Vehicle, automatic transmission gear shifting control method and device thereof and storage medium

Abstract

The invention discloses a vehicle, an automatic transmission gear shifting control method and device of the vehicle and a storage medium. The automatic transmission gear shifting control method comprises the steps that the theoretical vehicle speed of a vehicle and an anti-lock signal of an anti-lock system in the vehicle are obtained in real time; the anti-lock signal at least comprises the front axle speed of the anti-lock system; when it is determined that the anti-lock braking system is in a normal state according to the anti-lock braking signal, the current driving working condition of the vehicle is determined according to the theoretical vehicle speed of the vehicle and the front axle vehicle speed of the anti-lock braking system; the driving working conditions of the vehicle at least comprise low-adhesion road surface working conditions; and when the current driving working condition of the vehicle is the low-adhesion road surface working condition, the current gear of the automatic transmission is controlled to be kept unchanged. By the adoption of the technical scheme, when the vehicle runs on the low-adhesion road surface, the parking phenomenon caused by instantaneous loss of vehicle power due to gear shifting of the automatic transmission can be prevented.

Description

Technical Field

[0001] The present invention relates to the field of vehicle control technology, and in particular to a vehicle and an automatic transmission shift control method, device and storage medium thereof. Background Art

[0002] The automatic transmission can control the separation and engagement of the clutch in the transmission gear structure, as well as the braking and release of the brake according to the vehicle speed and engine speed, so as to change the power transmission route of the transmission gear mechanism and realize the change of transmission gear. This can reduce the labor intensity of the driver and has the advantages of simple structure, simple control and low cost.

[0003] However, since the automatic transmission needs to effectively disengage the clutch when shifting gears, so that the engine and the automatic transmission are separated, the engine speed will drop to a certain extent due to power loss. In particular, when the vehicle is driving on typical low-adhesion roads such as icy roads and muddy roads, the vehicle's drive wheels are prone to slipping. At this time, the vehicle's drive wheels will accelerate sharply, causing the engine speed to rise sharply, but the actual vehicle speed is relatively low. If the automatic transmission is controlled to shift gears (such as upshifting) according to the engine speed and vehicle speed at this time, the vehicle will lose power instantly, causing it to stop, making it impossible for the vehicle to pass through the low-adhesion road, affecting the safety and stability of the vehicle's operation. Summary of the invention

[0004] The present invention provides a vehicle and an automatic transmission shift control method, device and storage medium thereof, so as to solve the technical problem in the prior art that the vehicle cannot smoothly pass through a low-adhesion road surface.

[0005] According to one aspect of the present invention, there is provided an automatic transmission shift control method, which is applied to a vehicle and comprises:

[0006] Acquiring in real time the theoretical speed of the vehicle and an anti-lock braking signal of an anti-lock braking system in the vehicle; the anti-lock braking signal at least includes the front axle speed of the anti-lock braking system;

[0007] When it is determined according to the anti-lock braking signal that the anti-lock braking system is in a normal state, determining the current driving condition of the vehicle according to the theoretical vehicle speed and the front axle speed of the anti-lock braking system; the driving condition of the vehicle at least includes a low adhesion road condition;

[0008] When the current driving condition of the vehicle is the low-adhesion road condition, the current gear position of the automatic transmission is controlled to remain unchanged.

[0009] Optionally, the driving condition of the vehicle further includes a normal road condition; and the automatic transmission shift control method further includes:

[0010] When the current driving condition of the vehicle is the normal road condition, obtaining the rotation speed of the engine in the vehicle in real time;

[0011] determining a target gear position of the automatic transmission according to the rotation speed of the engine;

[0012] The current gear position of the automatic transmission is controlled to be the target gear position.

