Automatic transmission calibration control method, device, vehicle, medium and program

Abstract

The present application relates to the field of vehicle technology, and more particularly to a calibration control method, apparatus, vehicle, medium, and program for an automatic transmission. The method comprises: obtaining a target gear for the automatic transmission to suppress rapid engine speed increases when the stiffness of the torque converter selected is relatively soft; adjusting and optimizing the shift points corresponding to the target gear and adjacent gears in a shift point table according to the target gear; controlling the torque converter to enter slip and lockup at the target gear, while simultaneously increasing the lockup pressure of the lockup clutch in the torque converter corresponding to the target gear and adjacent gears. This solves the problem in the related art that, due to the relatively soft stiffness of the torque converter selected during vehicle development, the engine speed increases in low and medium gears and the torque converter lockup is delayed or even does not lock at all during acceleration and upshifting, affecting the vehicle's economy, drivability, and NVH (Noise, Vibration, Harshness) performance, resulting in a poor user experience.

Description

Technical Field

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

[0002] Automatic transmissions are widely used in passenger cars because they automatically shift gears based on the driver's accelerator and brake inputs, significantly reducing both driver effort and vehicle handling difficulty. Among various automatic transmissions, hydromechanical automatic transmissions are favored by major automakers and consumers due to their unique advantages in improving vehicle power, drivability, and NVH performance.

[0003] The hydromechanical automatic transmission consists of a torque converter and a gear transmission mechanism. For the torque converter, the torque capacity coefficient is a very important performance parameter. It characterizes the ability of the torque converter to transmit torque and has a great impact on the performance of the hydromechanical automatic transmission.

[0004] In the prior art, the calibration control of hydromechanical automatic transmissions is mostly to control the slippage or locking of the torque converter in mid- and high-speed gears to ensure the transmission efficiency of the hydromechanical automatic transmission, thereby improving the economy of the vehicle. In low-speed gears, the torque converter is controlled to unlock to ensure the vehicle's power. However, when the torque converter stiffness of the hydromechanical automatic transmission installed in a vehicle is relatively soft, it is easy to cause the engine speed to rise sharply in mid- and low-speed gears during acceleration and upshifting, and the torque converter to lock up late or even fail to lock. This affects the economy, drivability, and NVH performance of the vehicle, and also reduces the user experience. Summary of the Invention

[0005] The present application provides a calibration control method, device, vehicle, medium and program for an automatic transmission to solve the problems in the related art whereby the stiffness of the torque converter selected during the vehicle development process is too soft, resulting in a rapid increase in engine speed and late or even no locking of the torque converter in the low and medium gears when the vehicle is accelerating and shifting up, thereby affecting the economy, drivability and NVH performance of the entire vehicle and causing a poor user experience.

[0006] The first aspect of the present application provides a calibration control method for an automatic transmission, comprising the following steps: obtaining a target gear for the automatic transmission to suppress a rapid increase in engine speed when the stiffness selected for the torque converter is relatively soft; adjusting and optimizing the shift points corresponding to the target gear and adjacent gears in the shift point table according to the target gear, and controlling the automatic transmission shifting according to the adjusted and optimized shift point table, wherein the shift point table is a correspondence table of shifting actions, accelerator pedal openings and shift points; controlling the torque converter of the automatic transmission to enter a slipping state and a locked state at the target gear according to the slip entry, exit points and release and locking points of the target gear after calibration and optimization, and increasing the locking pressure of the locking clutch in the torque converter corresponding to the target gear and adjacent gears to control the torque converter to complete the locking as soon as possible.

[0007] Optionally, the shift points include upshift points and downshift points, and the upshift point from the previous gear of the target gear to the target gear in the shift point table after adjustment and optimization is lower than the upshift point from the previous gear of the target gear to the target gear in the shift point table before adjustment and optimization, and the upshift point from the target gear to the next gear of the target gear in the shift point table after adjustment and optimization is higher than the upshift point from the target gear to the next gear of the target gear in the shift point table before adjustment and optimization.

[0008] Optionally, the gear shifting action includes upshifting from the first gear to the second gear, or downshifting from the second gear to the first gear.

[0009] Optionally, in the shift point table, at the same accelerator pedal opening, the upshift point and the downshift point are positively correlated with the shift action level; at the same shift action, the upshift point and the downshift point are positively correlated with the accelerator pedal opening; at the same accelerator pedal opening, the upshift point between two adjacent gears is higher than the downshift point.

[0010] Optionally, the control of the torque converter of the automatic transmission entering the slipping state and the locking state in the target gear according to the slipping entry, exit point and release and locking point of the target gear after calibration and optimization includes: obtaining the slipping entry and exit point table and the release and locking point table of the target gear, wherein the slipping entry and exit point table is a correspondence table of the slipping entry and exit points and the accelerator pedal opening, and the release and locking point table is a correspondence table of the release and locking points and the accelerator pedal opening; identifying whether the vehicle is currently in the target gear, if the vehicle is currently in the target gear, querying the slipping entry and exit point table and the release and locking point table with the current accelerator pedal opening of the target vehicle as an index to obtain the slipping entry and exit point and the release and locking point; controlling the automatic transmission to enter or exit the slipping state according to the slipping entry and exit points, and controlling the automatic transmission to enter the unlocked or locked state according to the release and locking points.

[0011] Optionally, under the target gear, the slip entry point of the automatic transmission under the same accelerator pedal opening is higher than the slip exit point, the locking point is higher than the unlocking point, and the locking point is higher than the slip entry point.

[0012] The second aspect of the present application provides a calibration control device for an automatic transmission, including: an acquisition module for obtaining a target gear of the automatic transmission for suppressing a rapid increase in engine speed when the stiffness selected for the torque converter is relatively soft; an adjustment module for adjusting and optimizing the shift points corresponding to the target gear and adjacent gears in the shift point table according to the target gear, and controlling the shifting of the automatic transmission according to the adjusted and optimized shift point table, wherein the shift point table is a correspondence table of shifting actions, accelerator pedal openings and shift points; a control module for controlling the torque converter of the automatic transmission to enter a slipping state and a locking state in the target gear according to the slip entry, exit points and release and locking points of the target gear after calibration and optimization, and increasing the locking pressure of the locking clutch in the torque converter corresponding to the target gear and adjacent gears to control the torque converter to complete the locking as soon as possible.

