Static gear engagement control method and device for automatic transmission and related equipment

Abstract

The application provides a kind of automatic gearbox static gear control method, device and related equipment, determine to activate static gear control, i.e. with target pressure (greater than the KS point pressure of clutch) to clutch carries out the first stage pre-charge control;If the actual pressure of clutch is greater than the first pressure threshold (less than KS point pressure) and duration is greater than the first time threshold, or clutch carries out the first stage pre-charge control time is greater than the second time threshold, with second pressure threshold (less than KS point pressure and greater than the first pressure threshold) as target, according to the first rate (match the current oil temperature of gearbox) to clutch carries out the second stage pre-charge control;If the actual pressure of clutch reaches second pressure threshold, with KS point pressure as target, according to the second rate (match the current oil temperature of gearbox and less than the first rate) to clutch carries out the third stage pre-charge control.

Description

Technical Field

[0001] This invention relates to the field of software technology, and more specifically, to a method, apparatus, and related equipment for static gear shifting control of an automatic transmission. Background Technology

[0002] When the vehicle is stationary and the lever is in P (Park) or N (Neutral) or when the driver has applied the brakes to stop the vehicle, the clutch is fully disengaged. When the driver moves the lever from P / N to R (Reverse) / D (Drive), the clutch pressure needs to be prepared to the KS point (KissPoint) in advance.

[0003] See Figure 1 , Figure 1 This is a schematic diagram of a clutch structure, taking a typical wet clutch as an example. When the clutch is fully open, there is a free travel. During clutch engagement, this free travel needs to be filled before the clutch plates make contact. The contact point is located at the KS point, usually expressed as pressure. This means that when statically engaging a gear, the clutch pressure is controlled to near the KS point. In actual control, if the time is too long, the driver will feel a slow response; if it is too fast, overshoot will cause vehicle vibration, affecting comfort. Furthermore, due to limitations in actual testing methods, the true KS point cannot be accurately obtained. In actual control, due to inaccurate measurements, theoretical calculations, or assembly differences, vehicles with a deeper KS point (i.e., the actual controlled clutch pressure at the KS point is greater than the actual contact pressure of the clutch friction plates, which will lead to the clutch transmitting excessive torque) are prone to vibration and impact. Summary of the Invention

[0004] In view of this, to solve the above problems, the present invention provides a method, device, and related equipment for static gear shifting control of an automatic transmission, the technical solution of which is as follows:

[0005] A static gear shifting control method for an automatic transmission, the method comprising:

[0006] When the static gear shifting control is activated based on the vehicle speed and the lever position, the clutch is pre-charged in the first stage with a target pressure; wherein the target pressure is greater than the KS point pressure of the clutch.

[0007] If the actual pressure of the clutch is greater than the corresponding first pressure threshold and the duration is greater than the corresponding first time threshold, or if the time for the clutch to perform the first stage of pre-charge control is greater than the corresponding second time threshold, the clutch is subjected to the second stage of pre-charge control at a first rate with the second pressure threshold as the target; wherein, both the first pressure threshold and the second pressure threshold are less than the pressure at point KS, and the first pressure threshold is less than the second pressure threshold, and the first rate is matched with the current oil temperature of the transmission.

[0008] When the actual pressure of the clutch reaches the second pressure threshold, the clutch is pre-charged in the third stage at a second rate with the KS point pressure as the target; wherein the second rate is less than the first rate.

[0009] Preferably, the step of determining the activation of static gear shifting control based on vehicle speed and lever position includes:

[0010] Determine whether the vehicle speed meets the low vehicle speed condition;

[0011] If the vehicle speed meets the low vehicle speed condition, determine whether the lever position has changed from P to R, or from P to D, or from N to R, or from N to D.

[0012] If the lever position changes from P to R, or from P to D, or from N to R, or from N to D, determine whether the output shaft speed of the transmission is less than the corresponding speed threshold.

[0013] If the output shaft speed of the transmission is less than the corresponding speed threshold, static gear shifting control is activated.

