting process. It is used by the TCU (transmission controller) to control the gear shifting process, mainly to control the clutch. It can be seen that the "non-transmission intervention engine torque" signal has a significant impact on the smoothness of gear shifting.

[0004] In current conventional EMS (Engine Controller System) software, the calculation strategy for the most common upshift torque reduction control is mainly based on the engine torque physical model. In this model, the ignition angle efficiency and cylinder deactivation efficiency used to calculate engine torque can be distinguished through status bits, and only the influence of transmission intervention is considered. However, the charging efficiency rl used to calculate engine torque is nonlinear. Although the transmission does not directly intervene with the signal, it is indirectly affected by the extremely dynamic shifting process. Especially in the widely used exhaust gas turbocharged engines, cylinder deactivation or ignition angle retardation caused by transmission intervention will lead to passive changes in turbo exhaust gas energy, resulting in unpredictable fluctuations in the charging efficiency rl. Consequently, the calculated engine torque will change with the fluctuations in rl.

[0005] The results mentioned above are usually difficult to optimize by means of torque intervention such as optimizing turbo control, ignition timing, or cylinder deactivation. Even if there are theoretically localized methods to improve certain aspects, due to the complexity and variability of vehicle operating conditions and the numerous influencing factors, it often requires a lot of testing time to verify their effectiveness.

[0006] It should be noted that the information disclosed in the background section of this invention is intended only to enhance the understanding of the general background of this invention, and should not be construed as an admission or in any way implying that the information constitutes prior art known to those skilled in the art. Summary of the Invention

[0007] The purpose of this invention is to provide a shift signal interaction method, an engine controller, a readable storage medium, and a vehicle, which can greatly optimize the signal quality of the interaction control between the engine controller and the transmission controller during the shift process and improve the shift quality.

[0008] To achieve the above objectives, the present invention provides a shift signal interaction method, the shift signal interaction method comprising:

[0009] In the first stage of the shifting process, the shift signal used to characterize the non-transmission intervention engine torque is filtered and the filtered shift signal is sent to the transmission controller. The first stage is the transmission intervention stage.

[0010] In the second stage of the shifting process, the shifting signal used to characterize the engine torque without transmission intervention is filtered, and the shifting signal before and after filtering is fused. The fused shifting signal is then sent to the transmission controller until the fused shifting signal returns to the shifting signal before filtering, thus completing the shifting process. The second stage is the stage after the transmission intervention ends.

[0011] Optionally, a low-pass filtering algorithm can be used to filter the shift signal.

[0012] Optionally, the shift signal can be low-pass filtered based on the gain coefficient obtained in advance through multi-condition vehicle calibration.

[0013] Optionally, a dynamic linear interpolation algorithm is used to fuse the shift signals before and after filtering until the fused shift signal returns to the shift signal before filtering.

[0014] Optionally, the shift signal before and after filtering can be fused using a dynamic linear interpolation algorithm according to the following formula:

[0015] Val(C)=[val(A)–val(B)]*factor+val(B)

[0016] Where Val(C) represents the fused shift signal, val(A) represents the shift signal before filtering, val(B) represents the shift signal after filtering, and factor is a dynamic interpolation coefficient from 0 to 1.

[0017] Optionally, the rate of change of the dynamic interpolation coefficients is obtained through actual vehicle calibration.

[0018] Optionally, the enabling condition for the first stage is an intervention flag, and the triggering condition for the second stage is the end of the intervention flag.

[0019] To achieve the above objectives, the present invention also provides an engine controller, including a processor and a memory, wherein a computer program is stored in the memory, and when the computer program is executed by the processor, the shift signal interaction method described above is implemented.

[0020] To achieve the above objectives, the present invention also provides a readable storage medium storing a computer program, which, when executed by a processor, implements the shift signal interaction method described above.

[0021] To achieve the above objectives, the present invention also provides a vehicle, the vehicle including the engine controller described above, or including the readable storage medium described above.