[0013] 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 for the automatic transmission as described in the above embodiment.

[0014] A fourth aspect of the present application provides a computer-readable storage medium having a computer program stored thereon, which is executed by a processor to implement the calibration control method of the automatic transmission as described in the above embodiment.

[0015] A fifth aspect of the present application provides a computer program product, including a computer program. When the computer program is executed, it is used to implement the calibration control method of the automatic transmission as described in the above embodiment.

[0016] Therefore, this application has at least the following beneficial effects:

[0017] The embodiment of the present application can obtain a target gear position for an automatic transmission to suppress rapid engine speed increases when the stiffness of the torque converter selected is relatively soft; adjust and optimize the shift points corresponding to the target gear position and adjacent gear positions in the shift point table based on the target gear position, and control the automatic transmission shifting according to the adjusted and optimized shift point table; control the automatic transmission's torque converter to enter a slipping state and a locked state in the target gear position based on the slip entry and exit points and release and lockup points of the calibrated and optimized target gear position, and increase the lockup pressure of the lockup clutch in the torque converter corresponding to the target gear position and adjacent gear positions to control the torque converter to complete lockup as soon as possible. This solves the problem in the related art of rapid engine speed increases and late or even no lockup of the torque converter in low and medium gears during acceleration and shifting due to the relatively soft stiffness of the torque converter selected during vehicle development, thereby ensuring the vehicle's economy, drivability, and NVH performance, and thus improving the user experience.

[0018] 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 practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] 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:

[0020] Figure 1 A schematic diagram showing a rapid increase in engine speed in low and medium gears when a vehicle accelerates and shifts up according to the prior art;

[0021] Figure 2 This is a flow chart of a calibration control method for an automatic transmission provided according to an embodiment of the present application;

[0022] Figure 3 A schematic diagram of an automatic transmission calibration control method for suppressing rapid engine speed increases according to an embodiment of the present application;

[0023] Figure 4 This is a schematic diagram of the engine speed performance during vehicle acceleration and upshifting after adopting the calibration control method for the automatic transmission of the present application according to an embodiment of the present application;

[0024] Figure 5 This is a block diagram of a calibration control device for an automatic transmission according to an embodiment of the present application;

[0025] Figure 6 A schematic structural diagram of a vehicle provided according to an embodiment of the present application. DETAILED DESCRIPTION

[0026] The following describes in detail embodiments of the present application, examples of which 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.

[0027] During the vehicle development process, when selecting the torque converter for the hydromechanical automatic transmission, a torque converter with a softer stiffness may be selected due to lack of experience, insufficient professional participation or incomplete consideration. When a vehicle equipped with a torque converter with a softer stiffness accelerates and shifts up, the torque converter will generally not be controlled to slip or lock due to the consideration of dynamic performance in low gear. Therefore, it is easy for the engine speed of the vehicle to soar in low gear, and the speed difference with the turbine speed of the torque converter is large, resulting in the torque converter being unable to lock in time or even unable to lock in the intermediate gear where it should be locked. This leads to the phenomenon that the engine speed still remains soaring in the intermediate gear, such as Figure 1 As shown, it is not conducive to the economy, drivability and NVH performance of the vehicle, and is likely to cause complaints from market users. Generally speaking, considering the economy, the torque converter should be locked as much as possible in the middle and high gears. Figure 1 In the case of an 8-speed hydromechanical automatic transmission, the low gears are 1st and 2nd, while the intermediate gears are 3rd, 4th, and 5th.

[0028] In view of the above-mentioned problem that the stiffness of the selected torque converter is too soft, resulting in the engine speed soaring and the torque converter locking late or even not locking at all in the low and medium gears when the vehicle accelerates and shifts up, if the torque converter is reselected, it will affect the vehicle development cycle and cost. The existing technology mainly adopts the method of limiting the power output of the power source to address this problem, but this method cannot significantly limit the power output of the power source, otherwise it will seriously affect the power performance of the whole vehicle and cause waste of the power source capacity. Therefore, this method has too obvious limitations and cannot fundamentally solve the above-mentioned problems.

[0029] Therefore, the present application adjusts the shift points of mid- and low-gear positions, controls the torque converter to enter slip and lock-up in low-gear positions, and simultaneously increases the lock-up pressure of the lock-up clutch in the torque converter. This can effectively solve the above-mentioned problem of the selected torque converter having a relatively soft stiffness, which leads to a rapid increase in engine speed and late or even no lock-up of the torque converter in mid- and low-gear positions when the vehicle accelerates and shifts up.

[0030] The following describes the calibration control method, device, vehicle, medium and program of the automatic transmission of the embodiment of the present application with reference to the accompanying drawings. Specifically, Figure 2 A flow chart of a calibration control method for an automatic transmission provided in an embodiment of the present application.

[0031] like Figure 2 As shown, the calibration control method of the automatic transmission includes the following steps:

[0032] In step S101 , when the torque converter selected has a relatively soft stiffness, a target gear position of the automatic transmission for suppressing a rapid increase in engine speed is obtained.

[0033] Among them, the target gear can be 2nd gear for example, which can be set according to actual needs and is not specifically limited in this application.

[0034] It can be understood that the embodiment of the present application can obtain the target gear of the automatic transmission to suppress the engine speed from rising when the stiffness selected by the torque converter is relatively soft, and then adjust and optimize the shift points corresponding to the target gear and adjacent gears in the shift point table according to the target gear.