[0014] Preferably, the first-stage pre-charge control of the clutch with the target pressure includes:

[0015] Determine the pressure deviation that matches the current oil temperature of the transmission;

[0016] The first stage of pre-charge control is performed on the clutch using the sum of the pressure at point KS and the pressure deviation as the target pressure.

[0017] Preferably, the method for determining the first time threshold includes:

[0018] Calculate the ratio of the actual pressure of the clutch to the first pressure threshold;

[0019] A first time threshold is determined that matches the ratio and the current oil temperature of the transmission, wherein the first time threshold is inversely proportional to the ratio and directly proportional to the current oil temperature of the transmission.

[0020] An automatic transmission static gear shifting control device, the device comprising:

[0021] The first pre-charge control module is used to perform a first-stage pre-charge control on the clutch with a target pressure when the static gear shifting control is activated based on the vehicle speed and the lever position; wherein the target pressure is greater than the KS point pressure of the clutch.

[0022] The second pre-charge control module is used to perform a second-stage pre-charge control on the clutch at a first rate, with the second pressure threshold as the target, if the actual pressure of the clutch is greater than the corresponding first pressure threshold and the duration is greater than the corresponding first time threshold, or if the time for the clutch to perform the first stage of pre-charge control is greater than the corresponding second time threshold; wherein the first pressure threshold and the second pressure threshold are both less than the pressure at point KS, and the first pressure threshold is less than the second pressure threshold, and the first rate is matched with the current oil temperature of the transmission;

[0023] The third pre-charge control module is used to perform a third-stage pre-charge control on the clutch at a second rate, with the KS point pressure as the target, when the actual pressure of the clutch reaches the second pressure threshold; wherein the second rate is less than the first rate.

[0024] Preferably, the first pre-charge control module, used to determine the activation of static gear shifting control based on vehicle speed and lever position, is specifically used for:

[0025] Determine if the vehicle speed meets the low vehicle speed condition; if the vehicle speed meets the low vehicle speed condition, determine if the lever position has shifted from P to R, or from P to D, or from N to R, or from N to D; if the lever position has shifted from P to R, or from P to D, or from N to R, or from N to D, determine if the output shaft speed of the transmission is less than the corresponding speed threshold; if the output shaft speed of the transmission is less than the corresponding speed threshold, determine to activate static gear shift control.

[0026] Preferably, the first pre-charge control module, used for performing a first-stage pre-charge control of the clutch with a target pressure, is specifically used for:

[0027] Determine the pressure deviation that matches the current oil temperature of the transmission; use the sum of the pressure at point KS and the pressure deviation as the target pressure, and perform the first stage of pre-charge control on the clutch.

[0028] Preferably, the second precharge control module determines the first time threshold in the following ways:

[0029] Calculate the ratio of the actual pressure of the clutch to the first pressure threshold; determine a first time threshold that matches the ratio and the current oil temperature of the transmission, wherein the first time threshold is inversely proportional to the ratio and directly proportional to the current oil temperature of the transmission.

[0030] An electronic device includes: at least one memory and at least one processor; the memory stores an application program, and the processor calls the application program stored in the memory, the application program being used to implement the automatic transmission static gear shifting control method.

[0031] A storage medium storing computer program code, which, when executed, implements the automatic transmission static gear shifting control method.

[0032] Compared with the prior art, the beneficial effects achieved by the present invention are as follows:

[0033] This invention provides a method, apparatus, and related equipment for static gear shifting control of an automatic transmission. The method involves determining whether to activate static gear shifting control, i.e., performing a first-stage pre-charge control on the clutch with a target pressure (greater than the clutch's KS point pressure). If the actual clutch pressure is greater than a first pressure threshold (less than the KS point pressure) and the duration is greater than a first time threshold, or if the time for the first-stage pre-charge control is greater than a second time threshold, then performing a second-stage pre-charge control on the clutch with a second pressure threshold (less than the KS point pressure and greater than the first pressure threshold) as the target and at a first rate (matching the current transmission oil temperature). If the actual clutch pressure reaches the second pressure threshold, then performing a third-stage pre-charge control on the clutch with the KS point pressure as the target and at a second rate (matching the current transmission oil temperature and less than the first rate). This invention allows the clutch to be pre-charged to the KS point in three stages when activating static gear shifting control, reducing or even avoiding vehicle vibration and impact. It also improves the control strategy's tolerance to KS point deviations, covering deviations without causing impact under small deviations and reducing impact under large deviations. Attached Figure Description

