Upshift control method and device of vehicle, vehicle and storage medium

Abstract

The invention provides a vehicle upshift control method and device, a vehicle and a storage medium, the method is applied to the field of vehicles, and the method comprises the steps that under the condition that an upshift instruction of a first axle is detected, if the first axle and a second axle meet a preset upshift conflict condition, the first axle and the second axle meet the preset upshift conflict condition; if yes, the execution waiting duration of the upshift instruction of the first axle is calculated; under the condition that the execution waiting duration is smaller than the calibration duration corresponding to the first working condition parameter, the upshift instruction of the first axle is kept; and if it is detected that an upshift condition corresponding to the upshift instruction is met after the execution waiting duration, the maintained upshift instruction is executed. The method can effectively solve the upshift conflict problem of the front axle and the rear axle so as to avoid insufficient power of the whole vehicle.

Description

Technical Field

[0001] The present application relates to the field of vehicles, and more specifically, to a vehicle upshift control method, device, vehicle and storage medium in the field of vehicles. Background Art

[0002] When the vehicle has an upshift command, the torque at the shift mechanism shaft end must first be reduced to zero or close to zero, and at the same time the torque will be transferred to other power output sources of the vehicle. The upshift action will only be executed after the above conditions are met.

[0003] However, for vehicles equipped with shifting mechanisms on both the front and rear axles, if the front and rear axles issue shift-up commands simultaneously or in succession within a short period of time, shift-up conflicts will occur. In this case, the power source torque of the front and rear axles will be unloaded at the same time, resulting in insufficient power for the entire vehicle, or even power interruption for the entire vehicle. Therefore, how to effectively solve the shift-up conflict problem between the front and rear axles to avoid insufficient power for the entire vehicle has become a technical problem that needs to be solved urgently. Summary of the invention

[0004] The present application provides a vehicle upshift control method, device, vehicle and storage medium, which can effectively solve the upshift conflict problem occurring between the front and rear axles to avoid insufficient power of the whole vehicle.

[0005] In a first aspect, a vehicle upshift control method is provided, the method comprising: when an upshift command of a first axle is detected, if the first axle and the second axle satisfy a preset upshift conflict condition, calculating the waiting execution time of the upshift command of the first axle; when the waiting execution time is less than a calibration time corresponding to a first operating parameter of the vehicle, maintaining the upshift command of the first axle; if after the waiting execution time, it is detected that the upshift condition corresponding to the upshift command is met, executing the maintained upshift command.

[0006] In the above technical solution, when the upshift command of the first axle is detected, it will further check whether the first axle and the second axle meet the preset upshift conflict condition. If the upshift conflict condition is met, the upshift command of the first axle will not be executed immediately, but the waiting execution time of the upshift command of the first axle is calculated first. When the waiting execution time is less than the calibration time corresponding to the first working condition parameter, the upshift command of the first axle is maintained first. If it is detected that the upshift condition corresponding to the upshift command is still met after the waiting execution time, the upshift command maintained is executed. By calculating the waiting execution time and maintaining the upshift command when the condition is met, it is ensured that the power source torque of the two axles will not be unloaded at the same time, thereby avoiding the instantaneous interruption of the power of the whole vehicle. The calibration time is related to the first working condition parameter, which improves the adaptability of the upshift control method to different working conditions. The upshift control method makes the power output of the whole vehicle more stable and the driving experience smoother during the upshift process, reduces the risk of power interruption caused by the upshift conflict of the two axles, effectively solves the upshift conflict problem of the front and rear axles, and avoids insufficient power of the whole vehicle.

[0007] In combination with the first aspect, in certain possible implementations, after calculating the waiting execution time of the upshift command of the first axle, the method further includes: canceling the execution of the upshift command when the waiting execution time is greater than or equal to the calibrated time corresponding to the first operating condition parameter.

[0008] In the above technical solution, when the waiting execution time is greater than or equal to the calibrated time corresponding to the first operating condition parameter, it means that it takes a long time to execute the upshift instruction of the first axle, and after waiting for a long time, the best upshift opportunity may have been missed, so the upshift instruction is directly canceled. By canceling the upshift instruction with a long waiting time, it is possible to avoid upshift conflicts, reduce resource consumption during the invalid waiting period, and avoid system failure or instability caused by long waiting.

[0009] In combination with the first aspect and the above-mentioned implementation manner, in some possible implementation manners, if after the waiting execution time, it is detected that the upshift condition corresponding to the upshift instruction is not satisfied, the execution of the upshift instruction is canceled.

[0010] In the above technical solution, although the waiting execution time is less than the calibrated time, after the waiting execution time, since it is detected that the upshift conditions corresponding to the upshift instruction are not met, it means that there is no need to execute the maintained upshift instruction, so the execution of the upshift instruction is canceled to meet the current actual needs of the vehicle. While avoiding upshift conflicts, it also avoids performing upshift operations under inappropriate conditions.

[0011] In combination with the first aspect and the above-mentioned implementations, in some possible implementations, the upshift conflict condition includes: detecting that the second axle is in the gear shifting process; or detecting that the actual torque of the second axle is less than the calibrated torque corresponding to the second vehicle condition parameter of the vehicle.

[0012] In the above technical solution, it is detected that the second axle is in the process of shifting, which means that the second axle is in the process of unloading and transferring torque. At this time, if the upshift command of the detected first axle is executed, the first axle will also enter the process of unloading and transferring torque. Therefore, the detection of the second axle in the process of shifting is used as the upshift conflict condition, which is conducive to avoiding the first axle and the second axle being in the process of unloading and transferring torque at the same time, resulting in the interruption of the power of the whole vehicle, and is conducive to maintaining the power continuity and stability of the whole vehicle. When the second axle has completed the shift, but its actual torque is still lower than the calibrated torque, it means that the torque of the second axle is still in the process of recovery. In this case, if the upshift command of the first axle is executed immediately, it may cause insufficient power of the whole vehicle. Therefore, the detection of the actual torque of the second axle is less than the calibrated torque as the upshift conflict condition is conducive to avoiding the lack of power of the whole vehicle caused by the direct execution of the upshift command of the first axle after the second axle has completed the shift and has not yet recovered the torque, thereby ensuring the stability and driving experience of the vehicle during the upshift process.