[0022] Compared with the prior art, the shift signal interaction method, engine controller, readable storage medium, and vehicle provided by the present invention have the following advantages:

[0023] The shift signal interaction method provided by this invention filters the shift signal representing non-transmission intervention in engine torque during the first stage of the shift process and sends the filtered shift signal to the transmission controller. The first stage is the transmission intervention stage. In the second stage of the shift process, the shift signal representing non-transmission intervention in engine torque during the second stage is filtered again, and the unfiltered and filtered shift signals are fused. The fused shift signal is then sent to the transmission controller until the fused shift signal returns to the unfiltered shift signal, thus completing the shift process. The second stage is the stage after the transmission intervention ends. Therefore, the shift signal interaction method provided by this invention does not violate the original physical principles, meets the basic requirements of the TCU (Transmission Control Unit) for EMS (Engine Control System) signals, and greatly optimizes the signal quality of the interaction control between the engine and transmission during the shift process, thereby improving shift quality. Furthermore, since the shift signal interaction method provided by this invention is based on software improvements to signal processing, the optimization results achieved through software strategies have significantly improved signal quality robustness and consistency compared to those based entirely on engine physics principles. Moreover, it can greatly reduce a lot of repetitive testing time and improve efficiency.

[0024] Since the engine controller, readable storage medium, and vehicle provided by this invention belong to the same inventive concept as the shift signal interaction method provided by this invention, the engine controller, readable storage medium, and vehicle provided by this invention have at least the beneficial effects of the shift signal interaction method provided by this invention. For details, please refer to the relevant description above. Therefore, the beneficial effects of the engine controller, readable storage medium, and vehicle provided by this invention will not be elaborated here. Attached Figure Description

[0025] Figure 1 This is a schematic diagram illustrating the signal interaction between the engine controller and the transmission controller.

[0026] Figure 2 A flowchart illustrating a shift signal interaction method provided in one embodiment of the present invention;

[0027] Figure 3 This is a schematic diagram illustrating power upshifting using the shift signal interaction method provided by the present invention;

[0028] Figure 4 This is a block diagram of an engine controller provided according to an embodiment of the present invention. Detailed Implementation

[0029] The shift signal interaction method, engine controller, readable storage medium, and vehicle proposed in this invention will be further described in detail below with reference to the accompanying drawings and specific embodiments. The advantages and features of this invention will become clearer from the following description. It should be noted that the drawings are in a very simplified form and use non-precise proportions, used only to facilitate and clarify the purpose provided by this invention. Please refer to the drawings to make the objectives, features, and advantages of this invention more apparent and understandable. It should be understood that the structures, proportions, sizes, etc., depicted in the accompanying drawings are only for the purpose of assisting those skilled in the art in understanding and reading the content disclosed in the specification, and are not intended to limit the implementation conditions of this invention. Any modifications to the structure, changes in proportions, or adjustments to the size, provided that the effects and purposes achieved by this invention are the same or similar, should still fall within the scope of the technical content disclosed in this invention.

[0030] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element. The singular forms “a,” “an,” and “the” include plural objects. The term “or” is generally used to mean “and / or,” the term “several” is generally used to mean “at least one,” and the term “at least two” is generally used to mean “two or more.” Furthermore, the terms “first,” “second,” and “third” are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated.

[0031] Furthermore, in the description of this specification, the reference to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., means that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in a suitable manner in any one or more embodiments or examples. Furthermore, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0032] The core idea of ​​this invention is to provide a shift signal interaction method, an engine controller, a readable storage medium, and a vehicle, which can greatly optimize the signal quality of the interaction control between the engine controller and the transmission controller during the shift process and improve the shift quality.

[0033] It should be noted that the shift signal interaction method provided by the present invention can be applied to the engine controller provided by the present invention, and the engine controller provided by the present invention can be configured on the vehicle provided by the present invention.