[0035] It's important to note that the torque capacity factor (C factor) is a crucial performance parameter for torque converters. It characterizes the torque converter's ability to transmit torque and significantly impacts the performance of hydromechanical automatic transmissions. The C factor is typically related to the torque converter's pump torque coefficient, oil density, and effective working diameter. Given a torque converter and its oil specifications, the C factor remains constant at a given oil temperature. The torque of the torque converter's pump is related to the C factor and pump speed as follows:

[0036]

[0037] In the above formula, T p is the torque of the torque converter pump wheel, in N·m, n p is the speed of the torque converter pump wheel, in r / min. Since the pump wheel of the torque converter is fixedly connected to the engine, the torque and speed of the torque converter pump wheel are the same as those of the engine. p It is also the torque of the engine, n pIt is also the engine speed. When the C coefficient is small, the torque of the torque converter pump at a given speed is also small, which is beneficial for shock attenuation during vehicle shifting and acceleration and deceleration. However, on the other hand, a small C coefficient is detrimental to the vehicle's power, economy, drivability, and NVH performance. This is because, to maintain the same vehicle dynamics under the same vehicle resistance, a torque converter with a smaller C coefficient requires a larger speed difference between the pump and turbine, meaning a higher engine speed, compared to a torque converter with a larger C coefficient. This allows for a larger torque ratio using a smaller torque converter ratio. Therefore, a torque converter with a small C coefficient is often referred to in the industry as having a soft torque converter.

[0038] In step S102, the shift points corresponding to the target gear and the adjacent gears in the shift point table are adjusted and optimized according to the target gear, and the automatic transmission shifting is controlled according to the adjusted and optimized shift point table, wherein the shift point table is a correspondence table of shifting actions, accelerator pedal opening and shift points.

[0039] The shift points include upshift points and downshift points. The upshift point from the gear preceding the target gear to the target gear in the shift point table after adjustment and optimization is lower than the upshift point from the gear preceding the target gear to the target gear in the shift point table before adjustment and optimization. The upshift point from the target gear to the gear following the target gear in the shift point table after adjustment and optimization is higher than the upshift point from the target gear to the gear following the target gear in the shift point table before adjustment and optimization. Specifically, if the target gear is 2nd gear, the adjacent gears are 1st gear and 3rd gear, the gear preceding the target gear is 1st gear, and the gear following the target gear is 3rd gear.

[0040] Among them, the 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 be 1st gear for example, and the second gear can be 2nd gear for example. Then the gear shifting action can include shifting up from 1st gear to 2nd gear for example, or downshifting from 2nd gear to 1st gear for example.

[0041] It can be understood that the embodiment of the present application can adjust and optimize the shift points corresponding to the target gear and adjacent gears in the shift point table according to the target gear, and control the automatic transmission shifting according to the adjusted and optimized shift point table, which can help avoid the problem of engine speed soaring in the middle and low gears when the vehicle accelerates and shifts up, which is beneficial to the economy, drivability and NVH performance of the entire vehicle.

[0042] In the shift point table of the embodiment of the present application, at the same accelerator pedal opening, the upshift point and downshift point are positively correlated with the shift action level; at the same shift action, the upshift point and downshift point are positively correlated with the accelerator pedal opening; at the same accelerator pedal opening, the upshift point between two adjacent gears is higher than the downshift point. The shift action level refers to the level of the shift action. For example, the shift action levels of 1st gear to 2nd gear, 2nd gear to 3rd gear, and 3rd gear to 4th gear gradually increase. The shift action levels of 2nd gear to 1st gear, 3rd gear to 2nd gear, and 4th gear to 3rd gear also gradually increase.

[0043] It can be understood that in the shift point table of the embodiment of the present application, at the same accelerator pedal opening, the upshift point and the downshift point are positively correlated with the shift action level; at the same shift action, the upshift point and the downshift point are positively correlated with the accelerator pedal opening; at the same accelerator pedal opening, the upshift point between two adjacent gears is higher than the downshift point, which is beneficial to the economy, drivability and NVH performance of the vehicle.

[0044] Specifically, the shift points corresponding to the target gear and adjacent gears in the shift point table are adjusted and optimized based on the target gear. Specifically, if the target gear is 2nd gear, the shift point from 1st to 2nd gear is appropriately lowered, while the shift points from 2nd to 3rd gear and from 3rd to 4th gear are appropriately raised. This achieves an earlier shift from 1st to 2nd gear, a later shift from 2nd to 3rd gear, and a later shift from 3rd to 4th gear. This allows for a longer time and a wider engine speed range for 2nd and 3rd gears to enter slip or lockup, thereby utilizing slip and lockup to prevent rapid engine speed increases. Shift points are the vehicle speed points at which upshifts and downshifts are controlled based on vehicle speed and throttle, and are expressed in km / h. Taking the comfort shift mode of an 8-speed hydromechanical automatic transmission as an example, the shift points are shown in Table 1.

[0045] Table 1 Shift point table

[0046]

[0047]

[0048] Under a certain throttle, if the vehicle is currently in gear X (X=1,2,……,8), when the speed is higher than v (i)(j) (i=1,2,……,7;j=1,2,……,11), the vehicle shifts from gear X to gear X+1. Of course, when the vehicle is in the highest gear 8, that is, X=8, the vehicle will not shift up again. When the vehicle speed is lower than v (i)(j) (i=8,9,……,14;j=1,2,……,11), the vehicle shifts down 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 shift down any further.

[0049] It should be noted that, under the same throttle, the higher the gear shifting action level, the higher the upshift point and downshift point. Specifically, taking the upshift point and downshift point at 10% throttle 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) and v (8)(2) <v (9)(2) <v (10)(2) <v (11)(2) <v (12)(2) <v (13)(2) <v (14)(2) , under the same gear shifting action, the greater the throttle, 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) and 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 under the same throttle, the upshift point between two adjacent gears is higher than the downshift point. Specifically, taking the upshift point and downshift point under 10% throttle 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) .

[0050] Furthermore, the shift point from 1st gear to 2nd gear is appropriately lowered, while the shift point from 2nd gear to 3rd gear and from 3rd gear to 4th gear is appropriately raised. Specifically, the shift point v from 1st gear to 2nd gear in Table 1 is appropriately lowered while taking into account the vehicle's starting power, economy, drivability and NVH performance. (i)(j) (i=1;j=1,2,……,11), appropriately increase the shift point v from 2nd gear to 3rd gear and from 3rd gear to 4th gear (i)(j) (i=2,3;j=1,2,……,11). At the same time, attention should be paid to adaptively adjusting the shift points of the remaining medium and high gears and the shift points of each gear downshift, so as to ensure that the whole vehicle has a relatively consistent constant throttle upshift engine speed, appropriate shift interval time and smooth vehicle speed change process, and avoid problems such as cyclic shifting. The adjustment of the shift point can be calibrated and determined according to the actual vehicle shifting performance.