[0013] In combination with the first aspect and the above-mentioned implementation methods, in some possible implementation methods, the calculation of the waiting execution time of the upshift instruction of the first axle includes: determining the current actual torque of the second axle and the target torque of the second axle; calculating the torque recovery time required for the second axle to upshift according to the actual torque and the target torque; and using the torque recovery time as the waiting execution time of the upshift instruction of the first axle.

[0014] The above technical scheme uses the torque recovery time required for the second axle to upshift as the waiting execution time of the upshift command of the first axle, ensuring that the second axle has enough time to recover to the target torque after executing the upshift operation, avoiding the execution of the upshift command of the first axle when the torque of the second axle has not yet fully recovered. In other words, it is ensured that the torque of the second axle is fully recovered before executing the upshift command of the first axle, avoiding power interruption caused by executing the upshift command under insufficient torque, and ensuring that the vehicle can provide stable power output.

[0015] In combination with the first aspect and the above-mentioned implementation manner, in some possible implementation manners, the calculation of the torque recovery time required for the second axle due to upshifting based on the actual torque and the target torque includes: when the second axle is currently in the torque reduction stage required for upshifting, calculating the first torque difference obtained by subtracting the torque to which the second axle needs to be reduced due to upshifting from the actual torque; calculating the torque reduction time obtained by dividing the first torque difference by a preset torque reduction rate; calculating the second torque difference obtained by subtracting the torque to which the second axle needs to be reduced due to upshifting from the target torque; calculating the torque increase time obtained by dividing the second torque difference by a preset torque increase rate; and taking the sum of the time between the torque reduction time and the torque increase time as the torque recovery time required for the second axle due to upshifting.

[0016] The above technical scheme, when the second axle is currently in the torque reduction stage required for upshifting, indicates that the torque recovery time required for the second axle for upshifting includes not only the time required for completing the gear shift by reducing the torque, but also the time required for increasing the torque to the target torque after the gear shift is completed. By calculating the torque reduction time and the torque increase time in detail and calculating the sum of the two, it is helpful to accurately obtain the torque recovery time required for the second axle for upshifting.

[0017] In combination with the first aspect and the above-mentioned implementations, in some possible implementations, calculating the torque recovery time required for the second axle due to upshifting based on the actual torque and the target torque includes: when the second axle is currently in the torque increase stage required for upshifting, calculating the target torque minus the actual torque to obtain a third torque difference; calculating the third torque difference and dividing it by a preset torque increase rate to obtain the torque recovery time required for the second axle due to upshifting.

[0018] In the above technical solution, when the second axle is currently in the torque increase stage required for upshifting, it means that the second axle has completed the upshifting. The torque recovery time required for the second axle due to upshifting is the time required to increase the torque to the target torque after the upshifting is completed. By calculating the third torque difference and dividing it by the preset torque increase rate, it is helpful to accurately obtain the torque recovery time required for the second axle due to upshifting in this case.

[0019] In a second aspect, a vehicle control device is provided, which includes: a calculation module for calculating the waiting execution time of the upshift instruction of the first axle when an upshift instruction of the first axle is detected, if the first axle and the second axle meet a preset upshift conflict condition; a holding module for holding the upshift instruction of the first axle when the waiting execution time is less than a calibration time corresponding to a first operating parameter of the vehicle; and an execution module for executing the held upshift instruction when an upshift condition corresponding to the upshift instruction is detected to be met after the waiting execution time.

[0020] In combination with the second aspect and the above-mentioned implementation method, the vehicle's upshift control device also includes: a cancellation execution module, which is used to cancel the execution of the upshift instruction when the waiting execution time is greater than or equal to the calibrated time corresponding to the first operating condition parameter.

[0021] In a possible implementation, the vehicle upshift control device further includes: a cancellation execution module, which is used to cancel the execution of the upshift instruction if it is detected that the upshift condition corresponding to the upshift instruction is not met after the waiting execution time.

[0022] In a possible implementation, the upshift conflict condition includes: detecting that the second axle is in the gear shifting process; or detecting that the actual torque of the second axle is less than the calibrated torque corresponding to the second vehicle condition parameter.

[0023] In a possible implementation, the calculation module is specifically used to: determine the current actual torque of the second axle and the target torque of the second axle; calculate the torque recovery time required for the second axle to shift up based on the actual torque and the target torque; and use the torque recovery time as the waiting execution time for the shift up instruction of the first axle.

[0024] In one possible implementation, the calculation module is specifically used to: when the second axle is currently in a torque reduction stage required for upshifting, calculate the first torque difference obtained by subtracting the torque to which the second axle needs to be reduced due to upshifting from the actual torque; calculate the torque reduction time obtained by dividing the first torque difference by a preset torque reduction rate; calculate the second torque difference obtained by subtracting the torque to which the second axle needs to be reduced due to upshifting from the target torque; calculate the torque increase time obtained by dividing the second torque difference by a preset torque increase rate; and use the sum of the torque reduction time and the torque increase time as the torque recovery time required for the second axle due to upshifting.

[0025] In one possible implementation, the calculation module is specifically used to: when the second axle is currently in a torque increase stage required for upshifting, calculate the target torque minus the actual torque to obtain a third torque difference; calculate the third torque difference divided by a preset torque increase rate to obtain the torque recovery time required for the second axle to upshift.

[0026] In a third aspect, a vehicle is provided, comprising: a memory for storing executable program code; and a processor for calling and running the executable program code from the memory, so that the vehicle executes the method in the above-mentioned first aspect or any possible implementation of the first aspect.