[0013] Optionally, determining the current driving condition of the vehicle according to the theoretical vehicle speed and the front axle speed of the anti-lock braking system includes:

[0014] Determining a current vehicle speed difference according to the front axle speed of the anti-lock braking system and the theoretical vehicle speed of the vehicle at the current moment;

[0015] Determining a current vehicle speed change rate according to a front axle vehicle speed of the anti-lock braking system at a current moment and a front axle vehicle speed of the anti-lock braking system at a previous moment;

[0016] The current driving condition of the vehicle is determined according to the current vehicle speed difference and the current vehicle speed change rate.

[0017] Optionally, determining the current driving condition of the vehicle according to the current vehicle speed difference and the current vehicle speed change rate includes:

[0018] Determine whether the current vehicle speed difference and the current vehicle speed change rate meet a first preset condition; the first preset condition is that the current vehicle speed difference is greater than a first preset difference, and the current vehicle speed change rate is greater than a first preset change rate;

[0019] If so, it is determined that the current driving condition of the vehicle is the low-adhesion road condition.

[0020] Optionally, before determining that the current driving condition of the vehicle is the low-adhesion road condition, the method further includes:

[0021] Obtaining a first duration during which the current vehicle speed difference and the current vehicle speed change rate meet a first preset condition;

[0022] When the first duration is greater than a first preset time, it is determined that the current driving condition of the vehicle is a low-adhesion road condition.

[0023] Optionally, the driving condition of the vehicle also includes a normal road condition;

[0024] Determining the current driving condition of the vehicle according to the current vehicle speed difference and the current vehicle speed change rate, further comprising:

[0025] Determine whether the current vehicle speed difference and the current vehicle speed change rate meet a second preset condition; the second preset condition is that the current vehicle speed difference is less than the second preset difference, and the current vehicle speed change rate is less than the second preset change rate; the second preset difference is less than or equal to the first preset difference, and the second preset change rate is less than or equal to the first preset change rate;

[0026] If so, it is determined that the current driving condition of the vehicle is a normal adhesion road condition.

[0027] Optionally, before determining that the current driving condition of the vehicle is a normal adhesion road condition, the method further includes:

[0028] Obtaining a second duration during which the current vehicle speed difference and the current vehicle speed change rate meet a second preset condition;

[0029] When the second duration is greater than a second preset time, it is determined that the current driving condition of the vehicle is a normal adhesion road condition.

[0030] Optionally, determining the current driving condition of the vehicle according to the current vehicle speed difference and the current vehicle speed change rate further includes:

[0031] If the current vehicle speed difference and the current vehicle speed change rate do not meet the first preset condition, and the current vehicle speed difference and the current vehicle speed change rate do not meet the second preset condition, then obtaining the driving condition of the vehicle at the previous moment;

[0032] The current driving condition of the vehicle is determined as the driving condition of the vehicle at the previous moment.

[0033] Optionally, obtaining the theoretical speed of the vehicle includes:

[0034] Acquiring the output shaft speed of the automatic transmission in real time;

[0035] The theoretical vehicle speed of the vehicle is determined according to the output shaft speed of the automatic transmission.

[0036] Optionally, determining the theoretical speed of the vehicle according to the output shaft speed of the automatic transmission includes:

[0037] According to the output shaft speed of the automatic transmission, the theoretical speed of the vehicle is calculated based on a first calculation formula; the first calculation formula is:

[0038]

[0039] Among them, V l is the theoretical speed of the vehicle, N is the output shaft speed of the automatic transmission, i gis the main reduction ratio of the automatic transmission, r is the tire radius of the vehicle, and k is the vehicle speed calculation coefficient.

[0040] Optionally, the automatic transmission shift control method further includes:

[0041] When it is determined according to the anti-lock braking signal that the anti-lock braking system is in an abnormal state, obtaining the rotation speed of the engine in the vehicle in real time;

[0042] determining a target gear position of the automatic transmission according to the rotation speed of the engine;

[0043] The current gear position of the automatic transmission is controlled to be the target gear position.