[0034] To achieve the above-mentioned goals, this invention provides a shift signal interaction method, the execution entity of which is the engine controller. Please refer to [reference needed]. Figure 2This is a flowchart illustrating a shift signal interaction method provided in one embodiment of the present invention. Figure 2 As shown, the shift signal interaction method provided by the present invention includes the following steps:

[0035] Step S100: In the first stage of the shifting process, the shifting signal used to characterize the non-transmission intervention engine torque in this stage is filtered, and the filtered shifting signal is sent to the transmission controller. The first stage is the transmission intervention stage.

[0036] Step S200: In the second stage of the shifting process, the shifting signal used to characterize the non-transmission intervention engine torque in this stage is filtered, and the shifting signal before and after filtering is fused, and the fused shifting signal is sent to the transmission controller until the fused shifting signal returns to the shifting signal before filtering, so as to complete the shifting process. The second stage is the stage after the transmission intervention ends.

[0037] Therefore, the shift signal interaction method provided by this invention neither violates the original physical principles and meets the basic requirements of the TCU (Transmission Control Unit) for EMS (Engine Control System) signals, nor does it significantly optimize the signal quality of the interaction control between the engine and transmission during the shifting process, thus improving shift quality. Furthermore, since the shift signal interaction method provided by this invention is based on software improvements to signal processing, the optimization results achieved through software strategies have significantly improved signal quality robustness and consistency compared to those based entirely on engine physical principles. Moreover, it can greatly reduce repetitive testing time and improve efficiency.

[0038] Specifically, the non-transmission intervention engine torque is calculated using the following formulas (1) to (3):

[0039] EngTrqWoTraIntv=EngBasTrq*EffWoTraIntv (1)

[0040] EngBasTrq=f(rl,lamda,ignbas) (2)

[0041] EffWoTraIntv=f(TraIntvState,FCOstate,ignWoTra,RedStg) (3)

[0042] Among them, EngTrqWoTraIntv represents the engine torque without transmission intervention, EngBasTrq represents the engine base torque, EffWoTraIntv represents the efficiency during transmission intervention, rl represents the charging efficiency, lamda represents the air-fuel ratio, ignbas represents the base ignition angle, TraIntvState represents the transmission intervention state, FCOstate represents the fuel cut-off state, ignWoTra represents the ignition angle efficiency, and RedStg represents the cylinder deactivation efficiency.

[0043] It should be noted that, as those skilled in the art will understand, the specific details regarding how to calculate the engine's base torque EngBasTrq based on the charging efficiency rl, air-fuel ratio lamda, and base ignition angle ignbas, as well as the specific details regarding how to calculate the efficiency EffWoTraIntv during transmission intervention based on the transmission intervention state TraIntvState, fuel cut-off state FCOstate, ignition angle efficiency ignWoTra, and cylinder cut-off efficiency RedStg, can all be found in relevant content known to those skilled in the art, and will not be elaborated upon here.

[0044] For ease of understanding, the shift signal interaction method provided by this invention will be explained below using power upshifting as an example. Please continue to refer to... Figure 3 This is a schematic diagram illustrating power upshifting using the shift signal interaction method provided by this invention. During power upshifting, the TCU (Transmission Control Unit) sends a torque reduction request to the EMS (Engine Controller). Upon receiving the torque reduction request, the EMS executes it, resulting in... Figure 3 The morphology of the pits in the engine torque converter is fed back to the transmission control unit (TCU) by the EMS (engine control system) to characterize shift signals that do not involve transmission intervention in engine torque, such as... Figure 3 As shown by curve A in the figure. Since the charging efficiency rl, which is used to calculate the engine's base torque, is nonlinear, it is indirectly affected by the extremely dynamic shifting process. Especially in the commonly used exhaust gas turbocharged engines, cylinder deactivation or ignition timing delay caused by transmission intervention can lead to passive changes in the turbine exhaust gas energy, resulting in unpredictable fluctuations in the charging efficiency rl. Consequently, the calculated engine torque will change with the fluctuations in rl, and in turn, the calculated non-transmission intervention engine torque will also change with the fluctuations in rl. Therefore, the shift signal A, which is used to characterize the non-transmission intervention engine torque, is prone to random fluctuations or glitches, thus affecting the shift quality.