[0027] In a fourth aspect, a computer program product is provided, comprising: a computer program code, which, when executed on a computer, enables the computer to execute the method in the first aspect or any possible implementation of the first aspect.

[0028] In a fifth aspect, a computer-readable storage medium is provided, which stores a computer program code. When the computer program code runs on a computer, the computer executes the method in the above-mentioned first aspect or any possible implementation manner of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Figure 1 is a schematic flow chart of a vehicle upshift control method provided in an embodiment of the present application;

[0030] Figure 2 is a structural schematic diagram of a vehicle upshift control device provided in an embodiment of the present application;

[0031] Figure 3 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0032] The technical solution in the present application will be described clearly and in detail below in conjunction with the accompanying drawings. In the description of the embodiments of the present application, unless otherwise specified, " / " means or, for example, A / B can mean A or B: "and / or" in the text is only a description of the association relationship of associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, "multiple" means two or more than two.

[0033] In the following, the terms "first" and "second" are used for descriptive purposes only and are not to be understood as suggesting or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features.

[0034] When the vehicle has an upshift command, the torque at the shift mechanism shaft end must first be reduced to zero or close to zero, and at the same time the torque will be transferred to other power output sources of the vehicle. The upshift action will only be executed after the above conditions are met.

[0035] However, for vehicles equipped with shifting mechanisms on both the front and rear axles, if the front and rear axles issue shift-up commands simultaneously or successively within a short period of time, shift-up conflicts will occur. In this case, the power source torques of the front and rear axles will be unloaded at the same time, which may cause the entire vehicle to temporarily lose power. For example, taking the execution of the front axle shift-up command as an example, the front axle torque needs to be unloaded and transferred to the rear axle first. During the process of unloading and transferring the front axle torque to the rear axle, the front axle torque will gradually decrease to 0, and the corresponding rear axle torque will gradually increase to meet the current vehicle power requirements. If during the execution of the front axle shift-up command, the vehicle speed reaches the shift-up speed of the rear axle, if the rear axle is allowed to shift up at this time, the front and rear axles will cause the front axle torque and the rear axle torque to gradually decrease at the same time in order to achieve the shift-up, affecting the power of the entire vehicle. It may even happen that the front axle torque and the rear axle torque drop to 0 at the same time, resulting in a power interruption of the entire vehicle, which seriously affects the driving experience.

[0036] Based on this, how to effectively solve the upshift conflict problem between the front and rear axles to avoid insufficient power of the whole vehicle has become a technical problem that needs to be solved urgently. In order to at least solve this technical problem, an embodiment of the present application provides a vehicle upshift control method, which is applied to a vehicle. The front and rear axles of the vehicle are equipped with shift mechanisms, so shift operations can be performed on both the front and rear axles. In response to the upshift conflict problem between the front and rear axles, the logic of the waiting execution time of the upshift command is designed. After waiting, the upshift command is executed only when the upshift conditions are still met, so as to avoid the execution of the front axle upshift command and the rear axle upshift command at the same time or in succession within a short period of time, which may cause insufficient power of the whole vehicle.

[0037] It is understandable that upshifting means that the driver wants to accelerate. If the power source torque of the front and rear axles is unloaded at the same time, the driver will feel deceleration, which is inconsistent with the driver's intention to upshift and accelerate, and does not meet the driver's expected feeling. As for downshifting, the purpose of downshifting itself is to decelerate. At this time, even if the front and rear axles unload torque, the driver still feels deceleration, which is consistent with the driver's intention to downshift and decelerate, and will not affect the driver's expected feeling. Therefore, this embodiment mainly proposes a solution to the upshift conflict between the front and rear axles.

[0038] Figure 1It is a schematic flow chart of a vehicle upshift control method provided in an embodiment of the present application.

[0039] For example, Figure 1 As shown, the vehicle upshift control method includes:

[0040] Step 101: when an upshift command of the first axle is detected, if the first axle and the second axle meet a preset upshift conflict condition, then the waiting execution time of the upshift command of the first axle is calculated;

[0041] Step 102: When the waiting execution time is less than the calibration time corresponding to the first operating condition parameter, maintaining the upshift instruction of the first axle;

[0042] Step 103: If after the waiting execution time, it is detected that the upshift condition corresponding to the upshift instruction is met, the maintained upshift instruction is executed.

[0043] exist Figure 1 In the embodiment shown, when the upshift command of the first axle is detected, it is further checked whether the first axle and the second axle meet the preset upshift conflict condition. If the upshift conflict condition is met, the upshift command of the first axle will not be executed immediately, but the waiting execution time of the upshift command of the first axle is calculated first. When the waiting execution time is less than the calibration time corresponding to the first working condition parameter, the upshift command of the first axle is maintained first. If it is detected that the upshift condition corresponding to the upshift command is still met after the waiting execution time, the maintained upshift command is executed. By calculating the waiting execution time and maintaining the upshift command when the condition is met, it is ensured that the power source torque of the two axles will not be unloaded at the same time, thereby avoiding the instantaneous interruption of the power of the whole vehicle. The calibration time is related to the first working condition parameter, which improves the adaptability of the upshift control method to different working conditions. The upshift control method makes the power output of the whole vehicle more stable and the driving experience smoother during the upshift process, reduces the risk of power interruption caused by the upshift conflict of the two axles, effectively solves the upshift conflict problem of the front and rear axles, and avoids insufficient power of the whole vehicle.

[0044] Below Figure 1 The specific implementation of each step in the embodiment shown is described as follows:

[0045] In step 101, one of the first axle and the second axle is a front axle, and the other is a rear axle. That is, when the first axle is a front axle, the second axle is a rear axle, and when the first axle is a rear axle, the second axle is a front axle.