[0051] In step S103, the torque converter of the automatic transmission is controlled to enter the slip state and the locked state at the target gear according to the slip entry and exit points and the release and locking points of the target gear after calibration and optimization, and the locking pressure of the locking clutch in the torque converter corresponding to the target gear and the adjacent gear is increased to control the torque converter to complete the locking as soon as possible.

[0052] It can be understood that the embodiment of the present application can control the torque converter of the automatic transmission to enter the slip state and the locked state in the target gear according to the slip entry and exit points and the release and locking points of the target gear after calibration and optimization, and increase the locking pressure of the locking clutch in the torque converter corresponding to the target gear and the adjacent gears, and control the torque converter to complete the locking as early as possible, thereby solving the problem in the related technology that the torque converter selected during the vehicle development process has a relatively soft stiffness, resulting in the engine speed soaring and the torque converter locking late or even not locking at all in the middle and low gears when the vehicle accelerates and shifts up, thereby ensuring the economy, drivability and NVH performance of the entire vehicle, and thus improving the user experience.

[0053] It should be noted that increasing the lockup pressure of the lockup clutch in the torque converter corresponding to the target gear and the adjacent gears specifically refers to increasing the lockup pressure of the lockup clutch in the torque converter corresponding to the 2nd and 3rd gears on the basis of controlling the torque converter to enter slip and lock in the 2nd gear, so as to further accelerate the slip and lockup action of the torque converter in the 2nd gear and subsequent intermediate gears, so that the torque converter enters the slip or lockup state as early as possible in the 2nd gear and subsequent intermediate gears, and utilizes slip and lockup to control the engine speed to maintain it near the torque converter turbine speed, so as to achieve the purpose of avoiding the engine speed from soaring and the torque converter from locking up late or even not locking up.

[0054] In an embodiment of the present application, the torque converter of the automatic transmission is controlled to enter a slipping state and a locked state in the target gear according to the slipping entry and exit points and the release and locking points of the target gear after calibration and optimization, including: obtaining a slipping entry and exit point table and a release and locking point table of the target gear, wherein the slipping entry and exit point table is a correspondence table of the slipping entry and exit points and the accelerator pedal opening, and the release and locking point table is a correspondence table of the release and locking points and the accelerator pedal opening; identifying whether the vehicle is currently in the target gear, if the vehicle is currently in the target gear, querying the slipping entry and exit point table and the release and locking point table with the current accelerator pedal opening of the target vehicle as an index to obtain the slipping entry and exit points and the release and locking points; controlling the automatic transmission to enter or exit the slipping state according to the slipping entry and exit points, and controlling the automatic transmission to enter an unlocked or locked state according to the release and locking points.

[0055] Among them, under the target gear, the slip entry point of the automatic transmission at the same accelerator pedal opening is higher than the slip exit point, the locking point is higher than the unlocking point, and the locking point is higher than the slip entry point.

[0056] It can be understood that the embodiment of the present application can use the current throttle pedal opening of the target vehicle as an index to query the slip entry and exit point table and the release and locking point table to obtain the slip entry and exit points and the release and locking points when the vehicle is in the target gear, and control the automatic transmission to enter or exit the slip state according to the slip entry and exit points, and control the automatic transmission to enter the unlocked or locked state according to the release and locking points, and use slip and lock to control the engine speed to maintain it near the torque converter turbine speed, so as to achieve the purpose of avoiding the engine speed from soaring and the torque converter from locking late or even not locking.

[0057] Specifically, this application describes how to control the torque converter to enter slip and lock in 2nd gear when the torque converter stiffness is relatively soft. This is achieved by calibrating and optimizing the slip entry and exit points, as well as the release and lock points of 2nd gear. That is, by enabling and setting appropriate slip entry and exit points, as well as the release and lock points of 2nd gear. The details are as follows:

[0058] As previously mentioned, torque converter slippage or lockup is generally not controlled in low gears for dynamic reasons. However, when encountering the issues described in this application, such as the softness of the selected torque converter, resulting in rapid engine speed increases and delayed or even no torque converter lockup in low and mid-range gears during vehicle acceleration and upshifts, this can lead to poor vehicle economy, drivability, and NVH performance, easily leading to complaints from market users. Furthermore, a large speed difference between the engine and the torque converter turbine results in a smaller torque converter ratio, lower transmission efficiency, and greater power loss, which is also detrimental to vehicle dynamics. Controlling the torque converter to slip or lockup in second gear can achieve higher transmission efficiency. Furthermore, considering that the second gear ratio is only slightly smaller than the first gear ratio, it is relatively large, thus still achieving good dynamics. Furthermore, the second gear slip entry and exit points and the release and lock points refer to the vehicle speed points at which the torque converter enters and exits the slip state and the lock state in the second gear, and the unit is km / h, as shown in Table 2 and Table 3.

[0059] Table 2 2nd gear sliding friction entry and exit points

[0060]

[0061]

[0062] Table 3 2nd gear release and lock points

[0063] accelerator / % 0 10 20 30 40 50 60 70 80 90 100 Locking point <![CDATA[v L1 ]]> <![CDATA[v L2 ]]> <![CDATA[v L3 ]]> <![CDATA[v L4 ]]> <![CDATA[v L5 ]]> <![CDATA[v L6 ]]> <![CDATA[v L7 ]]> <![CDATA[v L8 ]]> <![CDATA[v L9 ]]> <![CDATA[v L10 ]]> <![CDATA[v L11 ]]> Unlock Point <![CDATA[v U1 ]]> <![CDATA[v U2 ]]> <![CDATA[v U3 ]]> <![CDATA[v U4 ]]> <![CDATA[v U5 ]]> <![CDATA[v U6 ]]> <![CDATA[v U7 ]]> <![CDATA[v U8 ]]> <![CDATA[v U9 ]]> <![CDATA[v U10 ]]> <![CDATA[v U11 ]]>

[0064] For a hydromechanical automatic transmission, if the lockup clutch in the torque converter is to be maintained in a slipping or locked state, it has a minimum speed requirement for the engine speed. For example, the minimum engine speed requirement corresponding to the slipping state is 1000r / min, and the minimum engine speed requirement corresponding to the locked state is 1100r / min. In addition, the locking point of each gear of the hydromechanical automatic transmission must be higher than the unlocking point, and the slipping entry point must be higher than the slipping exit point.

