Automatic transmission calibration control methods, devices, vehicles, media and procedures

Abstract

The present application relates to the technical field of automatic transmission, and in particular to a calibration control method, device, vehicle, medium and program of an automatic transmission, which includes: obtaining a basic shift point table and a slope compensation shift point table of the automatic transmission; obtaining a target shift action that needs to increase the shift point when the slope is higher than a slope threshold, calibrating and optimizing the slope compensation shift point table based on the slope threshold, wherein the compensation value that needs to increase the shift point corresponding to the target shift action in the calibrated and optimized slope compensation shift point table is higher than the compensation value before calibration optimization; determining the target shift point based on the basic shift point table and the calibrated and optimized slope compensation shift point table, thereby controlling the automatic transmission to execute the target shift action. Thus, the problem that when a vehicle equipped with an automatic transmission is driving on an uphill working condition with many curves, steep slopes and long roads, the torque converter pump wheel continues to stir the oil, causing the transmission to overheat and trigger the torque limit protection, and the vehicle cannot continue to drive.

Description

Technical Field

[0001] The present application relates to the technical field of automatic transmissions, and in particular to a calibration control method, device, vehicle, medium and program for an automatic transmission. Background Art

[0002] Automatic transmissions simplify driving operations with their automatic shifting function and have now become a widely used choice in the passenger car field. Among them, hydromechanical automatic transmissions are favored by major automakers and consumers due to their excellent power, drivability, and NVH performance. However, when heavy vehicles equipped with hydromechanical automatic transmissions are driving on uphill sections, especially in complex road conditions with many bends, steep slopes, and long distances, the torque converter continuously stirs the oil, causing the oil temperature to continue to rise, which in turn triggers the torque limit protection mechanism, seriously affecting the vehicle's uphill driving ability.

[0003] In the related technology, by optimizing the shifting strategy of the vehicle when driving uphill, the shifting frequency is reduced, thereby reducing the heat generated by the transmission, thereby improving the reliability of the vehicle and the user experience. However, it still cannot fundamentally solve the problem of the continuous increase in oil temperature caused by the continuous stirring of the oil by the torque converter pump wheel. Summary of the invention

[0004] The present application provides a calibration control method, device, vehicle, medium and program for an automatic transmission to solve the problem that when a heavier vehicle equipped with a hydromechanical automatic transmission is traveling on an uphill road with many bends, steep slopes and long roads, the hydraulic torque converter pump wheel continuously stirs the oil, causing the transmission to overheat and trigger the torque limit protection, thereby causing the vehicle to be unable to continue traveling uphill.

[0005] A first aspect of the present application provides a calibration control method for an automatic transmission, comprising the following steps: obtaining a basic shift point table and a slope compensation shift point table for the automatic transmission, wherein the basic shift point table is a correspondence table of shift actions, accelerator pedal opening and shift points, and the slope compensation shift point table is a correspondence table of shift actions, the slope of the road on which the vehicle is located and shift point compensation values; obtaining a target shift action that requires increasing the shift point when the slope is higher than a slope threshold, calibrating and optimizing the slope compensation shift point table based on the slope threshold, wherein the compensation value that requires increasing the shift point corresponding to the target shift action in the calibrated and optimized slope compensation shift point table is higher than the compensation value before calibration optimization; determining a target shift point based on the basic shift point table and the calibrated and optimized slope compensation shift point table, and controlling the automatic transmission to perform the target shift action according to the target shift point.

[0006] Optionally, the target gear shifting action includes upshifting from the first gear to the second gear, or downshifting from the second gear to the first gear.

[0007] Optionally, it also includes: obtaining a basic solution, a locking point table and a slope compensation solution and a locking point table when the automatic transmission is in a target gear, wherein the basic solution and the locking point table are a correspondence table of solutions, locking points and accelerator pedal opening, and the slope compensation solution and the locking point table are a correspondence table of solutions, locking point compensation values ​​and the slope of the road on which the vehicle is located; optimizing the basic solution, the locking point table and the slope compensation solution and the locking point table based on at least one calibration of vehicle power, economy, drivability and NVH performance; after controlling the automatic transmission to perform a target gear shifting action based on the basic shift point table and the calibrated and optimized slope compensation shift point table, if the current gear of the vehicle is the target gear, controlling the automatic transmission to unlock or lock based on the basic solution, the locking point table and the slope compensation solution and the locking point table corresponding to the target gear.

[0008] Optionally, determining the target shift point of the automatic transmission according to the basic shift point and the shift point compensation value includes: obtaining the vehicle's accelerator pedal opening and the current road slope; determining the target shift point of the automatic transmission according to the accelerator pedal opening and the current road slope.

[0009] Optionally, after obtaining the vehicle's accelerator pedal opening and the current road slope, the method includes: obtaining a target shifting action; using the accelerator pedal opening and the target shifting action as indexes, querying the basic shifting point table to obtain a basic shifting point; using the current road slope and the target shifting action as indexes, querying the calibrated and optimized slope compensation shifting point table to obtain a shifting point compensation value; determining a target shifting point of the automatic transmission based on the basic shifting point and the shifting point compensation value, and controlling the automatic transmission to perform a target shifting action according to the target shifting point.

[0010] Optionally, after acquiring the target gear shifting action, it includes: identifying the target gear shifting action; if the target gear shifting action is to shift up from the first gear to the second gear, then querying the basic shift point corresponding to the first gear upshifting to the second gear in the basic shift point table and the shift point compensation value corresponding to the first gear upshifting to the second gear in the slope compensation shift point table to determine the target shift point; if the target gear shifting action is to shift down from the second gear to the first gear, then querying the basic shift point corresponding to the second gear downshifting to the first gear in the basic shift point table and the shift point compensation value corresponding to the second gear downshifting to the first gear in the slope compensation shift point table to determine the target shift point, wherein the second gear is higher than the first gear.

[0011] A second aspect of the present application provides a calibration control device for an automatic transmission, the device comprising: an acquisition module, used to acquire a basic shift point table and a slope compensation shift point table of the automatic transmission, wherein the basic shift point table is a correspondence table of shift actions, accelerator pedal opening and shift points, and the slope compensation shift point table is a correspondence table of shift actions, the slope of the road on which the vehicle is located and the shift point compensation value; a calibration module, used to acquire a target shift action that requires increasing the shift point when the slope is higher than a slope threshold, and calibrate and optimize the slope compensation shift point table based on the slope threshold, wherein the compensation value that requires increasing the shift point corresponding to the target shift action in the calibrated and optimized slope compensation shift point table is higher than the compensation value before calibration optimization; a control module, used to determine a target shift point based on the basic shift point table and the calibrated and optimized slope compensation shift point table, and control the automatic transmission to perform the target shift action according to the target shift point.