[0046] The upshift command of the first axle is generated by the control system of the vehicle, which may be a central control system of the vehicle or a dedicated powertrain controller, such as a transmission control unit (TCU). The control system determines when to change the gear position of a specific axle based on information from multiple sensors. These sensors may include, but are not limited to, a vehicle speed sensor, an acceleration sensor, an engine speed sensor, a throttle position sensor, etc. If the control system determines that the upshift condition of the first axle is met based on the information from the sensor, the upshift command of the first axle is generated. For the first axle equipped with an independent speed change mechanism, the upshift command of the first axle will be sent to the corresponding transmission to control the internal shift mechanism to perform the upshift operation. In this embodiment, considering the coordination problem between the axles in the vehicle, if it is detected that there is a potential conflict in the upshift operation between the two axles, that is, the preset upshift conflict condition is met, the upshift command of the first axle will not be executed immediately, but the waiting execution time of the upshift command of the first axle will be calculated.

[0047] The first axle and the second axle satisfy the preset upshift conflict condition, which means that if the upshift command of the first axle is executed immediately, the first axle and the second axle may cause insufficient power of the whole vehicle or even power interruption of the whole vehicle due to simultaneous or uncoordinated upshift operations.

[0048] The waiting execution time of the upshift command of the first axle refers to: from the moment when the upshift command of the first axle is detected, how long is required to wait before executing the upshift command so as not to cause insufficient power of the whole vehicle. It is understandable that if the upshift command of the first axle is executed after the torque of the second axle is restored to the corresponding target torque, it will not cause insufficient power of the whole vehicle. Therefore, the waiting execution time of the upshift command of the first axle can be specifically: the torque recovery time required for the second axle to upshift.

[0049] Exemplarily, the above-mentioned calculation of the waiting execution time of the upshift instruction of the first axle includes the following S11 to S12:

[0050] S11: Determine the current actual torque of the second axle and the target torque of the second axle.

[0051] The actual torque of the second axle at present can be understood as: the torque value actually output by the second axle when the first axle upshift command is detected, which reflects the real torque amount being transmitted to the drive wheels by the second axle at the target time, which is the time when the first axle upshift command is detected. The target torque of the second axle can be understood as: the target torque corresponding to the target gear position after the second axle upshifts, that is, the ideal torque level that the second axle should reach after the upshift is completed. The target torque is set based on the characteristics of the new gear position after the upshift, that is, the target gear position, the expected vehicle performance requirements, and the driver's operating intention (such as acceleration request).

[0052] S12: Calculating the torque recovery time required for the second axle to shift up based on the actual torque and the target torque, and using the torque recovery time as the waiting execution time for the shift up instruction of the first axle.

[0053] The torque recovery time may be understood as the time required for the output torque of the second axle to change from the actual torque at the target moment to the target torque due to the upshift.

[0054] In the above implementation, the torque recovery time required for the second axle to upshift is used as the waiting execution time of the upshift command of the first axle, ensuring that the second axle has enough time to recover to the target torque after executing the upshift operation, avoiding the execution of the upshift command of the first axle when the torque of the second axle has not been fully recovered. In other words, ensuring that the torque of the second axle is fully recovered before executing the upshift command of the first axle, avoiding power interruption caused by executing the upshift command of the first axle under insufficient torque, and ensuring that the vehicle can provide stable power output.

[0055] In a possible implementation, the calculation of the torque recovery time required for the second axle to shift up based on the actual torque and the target torque includes the following steps S21 to S25:

[0056] S21: When the second axle is currently in a torque reduction stage required for upshifting, a first torque difference is obtained by subtracting the torque required for upshifting of the second axle from the actual torque.

[0057] Specifically, when the second axle is currently in the torque reduction stage required for upshifting, it means that the torque of the second axle is in the decreasing stage, that is, the second axle is experiencing torque unloading. The torque that the second axle needs to reduce to for upshifting can be understood as: in order to perform upshifting from the actual gear position of the second axle to the target gear position, the power source on the second axle needs to reduce to the torque. In a specific implementation, the torque that the second axle needs to reduce to for upshifting can be 0Nm.

[0058] For example, if the torque of the second axle that needs to be reduced to 0 for upshifting is taken as an example, the first torque difference = the actual torque of the second axle - 0. The first torque difference can be understood as the torque amount that the second axle needs to reduce in order to perform the upshifting operation on the second axle.

[0059] S22: Calculate the first torque difference and divide it by the preset torque reduction rate to obtain the torque reduction time.

[0060] The preset torque reduction rate can be pre-calibrated, which refers to the torque reduction rate of the second axle when the torque of the second axle is in the decreasing stage. The torque reduction time can be understood as: the time required for the output torque of the second axle to decrease from the current actual torque to the reference torque, and the reference torque is the torque to which the second axle needs to be reduced due to the upshift. When the reference torque is 0, the torque reduction time is: the time required for the actual torque of the second axle to decrease to 0.

[0061] S23: Calculate the target torque minus the torque that the second axle needs to reduce to due to upshifting to obtain a second torque difference.

[0062] The second torque difference may be understood as the torque amount that needs to be increased on the second axle in order for the second axle to output the target torque.

[0063] S24: Calculate the second torque difference and divide it by the preset torque increase rate to obtain the torque increase time.

[0064] The preset torque increase rate can be pre-calibrated and refers to the torque increase rate of the second axle. The torque increase duration can be understood as: the time required for the output torque of the second axle to increase from the reference torque to the target torque, and the reference torque is the torque to which the second axle needs to be reduced due to the upshift. When the reference torque is 0, the torque increase duration is: the time required for the output torque of the second axle to increase from 0 torque to the target torque.

[0065] S25: The sum of the durations of the torque reduction time and the torque increase time is used as the torque recovery time required for the second axle to shift up.

[0066] For example, assuming that the torque of the second axle required to be reduced to 0 due to upshifting, when the second axle is currently in the torque reduction stage required for upshifting, the torque recovery time is calculated as follows:

[0067] (Current actual torque of the second axle - 0) / torque reduction rate of the second axle+(target torque of the second axle - 0) / torque increase rate of the second axle.

