A method and device for upshift control of a vehicle, a vehicle and a storage medium

Abstract

This application provides a method, apparatus, vehicle, and storage medium for upshift control in a vehicle. The method, applied in the field of vehicles, includes: upon detecting an upshift command from a first axle; if the first axle and a second axle meet preset upshift conflict conditions; calculating a waiting execution time for the upshift command from the first axle; if the waiting execution time is less than a calibration time corresponding to a first operating condition parameter; and if, after the waiting execution time, the upshift conditions corresponding to the upshift command are met, the held upshift command is executed. This method effectively solves the upshift conflict problem between the front and rear axles, thereby avoiding insufficient vehicle power.

Description

Technical Field

[0001] This application relates to the field of vehicles, and more specifically, to a method, apparatus, vehicle, and storage medium for controlling upshifting in a vehicle. Background Technology

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

[0003] However, for vehicles equipped with shift mechanisms on both the front and rear axles, if the front and rear axles issue upshift commands simultaneously or sequentially within a short period, upshift conflict will occur. In this situation, the torque from the power source of both the front and rear axles will be unloaded simultaneously, resulting in insufficient power to the entire vehicle, or even a complete power interruption. Therefore, how to effectively solve the upshift conflict problem between the front and rear axles to avoid insufficient vehicle power has become an urgent technical problem to be solved. Summary of the Invention

[0004] This application provides a method, apparatus, vehicle, and storage medium for controlling upshifts in a vehicle. This method can effectively solve the upshift conflict problem between the front and rear axles, thereby avoiding insufficient power in the vehicle.

[0005] In a first aspect, a method for controlling upshifting in a vehicle is provided. The method includes: upon detecting an upshift command from a first axle, if the first axle and a second axle meet a preset upshift conflict condition, calculating a waiting execution time for the upshift command from the first axle; if the waiting execution time is less than a calibration time corresponding to a first operating parameter of the vehicle, maintaining the upshift command from the first axle; if, after the waiting execution time, an upshift condition corresponding to the upshift command is detected, executing the maintained upshift command.

[0006] The above technical solution, upon detecting an upshift command from the first axle, further checks whether the first and second axles meet preset upshift conflict conditions. If the upshift conflict conditions are met, the upshift command from the first axle is not executed immediately. Instead, the waiting execution time for the upshift command from the first axle is calculated. If the waiting execution time is less than the calibration time corresponding to the first operating condition parameter, the upshift command from the first axle is held. If, after the waiting execution time, the upshift conditions corresponding to the upshift command are still met, the held upshift command is executed. By calculating the waiting execution time and holding the upshift command when the conditions are met, it is ensured that the power source torque of both axles is not simultaneously unloaded, thereby avoiding a momentary interruption of the vehicle's power. The calibration time is related to the first operating condition parameter, improving the adaptability of this upshift control method to different operating conditions. This upshift control method makes the vehicle's power output more stable during upshifting, resulting in a smoother driving experience, reducing the risk of power interruption caused by upshift conflict between the two axles, effectively solving the problem of upshift conflict between the front and rear axles, and avoiding insufficient power of the entire vehicle.

[0007] In conjunction with the first aspect, in some 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 if the waiting execution time is greater than or equal to the calibration 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 calibration time corresponding to the first working condition parameter, it indicates that executing the upshift command of the first axle requires a relatively long wait. After waiting for a long time, the optimal upshifting opportunity may have been missed. Therefore, the execution of the upshift command is directly cancelled. By cancelling upshift commands that have been waiting for a long time, upshift conflicts can be avoided, resource consumption during the invalid waiting period can be reduced, and system failures or instability caused by long waiting times can be avoided.

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

[0010] Although the above technical solution has a shorter waiting time than the calibrated time, after the waiting time, it is detected that the upshift conditions corresponding to the upshift command are not met, indicating that there is no need to execute the upshift command. Therefore, the upshift command is canceled to meet the actual needs of the vehicle. This avoids upshift conflicts and also avoids upshifting under inappropriate conditions.

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

[0012] The aforementioned technical solution detects that the second axle is in the process of shifting gears, indicating that it is unloading and transferring torque. If an upshift command is executed on the first axle at this time, it will cause the first axle to also enter the unloading and torque transfer process. Therefore, using the detection of the second axle being in the process of shifting gears as the upshift conflict condition helps avoid both the first and second axles being simultaneously in the unloading and torque transfer process, leading to a power interruption and maintaining the continuity and stability of the vehicle's power. When the second axle has completed shifting but its actual torque is still lower than its rated torque, it indicates that the second axle's torque is still recovering. In this situation, immediately executing an upshift command on the first axle may result in insufficient vehicle power. Therefore, using the detection of the second axle's actual torque being lower than its rated torque as the upshift conflict condition helps avoid insufficient vehicle power caused by directly executing an upshift command on the first axle before the second axle has recovered its torque after shifting gears, ensuring vehicle stability and driving experience during upshifts.