[0065] Specifically, taking the release and lock points and the sliding friction entry and exit points at 10% throttle in 2nd gear as an example, there are v L2 >v U2 and v in2 >v out2Therefore, the minimum speed requirement for the engine speed in the slip and lockup states of the above-mentioned torque converter is that the engine speed obtained by speed ratio conversion at the slip exit point should not be lower than 1000r / min, and the engine speed obtained by speed ratio conversion at the unlocking point should not be lower than 1100r / min. When calibrating the unlocking and locking points and the slip entry and exit points of a hydromechanical automatic transmission at the same throttle in a certain gear, the locking point is usually calibrated higher than the slip entry point. Therefore, the corresponding engine speed obtained by speed ratio conversion from the locking point is usually higher than the corresponding engine speed obtained by speed ratio conversion from the slip entry point. For example, at 10% throttle, the engine speed corresponding to the unlocking point of 2nd gear is 1100r / min, the engine speed corresponding to the locking point is 1200r / min, the engine speed corresponding to the slip entry point is 1100r / min, and the engine speed corresponding to the slip exit point is 1000r / min. If the vehicle is in 2nd gear, at a certain throttle, when the vehicle speed is higher than v inj (j=1,2,……,11), the torque converter enters the slip state. When the vehicle speed further increases to a value higher than v 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) but still higher than v inj (j=1,2,……,11), the torque converter enters the sliding state from the locked state. When the vehicle speed is lower than v Uj (j=1,2,……,11) and lower than v inj (j=1,2,……,11) but still higher than v outj (j=1,2,……,11), the torque converter still maintains the slip state. When the vehicle speed is further reduced to below v outj When (j=1,2,……,11), the torque converter enters the unlocked state.

[0066] According to the calibration control method for an automatic transmission proposed in an embodiment of the present application, when the stiffness of the torque converter selected is relatively soft, a target gear for the automatic transmission to suppress rapid engine speed increases is obtained; the shift points corresponding to the target gear and adjacent gears in the shift point table are adjusted and optimized based on the target gear, and the automatic transmission shifting is controlled based on the adjusted and optimized shift point table; the torque converter of the automatic transmission is controlled to enter a slipping state and a locked state in the target gear based on the slip entry and exit points and release and lockup points of the target gear after calibration optimization, and the lockup pressure of the lockup clutch in the torque converter corresponding to the target gear and adjacent gears is increased to control the torque converter to complete lockup as soon as possible. This solves the problem in the related art that the torque converter stiffness selected during vehicle development is relatively soft, resulting in rapid engine speed increases and late or even no torque converter lockup in low and medium gears during acceleration and shifting, thereby ensuring the vehicle's economy, drivability, and NVH performance, thereby improving the user experience.

[0067] The following will be combined Figure 3 and Figure 4 The calibration control method of the automatic transmission of the present application is described in detail with a specific embodiment, as follows:

[0068] This application addresses the issue of a torque converter with a relatively soft stiffness selected during vehicle development. By determining that a hydromechanical automatic transmission enters a slipping and lockup state in second gear, adjusting the shift points in mid- and low-gear positions, controlling the torque converter to enter a slipping and lockup state in second gear, and simultaneously increasing the lockup pressure of the lockup clutch in the torque converter, the application can effectively address the aforementioned issue of rapidly increasing engine speed and late or even non-locking of the torque converter in mid- and low-gear positions during vehicle acceleration and upshifting due to the relatively soft stiffness of the selected torque converter. The specific steps are as follows:

[0069] Step 1: Adjust the shift points for mid and low gears.

[0070] Specifically, the shift point from 1st to 2nd gear is appropriately lowered, while the shift points from 2nd to 3rd gear and from 3rd to 4th gear are appropriately raised. This results in earlier shifts from 1st to 2nd gear, later shifts from 2nd to 3rd gear, and later shifts from 3rd to 4th gear. This allows for more time and a wider engine speed range for 2nd and 3rd gears to enter slippage or lockup, thereby utilizing slippage and lockup to prevent rapid engine speed increases. Shift points are the speed points at which upshifts and downshifts occur based on vehicle speed and throttle control, expressed in km / h. Taking the comfort shift mode of an 8-speed hydromechanical automatic transmission as an example, the shift points are shown in Table 1.

[0071] Table 1 Shift point table

[0072]

[0073]

[0074] Under a certain throttle, if the vehicle is currently in gear X (X=1,2,……,8), when the speed is higher than v (i)(j)( When i=1,2,……,7;j=1,2,……,11), the vehicle shifts from gear X to gear X+1. Of course, when the vehicle is in the highest gear 8, that is, X=8, the vehicle will not shift up again. When the vehicle speed is lower than v (i)(j)( When i=8,9,……,14; j=1,2,……,11), the vehicle shifts down 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 shift down any further.

[0075] It should be noted that, under the same throttle, the higher the gear shifting action level, the higher the upshift point and downshift point. Specifically, taking the upshift point and downshift point at 10% throttle 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) and v (8)(2) <v (9)(2) <v (10)(2) <v (11)(2) <v (12)(2) <v (13)(2) <v (14)(2) , under the same gear shifting action, the greater the throttle, 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) and 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 under the same throttle, the upshift point between two adjacent gears is higher than the downshift point. Specifically, taking the upshift point and downshift point under 10% throttle 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) .

[0076] Furthermore, the shift point from 1st gear to 2nd gear is appropriately lowered, while the shift point from 2nd gear to 3rd gear and from 3rd gear to 4th gear is appropriately raised. Specifically, the shift point v from 1st gear to 2nd gear in Table 1 is appropriately lowered while taking into account the vehicle's starting power, economy, drivability and NVH performance. (i)(j) (i=1;j=1,2,……,11), appropriately increase the shift point v from 2nd gear to 3rd gear and from 3rd gear to 4th gear (i)(j) (i=2,3;j=1,2,……,11). At the same time, attention should be paid to adaptively adjusting the shift points of the remaining medium and high gears and the shift points of each gear downshift, so as to ensure that the whole vehicle has a relatively consistent constant throttle upshift engine speed, appropriate shift interval time and smooth vehicle speed change process, and avoid problems such as cyclic shifting. The adjustment of the shift point can be calibrated and determined according to the actual vehicle shifting performance.