[0034] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0035] Figure 1 This is a schematic diagram of the clutch structure;

[0036] Figure 2This is a schematic diagram of static gear shifting impact;

[0037] Figure 3 This is a diagram illustrating slow response when shifting gears statically.

[0038] Figure 4 A flowchart of the automatic transmission static gear shifting control method provided in an embodiment of the present invention;

[0039] Figure 5 This is a schematic diagram of clutch static engagement pre-charge control provided in an embodiment of the present invention;

[0040] Figure 6 A partial schematic diagram of the clutch static engagement pre-charge control provided in an embodiment of the present invention;

[0041] Figure 7 A schematic diagram of the structure of the automatic transmission static gear shifting control device provided in this embodiment of the invention. Detailed Implementation

[0042] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0043] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0044] The inventors discovered through research that when the driver's operating lever is detected to shift from P / N to D / R, the control command given is at point KS. Excessive overshoot can cause vehicle vibration, affecting comfort. (See [link to relevant documentation]). Figure 2 , Figure 2 This is a diagram illustrating the static gear shifting impact; if the time is too long, the driver will feel a slow response, see [link / reference needed]. Figure 3 , Figure 3 This is a diagram illustrating slow static gear shifting response. Among them, Figure 2 and Figure 3 The horizontal axis represents time; the vertical axis represents pressure; the solid line represents the target expected pressure; the dashed line represents the actual pressure, that is, the actual pressure of the clutch friction plates in contact; the stage height of the solid line refers to the pressure increase from the idle stroke to point KS.

[0045] exist Figure 3Under this control effect, if the KS point deviates too far from the target, and approaches the target, the rapid change in actual pressure (i.e., the rapid clutch engagement) can also cause a shock. In this condition, not only is the response slow, but the shock is also significant. This is because there are no constraints on the actual pressure response during the actual control process, resulting in… Figure 2 The impact, in order to solve Figure 2 The impact slowed down the pre-charge speed, that is... Figure 3 However, even if the speed is slowed down, the impact cannot be reduced when the KS points are inaccurate (especially when they are too deep), which will result in both slowness and impact.

[0046] The technical problem this invention aims to solve is that when a vehicle is at low speed, and the driver operates the lever to shift from P to R, from P to D, from N to R, and from N to D, the clutch pre-charges (pre-charge preparation means the clutch is initially fully open; after shifting gears, the clutch fills the oil chamber to a certain pressure to overcome the friction plate gap, and the friction plates make contact, but the transmitted torque is relatively small, around 2-3 Nm) to the KS point, which easily causes vehicle vibration and shock. This invention addresses the current difficulties in static gear shifting, balancing response speed and shock, while simultaneously improving the control strategy's tolerance to KS point deviations. It covers small deviations without causing shock, and reduces shock under large deviations.

[0047] It should be noted that this invention can be applied to scenarios such as engines paired with DCT clutch automatic transmissions, engines paired with AT automatic transmissions, or engines paired with CVT transmissions. It is understood that the solution of this invention can be applied to any process involving low-speed clutch engagement.

[0048] See Figure 4 , Figure 4 This is a flowchart of an automatic transmission static gear shifting control method provided in an embodiment of the present invention. The automatic transmission static gear shifting control method includes the following steps:

[0049] S10, when the static gear shifting control is activated based on the vehicle speed and the lever position, performs the first stage of pre-charge control on the clutch with a target pressure; wherein, the target pressure is greater than the clutch's KS point pressure.

[0050] In this embodiment of the invention, the activation of static gear shifting control can be determined based on the vehicle speed and the position of the lever. Specifically, the vehicle is at a low speed and the lever position is from P to R, or from P to D, or from N to R, or from N to D.