[0013] In combination with the first aspect and the above implementation methods, in some possible implementation methods, the step of calculating the waiting execution time of the upshift command 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 by the second axle for upshifting based on the actual torque and the target torque; and using the torque recovery time as the waiting execution time of the upshift command of the first axle.

[0014] The above technical solution uses the torque recovery time required for the second axle to upshift as the waiting time for the upshift command of the first axle. This ensures that the second axle has enough time to recover to the target torque after completing the upshift operation, avoiding the execution of the first axle's upshift command before the second axle's torque has fully recovered. In other words, it ensures that the first axle's upshift command is executed only after the second axle's torque has fully recovered, avoiding the power interruption that may occur when the upshift command is executed when the torque is insufficient, and ensuring that the vehicle can provide stable power output.

[0015] In conjunction with the first aspect and the above implementation methods, in some possible implementation methods, the step of calculating the torque recovery time required for the second axle to upshift based on the actual torque and the target torque includes: when the second axle is currently in the torque reduction phase required for upshifting, calculating the actual torque minus the torque to which the second axle needs to be reduced due to upshifting to obtain a first torque difference; calculating the first torque difference divided by a preset torque reduction rate to obtain a torque reduction time; calculating the target torque minus the torque to which the second axle needs to be reduced due to upshifting to obtain a second torque difference; calculating the second torque difference divided by a preset torque increase rate to obtain a torque increase time; and using the sum of the torque reduction time and the torque increase time as the torque recovery time required for the second axle to upshift.

[0016] The above technical solution, when the second axle is currently in the torque reduction phase required for upshifting, explains that the torque recovery time required for upshifting of the second axle at this time includes not only the time required to complete the torque reduction and upshifting, but also the time required to increase the torque to the target torque after upshifting. By calculating the torque reduction time and torque increase time in detail, and calculating the sum of the two, it is helpful to accurately obtain the torque recovery time required for upshifting of the second axle.

[0017] In combination with the first aspect and the above implementation methods, in some possible implementation methods, the step of calculating the torque recovery time required for the second axle to shift up based on the actual torque and the target torque includes: when the second axle is currently in the torque increase phase required for shifting up, calculating the target torque minus the actual torque to obtain a third torque difference; and calculating the third torque difference divided by a preset torque increase rate to obtain the torque recovery time required for the second axle to shift up.

[0018] The above technical solution, when the second axle is currently in the torque-increasing stage required for upshifting, indicates that the second axle has completed upshifting. The torque recovery time required for the second axle to upshift is the time required to increase torque to the target torque after upshifting. 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 to upshift in this case.

[0019] Secondly, a vehicle control device is provided, comprising: a calculation module, configured to calculate a waiting execution time for the upshift command of the first axle if the first axle and the second axle meet a preset upshift conflict condition when an upshift command of the first axle is detected; a holding module, configured to hold the upshift command of the first axle if the waiting execution time is less than a calibration time corresponding to a first operating parameter of the vehicle; and an execution module, configured to execute the held upshift command if an upshift condition corresponding to the upshift command is detected after the waiting execution time.

[0020] In conjunction with the second aspect and the above implementation method, the upshift control device of the vehicle further includes: a cancellation execution module, used to cancel the execution of the upshift command when the waiting execution time is greater than or equal to the calibration time corresponding to the first operating condition parameter.

[0021] In one possible implementation, the vehicle's upshift control device further includes a cancellation module, configured to cancel the execution of the upshift command if, after the waiting execution time, it is detected that the upshift condition corresponding to the upshift command is not met.

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

[0023] In one 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 upshift command of the first axle.

[0024] In one possible implementation, the calculation module is specifically configured to: calculate a first torque difference by subtracting the torque to which the second axle needs to be reduced due to upshifting from the actual torque when the second axle is currently in the torque reduction phase required for upshifting; calculate the torque reduction duration by dividing the first torque difference by a preset torque reduction rate; calculate a second torque difference 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 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 upshifting of the second axle.

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

[0026] Thirdly, 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, causing the vehicle to perform the method described in the first aspect or any possible implementation thereof.

[0027] Fourthly, a computer program product is provided, comprising: computer program code, which, when run on a computer, causes the computer to perform the methods described in the first aspect or any possible implementation thereof.