[0044] Optionally, the automatic transmission shift control method further includes:

[0045] When the loss of the anti-lock braking signal is obtained, obtaining the loss time of the anti-lock braking signal;

[0046] Determining whether the loss time reaches a third preset time;

[0047] If so, it is determined that the anti-lock braking system is in an abnormal state.

[0048] Optionally, the automatic transmission shift control method further includes:

[0049] Acquiring the speed of the engine in real time;

[0050] Determining whether the current speed of the engine is within a preset speed range;

[0051] If not, the current gear of the automatic transmission is adjusted by a preset gear change amount.

[0052] Optionally, adjusting the current gear of the automatic transmission with a preset gear change amount includes:

[0053] When the current speed of the engine is greater than the upper limit of the preset speed range, increasing the current gear of the automatic transmission by a preset gear increment;

[0054] When the current speed of the engine is less than a lower limit of the preset speed range, the current gear of the automatic transmission is reduced by a preset gear reduction amount.

[0055] According to another aspect of the present invention, there is provided an automatic transmission shift control device, which is applied to a vehicle and comprises:

[0056] A signal acquisition module, used for acquiring in real time the theoretical vehicle speed of the vehicle and an anti-lock braking signal of an anti-lock braking system in the vehicle; the anti-lock braking signal at least includes the front axle speed of the anti-lock braking system;

[0057] a working condition determination module, for determining the current driving condition of the vehicle according to the theoretical vehicle speed and the front axle speed of the anti-lock braking system when the anti-lock braking system is determined to be in a normal state according to the anti-lock braking signal; the driving condition of the vehicle at least includes a low adhesion road condition;

[0058] The gear control module is used to control the current gear of the automatic transmission to remain unchanged when the current driving condition of the vehicle is the low-adhesion road condition.

[0059] According to another aspect of the present invention, there is provided a vehicle, comprising: an engine, an engine controller, an automatic transmission and an anti-lock braking system;

[0060] The engine controller is used to control the operating state of the engine;

[0061] The automatic transmission comprises a transmission controller and a transmission body; the transmission body is mechanically connected to the engine;

[0062] The transmission controller is connected to the engine controller and the anti-lock braking system respectively, and is used to execute the above-mentioned automatic transmission shift control method to control the operating state of the transmission body.

[0063] According to another aspect of the present invention, a computer-readable storage medium is provided, wherein the computer-readable storage medium stores computer instructions, and the computer instructions are used to implement the above automatic transmission shift control method when executed by a processor.

[0064] The technical solution of the present invention obtains the theoretical vehicle speed and the anti-lock braking signal of the anti-lock braking system in the vehicle in real time, and when it is determined that the anti-lock braking system is in a normal state according to the anti-lock braking signal, determines the current driving condition of the vehicle according to the theoretical vehicle speed and the front axle speed of the anti-lock braking system, so as to control the current gear position of the automatic transmission to remain unchanged when the current driving condition of the vehicle is a low-adhesion road condition, thereby preventing the vehicle from being stopped due to the instantaneous loss of power of the vehicle caused by the gear change of the automatic transmission, thereby improving the safety and stability of the vehicle operation, and further helping to improve the driving experience.

[0065] It should be understood that the contents described in this section are not intended to identify the key or important features of the embodiments of the present invention, nor are they intended to limit the scope of the present invention. Other features of the present invention will become easily understood through the following description. BRIEF DESCRIPTION OF THE DRAWINGS

[0066] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0067] Figure 1 is a flow chart of an automatic transmission shift control method provided by Embodiment 1 of the present invention;

[0068] Figure 2 is a flow chart of an automatic transmission shift control method provided by Embodiment 2 of the present invention;

[0069] Figure 3 is a flow chart of an automatic transmission shift control method provided by Embodiment 3 of the present invention;

[0070] Figure 4 is a flow chart of an automatic transmission shift control method provided by a fourth embodiment of the present invention;

[0071] Figure 5 is a flow chart of an automatic transmission shift control method provided by Embodiment 5 of the present invention;

[0072] Figure 6 This is a structural block diagram of an automatic transmission shift control device provided in Example 6 of the present invention. DETAILED DESCRIPTION

[0073] In order to enable those skilled in the art to better understand the scheme of the present invention, the technical scheme in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work should fall within the scope of protection of the present invention.