[0012] A third aspect of the present application provides a vehicle, comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the calibration control method of the automatic transmission as described in the above embodiment.

[0013] A fourth aspect of the present application provides a computer-readable storage medium having a computer program or instructions stored thereon, the program or instructions being executed by a processor to implement the calibration control method of the automatic transmission as described in the above embodiment.

[0014] A fifth aspect of the present application provides a computer program product, including a computer program or instructions, which, when executed, are used to implement the calibration control method of the automatic transmission as described in the above embodiments.

[0015] Therefore, this application has the following beneficial effects:

[0016] The embodiment of the present application integrates the basic shift point table and the slope compensation shift point table, and dynamically adjusts the shift point according to the real-time road slope, thereby significantly optimizing the vehicle's driving performance and driving experience on slope sections. When the vehicle is traveling on a road with a slope exceeding a preset threshold, it can intelligently increase the shift point of the corresponding shift action according to the calibrated and optimized slope compensation shift point table, and control the torque converter to enter the lock at the target gear position, effectively avoiding the automatic transmission over-temperature triggering the torque limit protection, ensuring that the vehicle has sufficient power to continue uphill driving, and improving the reliability of the vehicle's uphill driving and the user experience. As a result, the technical problem that when a heavier vehicle equipped with a hydromechanical automatic transmission is traveling on an uphill working condition with many bends, steep slopes, and long roads, the torque converter pump wheel continues to stir the oil, causing the transmission to over-temperature trigger the torque limit protection, thereby causing the vehicle to be unable to continue uphill driving.

[0017] Additional aspects and advantages of the present application will be given in part in the description below, and in part will become apparent from the description below, or will be learned through the practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The above and / or additional aspects and advantages of the present application will become apparent and easily understood from the following description of the embodiments in conjunction with the accompanying drawings, in which:

[0019] Figure 1 A flowchart of a calibration control method for an automatic transmission provided according to an embodiment of the present application;

[0020] Figure 2 A flowchart of a calibration control method for an automatic transmission provided according to an embodiment of the present application;

[0021] Figure 3 is a schematic diagram of a calibration control device for an automatic transmission according to an embodiment of the present application;

[0022] Figure 4 It is a schematic diagram of the structure of a vehicle according to an embodiment of the present application. DETAILED DESCRIPTION

[0023] The embodiments of the present application are described in detail below, and examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present application, and should not be construed as limiting the present application.

[0024] Automatic transmissions are widely used in passenger cars because they can automatically adjust gears according to the driver's throttle and brake operations, greatly simplifying the driving process and reducing the driver's operating burden. Among the many automatic transmissions, hydromechanical automatic transmissions are favored by major automakers and consumers due to their excellent power, drivability, and NVH performance. When a vehicle equipped with a hydromechanical automatic transmission is driving uphill, it usually enters the uphill shift mode. In order to obtain better power, the 1st and 2nd gears of the uphill shift mode generally do not control the torque converter of the hydromechanical automatic transmission to enter slip or lock, but keep it in an unlocked state to fully utilize the torque-increasing effect of the torque converter. However, when the hydromechanical automatic transmission is mounted on a heavier vehicle, especially when facing complex road conditions such as multiple bends, steep slopes, and long uphill distances, problems become prominent. Due to the slow vehicle speed, the transmission gear is mostly in 2nd gear. At this time, the torque converter continues to stir the oil because it is not locked. In addition, the heat dissipation is poor, the oil temperature rises rapidly, and eventually triggers the transmission's torque limit protection, causing the vehicle to be unable to continue driving uphill.

[0025] To address this problem, existing technologies mainly focus on adjusting the shifting strategy when driving uphill to reduce the number of shifts and reduce the heat generated by the transmission, thereby improving vehicle reliability and driving experience. However, this method does not solve the problem of oil temperature rise caused by continuous stirring of the oil by the torque converter pump.

[0026] The following describes a calibration control method, device, vehicle, medium and program of an automatic transmission according to an embodiment of the present application with reference to the accompanying drawings. In view of the problem of continuous increase in oil temperature caused by continuous stirring of the oil by the torque converter pump wheel mentioned in the above background technology, the present application provides a calibration control method for an automatic transmission, in which the basic shift point table and the slope compensation shift point table are integrated, and the shift point is dynamically adjusted according to the real-time road slope, thereby significantly optimizing the driving performance and driving experience of the vehicle on slope sections. When the vehicle is traveling on a road with a slope exceeding a preset threshold, the shift point of the corresponding shift action can be intelligently increased according to the calibrated and optimized slope compensation shift point table, and the torque converter can be controlled to enter the lock at the target gear position, effectively avoiding the over-temperature triggering of the torque limit protection of the automatic transmission, ensuring that the vehicle has sufficient power to continue to drive uphill, and improving the reliability of the vehicle's uphill driving and the user experience. This solves the problem that when a heavier vehicle equipped with a hydromechanical automatic transmission is driving on an uphill road with many bends, steep slopes and long roads, the torque converter pump wheel continues to stir the oil, causing the transmission to overheat and trigger the torque limit protection, thus preventing the vehicle from continuing to drive uphill.

[0027] Specifically, Figure 1 A schematic flow chart of a calibration control method for an automatic transmission provided in an embodiment of the present application.

[0028] like Figure 1 As shown, the calibration control method of the automatic transmission includes the following steps:

[0029] In step S101, a basic shift point table and a slope compensation shift point table of the automatic transmission are obtained, wherein the basic shift point table is a correspondence table of shifting actions, accelerator pedal opening and shift points, and the slope compensation shift point table is a correspondence table of shifting actions, the slope of the road where the vehicle is located and the shift point compensation value.

[0030] It can be understood that the embodiment of the present application provides accurate data support for subsequent shift control strategies by obtaining the basic shift point table and the slope compensation shift point table of the automatic transmission.

[0031] In step S102, a target shift action that requires raising the shift point when the slope is higher than a slope threshold is obtained, and a slope compensation shift point table is calibrated and optimized based on the slope threshold, wherein the compensation value that requires raising the shift point corresponding to the target shift action in the calibrated and optimized slope compensation shift point table is higher than the compensation value before calibration and optimization.

[0032] Among them, the slope threshold can be used to determine whether the slope of the road on which the current vehicle is traveling has reached a level that requires adjustment of the gear shifting strategy. The target gear shifting action includes shifting up from the first gear to the second gear, or downshifting from the second gear to the first gear. Specifically, the first gear can exemplarily be 1st gear and the second gear can exemplarily be 2nd gear, or the first gear can exemplarily be 2nd gear and the second gear can exemplarily be 3rd gear. The slope compensation shift point table is a table of correspondence between different slopes and shifting actions and shift point compensation values. The slope compensation value can be used to adjust the shift point.