[0028] Fifthly, a computer-readable storage medium is provided that stores computer program code, which, when executed on a computer, causes the computer to perform the methods described in the first aspect or any possible implementation thereof. Attached Figure Description

[0029] Figure 1 This is a schematic flowchart of a vehicle upshift control method provided in an embodiment of this application;

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

[0031] Figure 3 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application. Detailed Implementation

[0032] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0033] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting 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 that feature.

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

[0035] However, for vehicles equipped with shift mechanisms on both the front and rear axles, if the front and rear axles issue upshift commands simultaneously or sequentially within a short period, it will lead to upshift conflict. In this situation, the torque from both the front and rear axles will be unloaded simultaneously, potentially causing the vehicle to temporarily lose power. For example, when executing a front axle upshift command, the torque from the front axle must first be unloaded and transferred to the rear axle. During this process, the front axle torque gradually decreases to zero, while the corresponding rear axle torque gradually increases to meet the vehicle's current power requirements. If, during the execution of the front axle upshift command, the vehicle speed reaches the rear axle's upshift speed, allowing the rear axle to upshift will cause both the front and rear axle torques to gradually decrease simultaneously in order to achieve the upshift, affecting the vehicle's overall power performance. It's even possible that both the front and rear axle torques will simultaneously drop to zero, resulting in a complete power interruption and severely impacting the driving experience.

[0036] Therefore, effectively resolving the upshift conflict between the front and rear axles to avoid insufficient vehicle power has become an urgent technical problem. To at least address this problem, this application provides an upshift control method for a vehicle. Both the front and rear axles of this vehicle are equipped with shifting mechanisms, so shifting operations may be performed on both. To address the upshift conflict between the front and rear axles, a logic for waiting for the upshift command is designed. The upshift command is only executed after the waiting period if the upshift conditions are still met, thus avoiding the potential for insufficient vehicle power caused by simultaneously or sequentially executing front and rear axle upshift commands within a short period.

[0037] It's understandable that upshifting implies the driver wants to accelerate. If the torque from both the front and rear axles is simultaneously unloaded, the driver will experience a feeling of deceleration, contradicting their intention to accelerate and failing to meet their expectations. Downshifting, on the other hand, aims to decelerate. Even if torque is unloaded from both axles, the driver still experiences deceleration, aligning with their intention to slow down and not affecting their desired experience. Therefore, this embodiment primarily addresses the upshifting conflict between the front and rear axles.

[0038] Figure 1This is a schematic flowchart of a vehicle upshift control method provided in an embodiment of this application.

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

[0040] Step 101: If an upshift command from the first axle is detected, and if the first axle and the second axle meet the preset upshift conflict conditions, then calculate the waiting time for the upshift command from the first axle.

[0041] Step 102: If the waiting execution time is less than the calibration time corresponding to the first working condition parameter, maintain the upshift command of the first axle;

[0042] Step 103: If, after the waiting period, the upshift condition corresponding to the upshift command is detected, then the upshift command that is held is executed.

[0043] exist Figure 1 In the illustrated embodiment, upon detecting an upshift command from the first axle, the system further checks whether the first and second axles meet preset upshift conflict conditions. If the upshift conflict conditions are met, the upshift command from the first axle is not executed immediately. Instead, the waiting execution time for the upshift command from the first axle is calculated. If the waiting execution time is less than the calibration time corresponding to the first operating condition parameter, the upshift command from the first axle is held. If, after the waiting execution time, the upshift conditions corresponding to the upshift command are still met, the held upshift command is executed. By calculating the waiting execution time and holding the upshift command when the conditions are met, it is ensured that the power source torque of both axles is not simultaneously unloaded, thereby avoiding a momentary interruption of the vehicle's power. The calibration time is related to the first operating condition parameter, improving the adaptability of this upshift control method to different operating conditions. This upshift control method makes the vehicle's power output more stable and the driving experience smoother during upshifting, reducing the risk of power interruption caused by upshift conflict between the two axles, effectively solving the problem of upshift conflict between the front and rear axles, and avoiding insufficient power of the entire vehicle.

[0044] The following is about Figure 1 The specific implementation methods of each step in the illustrated embodiment are explained below:

[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 the front axle, the second axle is the rear axle, and when the first axle is the rear axle, the second axle is the front axle.

[0046] The upshift command for the first axle is generated by the vehicle's control system, which can be the vehicle's central control system or a dedicated powertrain controller, such as a transmission control unit (TCU). This control system determines when to shift gears for a specific axle based on information from multiple sensors. These sensors may include, but are not limited to, vehicle speed sensors, acceleration sensors, engine speed sensors, and throttle position sensors. If the control system determines, based on sensor information, that the upshift conditions for the first axle are met, it generates an upshift command for the first axle. For a first axle equipped with an independent transmission mechanism, the upshift command is sent to the corresponding transmission to control its internal shift mechanism to perform the upshift operation. In this embodiment, considering the coordination issues between the axles in the vehicle, if a potential conflict is detected between two axles during upshift operations—that is, if a preset upshift conflict condition is met—the upshift command for the first axle is not executed immediately; instead, the waiting time for the upshift command is calculated.