[0074] It should be noted that the terms "first", "second", etc. in the specification and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchanged where appropriate, so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units that are clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0075] Embodiment 1

[0076] Figure 1 This is a flow chart of an automatic transmission shift control method provided by the first embodiment of the present invention. This embodiment is applicable to the case where a vehicle is traveling on a low-adhesion road surface. The method can be executed by an automatic transmission shift control device. The automatic transmission shift control device can be implemented in the form of hardware and / or software. The automatic transmission shift control device can be configured in a transmission controller. Figure 1 As shown, the method includes:

[0077] S110, obtaining the theoretical vehicle speed of the vehicle and the anti-lock braking signal of the anti-lock braking system in the vehicle in real time.

[0078] The anti-lock braking signal at least includes the front axle speed of the anti-lock braking system. In addition, the anti-lock braking signal may also include a signal for controlling the vehicle to brake.

[0079] It is understandable that the front axle speed of the anti-lock braking system can represent the actual operating speed of the vehicle. The theoretical speed of the vehicle is the speed determined by theoretical calculation based on the signals of sensors at various positions in the vehicle.

[0080] S120: When it is determined according to the anti-lock braking signal that the anti-lock braking system is in a normal state, the current driving condition of the vehicle is determined according to the theoretical vehicle speed and the front axle speed of the anti-lock braking system.

[0081] The vehicle's driving condition at least includes a low-adhesion road condition, which can be understood as a condition when the vehicle is driving on a road with relatively low friction, such as an icy road, a muddy road, etc. Since the friction of a low-adhesion road is relatively small, when the vehicle is driving on a low-adhesion road, its driving wheels may slip, causing the driving wheel speed of the vehicle to increase sharply, and the engine speed of the vehicle may also increase sharply. At this time, the vehicle speed determined according to the driving wheel speed and the engine speed of the vehicle is relatively large, which is inconsistent with the actual driving speed of the vehicle; on the contrary, when the vehicle is driving on a normal road, the normal road has a certain friction, so that the driving wheels of the vehicle are not easy to slip, the driving wheels can rotate normally, and the engine in the vehicle can operate at an appropriate speed. At this time, the vehicle speed determined according to the driving wheel rotation and the engine speed of the vehicle can be equivalent to the actual speed of the vehicle. In this way, when the theoretical speed of the vehicle is significantly different from the front axle speed of the anti-lock braking system that can represent the actual speed of the vehicle, it can be considered that the current driving condition of the vehicle is a low-adhesion road condition, and when the difference between the theoretical speed of the vehicle and the front axle speed of the anti-lock braking system that can represent the actual speed of the vehicle is within an acceptable error range, it can be considered that the current driving condition of the vehicle is a normal road condition.

[0082] In addition, since the current driving condition of the vehicle is determined by the theoretical speed of the vehicle and the front axle speed of the anti-lock braking system in the vehicle, the anti-lock braking signal of the anti-lock braking system should be a reliable signal to ensure the accuracy of the current driving condition of the vehicle. Before determining the current driving condition of the vehicle, it can be determined whether the anti-lock braking system is in a normal state according to the anti-lock braking signal, and when the anti-lock braking system is in a normal state, it can be known that the obtained anti-lock braking signal is a reliable signal. At this time, the current driving condition of the vehicle can be accurately determined according to the front axle speed in the anti-lock braking signal; on the contrary, if the anti-lock braking system is determined to be in an abnormal state according to the anti-lock braking signal of the anti-lock braking system, it can be known that the obtained anti-lock braking signal is unreliable and the current driving condition of the vehicle cannot be accurately determined. At this time, the current driving condition of the vehicle can be determined according to the signals of other sensors in the vehicle to ensure that the vehicle can run safely and stably.