[0045] Furthermore, such as Figure 3As shown, by filtering the shift signal A during the transmission intervention phase (i.e., the first stage I of the shift process), a smoother shift signal B with smaller fluctuations can be obtained (i.e., the filtered shift signal). This can greatly optimize the signal quality of the interactive control between the engine and the transmission during the shift process, improve the shift quality, and enhance the smoothness of the shift.

[0046] Furthermore, such as Figure 3 As shown, by fusing shift signal A and shift signal B after the transmission intervention ends (i.e., the second stage II of the shift process, which is the stage from the end of the transmission intervention until the fused shift signal returns to the unfiltered shift signal), a fused shift signal C is obtained. This process continues until the fused shift signal C returns to the shift signal A. This allows for the fusion and switching back from shift signal B to shift signal A via shift signal C after the shift ends. This further satisfies the requirement that the TCU (Transmission Control Unit) meets the basic requirements of the EMS (Engine Control Unit) signal while greatly optimizing the signal quality of the interactive control between the engine and transmission during the shift process, without violating the original physical principles.

[0047] In some exemplary implementations, the enabling condition for the first stage is an intervention flag, and the triggering condition for the second stage is the end of the intervention flag. Therefore, by setting the enabling condition for the first stage to the intervention flag, it can be effectively ensured that the control signal sent to the transmission controller during transmission intervention is a filtered shift signal, thereby effectively improving shift quality and smoothness. By setting the triggering condition for the second stage to the end of the intervention flag, it can be effectively ensured that after transmission intervention ends, the control signal sent to the transmission controller can be fused back from the filtered shift signal to the unfiltered shift signal, thus further satisfying the requirement of meeting the basic requirements of the TCU (Transmission Control Unit) for EMS (Engine Control System) signals without violating the original physical principles, while also greatly optimizing the signal quality of the interactive control between the engine and transmission shifting process.

[0048] Specifically, such as Figure 3 As shown, the intervention flag is triggered by the TCU (Transmission Control Unit) torque reduction request, which decreases the actual engine torque, and the intervention flag B intv is triggered via a rising edge. Further, as... Figure 3 As shown, the intervention flag Bintv ends via a falling edge.

[0049] In some exemplary embodiments, a low-pass filtering algorithm is used to filter the shift signal. Low-pass filtering offers advantages such as preventing interference or distortion of high-frequency signals, reducing noise in the signal, high stability, and ease of design and adjustment. Therefore, by using a low-pass filtering algorithm to filter the shift signal, which characterizes the torque of the engine without transmission intervention, noise in the shift signal can be effectively removed, and distortion can be prevented. This further satisfies the requirement that the TCU (Transmission Control Unit) meets the basic requirements of the EMS (Engine Control System) signal without violating the original physical principles, while significantly optimizing the signal quality of the interactive control between the engine and transmission during the shift process, thus improving shift quality.

[0050] Specifically, the expression for the low-pass filtering algorithm is shown in equation (4) below:

[0051] Val(new)=val(old)+(in-val(old))*dT*K (4)

[0052] Where Val(new) represents the new output of the low-pass filter after filtering, val(old) represents the output of the low-pass filter after filtering in the previous step, in represents the input of the low-pass filter as the shift signal (i.e. the shift signal before filtering), dT represents the step size of the low-pass filter, and K represents the gain coefficient.

[0053] It should be noted that, as those skilled in the art will understand, more detailed information about low-pass filtering algorithms can be found in relevant technologies known to those skilled in the art, and will not be elaborated upon here.