[0047] The first axle and the second axle meet the preset upshift conflict conditions, 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 due to simultaneous or uncoordinated upshift operations, or even interruption of the whole vehicle's power.

[0048] The waiting time for the upshift command from the first axle refers to the time interval required after the upshift command is detected before it is executed to avoid insufficient vehicle power. It can be understood that if the torque of the second axle recovers to the corresponding target torque before executing the upshift command from the first axle, insufficient vehicle power will not occur. Therefore, the waiting time for the upshift command from the first axle can be specifically defined as the torque recovery time required for the second axle to upshift.

[0049] For example, the above calculation of the waiting time for the upshift command of the first axle includes the following steps 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 can be understood as the torque value actually output by the second axle when the upshift command from the first axle is detected. It reflects the true amount of torque the second axle is transmitting to the drive wheels at the target moment, which is the moment the upshift command from the first axle is detected. The target torque of the second axle can be understood as the target torque corresponding to the target gear after upshifting, that is, the ideal torque level that the second axle should achieve after upshifting. The target torque is set based on the characteristics of the new gear (target gear), the expected vehicle performance requirements, and the driver's operational intentions (such as acceleration requests).

[0052] S12: Based on the actual torque and the target torque, calculate the torque recovery time required for the second axle to shift up, and use the torque recovery time as the waiting time for the first axle to execute the shift command.

[0053] The torque recovery time can 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 upshifting.

[0054] In the above implementation, the torque recovery time required for the second axle to upshift is used as the waiting execution time for the upshift command of the first axle. This ensures that the second axle has enough time to recover to the target torque after completing the upshift operation, avoiding the execution of the first axle's upshift command before the torque of the second axle has been fully recovered. In other words, the first axle's upshift command is only executed after the torque of the second axle has been fully recovered, avoiding the power interruption that may occur if the first axle's upshift command is executed when the torque is insufficient, and ensuring that the vehicle can provide stable power output.

[0055] In one possible implementation, the calculation of the torque recovery time required for the second axle to shift gears 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 the torque reduction phase required for upshifting, calculate the actual torque minus the torque that the second axle needs to reduce due to upshifting to obtain the first torque difference.

[0057] Specifically, when the second axle is currently in the torque reduction phase required for upshifting, it indicates that the torque of the second axle is decreasing, meaning the second axle is experiencing torque unloading. The torque reduction required for the second axle to upshift can be understood as the torque reduction required by the power source on the second axle to achieve the desired upshift from the actual gear to the target gear. In practice, the torque reduction required for the second axle to upshift can be 0 Nm.

[0058] For example, if the torque required for the second axle to shift up is equal to 0, then the first torque difference = the actual torque of the second axle - 0. The first torque difference can be understood as: the amount of torque that the second axle needs to reduce in order to perform the upshift operation on the second axle.

[0059] S22: Calculate the torque reduction time by dividing the first torque difference by the preset torque reduction rate.

[0060] The preset torque reduction rate can be pre-calibrated and refers to the rate at which the torque of the second axle decreases when the torque of the second axle is in the decreasing phase. The torque reduction duration can be understood as the time required for the output torque of the second axle to decrease from its current actual torque to a reference torque, which is the torque to which the second axle needs to decrease due to upshifting. When the reference torque is 0, the torque reduction duration is the time required for the actual torque of the second axle to decrease to 0.

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

[0062] The second torque difference can be understood as the amount of torque that the second axle needs to add in order to output the target torque.

[0063] S24: Calculate the second torque difference by dividing it by the preset torque increase rate to obtain the torque increase duration.

[0064] The preset torque increase rate can be pre-calibrated and refers to the rate at which the torque of the second axle increases. The torque increase duration can be understood as the time required for the output torque of the second axle to increase from a reference torque to a target torque, where the reference torque is the torque to which the second axle needs to decrease due to upshifting. 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 between torque reduction and torque increase is used as the torque recovery time required for the second axle to shift up.

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

[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 is defined as the torque actually output by the second axle at the moment the upshift command from the first axle is detected. The target torque of the second axle is defined as the target torque corresponding to the target gear after the second axle upshifts. Both the torque reduction rate and torque increase rate can be preset; this embodiment does not impose specific limitations on them.