[0033] It can be understood that the embodiment of the present application optimizes the shifting strategy of the vehicle on steep uphill roads by acquiring and calibrating the basic shift point table and the slope compensation shift point table of the automatic transmission. When the slope exceeds the threshold, it is necessary to increase the compensation value of the target shift point to delay the shifting and ensure the continuous stability of the vehicle power, thereby avoiding the oil temperature from being too high to trigger the torque limit protection, and improving the performance and safety of the vehicle driving uphill.

[0034] For example, the slope threshold may be 25%, and the shift point is the shift speed point in the uphill shift mode for controlling the vehicle to upshift and downshift according to the vehicle speed, throttle and slope. Taking an 8-speed hydromechanical automatic transmission as an example, the shift points of its uphill shift mode include basic shift points and slope compensation shift points, as shown in Tables 1 and 2, respectively.

[0035] Table 1 Basic shift point table

[0036] Throttle % gear shifting action 0 10 20 30 40 50 60 70 80 90 100 1st gear up to 2nd gear <![CDATA[v (1)(1) ]]> <![CDATA[v (1)(2) ]]> <![CDATA[v (1)(3) ]]> <![CDATA[v (1)(4) ]]> <![CDATA[v (1)(5) ]]> <![CDATA[v (1)(6) ]]> <![CDATA[v (1)(7) ]]> <![CDATA[v (1)(8) ]]> <![CDATA[v (1)(9) ]]> <![CDATA[v (1)(10) ]]> <![CDATA[v (1)(11) ]]> 2nd gear up to 3rd gear <![CDATA[v (2)(1) ]]> <![CDATA[v (2)(2) ]]> <![CDATA[v (2)(3) ]]> <![CDATA[v (2)(4) ]]> <![CDATA[v (2)(5) ]]> <![CDATA[v (2)(6) ]]> <![CDATA[v (2)(7) ]]> <![CDATA[v (2)(8) ]]> <![CDATA[v (2)(9) ]]> <![CDATA[v (2)(10) ]]> <![CDATA[v (2)(11) ]]> 3rd gear up to 4th gear <![CDATA[v (3)(1) ]]> <![CDATA[v (3)(2) ]]> <![CDATA[v (3)(3) ]]> <![CDATA[v (3)(4) ]]> <![CDATA[v (3)(5) ]]> <![CDATA[v (3)(6) ]]> <![CDATA[v (3)(7) ]]> <![CDATA[v (3)(8) ]]> <![CDATA[v (3)(9) ]]> <![CDATA[v (3)(10) ]]> <![CDATA[v (3)(11) <!-- 4 -->]]> 4th gear up to 5th gear <![CDATA[v (4)(1) ]]> <![CDATA[v (4)(2) ]]> <![CDATA[v (4)(3) ]]> <![CDATA[v (4)(4) ]]> <![CDATA[v (4)(5) ]]> <![CDATA[v (4)(6) ]]> <![CDATA[v (4)(7) ]]> <![CDATA[v (4)(8) ]]> <![CDATA[v (4)(9) ]]> <![CDATA[v (4)(10) ]]> <![CDATA[v (4)(11) ]]> 5th gear up to 6th gear <![CDATA[v (5)(1) ]]> <![CDATA[v (5)(2) ]]> <![CDATA[v (5)(3) ]]> <![CDATA[v (5)(4) ]]> <![CDATA[v (5)(5) ]]> <![CDATA[v (5)(6) ]]> <![CDATA[v (5)(7) ]]> <![CDATA[v (5)(8) ]]> <![CDATA[v (5)(9) ]]> <![CDATA[v (5)(10) ]]> <![CDATA[v (5)(11) ]]> 6th gear up to 7th gear <![CDATA[v (6)(1) ]]> <![CDATA[v (6)(2) ]]> <![CDATA[v (6)(3) ]]> <![CDATA[v (6)(4) ]]> <![CDATA[v (6)(5) ]]> <![CDATA[v (6)(6) ]]> <![CDATA[v (6)(7) ]]> <![CDATA[v (6)(8) ]]> <![CDATA[v (6)(9) ]]> <![CDATA[v (6)(10) ]]> <![CDATA[v (6)(11) ]]> 7th gear up to 8th gear <![CDATA[v (7)(1) ]]> <![CDATA[v (7)(2) ]]> <![CDATA[v (7)(3) ]]> <![CDATA[v (7)(4) ]]> <![CDATA[v (7)(5) ]]> <![CDATA[v (7)(6) ]]> <![CDATA[v (7)(7) ]]> <![CDATA[v (7)(8) ]]> <![CDATA[v (7)(9) ]]> <![CDATA[v (7)(10) ]]> <![CDATA[v (7)(11) ]]> 2nd gear downshift 1st gear <![CDATA[v (8)(1) ]]> <![CDATA[v (8)(2) ]]> <![CDATA[v (8)(3) ]]> <![CDATA[v (8)(4) ]]> <![CDATA[v (8)(5) ]]> <![CDATA[v (8)(6) ]]> <![CDATA[v (8)(7) ]]> <![CDATA[v (8)(8) ]]> <![CDATA[v (8)(9) ]]> <![CDATA[v (8)(10) ]]> <![CDATA[v (8)(11) ]]> 3rd gear downshift 2 gears <![CDATA[v (9)(1) ]]> <![CDATA[v (9)(2) ]]> <![CDATA[v (9)(3) ]]> <![CDATA[v (9)(4) ]]> <![CDATA[v (9)(5) ]]> <![CDATA[v (9)(6) ]]> <![CDATA[v (9)(7) ]]> <![CDATA[v (9)(8) ]]> <![CDATA[v (9)(9) ]]> <![CDATA[v (9)(10) ]]> <![CDATA[v (9)(11) ]]> 4th gear downshift 3rd gear <![CDATA[v (10)(1) ]]> <![CDATA[v (10)(2) ]]> <![CDATA[v (10)(3) ]]> <![CDATA[v (10)(4) ]]> <![CDATA[v (10)(5) ]]> <![CDATA[v (10)(6) ]]> <![CDATA[v (10)(7) ]]> <![CDATA[v (10)(8) ]]> <![CDATA[v (10)(9) ]]> <![CDATA[v (10)(10) ]]> <![CDATA[v (10)(11) ]]> 5th gear downshift to 4th gear <![CDATA[v (11)(1) ]]> <![CDATA[v (11)(2) ]]> <![CDATA[v (11)(3) ]]> <![CDATA[v (11)(4) ]]> <![CDATA[v (11)(5) ]]> <![CDATA[v (11)(6) ]]> <![CDATA[v (11)(7) ]]> <![CDATA[v (11)(8) ]]> <![CDATA[v (11)(9) ]]> <![CDATA[v (11)(10) ]]> <![CDATA[v (11)(11) ]]> 6th gear downshift to 5th gear <![CDATA[v (12)(1) ]]> <![CDATA[v (12)(2) ]]> <![CDATA[v (12)(3) ]]> <![CDATA[v (12)(4) ]]> <![CDATA[v (12)(5) ]]> <![CDATA[v (12)(6) ]]> <![CDATA[v (12)(7) ]]> <![CDATA[v (12)(8) ]]> <![CDATA[v (12)(9) ]]> <![CDATA[v (12)(10) ]]> <![CDATA[v (12)(11) ]]> 7th gear downshift to 6th gear <![CDATA[v (13)(1) ]]> <![CDATA[v (13)(2) ]]> <![CDATA[v (13)(3) ]]> <![CDATA[v (13)(4) ]]> <![CDATA[v (13)(5) ]]> <![CDATA[v (13)(6) ]]> <![CDATA[v (13)(7) ]]> <![CDATA[v (13)(8) ]]> <![CDATA[v (13)(9) ]]> <![CDATA[v (13)(10) ]]> <![CDATA[v (13)(11) ]]> 8th gear downshift to 7th gear <![CDATA[v (14)(1) ]]> <![CDATA[v (14)(2) ]]> <![CDATA[v (14)(3) ]]> <![CDATA[v (14)(4) ]]> <![CDATA[v (14)(5) ]]> <![CDATA[v (14)(6) ]]> <![CDATA[v (14)(7) ]]> <![CDATA[v (14)(8) ]]> <![CDATA[v (14)(9) ]]> <![CDATA[v (14)(10) ]]> <![CDATA[v (14)(11) ]]>