[0054] In some exemplary embodiments, the shift signal is low-pass filtered based on a gain coefficient obtained in advance through multi-condition vehicle calibration. Therefore, filtering the shift signal, which characterizes engine torque without transmission intervention, based on the gain coefficient K obtained in advance through multi-condition vehicle calibration, achieves optimal filtering effect. This further ensures that the shift signal interaction method provided by this invention does not violate the original physical principles, meets the basic requirements of the TCU (Transmission Control Unit) for EMS (Engine Control System) signals, and greatly optimizes the signal quality of the interactive control between the engine and transmission during the shift process, thus improving shift quality. It should be noted that, as those skilled in the art will understand, the specific details of how to obtain the gain coefficient K through multi-condition vehicle calibration can be found in automotive calibration techniques known to those skilled in the art, and will not be elaborated upon here.

[0055] In some exemplary implementations, a dynamic linear interpolation algorithm is used to fuse the shift signals before and after filtering until the fused shift signal returns to the original shift signal. Therefore, by using a dynamic linear interpolation algorithm to fuse the shift signals before and after filtering until the fused shift signal returns to the original shift signal, it is possible to effectively ensure that after transmission intervention ends, the control signal sent to the transmission controller can be fused back from the filtered shift signal to the original shift signal. Furthermore, it ensures that the fused shift signal has a smooth transition, thereby further improving shift quality and smoothness.

[0056] In some exemplary implementations, a dynamic linear interpolation algorithm is used to fuse the shift signal before and after filtering according to the following formula (5):

[0057] Val(C)=[val(A)–val(B)]*factor+val(B) (5)

[0058] Where Val(C) represents the fused shift signal, val(A) represents the shift signal before filtering, val(B) represents the shift signal after filtering, and factor is a dynamic interpolation coefficient from 0 to 1.

[0059] As can be seen from the above formula, when the dynamic interpolation coefficient factor equals 0, Val(C) = val(B), and when the dynamic interpolation coefficient factor equals 1, Val(C) = val(A). It can be seen that by using the formula (5) above to fuse the shift signal before filtering and the shift signal after filtering, it is possible not only to smoothly achieve the fusion and switching back from shift signal B through shift signal C to shift signal A after the shift is completed, but also to ensure that the shift signal after fusion is smooth, thereby ensuring a smooth end to the shift and a return to normal driving control.

[0060] In some exemplary embodiments, the rate of change of the dynamic interpolation coefficient is obtained through vehicle calibration. Therefore, obtaining the rate at which the dynamic interpolation coefficient factor changes from 0 to 1 through vehicle calibration achieves optimal fusion and shift-back performance. This effectively ensures that after transmission intervention ends, the control signal sent to the transmission controller can be fused back from the filtered shift signal to the unfiltered shift signal, thus guaranteeing a smooth end to the shift and a return to normal driving control. It should be noted that, as those skilled in the art will understand, the specific details of how to obtain the dynamic interpolation coefficient factor through vehicle calibration can be found in automotive calibration techniques known to those skilled in the art, and will not be elaborated upon here.

[0061] Based on the same inventive concept, the present invention also provides an engine controller, please refer to [reference needed]. Figure 4 This is a block diagram of an engine controller provided in one embodiment of the present invention. Figure 4 As shown, the engine controller provided by this invention includes a processor 101 and a memory 103. The memory 103 stores a computer program, which, when executed by the processor 101, implements the shift signal interaction method described above. Since the engine controller and the shift signal interaction method provided by this invention belong to the same inventive concept, the engine controller provided by this invention possesses at least all the beneficial effects of the shift signal interaction method provided by this invention. For details, please refer to the relevant descriptions of the beneficial effects of the shift signal interaction method provided by this invention above, which will not be repeated here.

[0062] like Figure 4 As shown, the engine controller also includes a communication interface 102 and a communication bus 104, wherein the processor 101, the communication interface 102, and the memory 103 communicate with each other via the communication bus 104. The communication bus 104 can be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, etc. This communication bus 104 can be divided into an address bus, a data bus, a control bus, etc. For ease of illustration, only one thick line is used in the figure, but this does not indicate that there is only one bus or one type of bus. The communication interface 102 is used for communication between the engine controller and other devices.

[0063] The processor 101 referred to in this invention can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor can be a microprocessor or any conventional processor. The processor 101 is the control center of the engine controller, connecting various parts of the entire engine controller via various interfaces and lines.