[0069] The above technical solution, when the second axle is currently in the torque reduction phase required for upshifting, explains that the torque recovery time required for upshifting of the second axle at this time includes not only the time required to complete the torque reduction and upshifting, but also the time required to increase the torque to the target torque after upshifting. By calculating the torque reduction time and torque increase time in detail, and calculating the sum of the two, it is helpful to accurately obtain the torque recovery time required for upshifting of the second axle.

[0070] In another possible implementation, the torque recovery time required for the second axle to shift gears is calculated based on the actual torque and the target torque, including the following steps S31 to S32:

[0071] S31: When the second axle is currently in the stage of increasing torque required for upshifting, calculate the target torque minus the actual torque to obtain the third torque difference.

[0072] If the second axle is currently in the torque-increasing phase required for upshifting, it means that the second axle has passed the torque-reducing phase and completed upshifting. The third torque difference calculated at this time actually refers to the amount of torque that the second axle needs to add in order to 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, which can be pre-calibrated, refers to the rate at which the torque of the second axle increases. 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 for the torque recovery time required for the second axle to shift gears is as follows:

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

[0076] The above technical solution, when the second axle is currently in the torque-increasing stage required for upshifting, indicates that the second axle has completed upshifting. The torque recovery time required for the second axle to upshift is the time required to increase torque to the target torque after upshifting. 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 to upshift in this case.

[0077] In step 102, the calculated waiting execution time is compared with the calibration time corresponding to the vehicle's first operating condition parameter. If the waiting execution time is less than the calibration time, the upshift command of the first axle is held. Holding the upshift command of the first axle means latching the upshift command of the first axle without executing it immediately. Holding the upshift command of the first axle can also be understood as saving the upshift command of the first axle for execution.

[0078] For example, there is a pre-defined correspondence table between the vehicle's first operating condition parameters and the calibration duration. By querying this correspondence table using the vehicle's current first operating condition parameters, the calibration duration corresponding to the first operating condition parameters can be obtained.

[0079] In one possible implementation, the first operating condition parameters include: the rate of change of vehicle speed and the rate of change of accelerator pedal opening. The corresponding relationship in this implementation can be found in Table 1 below:

[0080] Table 1

[0081]

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

[0083] As shown in Table 1, if the rate of change of accelerator pedal opening y1 remains constant, then within a certain range, the larger the absolute value of the rate of change of vehicle speed, the larger the corresponding calibration duration T. This certain range includes -5% ≤ y1 ≤ -20%, -2% ≤ y1 ≤ 20%, and -100% ≤ x1 ≤ -0% as defined in Table 1.

[0084] As shown in Table 1, when the accelerator pedal opening change rate y1 is greater than 2% or less than -2%, if the vehicle speed change rate remains constant, and the accelerator pedal opening change rate is negative (releasing the accelerator), the smaller the throttle change rate y1 (releasing the accelerator more), the longer the corresponding calibration duration T. If the accelerator pedal opening change rate is positive (depressing the accelerator), the larger the accelerator pedal opening change rate (depressing the accelerator), the shorter the corresponding calibration duration T.

[0085] In another possible implementation, the first operating condition parameters include: the rate of change of vehicle speed and the rate of change of brake pedal opening. The corresponding relationship in this implementation can be found in Table 2 below.

[0086] Table 2

[0087]

[0088] In Table 2 above, x1 refers to the rate of change of vehicle speed, x2 represents the opening of the brake pedal, and T (in seconds) represents 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 positive, the larger the vehicle speed change rate, the smaller the corresponding calibration time T; when the vehicle speed change rate is negative, the smaller the vehicle speed change rate, the larger the corresponding calibration time T.

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

[0091] It should be noted that Tables 1 and 2 above are merely illustrative examples for ease of understanding. In actual implementation, different correspondences between the first working condition parameters and the calibration duration may be calibrated according to actual needs.

[0092] In one possible implementation, 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 if the waiting execution time is greater than or equal to the calibration time corresponding to the first working condition parameter.

[0093] In this implementation, when the waiting execution time is greater than or equal to the calibration time corresponding to the first operating condition parameter, it indicates that executing the upshift command of the first axle requires a relatively long wait. After waiting for a long time, the optimal upshifting opportunity may have been missed, so the execution of the upshift command is directly cancelled. By cancelling upshift commands that have been waiting for a long time, upshift conflicts can be avoided, resource consumption during the invalid waiting period can be reduced, and system failures or instability caused by long waiting times can be avoided.

[0094] In one possible implementation, the upshift conflict conditions include: detecting that the second axle is in the process of shifting; or detecting that the actual torque of the second axle is less than the rated torque corresponding to the second vehicle condition parameters.