[0037] Table 2 Slope compensation shift point table

[0038]

[0039] The final shift point of the uphill shift mode is the sum of the basic shift point and the slope compensation shift point. Specifically, under a certain throttle and slope, if the vehicle is currently in gear X (X=1, 2, ..., 8), when the vehicle speed is higher than v (i)(j) (i=1,2,…,7;j=1,2,…,11)+s (i)(j) (i=1, 2, ..., 7; j=1, 2, ..., 11), of course, the vehicle shifts from gear X to gear X+1. When the vehicle is in the highest gear 8, that is, X=8, the vehicle will not shift up any more. When the vehicle speed is lower than v (i)(j) (i=8,9,…,14;=1,2,…,11)+s (i)(j) (i=8, 9, ..., 14; j=1, 2, ..., 11), the vehicle downshifts from gear X to gear X-1. Of course, when the vehicle is in the lowest gear 1, that is, X=1, the vehicle will not downshift any further.

[0040] Under the same throttle and slope, the higher the gear shifting action level, the higher the upshift point and downshift point. The gear shifting action level refers to the level of the gear shifting action. For example, the gear shifting action levels of 1st gear to 2nd gear, 2nd gear to 3rd gear and 3rd gear to 4th gear are gradually increasing, and the gear shifting action levels of 2nd gear to 1st gear, 3rd gear to 2nd gear and 4th gear to 3rd gear are also gradually increasing. Specifically, taking the upshift point and downshift point under 10% throttle and 6% slope as an example, there are v (1)(2) <v (2)(2) <v (3)(2) <v (4)(2) <v (5)(2) <v (6)(2) <v (7)(2) ,s (1)(2) <s (2)(2) <s (3)(2) <s (4)(2) <s (5)(2) <s (6)(2) <s (7)(2) , v (8)(2) <v (9)(2) <v (10)(2) <v (11)(2) <v (12)(2) <v (13)(2) <v (14)(2) and (8)(2) <s (9)(2) <s (10)(2) <s (11)(2) <s (12)(2) <s (13)(2) <s (14)(2) ; Under the same gear shifting action, the greater the throttle or slope, the higher the upshift point or downshift point. Specifically, taking 1st gear up to 2nd gear and 2nd gear down to 1st gear as an example, there are v (1)(1) <v (1)(2) <v (1)(3) <v (1)(4) <v (1)(5) <v (1)(6) <v (1)(7) <v (1)(8) <v (1)(9) <v (1)(10) <v (1)(11) ,s (1)(1) <s (1)(2) <s (1)(3) <s (1)(4) <s (1)(5) <s (1)(6) <s (1)(7) <s (1)(8) <s (1)(9) <s (1)(10) <s (1)(11) , v (8)(1) <v (8)(2) <v(8)(3) <v (8)(4) <v (8)(5) <v (8)(6) <v (8)(7) <v (8)(8) <v (8)(9) <v (8)(10) <v (8)(11) and (8)(1) <s (8)(2) <s (8)(3) <s (8)(4) <s (8)(5) <s (8)(6) <s (8)(7) <s (8)(8) <s (8)(9) <s (8)(10) <s (8)(11) , and under the same throttle and slope, the upshift point between two adjacent gears is higher than the downshift point. Specifically, taking the upshift point and downshift point under 10% throttle and 6% slope as an example, there are v (1)(2) >v (8)(2) , v (2)(2) >v (9)(2) , v (3)(2) >v (10)(2) , v (4)(2) >v (11)(2) , v (5)(2) >v (12)(2) , v (6)(2) >v (13)(2) , v (7)(2) >v (14)(2) ,s (1)(2) ≥s (8)(2) ,s (2)(2) ≥s (9)(2) ,s (3)(2) ≥s (10)(2) ,s (4)(2) ≥s (11)(2) ,s (5)(2) ≥s (12)(2) ,s (6)(2) ≥s (13)(2) ,s (7)(2) ≥s (14)(2) .

[0041] It should be noted that the throttle, slope and shift point in Table 1 and Table 2 are all calculated and obtained by interpolation method.

[0042] In an embodiment of the present application, it also includes: obtaining a basic solution, a locking point table, a slope compensation solution, and a locking point table when the automatic transmission is in a target gear, wherein the basic solution and the locking point table are a correspondence table between the solution, the locking point, and the accelerator pedal opening, and the slope compensation solution and the locking point table are a correspondence table between the solution, the locking point compensation value, and the slope of the road on which the vehicle is located; optimizing the basic solution, the locking point table, the slope compensation solution, and the locking point table based on at least one calibration of the vehicle's power, economy, drivability, and NVH performance; after controlling the automatic transmission to perform a target gear shift based on the basic shift point table and the calibrated and optimized slope compensation shift point table, if the vehicle's current gear is the target gear, then controlling the automatic transmission to unlock or lock based on the basic solution, the locking point table, the slope compensation solution, and the locking point table corresponding to the target gear.

[0043] It can be understood that the embodiment of the present application achieves intelligent control of the transmission's unlocking and locking according to the vehicle's actual driving conditions by acquiring and optimizing the basic solution, locking point table and the slope compensation solution, and locking point table, and comprehensively considers the vehicle's power, economy, drivability and NVH performance, thereby optimizing the transmission's unlocking and locking state control, and improving the vehicle's uphill driving reliability and user experience.