[0083] The specific implementation of determining whether the anti-lock braking system is in a normal state according to the anti-lock braking signal of the anti-lock braking system may include: if the anti-lock braking signal can be obtained, or the obtained anti-lock braking signal is within the reliability verification range, it can be determined that the anti-lock braking system is in a normal state; on the contrary, if the anti-lock braking signal cannot be obtained, and / or the obtained anti-lock braking signal is not within the corresponding signal reliability verification range, it can be determined that the anti-lock braking system is in an abnormal state. It should be noted that in the embodiment of the present invention, the determination method of whether the anti-lock braking system is in a normal state can be designed according to actual needs, and the embodiment of the present invention does not specifically limit this.

[0084] In an optional embodiment, the automatic transmission shift control method further includes: when the loss of the anti-lock signal is obtained, obtaining the loss time of the anti-lock signal; determining whether the loss time reaches a third preset time; if so, determining that the anti-lock system is in an abnormal state.

[0085] Among them, the loss of the anti-lock signal can be understood as the transmission controller being unable to obtain the anti-lock signal, so that the transmission controller is unable to determine the current driving condition of the vehicle according to the anti-lock signal; the third preset time can be the limit time of the loss of the anti-lock signal.

[0086] It is understandable that when the anti-lock signal is lost for a short period of time, the vehicle can still run normally, and the vehicle's driving process can be controlled according to the driving condition of the vehicle determined by the anti-lock signal obtained last time. However, when the loss time of the anti-lock signal exceeds the loss limit time, that is, the third preset time, the vehicle's driving condition cannot be determined according to the anti-lock signal, and the vehicle's driving process can no longer be controlled according to the anti-lock signal.

[0087] In this embodiment, during the process of the transmission controller acquiring the anti-lock signal in real time, the time of the currently acquired anti-lock signal and the time of the next acquired anti-lock signal can be timed, so that when the anti-lock signal cannot be acquired, the loss time of the anti-lock signal can be timed. When the loss time reaches the third preset time, and the anti-lock signal is still not acquired, it can be considered that the anti-lock system is abnormal, that is, it can be determined that the anti-lock system is in an abnormal state; conversely, if the anti-lock signal is acquired again when the loss time of the anti-lock signal does not reach the third preset time, it can be determined that the anti-lock system is in a normal state.

[0088] Among them, when the anti-lock braking system is in a normal state, the transmission controller can periodically obtain the anti-lock braking signal, and the period for obtaining the anti-lock braking signal is, for example, T. At this time, the third preset time can be k*T, K can be greater than 1, and in an exemplary embodiment, k can be 10. In other exemplary embodiments, k can also be other values, and the embodiment of the present invention does not specifically limit this.

[0089] S130: When the current driving condition of the vehicle is a low-adhesion road condition, control the current gear position of the automatic transmission to remain unchanged.

[0090] Among them, since the low-adhesion road condition is the condition when the vehicle is driving on a road with low friction, the vehicle's drive wheels are prone to slipping, the engine speed is high, but the actual vehicle speed is low; at this time, if the automatic transmission is shifted, the vehicle's power will be lost instantly, resulting in insufficient power and then stopping. Therefore, when the vehicle's current driving condition is a low-adhesion road condition, the current gear of the automatic transmission can be controlled to remain unchanged, so as to ensure that the engine can continuously output power to the vehicle's wheel ends, so that the vehicle can slowly pass through the low-adhesion road.

[0091] This embodiment obtains the theoretical vehicle speed and the anti-lock braking signal of the anti-lock braking system in the vehicle in real time, and when it is determined that the anti-lock braking system is in a normal state according to the anti-lock braking signal, determines the current driving condition of the vehicle according to the theoretical vehicle speed and the front axle speed of the anti-lock braking system, so as to control the current gear of the automatic transmission to remain unchanged when the current driving condition of the vehicle is a low-adhesion road condition, so as to prevent the vehicle from stopping due to the instantaneous loss of power caused by the gear change of the automatic transmission, thereby improving the safety and stability of the vehicle operation, and further helping to improve the driving experience.