[0077] Step 2: Control the torque converter to enter sliding friction and lock in 2nd gear

[0078] Slipping and locking refer to the working state of the torque converter in the hydromechanical automatic transmission, which is achieved by controlling the lockup clutch in the torque converter. Specifically, the working state of the torque converter generally includes unlocking, slipping and locking. When the torque converter is in the unlocked state, the pressure of the lockup clutch in the torque converter is relatively small or 0. When the torque converter is controlled to switch from the unlocked state to the slipping state, the pressure of the lockup clutch in the torque converter is gradually increased by controlling the torque converter to gradually reduce the speed difference between the pump wheel and the turbine of the torque converter. When the speed difference between the two is reduced to a certain speed difference threshold, the speed difference between the two is kept controlled near this speed difference threshold according to the vehicle operating conditions. At this time, the torque converter enters the slipping state. Specifically, the speed difference threshold is set by the hydromechanical automatic transmission manufacturer, for example, it can be 50r / min. When the torque converter is controlled to switch from a slipping state to a locked state, the pressure in the lockup clutch is further increased to eliminate the speed difference between the pump and turbine of the torque converter until their speeds are the same. At this point, the torque converter is effectively transmitting power rigidly, without any torque multiplication. It will be appreciated that when the torque converter is controlled to switch from a locked state to a slipping state, or from a slipping state to an unlocked state, this is achieved by gradually decreasing the pressure in the lockup clutch. Alternatively, the torque converter can be controlled to switch directly from a locked state to an unlocked state.

[0079] Controlling the torque converter's entry into slip and lockup in 2nd gear is achieved by enabling and setting appropriate 2nd gear slip entry and exit points, as well as release and lockup points. As previously mentioned, torque converter slip or lockup is typically not controlled in low gears for power reasons. However, when the torque converter selected for this application exhibits a relatively soft stiffness, resulting in rapid engine speed increases and delayed or even no torque converter lockup in low and mid-gear during acceleration and upshifts, this can lead to poor vehicle economy, drivability, and NVH performance, potentially leading to complaints from users. Furthermore, a large speed difference between the engine and the torque converter turbine reduces the torque converter's speed ratio, resulting in lower transmission efficiency and significant power loss, which is detrimental to vehicle power. Controlling the torque converter's entry into slip or lockup in 2nd gear can achieve higher transmission efficiency. Furthermore, given that the 2nd gear speed ratio is only slightly smaller than the 1st gear ratio, it can still achieve good power. Furthermore, the second gear slip entry and exit points and the release and lock points refer to the vehicle speed points at which the torque converter enters and exits the slip state and the lock state in the second gear, and the unit is km / h, as shown in Table 2 and Table 3.

[0080] Table 2 2nd gear sliding friction entry and exit points

[0081]

[0082] Table 3 2nd gear release and lock points

[0083] accelerator / % 0 10 20 30 40 50 60 70 80 90 100 Locking point <![CDATA[v L1 ]]> <![CDATA[v L2 ]]> <![CDATA[v L3 ]]> <![CDATA[v L4 ]]> <![CDATA[v L5 ]]> <![CDATA[v L6 ]]> <![CDATA[v L7 ]]> <![CDATA[v L8 ]]> <![CDATA[v L9 ]]> <![CDATA[v L10 ]]> <![CDATA[v L11 ]]> Unlock Point <![CDATA[v U1 ]]> <![CDATA[v U2 ]]> <![CDATA[v U3 ]]> <![CDATA[v U4 ]]> <![CDATA[v U5 ]]> <![CDATA[v U6 ]]> <![CDATA[v U7 ]]> <![CDATA[v U8 ]]> <![CDATA[v U9 ]]> <![CDATA[v U10 ]]> <![CDATA[v U11 ]]>

[0084] For a hydromechanical automatic transmission, if the lockup clutch in the torque converter is to be maintained in a slipping or locked state, it has a minimum speed requirement for the engine speed. For example, the minimum engine speed requirement corresponding to the slipping state is 1000r / min, and the minimum engine speed requirement corresponding to the locked state is 1100r / min. In addition, the locking point of each gear of the hydromechanical automatic transmission must be higher than the unlocking point, and the slipping entry point must be higher than the slipping exit point.

[0085] Specifically, taking the release and lock points and the sliding friction entry and exit points at 10% throttle in 2nd gear as an example, there are v L2 >v U2 and v in2 >v out2 Therefore, the minimum speed requirement for the engine speed in the slip and lockup states of the above-mentioned torque converter is that the engine speed obtained by speed ratio conversion at the slip exit point should not be lower than 1000r / min, and the engine speed obtained by speed ratio conversion at the unlocking point should not be lower than 1100r / min. When calibrating the unlocking and locking points and the slip entry and exit points of a hydromechanical automatic transmission at the same throttle in a certain gear, the locking point is usually calibrated higher than the slip entry point. Therefore, the corresponding engine speed obtained by speed ratio conversion from the locking point is usually higher than the corresponding engine speed obtained by speed ratio conversion from the slip entry point. For example, at 10% throttle, the engine speed corresponding to the unlocking point of 2nd gear is 1100r / min, the engine speed corresponding to the locking point is 1200r / min, the engine speed corresponding to the slip entry point is 1100r / min, and the engine speed corresponding to the slip exit point is 1000r / min. If the vehicle is in 2nd gear, at a certain throttle, when the vehicle speed is higher than v inj (j=1,2,……,11), the torque converter enters the slip state. When the vehicle speed further increases to a value higher than v 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) but still higher than v inj (j=1,2,……,11), the torque converter enters the sliding state from the locked state. When the vehicle speed is lower than v Uj (j=1,2,……,11) and lower than v inj (j=1,2,……,11) but still higher than v outj (j=1,2,……,11), the torque converter still maintains the slip state. When the vehicle speed is further reduced to below v outj When (j=1,2,……,11), the torque converter enters the unlocked state.