[0095] Specifically, detecting that the second axle is in the process of shifting gears means that the second axle is in the process of upshifting but has not yet engaged the target gear. At this time, the second axle is still in the process of reducing torque. The detected actual torque of the second axle is less than the rated torque corresponding to the second vehicle condition parameters, indicating that the shift has been completed, but the torque of the second axle has not yet recovered and is in the torque-increasing phase.

[0096] For example, there is a pre-calibrated correspondence table between the vehicle's second operating condition parameters and the rated torque. By querying this correspondence table using the vehicle's current second operating condition parameters, the rated torque corresponding to the second operating condition parameters can be obtained.

[0097] In one possible implementation, the second vehicle condition parameters include vehicle speed and accelerator pedal opening. The corresponding relationship table for this implementation can be found in Table 3 below:

[0098] Table 3

[0099]

[0100] In Table 3 above, x3 refers to the accelerator pedal opening, which ranges from 0% to 100% to represent the process from the accelerator pedal being completely depressed to being fully depressed. y2 represents the vehicle speed (in kph), and N (in Nm) represents the rated 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 constant, the greater the opening of the accelerator pedal, the greater the corresponding rated 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 constant, the corresponding rated torque remains constant as the vehicle speed increases. When the opening of the accelerator pedal is greater than 10%, if the opening of the accelerator pedal remains constant, the corresponding rated torque increases as the vehicle speed increases.

[0102] In another possible implementation, the second vehicle condition parameters include vehicle speed and brake pedal opening. The corresponding relationship table for this implementation can be found in Table 4 below:

[0103] Table 4

[0104]

[0105] In Table 4 above, x2 refers to the brake pedal opening, which ranges from 0% to 100% to represent the process from the brake pedal being completely unpressed to being fully pressed. y2 represents the vehicle speed (in kph), and N (in Nm) represents the rated 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 brake pedal opening is greater than or equal to 0% and less than or equal to 10%, if the vehicle speed remains constant, the larger the brake pedal opening, the greater the corresponding rated torque. When the vehicle speed is greater than 0 kph and less than or equal to 100 kph, if the brake pedal opening remains constant, the larger the vehicle speed, the greater the corresponding rated torque. If the brake pedal opening is greater than or equal to 30%, regardless of the vehicle speed, the corresponding rated torque is the preset value (e.g., 2000 Nm).

[0107] It should be noted that Tables 3 and 4 above are merely illustrative examples for ease of understanding. In actual implementation, different correspondences between the second working condition parameters and the calibrated torque may be calibrated according to actual needs.

[0108] In practical implementation, if the second axle is detected to be in the process of shifting gears, it indicates that the second axle is unloading and transferring torque. If an upshift command is executed on the first axle at this time, it will cause the first axle to also enter the unloading and torque transfer process. Therefore, using the detection of the second axle being in the process of shifting gears as the upshift conflict condition helps avoid both the first and second axles being simultaneously in the unloading and torque transfer process, leading to a power interruption and maintaining the continuity and stability of the vehicle's power. When the second axle has completed shifting but its actual torque is still lower than its rated torque, it indicates that the second axle's torque is still recovering. In this situation, immediately executing an upshift command on the first axle may result in insufficient vehicle power. Therefore, using the detection of the second axle's actual torque being lower than its rated torque as the upshift conflict condition helps avoid insufficient vehicle power caused by directly executing an upshift command on the first axle before the second axle has recovered its torque after shifting gears, ensuring the stability and driving experience of the vehicle during upshifts.

[0109] In step 103, "after the waiting execution time" means: starting from the moment the upshift command of the first axle is detected, after an interval of the specified execution time. If, after the waiting execution time, it is detected that the upshift conditions corresponding to the upshift command are still met, then the held upshift command is executed. At this time, executing the upshift command of the first axle can satisfy the current upshifting needs of the vehicle without causing upshifting conflicts with the second axle.

[0110] Understandably, the upshift command of the first axle typically carries the target gear that the first axle should upshift to. The upshift condition refers to the conditions used to determine whether the first axle should upshift to that target gear. This upshift condition primarily depends on the vehicle's powertrain design and the specific logic set by the manufacturer. The upshift condition is designed to ensure gear shifts occur at the appropriate time to maintain optimal fuel efficiency, driving comfort, and performance. For example, upshift conditions may include: the engine speed reaching the target speed for the required upshift, and / or, the vehicle speed reaching the target speed for the required upshift; however, this embodiment does not specifically limit these conditions.