[0092] Embodiment 2

[0093] Figure 2 1 is a flow chart of an automatic transmission shift control method provided by the second embodiment of the present invention. This embodiment, based on the above embodiment, describes the automatic transmission shift control method when the current driving condition of the vehicle is a normal road condition. Figure 2 As shown, the method includes:

[0094] S210: Acquire the theoretical vehicle speed of the vehicle and the anti-lock braking signal of the anti-lock braking system in the vehicle in real time.

[0095] S220: When it is determined according to the anti-lock braking signal that the anti-lock braking system is in a normal state, determine the current driving condition of the vehicle according to the theoretical vehicle speed and the front axle speed of the anti-lock braking system.

[0096] S230: When the current driving condition of the vehicle is a low-adhesion road condition, control the current gear position of the automatic transmission to remain unchanged.

[0097] S240: When the current driving condition of the vehicle is a normal road condition, or when it is determined according to the anti-lock braking signal that the anti-lock braking system is in an abnormal state, obtain the rotation speed of the engine in the vehicle in real time.

[0098] It is understandable that when a vehicle is traveling on a normal road, the normal road has a certain friction force, so that the driving wheels of the vehicle are not likely to slip, the driving wheels can rotate normally, and the engine in the vehicle can run at an appropriate speed. At this time, the engine speed can be obtained according to the speed sensor installed at the engine, so that the gear position of the automatic transmission can be controlled according to the engine speed later.

[0099] It can also be understood that when it is determined that the anti-lock braking system is in an abnormal state based on the anti-lock braking signal, it can be determined that the obtained anti-lock braking signal is no longer reliable. At this time, the current driving condition of the vehicle cannot be accurately determined based on the anti-lock braking signal and the theoretical speed of the vehicle. At this time, the gear of the automatic transmission can also be controlled according to the engine speed.

[0100] S250. Determine a target gear position of the automatic transmission according to the engine speed.

[0101] Among them, the engine speed, the gear position of the transmission and the driving speed of the vehicle need to match each other to meet the vehicle's safety, stability, and high economical operation requirements. For example, when the torque output by the engine is the maximum torque, the current driving speed of the vehicle will reach the maximum speed that the current gear position of the automatic transmission can withstand. At this time, the automatic transmission needs to be shifted up; conversely, when the torque output by the engine is the minimum torque, the current driving speed of the vehicle will reach the minimum speed that the current gear position of the automatic transmission can withstand. At this time, the automatic transmission needs to be downshifted. Since the maximum output torque and the minimum output torque of the engine can correspond to different rotation speeds, the current output torque of the engine can be determined according to the engine rotation speed, and thus it can be further determined whether it is necessary to shift up or down according to the current output torque of the engine, and then the target gear position of the automatic transmission can be determined.

[0102] In an optional embodiment, determining the target gear of the automatic transmission based on the engine speed may include: when the engine speed is greater than a first preset speed, the target gear of the automatic transmission may be controlled to be the next gear of the current gear, that is, if the current gear is L0, the target gear is L0+1; when the engine speed is less than a second preset speed, the target gear of the automatic transmission may be controlled to be the unit before the current gear, that is, if the current gear is L0, the target gear is L0-1.

[0103] S260. Control the current gear position of the automatic transmission to be the target gear position.

[0104] Specifically, after determining the target gear of the automatic transmission according to the engine speed, it is possible to determine whether the target gear of the automatic transmission is the same as the current gear. If the target gear of the automatic transmission is the same as the current gear, there is no need to switch gears, and the automatic transmission maintains the current gear for operation; if the target gear of the automatic transmission is different from the current gear, the gear of the automatic transmission needs to be switched. At this time, it is necessary to control the clutch to disengage, and control the power transmission route of the gear mechanism corresponding to the current gear of the automatic transmission to change to the power transmission route of the gear mechanism corresponding to the target gear, thereby realizing the gear switching of the automatic transmission. After completing the gear switching of the automatic transmission, the clutch can be controlled to engage to provide power for the engine to rotate and ensure the normal driving of the vehicle.