[0044] Specifically, as mentioned above, in order to obtain better dynamic performance, the 1st and 2nd gears of the uphill shift mode generally do not control the torque converter of the hydromechanical automatic transmission to enter slip or lock, but keep it in an unlocked state to fully utilize the torque-increasing effect of the torque converter. However, when a heavier vehicle equipped with a hydromechanical automatic transmission is traveling on an uphill road with many curves, steep slopes and long roads, the torque converter pump wheel continues to stir the oil, causing the transmission to overheat and trigger the torque limit protection, thereby causing the vehicle to be unable to continue to travel uphill. This will inevitably cause market users to worry. Complaints. In addition, when the vehicle is driving uphill in 2nd gear, the torque converter is in an unlocked state, the speed difference between the torque converter pump wheel and the turbine is large, the speed ratio of the torque converter is small, its transmission efficiency is low, the power loss is large, and it is not conducive to the vehicle's power, economy, drivability and NVH performance. If the torque converter is controlled to enter locking in 2nd gear, a higher transmission efficiency can be obtained, and considering that the 2nd gear speed ratio is only less than the 1st gear speed ratio, it is relatively large, therefore, better power can still be obtained, which is also beneficial to the vehicle's economy, drivability and NVH performance.

[0045] The 2nd gear release and lockout point refers to the vehicle speed point at which the torque converter enters and exits the lockout state in the 2nd gear, which is similar to the shift point of the uphill shift mode. The solutions and lockout points of each gear in the uphill shift mode also include the basic solution, lockout point and slope compensation solution and lockout point, and the final solution and lockout point of each gear in the uphill shift mode are the sum of the basic solution, lockout point and slope compensation solution and lockout point. The basic solution, lockout point and slope compensation solution and lockout point of the 2nd gear in the uphill shift mode are shown in Table 3 and Table 4 respectively.

[0046] Table 3 2nd gear basic solution and locking point table

[0047]

[0048] Table 42 Slope Compensation Solution and Locking Point Table

[0049]

[0050] For a hydromechanical automatic transmission, if the lockup clutch in the torque converter is to be maintained in a locked state, it has a minimum speed requirement for the engine speed. For example, the minimum engine speed requirement corresponding to the locked state is 1100r / min, and the lockup point of each gear of the hydromechanical automatic transmission must be higher than the unlocking point. Specifically, taking the unlocking and locking points at 10% throttle and 6% slope in 2nd gear as an example, there are v L2 >v U2 and L2 >s U2 Therefore, the minimum speed requirement for the engine speed in the above-mentioned torque converter locking state is that the engine speed obtained by converting the speed ratio at the unlocking point should not be lower than 1100r / min.

[0051] If the vehicle is in 2nd gear, at a certain throttle and slope, when the vehicle speed is higher than v Lj (j=1,2,……,11)+s Lj (j=1, 2, ..., 11), the torque converter enters the locked state. When the vehicle speed is lower than v Uj (j=1,2,……,11)+s Uj When (j=1, 2, ..., 11), the torque converter enters the unlocked state.

[0052] In step S103, a target shift point is determined based on the basic shift point table and the calibrated and optimized slope compensation shift point table, and the automatic transmission is controlled to perform a target shift action according to the target shift point.

[0053] The target shift point is calculated based on the basic shift point table and the calibrated and optimized slope compensation shift point table in combination with the actual driving state of the current vehicle.

[0054] It can be understood that the embodiment of the present application determines the target shift point by integrating the basic shift point table and the calibrated and optimized slope compensation shift point table. According to this determined target shift point, the automatic transmission performs the shifting action, taking into account the actual driving conditions of the vehicle on different road slopes, and optimizing based on the power, drivability and NVH performance of the vehicle, thereby ensuring that the automatic transmission can respond to driving needs more reasonably.

[0055] In an embodiment of the present application, the target shift point of the automatic transmission is determined based on the basic shift point and the shift point compensation value, including: obtaining the vehicle's accelerator pedal opening and the current road slope; determining the target shift point of the automatic transmission based on the accelerator pedal opening and the current road slope.

[0056] Among them, the accelerator pedal opening can reflect the driver's demand for torque during the driving process of the car, and the road slope can reflect the inclination of the road surface.

[0057] It can be understood that the embodiment of the present application obtains the vehicle's accelerator pedal opening and the current road slope in real time, and uses these data to determine the target shift point of the automatic transmission, thereby ensuring the vehicle's continuous uphill power and improving the vehicle's uphill driving reliability and user experience.

[0058] In an embodiment of the present application, after obtaining the vehicle's accelerator pedal opening and the current road slope, the process includes: obtaining a target shift action; using the accelerator pedal opening and the target shift action as indexes, querying a basic shift point table to obtain a basic shift point; using the current road slope and the target shift action as indexes, querying a calibrated and optimized slope compensation shift point table to obtain a shift point compensation value; determining a target shift point of the automatic transmission based on the basic shift point and the shift point compensation value, and controlling the automatic transmission to perform the target shift action according to the target shift point.

[0059] It can be understood that the embodiment of the present application combines real-time information such as the accelerator pedal opening, the target shift action, and the current road slope, and calculates the target shift point of the automatic transmission by querying the basic shift point table and the slope compensation shift point table, so that the vehicle can adapt to road conditions and driving needs more intelligently, ensuring the vehicle's power and adaptability, and improving the reliability of the vehicle's uphill driving and the user experience.

[0060] In the embodiment of the present application, after obtaining the target gear shifting action, it includes: identifying the target gear shifting action; if the target gear shifting action is to shift up from the first gear to the second gear, then querying the basic shift point corresponding to the first gear up to the second gear in the basic shift point table and the shift point compensation value corresponding to the first gear up to the second gear in the slope compensation shift point table to determine the target shift point; if the target gear shifting action is to downshift from the second gear to the first gear, then querying the basic shift point corresponding to the second gear downshift to the first gear in the basic shift point table and the shift point compensation value corresponding to the second gear downshift to the first gear in the slope compensation shift point table to determine the target shift point, wherein the second gear is higher than the first gear.

[0061] It can be understood that the embodiment of the present application can ensure that the automatic transmission performs reasonable shifting operations by querying a specific basic shift point table and a slope compensation shift point table, so that the vehicle can better adapt to road conditions and improve the reliability of the vehicle's uphill driving and the user experience.