[0051] In practice, because the output shaft speed of the transmission is quite sensitive at low vehicle speeds, special controls can be implemented to prevent impacts and noises from being perceived by the driver. To achieve this, the activation of static gear shifting control can be determined based on vehicle speed and lever position, using the following steps:

[0052] Determine if the vehicle speed meets the low speed requirement;

[0053] If the vehicle speed meets the low speed condition, determine whether the lever position has changed from P to R, or from P to D, or from N to R, or from N to D.

[0054] If the lever position changes from P to R, or from P to D, or from N to R, or from N to D, determine whether the output shaft speed of the transmission is less than the corresponding speed threshold.

[0055] If the output shaft speed of the transmission is less than the corresponding speed threshold, static gear shift control is activated.

[0056] In this embodiment of the invention, the system first determines whether the vehicle speed meets the low-speed condition. Generally, a speed threshold can be set, such as 5 km / h. That is, if the vehicle speed is below 5 km / h, it is determined that the vehicle speed meets the low-speed condition. Then, it determines whether the lever position has shifted from P to R, or from P to D, or from N to R, or from N to D. If any one of these conditions is met, the system further checks whether the output shaft speed of the transmission is less than the corresponding speed threshold. This speed threshold is generally determined through calibration vehicle testing and is usually 50 rpm, corresponding to a vehicle speed of approximately 5 km / h or less. If the output shaft speed of the transmission is less than the corresponding speed threshold, the system activates the gear shift control and enters the pre-charge control of the subsequent three stages.

[0057] It should be noted that if the vehicle speed does not meet the low vehicle speed condition, or the lever position is not shifted from P to R, and not from P to D, and not from N to R, and not from N to D, or the output shaft speed of the transmission is not less than the corresponding speed threshold, then the static gear shift control is determined not to be activated.

[0058] In this embodiment of the invention, after activating the static gear engagement control, the system directly enters the first stage of pre-charge control. To quickly improve response, the clutch uses a larger pressure for pre-charge control in the first stage. The pre-charge command pressure, i.e., the target pressure, is greater than the clutch's KS point pressure. The first stage is an open-loop control, aiming to quickly fill the oil chamber without causing impact. In practical applications, the target pressure can be converted into current to control the clutch's solenoid valve, or the torque can be directly controlled, then converted into the target pressure, and then converted into current control. This embodiment of the invention does not limit this approach.

[0059] In the specific implementation process, the step S10 "to perform the first stage of pre-charge control on the clutch with the target pressure" can be implemented using the following steps:

[0060] Determine the pressure deviation that matches the current oil temperature of the transmission;

[0061] The sum of the pressure at point KS and the pressure deviation is used as the target pressure to perform the first stage of pre-charge control on the clutch.

[0062] In this embodiment of the invention, the target pressure is the sum of the pressure at point KS and the pressure deviation offset. This pressure deviation offset (in Bar) is related to the current oil temperature of the transmission, as shown in Table 1 below. Table 1 illustrates the pressure deviation offset at multiple oil temperatures:

[0063] Table 1

[0064] Pressure deviation Offset 0.4 0.3 0.2 0.2 0.15 0.1 0

[0065] It should be noted that the KS point pressure is a pressure characterizing the contact of the clutch friction plates, namely, the pressure overcoming the return spring, the preload, and the piston movement overcoming the free travel x. Theoretically, the KS point pressure is the preload + K*X + piston sealing ring friction and phase-shifting force. Here, K is the spring stiffness, and X is the clearance. The KS point pressure can be calculated theoretically or experimentally, such as by testing the motor, i.e., the clutch transmits 2-3 Nm.

[0066] S20, if the actual pressure of the clutch is greater than the corresponding first pressure threshold and the duration is greater than the corresponding first time threshold, or the time for the clutch to perform the first stage of pre-charge control is greater than the corresponding second time threshold, the clutch is pre-charged in the second stage with the second pressure threshold as the target and at the first rate; wherein, both the first pressure threshold and the second pressure threshold are less than the pressure at point KS, and the first pressure threshold is less than the second pressure threshold, and the first rate is matched with the current oil temperature of the transmission.