[0068] The actual torque of the second axle at present is: the torque actually output by the second axle when the upshift command of the first axle is detected. The target torque of the second axle is: the target torque corresponding to the target gear position after the second axle is upshifted. The torque reduction rate and the torque increase rate can be preset, and this embodiment does not specifically limit this.

[0069] The above technical scheme, when the second axle is currently in the torque reduction stage required for upshifting, indicates that the torque recovery time required for the second axle for upshifting includes not only the time required for completing the gear shift by reducing the torque, but also the time required for increasing the torque to the target torque after the gear shift is completed. By calculating the torque reduction time and the torque increase time in detail and calculating the sum of the two, it is helpful to accurately obtain the torque recovery time required for the second axle for upshifting.

[0070] In another possible implementation, the calculation of the torque recovery time required for the second axle to shift up based on the actual torque and the target torque includes the following steps S31 to S32:

[0071] S31: When the second axle is currently in a torque increase phase required for upshifting, a third torque difference is obtained by subtracting the actual torque from the target torque.

[0072] When the second axle is currently in the torque increase phase required for upshifting, it means that the second axle has passed the torque reduction phase and completed the upshifting. The third torque difference calculated at this time actually refers to the torque amount that the second axle needs to increase in order to make the second axle output the target torque.

[0073] S32: Calculate the third torque difference and divide it by the preset torque increase rate to obtain the torque recovery time required for the second axle to shift up.

[0074] The preset torque increase rate can be pre-calibrated and refers to the torque increase rate of the second axle. The third torque difference divided by the preset torque increase rate can be understood as: the time required for the output torque of the second axle to increase from the current actual torque to the target torque. In this case, the calculation method of the torque recovery time required for the second axle to shift up is as follows:

[0075] (Target torque of the second axle - current actual torque of the second axle) / torque increase rate of the second axle.

[0076] In the above technical solution, when the second axle is currently in the torque increase stage required for upshifting, it means that the second axle has completed the upshifting. The torque recovery time required for the second axle due to upshifting is the time required to increase the torque to the target torque after the upshifting is completed. By calculating the third torque difference and dividing it by the preset torque increase rate, it is helpful to accurately obtain the torque recovery time required for the second axle due to upshifting in this case.

[0077] In step 102, the calculated waiting execution time is compared with the calibration time corresponding to the first operating condition parameter of the vehicle. If the waiting execution time is less than the calibration time, the upshift instruction of the first axle is maintained. Maintaining the upshift instruction of the first axle means: latching the upshift instruction of the first axle and not executing it immediately. Maintaining the upshift instruction of the first axle can also be understood as: saving the upshift instruction of the first axle and waiting for execution.

[0078] Exemplarily, there is a pre-calibrated correspondence table between the first operating condition parameter of the vehicle and the calibration duration, and the calibration duration corresponding to the first operating condition parameter can be obtained by querying the correspondence table through the current first operating condition parameter of the vehicle.

[0079] In a possible implementation, the first operating condition parameter includes: a vehicle speed change rate and an accelerator pedal opening change rate. In this implementation, the corresponding relationship table can be referred to in the following Table 1:

[0080] Table 1

[0081]

[0082] In the above Table 1, x1 refers to the vehicle speed change rate, y1 refers to the accelerator pedal opening change rate, and T (in seconds) refers to the calibration time duration corresponding to the first operating condition parameter.

[0083] As shown in Table 1, if the opening change rate y1 of the accelerator pedal remains unchanged, the greater the absolute value of the vehicle speed change rate within a certain range, the greater the corresponding calibration time duration T. The above-mentioned certain range includes -5%≤y1≤-20%, -2%≤y1≤20% and -100%≤x1≤-0% in the above Table 1.

[0084] As shown in Table 1, when the accelerator pedal opening rate change y1 is greater than 2% or less than -2%, if the vehicle speed change rate remains unchanged and the accelerator pedal opening rate change is a negative value (the accelerator is released), as the accelerator pedal change rate y1 becomes smaller (the more the accelerator is released), the corresponding calibration time length T becomes longer; if the accelerator pedal opening rate change is a positive value (the accelerator is pressed), as the accelerator pedal opening rate change rate becomes larger (the accelerator is pressed), the corresponding calibration time length T becomes shorter.

[0085] In another possible implementation, the first operating condition parameter includes: a vehicle speed change rate and a brake pedal opening change rate. In this implementation, the corresponding relationship table can be referred to in Table 2 below:

[0086] Table 2

[0087]

[0088] In the above Table 2, x1 refers to the vehicle speed change rate, x2 refers to the opening degree of the brake pedal, and T (in seconds) refers to the calibration duration corresponding to the first operating condition parameter.

[0089] As shown in Table 2, when the brake pedal opening is less than 5%, if the brake pedal opening remains unchanged, when the vehicle speed change rate is a positive value, the greater the vehicle speed change rate, the smaller the corresponding calibration time length T; when the vehicle speed change rate is a negative value, the smaller the vehicle speed change rate, the larger the corresponding calibration time length T.

[0090] As shown in Table 2, when the brake pedal opening is between 0% and 10%, if the vehicle speed change rate remains unchanged, the larger the brake pedal opening, the larger the corresponding calibration time length T. When the brake pedal opening is greater than or equal to 15%, regardless of the vehicle speed change rate, the corresponding calibration time length T can be a preset value such as 100 seconds.

[0091] It should be noted that the above Tables 1 and 2 are merely exemplary illustrations for ease of understanding. In a specific implementation, different corresponding relationships between the first operating condition parameters and the calibration time durations may also be calibrated according to actual needs.

[0092] In a possible implementation, after calculating the waiting execution time of the upshift command of the first axle, the method further includes: when the waiting execution time is greater than or equal to the calibrated time corresponding to the first operating condition parameter, canceling the execution of the upshift command.