[0086] Of course, the present invention only shows the situation where the locking point of the torque converter is usually calibrated higher than the slip entry point. The slip entry point can also be calibrated higher than the locking point. The specific situation can be calibrated according to the performance of the actual vehicle, but generally it should be followed to avoid frequent entry and exit of slip or frequent release and locking to avoid engine speed fluctuations.

[0087] Step 3: Increase the locking pressure of the lockup clutch in the torque converter

[0088] Increasing the lockup pressure of the lockup clutch in the torque converter specifically refers to increasing the lockup pressure of the lockup clutch in the torque converter corresponding to the 2nd and 3rd gears on the basis of controlling the torque converter to enter slip and lock in the 2nd gear based on step 2, so as to further accelerate the slip and lockup action of the torque converter in the 2nd gear and subsequent intermediate gears, so that the torque converter enters the slip or lockup state as early as possible in the 2nd gear and subsequent intermediate gears, and utilizes slip and lockup to control the engine speed to maintain it near the torque converter turbine speed, so as to achieve the purpose of avoiding the engine speed from soaring and the torque converter from locking up late or even not locking up.

[0089] In summary, this application enables the torque converter to enter slip or lockup as early as possible in the second gear, and utilizes slip and lockup to control the engine speed to maintain it near the torque converter turbine speed, effectively solving the aforementioned problem of the selected torque converter having a soft stiffness, which results in the engine speed soaring in the middle and low gears and the torque converter locking up late or even not locking at all when the vehicle is accelerating and shifting up. After adopting this application, the engine speed performance of the vehicle during acceleration and shifting up is as follows: Figure 4 shown.

[0090] In summary, the present application can solve the above-mentioned technical problems in a timely and effective manner through the method of automatic transmission calibration control, avoid the re-selection of the torque converter, thereby effectively ensuring the vehicle development cycle, and avoiding the increase in development costs caused by the re-selection of the torque converter. At the same time, it is beneficial to the economy, drivability and NVH performance of the vehicle, avoiding complaints from market users, and only requires adjustment and optimization of the control software and calibration data of the hydromechanical automatic transmission, without changing the hardware. It has a small workload, low cost, easy implementation, simple and practical, can be effectively applied to engineering practice, and has important application guidance significance for vehicle development.

[0091] 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.

[0092] Figure 5 It is a block diagram of a calibration control device for an automatic transmission according to an embodiment of the present application.

[0093] like Figure 5As shown, the calibration control device 10 of the automatic transmission includes: an acquisition module 100 , an adjustment module 200 and a control module 300 .

[0094] Among them, the acquisition module 100 is used to obtain the target gear of the automatic transmission to suppress the engine speed from rising when the stiffness selected by the torque converter is relatively soft; the adjustment module 200 is used to adjust and optimize the shift points corresponding to the target gear and adjacent gears in the shift point table according to the target gear, and control the automatic transmission shifting according to the adjusted and optimized shift point table, wherein the shift point table is a correspondence table of shifting actions, accelerator pedal openings and shift points; the control module 300 is used to control the torque converter of the automatic transmission to enter the slip state and the locked state in the target gear according to the slip entry, exit point and release and locking points of the target gear after calibration and optimization, and increase the locking pressure of the locking clutch in the torque converter corresponding to the target gear and adjacent gears, so as to control the torque converter to complete the locking as soon as possible.

[0095] 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.

[0096] According to the calibration control device for an automatic transmission proposed in an embodiment of the present application, when the stiffness of the torque converter selected is relatively soft, a target gear for the automatic transmission to suppress rapid engine speed increases is obtained; the shift points corresponding to the target gear and adjacent gears in the shift point table are adjusted and optimized based on the target gear, and the automatic transmission shifting is controlled based on the adjusted and optimized shift point table; the torque converter of the automatic transmission is controlled to enter a slipping state and a locked state in the target gear based on the slip entry and exit points and release and lockup points of the target gear after calibration optimization, and the lockup pressure of the lockup clutch in the torque converter corresponding to the target gear and adjacent gears is increased to control the torque converter to complete lockup as soon as possible. This solves the problem in the related art that the torque converter stiffness selected during vehicle development is relatively soft, resulting in rapid engine speed increases and late or even no torque converter lockup in low and medium gears during acceleration and shifting, thereby ensuring the vehicle's economy, drivability, and NVH performance, thereby improving the user experience.

[0097] Figure 6 This is a schematic diagram of the structure of a vehicle provided in an embodiment of the present application. The vehicle includes:

[0098] A memory 601 , a processor 602 , and a computer program stored in the memory 601 and executable on the processor 602 .

[0099] When the processor 602 executes the program, the calibration control method of the automatic transmission provided in the above embodiment is implemented.

[0100] Furthermore, the vehicle further comprises:

[0101] The communication interface 603 is used for communication between the memory 601 and the processor 602 .

[0102] The memory 601 is used to store computer programs that can be run on the processor 602 .

[0103] The memory 601 may include a high-speed RAM (Random Access Memory), and may also include a non-volatile memory, such as at least one disk memory.

[0104] If the memory 601, the processor 602, and the communication interface 603 are implemented independently, the communication interface 603, the memory 601, and the processor 602 can be connected to each other via 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. The bus can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, Figure 6 Only one thick line is used in the diagram, but this does not mean that there is only one bus or one type of bus.

[0105] Optionally, in a specific implementation, if the memory 601, the processor 602 and the communication interface 603 are integrated on a chip, the memory 601, the processor 602 and the communication interface 603 can communicate with each other through an internal interface.

[0106] The processor 602 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.

[0107] An embodiment of the present application also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the above-mentioned calibration control method for the automatic transmission.

[0108] An embodiment of the present application further provides a computer program product, including a computer program, which, when executed, is used to implement the calibration control method of the automatic transmission as described in the above embodiment.

[0109] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" 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 do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or N embodiments or examples in a suitable manner. In addition, those skilled in the art can combine and combine different embodiments or examples described in this specification and features of different embodiments or examples without contradiction.