[0067] In this embodiment of the invention, two exit conditions can be set for the first stage of pre-charge control. If either exit condition is met, the first stage of pre-charge control is exited and the second stage of pre-charge control is entered.

[0068] Exit condition 1: The actual pressure of the clutch is greater than the first pressure threshold, and the duration T is greater than the first time threshold. The first pressure threshold is less than the pressure at point KS, and is KS*Pct1 (Pct1 is generally set to 50%). See also... Figure 5 , Figure 5The diagram below illustrates the pre-charge control of a clutch in static gear engagement according to an embodiment of the present invention. In the first stage (Phase 1) of the pre-charge control process, when the actual pressure of the clutch is greater than KS*Pct1 and the duration T is greater than the first time threshold, the clutch enters the second stage (Phase 2) of the pre-charge control.

[0069] In the specific implementation process, the determination of the first time threshold can be carried out through the following steps:

[0070] Calculate the ratio of the actual clutch pressure to the first pressure threshold;

[0071] A first time threshold is determined that matches the ratio and the current oil temperature of the transmission. The first time threshold is inversely proportional to the ratio and directly proportional to the current oil temperature of the transmission.

[0072] In this embodiment of the invention, the first time threshold is generally determined based on actual vehicle calibration and can be looked up in a table according to the percentage (i.e., ratio) of the actual clutch pressure / first pressure threshold and the current transmission oil temperature. The larger the percentage of the actual clutch pressure / first pressure threshold, the smaller the first time threshold; the lower the current transmission oil temperature, the smaller the first time threshold. See Table 2 below. Table 2 illustrates multiple oil temperatures and first time thresholds for different percentages of the actual clutch pressure / first pressure threshold. In Table 2, the first column is the oil temperature, the first row is the percentage of (actual clutch pressure / KS * Pct1) * 100, and the remaining values ​​represent the first time thresholds (in seconds) for different oil temperatures and different percentages.

[0073] Table 2

[0074] -30 0.05 0.05 0.04 0.02 -10 0.05 0.05 0.03 0.02 10 0.05 0.04 0.03 0.02 30 0.04 0.04 0.03 0.02 50 0.04 0.04 0.03 0.02 75 0.03 0.03 0.02 0.02 120 0.03 0.03 0.02 0.02

[0075] Exit Condition 2: First Stage Timeout, i.e., the time for the clutch to perform the first stage pre-charge control exceeds the corresponding second time threshold. To avoid the actual pressure not being detected due to pressure sensor failure or excessive sensor zero drift, this invention needs to determine the exit time of the first stage. Therefore, when the first stage pre-charge control time exceeds the second time threshold, the second stage pre-charge control is also initiated.

[0076] It should be noted that the second time threshold, i.e. the timeout period of the first stage, is half the volume of the KS oil chamber divided by the flow rate of the solenoid valve at its current opening, which is the theoretical time required to fill half of the oil chamber. See Table 3 below, which shows the second time threshold (in seconds) at multiple oil temperatures.

[0077] Table 3

[0078] Second time threshold 0.3 0.25 0.2 0.15 0.15 0.15 0.12

[0079] In this embodiment of the invention, during the second stage of pre-charge control, the ultimate control target is a second pressure threshold, which is less than the pressure at point KS and greater than the first pressure threshold, and is KS*Pct2. See also... Figure 5 If the actual clutch pressure is greater than the first pressure threshold and the duration T is greater than the first time threshold, then the second stage (i.e., Phase 2) starts from this actual pressure and ramps up to KS*Pct2 at a certain rate (i.e., the first rate) (as shown by the solid line in the figure). See Table 4 below. Table 4 shows Pct2 at multiple oil temperatures (it is a percentage, for example, 80 in Table 4 means Pct2 is 80%):

[0080] Table 4

[0081] Pct2 80 80 75 70 70 70

[0082] Referring to Table 4, when the oil temperature is relatively low, the resistance of the vehicle's transmission system is relatively high. Even if there is a deviation in the KS point, the vehicle will not be affected by the clutch rotation clearance. When the oil temperature is high, the percentage of Pct2 is reduced, thereby increasing the ability to cover the inaccuracy of the KS point and reducing the impact and noise caused by the clutch filling oil chamber driving the clutch to rotate due to the KS point deviation.