[0093] In this implementation, when the waiting execution time is greater than or equal to the calibrated time corresponding to the first operating condition parameter, it means that a long time is needed to execute the upshift instruction of the first axle, and after a long time of waiting, the best upshift opportunity may have been missed, so the upshift instruction is directly canceled. By canceling the upshift instruction with a long waiting time, it is possible to avoid upshift conflicts, reduce resource consumption during the invalid waiting period, and avoid system failure or instability caused by long waiting.

[0094] In a possible implementation, the upshift conflict condition includes: detecting that the second axle is in the gear shifting process; or detecting that the actual torque of the second axle is less than the calibrated torque corresponding to the second vehicle condition parameter.

[0095] The second axle is detected to be in the process of shifting gears, specifically, it is detected that the second axle is in the process of upshifting gears but has not yet shifted to the target gear after upshifting gears, and the second axle is still in the process of reducing torque. The actual torque of the second axle is detected to be less than the calibrated torque corresponding to the second vehicle condition parameter, which is more inclined to the fact that the gear shifting has been completed, but the torque of the second axle has not yet recovered, and is in the stage of increasing torque.

[0096] Exemplarily, there is a pre-calibrated correspondence table between the second operating condition parameter of the vehicle and the calibrated torque. The calibrated torque corresponding to the second operating condition parameter can be obtained by querying the correspondence table through the current second operating condition parameter of the vehicle.

[0097] In a possible implementation, the second vehicle condition parameter includes the vehicle speed and the opening degree of the accelerator pedal. In this implementation, the corresponding relationship table can be referred to in the following Table 3:

[0098] Table 3

[0099]

[0100] In the above Table 3, x3 refers to the opening of the accelerator pedal, and the opening of the accelerator pedal from 0% to 100% represents the process from the accelerator pedal being not pressed at all to being pressed at all. y2 represents the vehicle speed (in kph), and N (in Nm) represents the calibrated torque corresponding to the second operating condition parameter.

[0101] As shown in Table 3, when the vehicle speed is greater than 0 kph, if the vehicle speed remains unchanged, the greater the opening of the accelerator pedal, the greater the corresponding calibrated torque. When the opening of the accelerator pedal is greater than or equal to 0% and less than or equal to 10%, if the opening of the accelerator pedal remains unchanged, as the vehicle speed increases, the corresponding calibrated torque remains unchanged. When the opening of the accelerator pedal is greater than 10%, if the opening of the accelerator pedal remains unchanged, as the vehicle speed increases, the corresponding calibrated torque increases.

[0102] In another possible implementation, the second vehicle condition parameter includes the vehicle speed and the opening degree of the brake pedal. In this implementation, the corresponding relationship table can be referred to in the following Table 4:

[0103] Table 4

[0104]

[0105] In the above Table 4, x2 refers to the opening of the brake pedal, and the opening of the brake pedal from 0% to 100% represents the process from the brake pedal being completely not pressed to being completely pressed. y2 represents the vehicle speed (in kph), and N (in Nm) represents the calibrated torque corresponding to the second operating condition parameter.

[0106] As shown in Table 4, when the vehicle speed is greater than 0 kph and the opening of the brake pedal is greater than or equal to 0% and less than or equal to 10%, if the vehicle speed remains unchanged, the greater the opening of the brake pedal, the greater the corresponding calibrated torque. When the vehicle speed is greater than 0 kph and less than or equal to 100 kph, if the opening of the brake pedal remains unchanged, the greater the vehicle speed, the greater the corresponding calibrated torque. If the opening of the brake pedal is greater than or equal to 30%, regardless of the vehicle speed, the corresponding calibrated torque is the preset value (for example, 2000 Nm).

[0107] It should be noted that the above Tables 3 and 4 are merely exemplary illustrations for ease of understanding. In a specific implementation, different corresponding relationships between the second operating condition parameters and the calibrated torque may also be calibrated according to actual needs.

[0108] In a specific implementation, it is detected that the second axle is in the process of shifting, which means that the second axle is in the process of unloading and transferring torque. At this time, if the upshift command of the detected first axle is executed, the first axle will also enter the process of unloading and transferring torque. Therefore, the detection of the second axle in the process of shifting is used as the upshift conflict condition, which is conducive to avoiding the first axle and the second axle being in the process of unloading and transferring torque at the same time, resulting in the interruption of the power of the whole vehicle, and is conducive to maintaining the power continuity and stability of the whole vehicle. When the second axle has completed the shift, but its actual torque is still lower than the calibrated torque, it means that the torque of the second axle is still in the process of recovery. In this case, if the upshift command of the first axle is executed immediately, it may cause insufficient power of the whole vehicle. Therefore, the detection of the actual torque of the second axle is less than the calibrated torque as the upshift conflict condition is conducive to avoiding the lack of power of the whole vehicle caused by the direct execution of the upshift command of the first axle after the second axle has completed the shift and has not yet recovered the torque, thereby ensuring the stability and driving experience of the vehicle during the upshift process.

[0109] In step 103, after the waiting execution time refers to: starting from the moment when the upshift instruction of the first axle is detected, after the waiting execution time. If after the waiting execution time, it is detected that the upshift condition corresponding to the upshift instruction is still met, the maintained upshift instruction is executed. At this time, the upshift instruction of the first axle is executed, which can meet the current upshift demand of the vehicle and avoid upshift conflict with the second axle.

[0110] It is understandable that the upshift instruction of the first axle usually carries the target gear position to which the first axle should be upshifted, and the upshift condition refers to: the condition used to measure whether the first axle should be upshifted to the target gear position. The upshift condition mainly depends on the specific logic set by the powertrain design of the vehicle and the manufacturer. The upshift condition is to ensure that the gear is shifted at the appropriate time to maintain the best fuel efficiency, driving comfort and performance. For example, the upshift condition includes: the engine speed reaches the target speed required for upshifting, and / or the vehicle speed reaches the target speed required for upshifting, but this embodiment does not specifically limit this.

[0111] In a possible implementation, if after waiting for the execution time, it is detected that the upshift condition corresponding to the upshift instruction is not satisfied, the execution of the upshift instruction is canceled.