[0111] In one possible implementation, if the upshift condition corresponding to the upshift command is not met after the waiting execution time, the upshift command 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 command are not met, it means that there is no need to execute the upshift command that is held. Therefore, the upshift command is no longer held, but the upshift command is canceled to meet the actual needs of the vehicle. This avoids upshift conflicts and also avoids upshifting under inappropriate conditions.

[0113] To further facilitate understanding of the embodiments of this application, the upshift control method will be described below using the first axle as the rear axle and the second axle as the front axle as an example:

[0114] If a rear axle upshift command is detected, and either condition a or condition b is met, it is determined that the rear axle upshift command should be held, and the waiting execution time t is calculated.

[0115] Condition a: The front axle is shifting gears, or

[0116] Condition b: The front axle torque is less than the calibrable torque (e.g., the torque related to vehicle speed and accelerator pedal opening, or the torque related to vehicle speed and brake pedal opening).

[0117] If the waiting execution time t for the rear axle upshift command is less than the calibrable time (e.g., the time related to the rate of change of vehicle speed and the rate of change of accelerator pedal, or the time related to the rate of change of vehicle speed and the opening of brake pedal), and after the waiting execution time t, the aforementioned held rear axle upshift command still meets the conditions for rear axle upshift, the rear axle upshift command should be executed.

[0118] If the waiting time t for the rear axle upshift instruction is greater than or equal to the calibrable time, or if the stored rear axle upshift instruction does not meet the conditions for rear axle upshift, the current rear axle upshift instruction should be cancelled, i.e., the rear axle upshift instruction should not be executed.

[0119] To further facilitate understanding of the embodiments of this application, the upshift control method will be described below using the first axle as the front axle and the second axle as the rear axle as an example:

[0120] If a front axle upshift command is detected, and either condition c or condition d is met, it is determined that the front axle upshift command should be held, and the waiting execution time t is calculated.

[0121] Condition (c) The rear axle is shifting gears, or

[0122] Condition (d) The rear axle torque is less than the calibrable torque (e.g., the torque related to vehicle speed and accelerator pedal opening, or the torque related to vehicle speed and brake pedal opening).

[0123] If the waiting execution time t for the front axle upshift command is less than a calibrable time (e.g., the time related to the rate of change of vehicle speed and the rate of change of accelerator pedal, or the time related to the rate of change of vehicle speed and the opening of brake pedal), and after the waiting execution time t, the aforementioned held front axle upshift command still meets the conditions for front axle upshift, the front axle upshift command should be executed.

[0124] If the waiting time t for the front axle upshift command is greater than or equal to the calibrable time, or if the stored front axle upshift command does not meet the conditions for front axle upshift, the current front axle upshift command should be cancelled, i.e., the front axle upshift command should not be executed.

[0125] In this embodiment, by calculating the time to resolve upshift conflicts (waiting execution time t), the execution time of the upshift command received later is extended. If the waiting execution time t is too long, the upshift command is canceled. If the waiting execution time t is short and the extended execution time still meets the upshift conditions, the upshift command is executed, thus resolving the upshift conflict problem between the front and rear axles.

[0126] Figure 2 This is a schematic diagram of the structure of a vehicle upshift control device provided in an embodiment of this application.

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

[0128] The calculation module 201 is used to calculate the waiting time for the upshift command of the first axle when an upshift command of the first axle is detected, if the first axle and the second axle meet a preset upshift conflict condition.

[0129] The holding module 202 is used to hold 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.

[0130] The execution module 203 is configured to execute the held upshift command if, after the waiting execution time, it is detected that the upshift condition corresponding to the upshift command is met.

[0131] In one possible implementation, the upshift control device of the vehicle further includes: a cancellation module, used to cancel the execution of the upshift command if the waiting execution time is greater than or equal to the calibration time corresponding to the first operating condition parameter.

[0132] In one possible implementation, the vehicle's upshift control device further includes a cancellation module, configured to cancel the execution of the upshift command if, after the waiting execution time, it is detected that the upshift condition corresponding to the upshift command is not met.

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

[0134] In one 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 upshift command of the first axle.

[0135] In one possible implementation, the calculation module 201 is specifically configured to: calculate the actual torque minus the torque that the second axle needs to reduce due to upshifting, when the second axle is currently in the torque reduction phase required for upshifting, to obtain a first torque difference; calculate the first torque difference divided 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 due to upshifting, to obtain a second torque difference; calculate the second torque difference divided by a preset torque increase rate to obtain a torque increase duration; and use the sum of the torque reduction duration and the torque increase duration as the torque recovery duration required for upshifting of the second axle.

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

[0137] Figure 3 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application.