[0064] The memory 103 can be used to store the computer program. The processor 101 implements various functions of the engine controller by running or executing the computer program stored in the memory 103 and calling data stored in the memory 103. The memory 103 may include non-volatile and / or volatile memory. Non-volatile memory may include read-only memory (ROM), programmable memory (PROM), electrically programmable memory (EPROM), electrically erasable programmable memory (EEPROM), or flash memory. Volatile memory may include random access memory (RAM) or external cache memory. By way of illustration and not limitation, random access memory is available in a variety of forms, such as static random access memory (SRAM), dynamic random access memory (DRAM), synchronous random access memory (SDRAM), dual data rate synchronous random access memory (DDRSDRAM), enhanced synchronous random access memory (ESDRAM), synchronous link dynamic random access memory (SLDRAM), memory bus direct random access memory (RDRAM), direct memory bus dynamic random access memory (DRDRAM), and memory bus dynamic random access memory (RDRAM), etc.

[0065] This invention also provides a readable storage medium storing a computer program that, when executed by a processor, can implement the shift signal interaction method described above. Since the readable storage medium and the shift signal interaction method provided by this invention belong to the same inventive concept, the readable storage medium provided by this invention possesses at least all the beneficial effects of the shift signal interaction method provided by this invention. For details, please refer to the relevant descriptions of the beneficial effects of the shift signal interaction method provided by this invention above, which will not be repeated here.

[0066] The readable storage medium provided by this invention can take the form of any combination of one or more computer-readable media. The readable medium can be a computer-readable signal medium or a computer-readable storage medium. Computer-readable storage media can be, for example, but not limited to, electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatuses, or devices, or any combination thereof. More specific examples (a non-exhaustive list) of computer-readable storage media include: electrical connections having one or more wires, portable computer hard disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof. In this document, a computer-readable storage medium can be any tangible medium that contains or stores a program that can be used by or in combination with an instruction execution system, apparatus, or device.

[0067] Computer-readable signal media may include data signals propagated in baseband or as part of a carrier wave, carrying computer-readable program code. Such propagated data signals may take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. Computer-readable signal media may also be any computer-readable medium other than computer-readable storage media, capable of transmitting, propagating, or transmitting programs for use by or in connection with an instruction execution system, apparatus, or device. The program code contained on the computer-readable medium may be transmitted using any suitable medium, including but not limited to wireless, wireline, optical fiber, RF, etc., or any suitable combination thereof.

[0068] Based on the same inventive concept, the present invention also provides a vehicle, which includes the engine controller described above, or includes the readable storage medium described above. Since the engine controller and readable storage medium provided by the present invention belong to the same inventive concept as the shift signal interaction method provided by the present invention, the vehicle including either the engine controller or the readable storage medium provided by the present invention also belongs to the same inventive concept as the shift signal interaction method provided by the present invention. Therefore, the vehicle provided by the present invention also has all the beneficial effects of the shift signal interaction method provided by the present invention, as detailed in the relevant descriptions above, which will not be repeated here.

[0069] In summary, compared with the prior art, the shift signal interaction method, engine controller, readable storage medium, and vehicle provided by the present invention have the following beneficial effects:

[0070] This invention filters the shift signal representing non-transmission intervention in engine torque during the first stage of the shifting process and sends the filtered signal to the transmission controller. The first stage is the transmission intervention stage. In the second stage, the same shift signal is filtered again, and the unfiltered and filtered signals are fused. The fused signal is then sent to the transmission controller until it returns to the level before filtering, completing the shifting process. This second stage is the stage after transmission intervention ends. Therefore, this invention does not violate the original physical principles, meeting the basic requirements of the TCU (Transmission Control Unit) for EMS (Engine Control System) signals, while significantly optimizing the signal quality of the interactive control between the engine and transmission during shifting, thus improving shift quality. Furthermore, since this invention is based on software improvements to signal processing, the optimization results achieved through software strategies have significantly improved signal quality robustness and consistency compared to implementations based entirely on engine physical principles. It also greatly reduces repetitive testing time, improving efficiency.