[0110] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be understood to indicate or imply relative importance or implicitly specify the number of technical features indicated. Thus, a feature specified as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of this application, "N" means at least two, such as two, three, etc., unless otherwise specifically defined.

[0111] 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 a custom logical function or process step, and the scope of the preferred embodiments of the present application includes alternative implementations in which functions may be performed in a different order than shown or discussed, including performing functions in a substantially simultaneous manner or in a reverse order depending on the functions involved, which should be understood by those skilled in the art to which the embodiments of the present application pertain.

[0112] It should be understood that various parts of the present application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiment, the N steps or methods can be implemented using software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented using hardware, as in another embodiment, it can be implemented using any one or a combination of the following technologies known in the art: a discrete logic circuit having a logic gate circuit for implementing a logic function on a data signal, an application-specific integrated circuit having a suitable combination of logic gate circuits, a programmable gate array, a field programmable gate array, etc.

[0113] Those skilled in the art will appreciate that all or part of the steps in the method of the above-mentioned embodiment can be accomplished by instructing related hardware through a program, and the program can be stored in a computer-readable storage medium. When the program is executed, it includes one or a combination of the steps of the method embodiment.

[0114] 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: When the torque converter is selected with a relatively soft stiffness, the target gear position of the automatic transmission is obtained to suppress the rapid increase of the engine speed; Adjusting and optimizing the shift points corresponding to the target gear and adjacent gears in the shift point table according to the target gear, and controlling the automatic transmission shifting according to the adjusted and optimized shift point table, wherein the shift point table is a table of correspondences between shift actions, accelerator pedal openings, and shift points; According to the slip entry, exit points, release and locking points of the target gear after calibration and optimization, the torque converter of the automatic transmission is controlled to enter the slip state and the locked state at the target gear, and the locking pressure of the lockup clutch in the torque converter corresponding to the target gear and the adjacent gear is increased to control the torque converter to complete the locking as soon as possible. Among them, increasing the locking pressure of the lockup clutch in the torque converter corresponding to the target gear and the adjacent gear means increasing the locking pressure of the lockup clutch in the torque converter corresponding to the target gear and the adjacent gear on the basis of controlling the torque converter to enter slip and lock at the target gear, so as to further accelerate the slip and lock action of the torque converter at the target gear and the adjacent gear, so that the torque converter enters the slip or lock state at the target gear and the adjacent gear as soon as possible.

2. The calibration control method of the automatic transmission according to claim 1, characterized in that: The shift points include upshift points and downshift points. The upshift point from the previous gear of the target gear to the target gear in the shift point table after adjustment and optimization is lower than the upshift point from the previous gear of the target gear to the target gear in the shift point table before adjustment and optimization. The upshift point from the target gear to the next gear of the target gear in the shift point table after adjustment and optimization is higher than the upshift point from the target gear to the next gear of the target gear in the shift point table before adjustment and optimization.

3. The calibration control method of the automatic transmission according to claim 1, characterized in that: The gear shifting action includes upshifting from the first gear to the second gear, or downshifting from the second gear to the first gear.

4. The calibration control method of the automatic transmission according to claim 1, characterized in that: In the shift point table, at the same accelerator pedal opening, the upshift point and the downshift point are positively correlated with the shift action level; at the same shift action, the upshift point and the downshift point are positively correlated with the accelerator pedal opening; at the same accelerator pedal opening, the upshift point between two adjacent gears is higher than the downshift point.

5. The calibration control method of the automatic transmission according to claim 1, characterized in that: The method of controlling the torque converter of the automatic transmission to enter a slipping state and a locking state at the target gear according to the slipping entry and exit points and the release and locking points of the target gear after calibration and optimization includes: Obtaining a friction entry / exit point table and a release / lock point table for the target gear, wherein the friction entry / exit point table is a table of correspondences between friction entry / exit points and accelerator pedal opening, and the release / lock point table is a table of correspondences between release / lock points and accelerator pedal opening; Identifying whether the vehicle is currently in a target gear position, and if the vehicle is currently in the target gear position, querying the friction entry and exit point table and the solution and lock point table using the current accelerator pedal opening of the vehicle as an index to obtain the friction entry and exit points and the solution and lock points; The automatic transmission is controlled to enter or exit a slipping state according to the slipping entry and exit points, and is controlled to enter an unlocked or locked state according to the unlocking and locking points.

6. The calibration control method of the automatic transmission according to claim 5, characterized in that: In the target gear, the slip entry point of the automatic transmission at the same accelerator pedal opening is higher than the slip exit point, the locking point is higher than the unlocking point, and the locking point is higher than the slip entry point.

7. A calibration control device for an automatic transmission, characterized in that: include: An acquisition module is used to obtain a target gear position of the automatic transmission for suppressing a rapid increase in engine speed when the torque converter is selected with a relatively soft stiffness; an adjustment module, configured to adjust and optimize the shift points corresponding to the target gear and adjacent gears in a shift point table according to the target gear, and control the automatic transmission shifting according to the adjusted and optimized shift point table, wherein the shift point table is a table of correspondences between shift actions, accelerator pedal openings, and shift points; A control module is used to control the torque converter of the automatic transmission to enter a slipping state and a locked state in the target gear according to the slip entry and exit points and the release and locking points of the target gear after calibration and optimization, and increase the locking pressure of the lockup clutch in the torque converter corresponding to the target gear and the adjacent gears, and control the torque converter to complete the locking as soon as possible. Among them, increasing the locking pressure of the lockup clutch in the torque converter corresponding to the target gear and the adjacent gears means increasing the locking pressure of the lockup clutch in the torque converter corresponding to the target gear and the adjacent gears on the basis of controlling the torque converter to enter slipping and locking in the target gear, so as to further accelerate the slipping and locking action of the torque converter in the target gear and the adjacent gears, so that the torque converter enters a slipping or locked state in the target gear and the adjacent gears as soon as possible.

8. 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 6.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that: The program is executed by a processor to implement the calibration control method of the automatic transmission as described in any one of claims 1 to 6.

10. A computer program product comprising a computer program, characterized in that When the computer program is executed, it is used to implement the calibration control method of the automatic transmission according to any one of claims 1 to 6.

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