[0083] See also Figure 5 If the actual pre-charge control of the clutch during the stage is greater than the corresponding second time threshold, and the actual pressure of the clutch does not reach the first pressure threshold, then as shown by the dotted line in the figure, the acceleration from KS*Pct1 to KS*Pct2 will be as follows.

[0084] The ramp rate is linear, meaning this initial rate is actually calibrated based on the current transmission oil temperature. The general rule is that the lower the oil temperature, the faster the ramp rate (i.e., the higher the initial rate), and vice versa. This is because the vehicle's damping is relatively high at low temperatures, so clutch engagement doesn't cause the transmission gears to rotate. At high temperatures, damping decreases, and faster clutch engagement causes the transmission gears to rotate, resulting in noise and shock. See Table 5 below, which illustrates the initial rates (in cbar / loop) at various oil temperatures:

[0085] Table 5

[0086] First speed 25 20 15 15 10 10

[0087] In addition, when the target of the second stage of pre-charge control reaches the second pressure threshold KS*Pct2, the third stage of pre-charge control is initiated.

[0088] S30, when the actual pressure of the clutch reaches the second pressure threshold, the clutch is pre-charged in the third stage at the second rate with the KS point pressure as the target; wherein the second rate is less than the first rate.

[0089] In this embodiment of the invention, after entering the third stage of pre-charge control, the clutch ramps to point KS at a certain rate, that is, reaches the pressure at point KS at a second rate. See also... Figure 5 Compared to the second stage, the clutch ramp speed in the third stage is lower than in the second stage; that is, the second speed is lower than the first speed, and the closer to the target clutch engagement speed, the slower the engagement. See also Figure 6 , Figure 6 This is a partial schematic diagram of the clutch static gear engagement pre-charge control provided in an embodiment of the present invention.

[0090] The second speed is matched with the current oil temperature of the transmission and the ratio of the actual clutch pressure to the KS point pressure, as shown in Table 6 below. In Table 6, the first column is the oil temperature, and the first row is the percentage of (actual clutch pressure / KS point pressure) * 100, representing the second speed at different oil temperatures and different percentages.

[0091] Table 6

[0092] -30 20 20 10 8 6 -10 20 20 10 8 6 0 20 20 10 8 6 20 15 15 10 8 6 40 15 15 8 6 4 90 15 15 7 5 3

[0093] The automatic transmission static gear shifting control method provided in this embodiment of the invention can precharge the clutch to the KS point in three stages when the static gear shifting control is activated, thereby reducing or even avoiding vehicle vibration and impact. At the same time, it improves the tolerance of the control strategy to KS point deviation, covering the deviation without causing impact under small deviation, and reducing the impact under large deviation.

[0094] Based on the automatic transmission static gear shifting control method provided in the above embodiments, the present invention provides a corresponding device for executing the automatic transmission static gear shifting control method, the structural schematic diagram of which is shown below. Figure 7 As shown, it includes:

[0095] The first pre-charge control module 10 is used to perform a first-stage pre-charge control on the clutch with a target pressure when the static gear shifting control is activated based on the vehicle speed and the lever position; wherein the target pressure is greater than the clutch's KS point pressure.

[0096] The second pre-charge control module 20 is used to perform a second-stage pre-charge control on the clutch at a first rate, with the second pressure threshold as the target, if the actual pressure of the clutch is greater than the corresponding first pressure threshold and the duration is greater than the corresponding first time threshold, or if the time for the clutch to perform the first stage of pre-charge control is greater than the corresponding second time threshold; wherein the first pressure threshold and the second pressure threshold are both less than the KS point pressure, and the first pressure threshold is less than the second pressure threshold, and the first rate is matched with the current oil temperature of the transmission.