[0062] According to the calibration control method of the automatic transmission proposed in the embodiment of the present application, by integrating the basic shift point table and the slope compensation shift point table, and dynamically adjusting the shift point according to the real-time road slope, the driving performance and driving experience of the vehicle on the slope section are significantly optimized. When the vehicle is traveling on a road with a slope exceeding the preset threshold, the shift point of the corresponding shift action can be intelligently increased according to the slope compensation shift point table after calibration and optimization, and the torque converter can be controlled to enter the lock at the target gear position, effectively avoiding the automatic transmission over-temperature triggering the torque limit protection, ensuring that the vehicle has sufficient power to continue uphill driving, and improving the reliability of the vehicle uphill driving and the user experience. As a result, the problem that when a heavier vehicle equipped with a hydromechanical automatic transmission is traveling in an uphill working condition with many bends, steep slopes, and long roads, the transmission over-temperature triggers the torque limit protection due to the continuous stirring of the torque converter pump wheel, which causes the vehicle to be unable to continue uphill driving is solved.

[0063] The following will describe the calibration control method of the automatic transmission in detail. Figure 2 As shown, the steps are as follows:

[0064] S1, calibrate the shift point from 1st gear to 2nd gear corresponding to a large slope in the uphill shift mode;

[0065] Specifically, the embodiment of the present application appropriately increases the shift point from 1st gear to 2nd gear corresponding to a large slope of the uphill shift mode with a slope threshold A or above. The unit of the slope threshold A is %, and its value can be calibrated and determined according to the uphill driving ability of the actual vehicle and the temperature rise performance of the hydromechanical automatic transmission oil. It should be ensured that after adopting the technical solution of the present application, the actual vehicle will not encounter the problem of the transmission over-temperature triggering the torque limit protection and the vehicle being unable to continue uphill driving due to continuous oil stirring by the torque converter pump wheel when continuously driving on large slope conditions of the slope threshold A or above and small and medium slope conditions below the slope threshold A. Exemplarily, the slope threshold A can be 25%.

[0066] Furthermore, the shift point from 1st gear to 2nd gear corresponding to a large slope in the uphill shift mode is calibrated and optimized. Specifically, the slope compensation shift point s from 1st gear to 2nd gear corresponding to a large slope of the slope threshold A or above in Table 2 is appropriately increased under the premise of taking into account the vehicle's power, drivability and NVH performance. (i)(j) (i=1; j=1, 2, ..., 11) is implemented, and the slope compensation shift points corresponding to small and medium slopes below the slope threshold A and the basic shift points in Table 1 are not adjusted, so that the final shift points of the uphill shift mode corresponding to small and medium slopes below the slope threshold A will not be affected.

[0067] If the slope threshold A is 25%, the slope compensation shift point of 1st gear to 2nd gear corresponding to slopes of 24% and above in Table 2 should be appropriately increased, and the slope compensation shift point of 2nd gear to 1st gear corresponding to slopes of 24% and above in Table 2 should be adaptively adjusted to match the increased slope compensation shift point of 1st gear to 2nd gear, to ensure the matching between the final shift points of 1st gear to 2nd gear and 2nd gear to 1st gear in the uphill shift mode, and at the same time, attention should be paid to the slope compensation shift points of 2nd gear to 3rd gear, 3rd gear to 4th gear, 4th gear to 3rd gear and 3rd gear to 2nd gear corresponding to slopes of 24% and above in Table 2 to adaptively increase and adjust to ensure that the transmission shift interval is reasonable, avoid the problem of cyclic shifting, and ensure the drivability of the vehicle on slopes.

[0068] The adjustment of the shift point from 1st gear to 2nd gear corresponding to the large slope of the uphill shift mode slope threshold A and above can be calibrated and determined according to the uphill driving ability of the actual vehicle and the temperature rise performance of the hydraulic mechanical automatic transmission fluid. Appropriately increasing the shift point from 1st gear to 2nd gear corresponding to the large slope of the uphill shift mode slope threshold A and above can appropriately delay the shift timing from 1st gear to 2nd gear when a heavier vehicle equipped with a hydraulic mechanical automatic transmission is driving on an uphill working condition with many curves, steep slopes and long roads, so that the vehicle can shift to 2nd gear later, because the speed ratio of 1st gear is greater than that of 2nd gear. Under the same driving resistance and vehicle dynamic performance, the speed difference between the hydraulic torque converter pump wheel and the turbine in 1st gear is smaller than the speed difference between the hydraulic torque converter pump wheel and the turbine in 2nd gear. Therefore, the stirring effect of the hydraulic torque converter pump wheel in 1st gear is weaker than that of the hydraulic torque converter pump wheel in 2nd gear, which is conducive to suppressing the oil temperature increase rate. Taking into account the greater inertial resistance that needs to be overcome when the vehicle starts in 1st gear, no slip and locking control is performed on the torque converter in 1st gear.

[0069] S2: When the uphill shift mode is in 2nd gear, the torque converter enters the locked state.

[0070] Specifically, the embodiment of the present application opens and sets a suitable 2nd gear release and lock point in the uphill shift mode, wherein the lock state refers to the working state of the torque converter in the hydromechanical automatic transmission, which is achieved by controlling the lock-up clutch in the hydromechanical automatic transmission. Specifically, the working state of the hydromechanical automatic transmission generally includes unlocking, slipping and locking. When the hydromechanical automatic transmission is in the unlocked state, the pressure of the lock-up clutch in the hydromechanical automatic transmission is relatively small or 0. When the hydromechanical automatic transmission is controlled to switch from the unlocked state to the slipping state, the pressure of the lock-up clutch in the hydromechanical automatic transmission is gradually increased by controlling the pressure of the lock-up clutch in the hydromechanical automatic transmission to gradually reduce the speed difference between the pump wheel and the turbine of the hydromechanical automatic transmission. When the speed difference between the two is reduced to a certain speed difference threshold, the speed difference between the two is controlled to be near this speed difference threshold according to the vehicle operating conditions. At this time, the hydromechanical automatic transmission enters the slipping state. Specifically, the speed difference threshold is set by the manufacturer of the hydromechanical automatic transmission, for example, it can be 50r / min. When the torque converter is controlled to switch from the slip state to the locked state, the pressure of the lockup clutch in the torque converter is further increased to eliminate the speed difference between the pump wheel and the turbine of the torque converter until the speeds of the two are the same. At this time, the torque converter is equivalent to rigid power transmission without torque increase. Specifically, when the torque converter is controlled to enter the slip state from the locked state or enter the unlocked state from the slip state, it is achieved by gradually reducing the pressure of the lockup clutch in the torque converter. Of course, the torque converter can also be controlled to directly enter the unlocked state from the locked state.

[0071] As mentioned above, in order to obtain better dynamic performance, the 1st and 2nd gears of the uphill shift mode generally do not control the torque converter of the hydromechanical automatic transmission to enter slip or lock, but keep it in an unlocked state to fully utilize the torque-increasing effect of the torque converter. However, when a heavier vehicle equipped with a hydromechanical automatic transmission as described in the present invention is traveling on an uphill road with many bends, steep slopes and long roads, the torque converter pump wheel continues to stir the oil, causing the transmission to overheat and trigger the torque limit protection, thereby causing the vehicle to be unable to continue to travel uphill, which will inevitably cause complaints from market users.