[0071] It should be noted that computer program code for performing the operations of this invention can be written in one or more programming languages ​​or a combination thereof. These programming languages ​​include object-oriented programming languages ​​such as Java, Smalltalk, and C++, as well as conventional procedural programming languages ​​such as C or similar languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including a local area network (LAN) or a wide area network (WAN)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0072] It should be noted that the apparatus and methods disclosed in the embodiments herein can also be implemented in other ways. The apparatus embodiments described above are merely illustrative; for example, the flowcharts and block diagrams in the accompanying drawings show the architecture, functionality, and operation of possible implementations of apparatus, methods, and computer program products according to various embodiments herein. In this regard, each block in a flowchart or block diagram may represent a module, program, or part of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions marked in the blocks may occur in a different order than those marked in the drawings. For example, two consecutive blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in a block diagram and / or flowchart, and combinations of blocks in block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system to perform the specified function or action, or can be implemented using a combination of dedicated hardware and computer instructions. In addition, the functional modules in the various embodiments of this article can be integrated together to form an independent part, or each module can exist independently, or two or more modules can be integrated to form an independent part.

[0073] It should also be noted that the above description is merely a description of preferred embodiments of the present invention and is not intended to limit the scope of the present invention in any way. Any changes or modifications made by those skilled in the art based on the above disclosure are within the protection scope of the present invention. Obviously, those skilled in the art can make various modifications and variations to the present invention without departing from its spirit and scope. Therefore, if these modifications and variations fall within the scope of the present invention and its equivalents, the present invention also intends to include these modifications and variations.

Claims

1. A method for exchanging shift signals, characterized in that, include: In the first stage of the shifting process, the shift signal used to characterize the non-transmission intervention engine torque is filtered and the filtered shift signal is sent to the transmission controller. The first stage is the transmission intervention stage. In the second stage of the shifting process, the shifting signal used to characterize the engine torque without transmission intervention is filtered, and the shifting signal before and after filtering is fused. The fused shifting signal is then sent to the transmission controller until the fused shifting signal returns to the shifting signal before filtering, thus completing the shifting process. The second stage is the stage after the transmission intervention ends.

2. The shift signal interaction method according to claim 1, characterized in that, The shift signal is filtered using a low-pass filtering algorithm.

3. The shift signal interaction method according to claim 2, characterized in that, The shift signal is low-pass filtered based on the gain coefficient obtained in advance through multi-condition vehicle calibration.

4. The shift signal interaction method according to claim 1, characterized in that, A dynamic linear interpolation algorithm is used to fuse the shift signals before and after filtering until the fused shift signal returns to the shift signal before filtering.

5. The shift signal interaction method according to claim 4, characterized in that, Based on the following formula, a dynamic linear interpolation algorithm is used to fuse the shift signals before and after filtering: Val(C)=[val(A)–val(B)]*factor+val(B) Where Val(C) represents the fused shift signal, val(A) represents the shift signal before filtering, val(B) represents the shift signal after filtering, and factor is a dynamic interpolation coefficient from 0 to 1.

6. The shift signal interaction method according to claim 5, characterized in that, The rate of change of the dynamic interpolation coefficients is obtained through actual vehicle calibration.

7. The shift signal interaction method according to claim 1, characterized in that, The enabling condition for the first stage is the intervention flag, and the triggering condition for the second stage is the end of the intervention flag.

8. An engine controller, characterized in that, It includes a processor and a memory, wherein the memory stores a computer program, and when the computer program is executed by the processor, it implements the shift signal interaction method according to any one of claims 1 to 7.

9. A readable storage medium, characterized in that, The readable storage medium stores a computer program, which, when executed by a processor, implements the shift signal interaction method according to any one of claims 1 to 7.

10. A vehicle, characterized in that, It includes the engine controller of claim 8, or the readable storage medium of claim 9.

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