[0112] In this implementation, although the waiting execution time is less than the calibrated time, after the waiting execution time, since it is detected that the upshift conditions corresponding to the upshift instruction are not met, it means that there is no need to execute the maintained upshift instruction. Therefore, the upshift instruction is no longer maintained, but the upshift instruction is canceled to meet the current actual needs of the vehicle. While avoiding upshift conflicts, it also avoids performing upshift operations under inappropriate conditions.

[0113] To further facilitate the understanding of the embodiments of the present application, the following takes the first axle as the rear axle and the second axle as the front axle as an example to introduce the upshift control method:

[0114] When a rear axle upshift command is detected, if any of the following conditions (condition a or condition b) is met, it is determined that the rear axle upshift command should be maintained, and the waiting execution time t is calculated.

[0115] Condition a: The front axle is in the process of shifting gears, or

[0116] Condition b: the front axle torque is less than the calibratable torque (for example, the torque related to the vehicle speed and the accelerator pedal opening, or the torque related to the vehicle speed and the brake pedal opening).

[0117] If the waiting execution time t of the rear axle upshift command is less than a calibratable time (for example, the time related to the vehicle speed change rate and the accelerator pedal change rate, or the time related to the vehicle speed change rate and the brake pedal opening), and after the waiting execution time t, the above-mentioned maintained rear axle upshift command still meets the conditions for rear axle upshift, the rear axle upshift command should be executed.

[0118] If the waiting execution time t of the rear axle upshift command is greater than or equal to the calibratable time, or the stored rear axle upshift command does not meet the rear axle upshift conditions, the rear axle upshift command should be cancelled, that is, the rear axle upshift command will not be executed.

[0119] To further facilitate the understanding of the embodiments of the present application, the first axle is used as the front axle and the second axle is used as the rear axle as an example to introduce the upshift control method:

[0120] When a front axle upshift command is detected, if any of the following conditions (condition c or condition d) is met, it is determined that the front axle upshift command should be maintained, and the waiting execution time t is calculated.

[0121] Condition (c): the rear axle is in the process of shifting gears, or

[0122] Condition (d): the rear axle torque is less than a calibratable torque (for example, a torque related to the vehicle speed and the accelerator pedal opening, or a torque related to the vehicle speed and the brake pedal opening).

[0123] If the waiting execution time t of the front axle upshift command is less than a calibratable time (for example, the time related to the vehicle speed change rate and the accelerator pedal change rate, or the time related to the vehicle speed change rate and the brake pedal opening), and after the waiting execution time t, the above-mentioned maintained front axle upshift command still meets the conditions for the front axle upshift, the front axle upshift command should be executed.

[0124] If the waiting execution time t of the front axle upshift command is greater than or equal to the calibratable time, or the stored front axle upshift command does not meet the front axle upshift conditions, the current front axle upshift command should be cancelled, that is, the front axle upshift command will not be executed.

[0125] In this embodiment, the time for resolving the upshift conflict (waiting execution time t) is calculated to extend the execution time of the upshift command received later. If the waiting execution time t is too long, the upshift command is canceled; if the waiting execution time t is short and the upshift conditions are still met at the extended execution time, the upshift command is executed, thereby resolving the upshift conflict problem between the front and rear axles.

[0126] Figure 2 It is a structural schematic diagram of a vehicle upshift control device provided in an embodiment of the present application.

[0127] For example, Figure 2 As shown, the vehicle upshift control device 200 includes:

[0128] A calculation module 201 is used for, when an upshift instruction of a first axle is detected, if the first axle and the second axle meet a preset upshift conflict condition, calculating a waiting execution time of the upshift instruction of the first axle;

[0129] A holding module 202, configured to hold the upshift instruction of the first axle when the waiting execution time is less than a calibration time corresponding to the first operating condition parameter of the vehicle;

[0130] The execution module 203 is used to execute the maintained upshift instruction if it is detected that the upshift condition corresponding to the upshift instruction is met after the waiting execution time.

[0131] In a possible implementation, the vehicle's upshift control device further includes: a cancellation execution module, configured to cancel the execution of the upshift instruction when the waiting execution time is greater than or equal to a calibrated time corresponding to the first operating condition parameter.

[0132] In a possible implementation, the vehicle upshift control device further includes: a cancellation execution module, which is used to cancel the execution of the upshift instruction if it is detected that the upshift condition corresponding to the upshift instruction is not met after the waiting execution time.

[0133] In a possible implementation, the upshift conflict condition includes: detecting that the second axle is in the gear shifting process; or detecting that the actual torque of the second axle is less than the calibrated torque corresponding to the second vehicle condition parameter.

[0134] In a possible implementation, the calculation module 201 is specifically used to: determine the current actual torque of the second axle and the target torque of the second axle; calculate the torque recovery time required for the second axle to shift up based on the actual torque and the target torque; and use the torque recovery time as the waiting execution time for the shift up instruction of the first axle.

[0135] In a possible implementation, the calculation module 201 is specifically used to: when the second axle is currently in a torque reduction stage required for upshifting, calculate the first torque difference obtained by subtracting the torque to which the second axle needs to be reduced due to upshifting from the actual torque; calculate the torque reduction duration obtained by dividing the first torque difference by a preset torque reduction rate; calculate the second torque difference obtained by subtracting the torque to which the second axle needs to be reduced due to upshifting from the target torque; calculate the torque increase duration obtained by dividing the second torque difference by a preset torque increase rate; and use the sum of the torque reduction duration and the torque increase duration as the torque recovery duration required for the second axle due to upshifting.

[0136] In one possible implementation, the calculation module 201 is specifically used to: when the second axle is currently in a torque increase stage required for upshifting, calculate the third torque difference obtained by subtracting the actual torque from the target torque; and calculate the third torque difference divided by a preset torque increase rate to obtain the torque recovery time required for the second axle to upshift.

[0137] Figure 3 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application.