[0072] In addition, when the vehicle is driving uphill in 2nd gear, the torque converter is in an unlocked state, the speed difference between the torque converter pump wheel and the turbine is large, the speed ratio of the torque converter is small, its transmission efficiency is low, the power loss is large, and it is not conducive to the vehicle's power, economy, drivability and NVH performance. If the torque converter is controlled to enter locking in 2nd gear, a higher transmission efficiency can be obtained, and considering that the 2nd gear speed ratio is only smaller than the 1st gear speed ratio, it is relatively large, therefore, better power can still be obtained, which is also beneficial to the vehicle's economy, drivability and NVH performance.

[0073] Based on the effect of calibrating and optimizing the shift point from 1st gear to 2nd gear corresponding to a large slope in the uphill shift mode in step S1, taking into account the power, economy, drivability and NVH performance of the whole vehicle and complying with the aforementioned minimum engine speed requirement for the locked state of the hydromechanical automatic transmission, the torque converter lock of the 2nd gear in the uphill shift mode is turned on, and its release and lock points are set as low as possible, so that the torque converter enters the locked state as early as possible in the 2nd gear, and the lock is utilized to greatly reduce the oil stirring effect of the torque converter pump wheel, inhibit the rate of increase of the oil temperature, thereby effectively avoiding overheating of the transmission and the torque limit protection triggered by it, solving the problem that the vehicle cannot continue to drive uphill, and improving the vehicle's uphill driving ability.

[0074] For example, the 2nd gear basic solution and the locking point v in Table 3 are calibrated based on the consideration of vehicle power, economy, drivability and NVH performance and the minimum engine speed requirement of the hydraulic mechanical automatic transmission in the locked state. Lj (j=1, 2, ..., 11) and v Uj (j=1, 2, ..., 11), and the second-gear slope compensation solution and locking point s in Table 4 are Lj (j=1, 2, ..., 11) and s Uj (j=1, 2, ..., 11) are all calibrated to 0 so that the torque converter can enter the locked state as early as possible in the 2nd gear.

[0075] In summary, the embodiment of the present application adopts the shift point of increasing the slope threshold A of the uphill shift mode and the 1st gear to 2nd gear corresponding to a large slope above the slope when a heavier vehicle equipped with a hydromechanical automatic transmission is traveling on an uphill section with dense curves, steep slopes and long distances, and combines the calibration control method of controlling the torque converter to enter a locked state when the uphill shift mode is in the 2nd gear. This can effectively avoid the problem of transmission over-temperature torque limit protection caused by continuous oil stirring of the torque converter pump wheel, thereby ensuring the reliability of vehicle uphill driving and user experience.

[0076] Next, the calibration control device of the automatic transmission proposed in accordance with the embodiment of the present application will be described with reference to the accompanying drawings.

[0077] Figure 3 It is a block diagram of a calibration control device for an automatic transmission according to an embodiment of the present application.

[0078] like Figure 3 As shown, the calibration control device 10 of the automatic transmission includes: an acquisition module 100 , a calibration module 200 and a control module 300 .

[0079] Among them, the acquisition module 100 is used to obtain the basic shift point table and slope compensation shift point table of the automatic transmission, wherein the basic shift point table is a correspondence table of shifting actions, accelerator pedal opening and shift points, and the slope compensation shift point table is a correspondence table of shifting actions, the slope of the road where the vehicle is located and the shift point compensation value; the calibration module 200 is used to obtain a target shifting action that requires increasing the shift point when the slope is higher than the slope threshold, and calibrate and optimize the slope compensation shift point table based on the slope threshold, wherein the compensation value that requires increasing the shift point corresponding to the target shifting action in the calibrated and optimized slope compensation shift point table is higher than the compensation value before calibration and optimization; the control module 300 is used to determine the target shift point based on the basic shift point table and the calibrated and optimized slope compensation shift point table, and control the automatic transmission to perform the target shift action according to the target shift point.

[0080] It should be noted that the above explanation of the embodiment of the calibration control method of the automatic transmission is also applicable to the calibration control device of the automatic transmission of this embodiment, and will not be repeated here.

[0081] According to the calibration control device of the automatic transmission proposed in the embodiment of the present application, by integrating the basic shift point table and the slope compensation shift point table, and dynamically adjusting the shift point according to the real-time road slope, the driving performance and driving experience of the vehicle on the slope section are significantly optimized. When the vehicle is traveling on a road with a slope exceeding the preset threshold, the shift point of the corresponding shift action can be intelligently increased according to the slope compensation shift point table after calibration and optimization, and the torque converter can be controlled to enter the lock at the target gear position, effectively avoiding the automatic transmission over-temperature triggering the torque limit protection, ensuring that the vehicle has sufficient power to continue uphill driving, and improving the reliability of the vehicle uphill driving and the user experience. As a result, the problem that when a heavier vehicle equipped with a hydromechanical automatic transmission is traveling in an uphill working condition with many bends, steep slopes, and long roads, the transmission over-temperature triggers the torque limit protection due to the continuous stirring of the torque converter pump wheel, which causes the vehicle to be unable to continue uphill driving is solved.

[0082] Figure 4 A schematic diagram of the structure of a vehicle provided in an embodiment of the present application. The vehicle includes:

[0083] Memory 401 , processor 402 , and a computer program stored in the memory 401 and executable on the processor 402 .

[0084] When the processor 402 executes the program, the calibration control method of the automatic transmission provided in the above embodiment is implemented.

[0085] Furthermore, the vehicle also includes:

[0086] The communication interface 403 is used for communication between the memory 401 and the processor 402 .

[0087] The memory 401 is used to store computer programs that can be executed on the processor 402 .

[0088] The memory 401 may include a high-speed RAM (Random Access Memory) memory, and may also include a non-volatile memory, such as at least one disk memory.

[0089] If the memory 401, the processor 402 and the communication interface 403 are implemented independently, the communication interface 403, the memory 401 and the processor 402 can be connected to each other through a bus and communicate with each other. The bus can be an ISA (Industry Standard Architecture) bus, a PCI (Peripheral Component Interconnect) bus or an EISA (Extended Industry Standard Architecture) bus, etc. The bus can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, Figure 4 Only one thick line is used in the diagram, but this does not mean that there is only one bus or only one type of bus.

[0090] Optionally, in a specific implementation, if the memory 401, the processor 402 and the communication interface 403 are integrated on a chip, the memory 401, the processor 402 and the communication interface 403 can communicate with each other through an internal interface.