[0138] For example, such as Figure 3 As shown, the vehicle 300 includes a memory 301 and a processor 302. The memory 301 stores 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] Furthermore, this application also protects an apparatus that may include a memory and a processor, wherein the memory stores executable program code, and the processor is used to call and execute the executable program code to perform a vehicle upshift control method provided in this application.

[0140] This embodiment can divide the device into functional modules based on the above method example. For example, each module can correspond to a separate function, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0141] When the functional modules are divided according to their respective functions, the device may also include a calculation module, a holding module, an execution module, etc. It should be noted that all relevant content regarding the steps involved in the above method embodiments can be referenced from the functional descriptions of the corresponding functional modules, and will not be repeated here.

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

[0143] When using 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 can be used to control and manage the vehicle's movements. The storage module can be used to support the vehicle in executing relevant program code.

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

[0145] In addition, the device provided in the embodiments of this application may specifically be a chip, component or module. The chip may include a connected processor and a memory. The memory is used to store instructions. 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 storing computer program code. When the computer program code is run on a computer, the computer executes the above-described related method steps to implement the vehicle upshift control method provided in the above embodiment.

[0147] This embodiment also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned related steps to implement the vehicle upshift control method provided in the above embodiment.

[0148] In this embodiment, the device, computer-readable storage medium, computer program product, or chip are all used to execute the corresponding methods provided above. Therefore, the beneficial effects they can achieve can be referred to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0149] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above 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 this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0151] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A method for controlling upshifting in a vehicle, characterized in that, The method includes: If an upshift command from the first axle is detected, and if the first axle and the second axle meet a preset upshift conflict condition, then the waiting time for the upshift command from the first axle is calculated. If the waiting execution time is less than the calibration time corresponding to the first operating condition parameter of the vehicle, the upshift command of the first axle is maintained; If the waiting execution time is greater than or equal to the calibration time corresponding to the first operating condition parameter, the upshift command will be canceled. If, after the specified waiting execution time, it is detected that the upshift condition corresponding to the upshift command is met, then the held upshift command is executed. If, after the specified waiting time, it is detected that the upshift condition corresponding to the upshift command is not met, then the upshift command will be cancelled.

2. The method according to claim 1, characterized in that, The upshift conflict conditions include: The second axle was detected to be in the process of shifting gears; or, The actual torque of the second axle was detected to be less than the rated torque corresponding to the second vehicle condition parameter of the vehicle.

3. The method according to claim 1, characterized in that, The calculation of the waiting time for the upshift command of the first axle includes: Determine the current actual torque of the second axle and the target torque of the second axle; Based on the actual torque and the target torque, calculate the torque recovery time required for the second axle to shift gears; The torque recovery time is used as the waiting time for the upshift command of the first axle to be executed.

4. The method according to claim 3, characterized in that, The step of calculating the torque recovery time required for the second axle to shift gears based on the actual torque and the target torque includes: When the second axle is currently in the torque reduction phase required for upshifting, the actual torque is subtracted from the torque that the second axle needs to reduce due to upshifting to obtain the first torque difference. The torque reduction time is obtained by dividing the first torque difference by the preset torque reduction rate. The second torque difference is obtained by subtracting the torque required for the second axle to decrease due to upshifting from the target torque. The torque increase time is obtained by dividing the second torque difference by the preset torque increase rate. The sum of the torque reduction duration and the torque increase duration is taken as the torque recovery duration required for the second axle to shift up.

5. The method according to claim 3, characterized in that, The step of calculating the torque recovery time required for the second axle to shift gears based on the actual torque and the target torque includes: When the second axle is currently in the torque-increasing phase required for upshifting, the target torque is subtracted from the actual torque to obtain the third torque difference. The torque recovery time required for the second axle to shift up is obtained by calculating the third torque difference and dividing it by the preset torque increase rate.

6. A vehicle upshift control device, characterized in that, The device includes: The calculation module is used to calculate the waiting time for the upshift command of the first axle when an upshift command of the first axle is detected, if the first axle and the second axle meet a preset upshift conflict condition. A holding module is used to hold 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. The cancellation module is used to cancel the execution of the upshift command when the waiting execution time is greater than or equal to the calibration time corresponding to the first operating condition parameter. An execution module is configured to execute the held upshift command if, after the waiting execution time, it is detected that the upshift condition corresponding to the upshift command is met. The cancellation module is further configured to cancel the execution of the upshift instruction if, after the waiting execution time, it is detected that the upshift condition corresponding to the upshift instruction is not met.

7. A vehicle, characterized in that, The vehicles include: Memory, used to store executable program code; A processor for calling and running the executable program code from the memory, causing the vehicle to perform the method as described in any one of claims 1 to 5.

8. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed, implements the method as described in any one of claims 1 to 5.

Images