[0138] For example, Figure 3 As shown, the vehicle 300 includes: a memory 301 and a processor 302, wherein the memory 301 stores an executable program code 3011, and the processor 602 is used to call and execute the executable program code 3011 to perform a vehicle upshift control method.

[0139] In addition, an embodiment of the present application also protects a device, which may include a memory and a processor, wherein the memory stores an executable program code, and the processor is used to call and execute the executable program code to execute a vehicle upshift control method provided in an embodiment of the present application.

[0140] In this embodiment, the functional modules of the device can be divided according to the above method example. For example, each functional module can be corresponded, or two or more functions can be integrated into one processing module. The above integrated module can be implemented in the form of hardware. It should be noted that the division of modules in this embodiment is schematic and is only a logical function division. There may be other division methods in actual implementation.

[0141] In the case of dividing each functional module according to each function, the device may also include a calculation module, a retention module, an execution module, etc. It should be noted that all relevant contents of each step involved in the above method embodiment can be referred to the functional description of the corresponding functional module, which will not be repeated here.

[0142] It should be understood that the device provided in this embodiment is used to execute the above-mentioned vehicle upshift control method, and thus can achieve the same effect as the above-mentioned implementation method.

[0143] In the case of an integrated unit, the device may include a processing module and a storage module. When the device is applied to a vehicle, the processing module may be used to control and manage the actions of the vehicle. The storage module may be used to support the vehicle in executing related program codes, etc.

[0144] The processing module may be a processor or a controller, which may implement or execute various exemplary logic blocks, modules and circuits shown in conjunction with the disclosure of the present application. The processor may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc. The storage module may be a memory.

[0145] In addition, the device provided in the embodiments of the present application may specifically be a chip, component or module, and the chip may include a connected processor and memory; wherein the memory is used to store instructions, and when the processor calls and executes the instructions, the chip can execute a vehicle upshift control method provided in the above embodiments.

[0146] This embodiment also provides a computer-readable storage medium, in which a computer program code is stored. When the computer program code is run on a computer, the computer executes the above-mentioned related method steps to implement a vehicle upshift control method provided in the above embodiment.

[0147] This embodiment also provides a computer program product. When the computer program product is run on a computer, the computer is caused to execute the above-mentioned related steps to implement a vehicle upshift control method provided in the above-mentioned embodiment.

[0148] Among them, the device, computer-readable storage medium, computer program product or chip provided in this embodiment is used to execute the corresponding method provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding method provided above, and will not be repeated here.

[0149] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0150] In the embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic, for example, the division of modules or units is only a logical function division, and there may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0151] The above contents are only specific implementation methods of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A vehicle upshift control method, characterized in that: The method comprises: When an upshift command of the first axle is detected, if the first axle and the second axle meet a preset upshift conflict condition, then calculating a waiting execution time of the upshift command of the first axle; When the waiting execution time is less than the calibration time corresponding to the first operating condition parameter of the vehicle, maintaining the upshift instruction of the first axle; If after the waiting execution time, it is detected that the upshift condition corresponding to the upshift instruction is met, the maintained upshift instruction is executed.

2. The method according to claim 1, characterized in that: After calculating the waiting execution time of the upshift instruction of the first axle, the method further includes: When the waiting execution time is greater than or equal to the calibration time corresponding to the first operating condition parameter, the upshift instruction is cancelled.

3. The method according to claim 1, characterized in that The method further comprises: If, after the waiting execution time, it is detected that the upshift condition corresponding to the upshift instruction is not satisfied, the execution of the upshift instruction is canceled.

4. The method according to claim 1, characterized in that: The upshift conflict conditions include: It is detected that the second axle is in the process of shifting; or, It is detected that the actual torque of the second axle is less than a calibrated torque corresponding to a second vehicle condition parameter of the vehicle.

5. The method according to claim 1, characterized in that The calculating the waiting execution time of the upshift instruction of the first axle includes: determining a current actual torque of the second axle and a target torque of the second axle; Calculating a torque recovery time required for the second axle to shift up according to the actual torque and the target torque; The torque recovery time is used as the waiting execution time of the upshift instruction of the first axle.

6. The method according to claim 5, characterized in that The calculating, according to the actual torque and the target torque, the torque recovery time required for the second axle to shift up comprises: When the second axle is currently in a torque reduction stage required for upshifting, a first torque difference is obtained by subtracting the torque required for upshifting of the second axle from the actual torque; Calculate the first torque difference and divide it by a preset torque reduction rate to obtain a torque reduction duration; Calculate the target torque minus the torque that the second axle needs to reduce to due to upshifting to obtain a second torque difference; Calculate the second torque difference and divide it by a preset torque increase rate to obtain a torque increase duration; The sum of the torque reduction time and the torque increase time is used as the torque recovery time required for the second axle to shift up.

7. The method according to claim 5, characterized in that The calculating, according to the actual torque and the target torque, the torque recovery time required for the second axle to shift up comprises: When the second axle is currently in a torque increase phase required for upshifting, a third torque difference is obtained by subtracting the actual torque from the target torque; The third torque difference is calculated and divided by a preset torque increase rate to obtain a torque recovery time required for the second axle to shift up.

8. A vehicle upshift control device, characterized in that: The device comprises: a calculation module, configured to calculate a waiting execution time of the upshift instruction of the first axle when an upshift instruction of the first axle is detected and if the first axle and the second axle meet a preset upshift conflict condition; a holding module, configured to hold the upshift instruction of the first axle when the waiting execution time is less than a calibration time corresponding to the first operating condition parameter of the vehicle; The execution module is used to execute the maintained upshift instruction if it is detected that the upshift condition corresponding to the upshift instruction is met after the waiting execution time.

9. A vehicle, characterized in that: The vehicle comprises: A memory for storing executable program codes; A processor, configured to call and run the executable program code from the memory, so that the vehicle executes the method according to any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, and when the computer program is executed, the method according to any one of claims 1 to 7 is implemented.

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