[0097] The third pre-charge control module 30 is used to perform a third-stage pre-charge control on the clutch at a second rate, with the KS point pressure as the target, when the actual pressure of the clutch reaches the second pressure threshold; wherein the second rate is matched with the current oil temperature of the transmission and the second rate is less than the first rate.

[0098] Optionally, a first pre-charge control module 10, used to determine the activation of static gear shifting control based on vehicle speed and lever position, is specifically used for:

[0099] Determine if the vehicle speed meets the low speed requirement; if the vehicle speed meets the low speed requirement, determine if the lever position has shifted from P to R, or from P to D, or from N to R, or from N to D; if the lever position has shifted from P to R, or from P to D, or from N to R, or from N to D, determine if the transmission output shaft speed is less than the corresponding speed threshold; if the transmission output shaft speed is less than the corresponding speed threshold, activate static gear shift control.

[0100] Optionally, a first precharge control module 10, used for the first stage of precharge control of the clutch at a target pressure, is specifically used for:

[0101] Determine the pressure deviation that matches the current oil temperature of the transmission; use the sum of the pressure at point KS and the pressure deviation as the target pressure to perform the first stage of pre-charge control on the clutch.

[0102] Optionally, the second precharge control module 20 determines the first time threshold in the following ways:

[0103] Calculate the ratio of the actual clutch pressure to a first pressure threshold; determine a first time threshold that matches the ratio and the current oil temperature of the transmission, wherein the first time threshold is inversely proportional to the ratio and directly proportional to the current oil temperature of the transmission.

[0104] It should be noted that the detailed functions of each module in the embodiments of the present invention can be found in the corresponding disclosure of the above-mentioned embodiments of the automatic transmission static gear shifting control method, and will not be repeated here.

[0105] Based on the automatic transmission static gear shifting control method provided in the above embodiments, this invention also provides an electronic device, which includes: at least one memory and at least one processor; the memory stores an application program, and the processor calls the application program stored in the memory, the application program being used to implement the automatic transmission static gear shifting control method.

[0106] Based on the automatic transmission static gear shifting control method provided in the above embodiments, this invention also provides a storage medium storing computer program code, which implements the automatic transmission static gear shifting control method when executed.

[0107] The present invention provides a detailed description of an automatic transmission static gear shifting control method, device, and related equipment. Specific examples have been used to illustrate the principles and implementation methods of the present invention. The descriptions of the above embodiments are only for the purpose of helping to understand the method and core ideas of the present invention. At the same time, for those skilled in the art, there will be changes in the specific implementation methods and application scope based on the ideas of the present invention. Therefore, the content of this specification should not be construed as a limitation of the present invention.

[0108] It should be noted that the various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For the apparatus disclosed in the embodiments, since it corresponds to the method disclosed in the embodiments, the description is relatively simple; relevant parts can be referred to the method section.

[0109] It should also 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 elements inherent to a process, method, article, or apparatus that comprises a list of elements, or elements inherent to such processes, methods, articles, or apparatus, are also included. 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.

[0110] The above description of the disclosed embodiments enables those skilled in the art to make or use the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A static gear shifting control method for an automatic transmission, characterized in that, The method includes: When the static gear shifting control is activated based on the vehicle speed and the lever position, the clutch is pre-charged in the first stage with a target pressure; wherein the target pressure is greater than the KS point pressure of the clutch. If the actual pressure of the clutch is greater than the corresponding first pressure threshold and the duration is greater than the corresponding first time threshold, a second stage of pre-charge control is performed on the clutch at a first rate with a second pressure threshold as the target; wherein, both the first pressure threshold and the second pressure threshold are less than the KS point pressure, and the first pressure threshold is less than the second pressure threshold, and the first rate is matched with the current oil temperature of the transmission; wherein, the method for determining the first time threshold includes: calculating the ratio of the actual pressure of the clutch to the first pressure threshold; determining a first time threshold that matches the ratio and the current oil temperature of the transmission, wherein the first time threshold is inversely proportional to the ratio and directly proportional to the current oil temperature of the transmission; When the actual pressure of the clutch reaches the second pressure threshold, the clutch is pre-charged in the third stage at a second rate with the KS point pressure as the target; wherein the second rate is less than the first rate, and the second rate is matched with the current oil temperature of the transmission and the ratio of the actual pressure of the clutch to the KS point pressure.