[0091] The processor 402 may be a CPU (Central Processing Unit), or an ASIC (Application Specific Integrated Circuit), or one or more integrated circuits configured to implement the embodiments of the present application.

[0092] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representations of the above terms are not necessarily directed to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or N embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine the different embodiments or examples described in this specification and the features of the different embodiments or examples, without contradiction.

[0093] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include at least one of the features. In the description of this application, "N" means at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0094] Any process or method description in a flowchart or otherwise described herein may be understood to represent a module, fragment or portion of code comprising one or N executable instructions for implementing the steps of a custom logical function or process, and the scope of the preferred embodiments of the present application includes additional implementations, in which the order shown or discussed may not be followed, including performing functions in a substantially simultaneous manner or in reverse order depending on the functions involved, which should be understood by technicians in the technical field to which the embodiments of the present application belong.

[0095] It should be understood that the various parts of the present application can be implemented by hardware, software, firmware or a combination thereof. In the above-mentioned embodiment, the N steps or methods can be implemented by software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented by hardware, as in another embodiment, it can be implemented by any one of the following technologies known in the art or their combination: a discrete logic circuit having a logic gate circuit for implementing a logic function for a data signal, a dedicated integrated circuit having a suitable combination of logic gate circuits, a programmable gate array, a field programmable gate array, etc.

[0096] A person of ordinary skill in the art may understand that all or part of the steps in the method for implementing the above-mentioned embodiment may be completed by instructing related hardware through a program, and the program may be stored in a computer-readable storage medium, which, when executed, includes one or a combination of the steps of the method embodiment.

[0097] Although the embodiments of the present application have been shown and described above, it can be understood that the above embodiments are exemplary and cannot be understood as limitations on the present application. Ordinary technicians in this field can change, modify, replace and modify the above embodiments within the scope of the present application.

Claims

1. A calibration control method for an automatic transmission, characterized in that: The following steps are involved: Obtaining a basic shift point table and a slope compensation shift point table for an automatic transmission, wherein the basic shift point table is a correspondence table of shift actions, accelerator pedal opening and shift points, and the slope compensation shift point table is a correspondence table of shift actions, the slope of the road on which the vehicle is located and the shift point compensation value; Acquire a target shift action that requires raising the shift point when the slope is higher than a slope threshold, wherein the target shift action includes upshifting from a first gear to a second gear, or downshifting from a second gear to a first gear, and calibrate and optimize the slope compensation shift point table based on the slope threshold, wherein a compensation value that requires raising the shift point corresponding to the target shift action in the calibrated and optimized slope compensation shift point table is higher than a compensation value before calibration and optimization; A target shift point is determined based on the basic shift point table and the calibrated and optimized slope compensation shift point table, wherein the vehicle's accelerator pedal opening and the current road slope are obtained, and a target shift point of the automatic transmission is determined based on the accelerator pedal opening and the current road slope, and the automatic transmission is controlled to perform a target shift action based on the target shift point.

2. The calibration control method of the automatic transmission according to claim 1, characterized in that: Also includes: Obtaining a basic solution, a locking point table and a slope compensation solution, and a locking point table when the automatic transmission is in a target gear, wherein the basic solution and the locking point table are a corresponding relationship table of solutions, locking points, and accelerator pedal opening, and the slope compensation solution and the locking point table are a corresponding relationship table of solutions, locking point compensation values, and the slope of the road on which the vehicle is located; Optimizing the basic solution, the locking point table and the slope compensation solution, the locking point table based on at least one calibration of vehicle power, economy, drivability and NVH performance; After controlling the automatic transmission to perform a target shifting action based on the basic shift point table and the calibrated and optimized slope compensation shift point table, if the current gear of the vehicle is the target gear, the automatic transmission is controlled to unlock or lock based on the basic solution, locking point table and the slope compensation solution, locking point table corresponding to the target gear.

3. The calibration control method of the automatic transmission according to claim 1, characterized in that: After obtaining the vehicle's accelerator pedal opening and the current road slope, the following steps are performed: Get the target gear shift action; Using the accelerator pedal opening and the target shift action as indexes, querying the basic shift point table to obtain a basic shift point; Using the current road slope and the target shift action as indexes, querying the calibrated and optimized slope compensation shift point table to obtain a shift point compensation value; The target shift point of the automatic transmission is determined according to the basic shift point and the shift point compensation value, and the automatic transmission is controlled to perform a target shift action according to the target shift point.

4. The calibration control method of the automatic transmission according to claim 3, characterized in that: After obtaining the target gear shift action, including: Identify target gear shifting action; If the target shifting action is to shift up from the first gear to the second gear, the target shifting point is determined by querying the basic shifting point corresponding to the shifting from the first gear to the second gear in the basic shifting point table and the shifting point compensation value corresponding to the shifting from the first gear to the second gear in the slope compensation shifting point table; If the target shifting action is to downshift from the second gear to the first gear, the basic shift point corresponding to the downshift from the second gear to the first gear in the basic shift point table and the shift point compensation value corresponding to the downshift from the second gear to the first gear in the slope compensation shift point table are queried to determine the target shift point, wherein the second gear is higher than the first gear.

5. A calibration control device for an automatic transmission, characterized in that: The device comprises: An acquisition module is used to acquire a basic shift point table and a slope compensation shift point table of an automatic transmission, wherein the basic shift point table is a correspondence table of shift actions, accelerator pedal opening and shift points, and the slope compensation shift point table is a correspondence table of shift actions, the slope of the road where the vehicle is located and the shift point compensation value; a calibration module, for obtaining a target shift action that requires an increased shift point when the slope is higher than a slope threshold, wherein the target shift action includes upshifting from a first gear to a second gear, or downshifting from a second gear to a first gear, and calibrating and optimizing the slope compensation shift point table based on the slope threshold, wherein a compensation value that requires an increased shift point corresponding to the target shift action in the calibrated and optimized slope compensation shift point table is higher than a compensation value before the calibration and optimization; A control module is used to determine a target shift point based on the basic shift point table and the calibrated and optimized slope compensation shift point table, wherein the vehicle's accelerator pedal opening and the current road slope are obtained, the target shift point of the automatic transmission is determined according to the accelerator pedal opening and the current road slope, and the automatic transmission is controlled to perform a target shift action according to the target shift point.

6. A vehicle, characterized in that: include: A memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the calibration control method for the automatic transmission according to any one of claims 1 to 4.

7. A computer-readable storage medium having a computer program or instruction stored thereon, characterized in that: When the computer program or instruction is executed, the calibration control method of the automatic transmission according to any one of claims 1 to 4 is implemented.

8. A computer program product comprising a computer program or instructions, characterized in that When the computer program or instruction is executed, the calibration control method of the automatic transmission according to any one of claims 1 to 4 is implemented.

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