2. The method according to claim 1, characterized in that, The step of determining the activation of static gear shifting control based on vehicle speed and lever position includes: Determine whether the vehicle speed meets the low vehicle speed condition; If the vehicle speed meets the low vehicle speed condition, determine whether the lever position has changed from P to R, or from P to D, or from N to R, or from N to D. If the lever position changes from P to R, or from P to D, or from N to R, or from N to D, determine whether the output shaft speed of the transmission is less than the corresponding speed threshold. If the output shaft speed of the transmission is less than the corresponding speed threshold, static gear shifting control is activated.

3. The method according to claim 1, characterized in that, The first-stage pre-charge control of the clutch using the target pressure includes: Determine the pressure deviation that matches the current oil temperature of the transmission; The first stage of pre-charge control is performed on the clutch using the sum of the pressure at point KS and the pressure deviation as the target pressure.

4. A static gear shifting control device for an automatic transmission, characterized in that, The device includes: The first pre-charge control module is used to perform a first-stage pre-charge control on the clutch with a target pressure when the static gear shifting control is activated based on the vehicle speed and the lever position; wherein the target pressure is greater than the KS point pressure of the clutch. The second pre-charge control module is used to perform a second-stage pre-charge control on the clutch at a first rate, with the second pressure threshold as the target, if the actual pressure of the clutch is greater than a corresponding first pressure threshold and the duration is greater than a corresponding first time threshold; wherein, both the first pressure threshold and the second pressure threshold are less than the KS point pressure, and the first pressure threshold is less than the second pressure threshold, and the first rate is matched with the current oil temperature of the transmission; wherein, the method for determining the first time threshold includes: calculating the ratio of the actual pressure of the clutch to the first pressure threshold; determining a first time threshold that matches the ratio and the current oil temperature of the transmission, wherein the first time threshold is inversely proportional to the ratio and directly proportional to the current oil temperature of the transmission; The third pre-charge control module is used to perform a third-stage pre-charge control on the clutch at a second rate, with the KS point pressure as the target, when the actual pressure of the clutch reaches the second pressure threshold; wherein the second rate is less than the first rate, and the second rate is matched with the current oil temperature of the transmission and the ratio of the actual pressure of the clutch to the KS point pressure.

5. The apparatus according to claim 4, characterized in that, The first pre-charge control module, used to determine the activation of static gear shifting control based on vehicle speed and lever position, is specifically used for: Determine if the vehicle speed meets the low vehicle speed condition; if the vehicle speed meets the low vehicle speed condition, determine if the lever position has shifted from P to R, or from P to D, or from N to R, or from N to D; if the lever position has shifted from P to R, or from P to D, or from N to R, or from N to D, determine if the output shaft speed of the transmission is less than the corresponding speed threshold; if the output shaft speed of the transmission is less than the corresponding speed threshold, determine to activate static gear shift control.

6. The apparatus according to claim 5, characterized in that, The first pre-charge control module, used for the first stage of pre-charge control of the clutch at a target pressure, is specifically used for: Determine the pressure deviation that matches the current oil temperature of the transmission; use the sum of the pressure at point KS and the pressure deviation as the target pressure, and perform the first stage of pre-charge control on the clutch.

7. An electronic device, characterized in that, The electronic device includes: at least one memory and at least one processor; the memory stores an application program, and the processor calls the application program stored in the memory, the application program being used to implement the automatic transmission static gear shifting control method according to any one of claims 1-3.

8. A storage medium, characterized in that, The storage medium stores computer program code, which, when executed, implements the automatic transmission static gear shifting control method according to any one of claims 1-3.

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