[0105] This embodiment obtains the engine speed of the vehicle in real time when it is determined that the current driving condition of the vehicle is a normal road condition, determines the target gear of the automatic transmission according to the engine speed, and controls the current gear of the automatic transmission to be the target gear, so that the operating gear of the automatic transmission can match the engine speed, thereby meeting the requirements of vehicle operation safety, stability and economy.

[0106] Embodiment 3

[0107] Figure 3 1 is a flow chart of an automatic transmission shift control method provided by Embodiment 3 of the present invention. Based on the above embodiments, this embodiment describes how to determine the current driving condition of the vehicle. Figure 3 As shown, the method includes:

[0108] S310: Acquire the theoretical vehicle speed of the vehicle and the anti-lock braking signal of the anti-lock braking system in the vehicle in real time.

[0109] S320: When it is determined according to the anti-lock braking signal that the anti-lock braking system is in a normal state, determine a current vehicle speed difference according to the front axle speed of the anti-lock braking system at the current moment and the theoretical vehicle speed of the vehicle.

[0110] The current vehicle speed difference may be the difference between the front axle speed of the anti-lock braking system obtained at the current moment and the theoretical vehicle speed of the vehicle. A larger value of the difference indicates a greater difference between the theoretical vehicle speed and the actual vehicle speed.

[0111] S330: Determine a current vehicle speed change rate according to a front axle vehicle speed of the anti-lock braking system at a current moment and a front axle vehicle speed of the anti-lock braking system at a previous moment.

[0112] Among them, the current vehicle speed change rate can be the difference between the front axle speed of the anti-lock braking system obtained at the current moment and the front axle speed of the anti-lock braking system obtained at the previous moment. The larger the difference is, the faster the vehicle speed change rate is and the higher the vehicle acceleration is.

[0113] S340: Determine the current driving condition of the vehicle according to the current vehicle speed difference and the current vehicle speed change rate.

[0114] Among them, the larger the current speed difference is, the greater the difference between the vehicle's theoretical speed and actual speed is. At the same time, the higher the current speed change rate is, the greater the vehicle's speed change is. When the vehicle's current speed difference is large and the current speed change rate is high, it can be determined that the vehicle's current driving condition may be a low-adhesion road condition; conversely, when the vehicle's current speed difference is small and the current speed change rate is small, it can be determined that the vehicle's current driving condition may be a normal road condition.

[0115] Optionally, the current driving condition of the vehicle is determined based on the current vehicle speed difference and the current vehicle speed change rate, including: judging whether the current vehicle speed difference and the current vehicle speed change rate meet a first preset condition; the first preset condition is that the current vehicle speed difference is greater than the first preset difference, and the current vehicle speed change rate is greater than the first preset change rate; if so, it is determined that the current driving condition of the vehicle is a low-adhesion road condition.

[0116] The first preset difference and the first preset rate of change can be designed according to actual needs, and can be specifically determined according to experimental data. Different first preset differences and different first preset rates of change can be used for vehicles of different models and weights. In an exemplary embodiment, the first preset difference can be 5 km / h, and the first preset rate of change can be 0.3 km / h. The embodiment of the present invention does not limit the specific difference between the first preset difference and the first preset rate of change.

[0117] Specifically, after determining the current vehicle speed difference and the current vehicle speed change rate, it can be judged whether the current vehicle speed difference is greater than the first preset difference, and whether the current vehicle speed change rate is greater than the first preset change rate; if the current vehicle speed difference is greater than the first preset difference, and the current vehicle speed change rate is greater than the first preset change rate, it can be determined that the current driving condition of the vehicle is a low-adhesion road condition.

[0118] Optionally, before determining that the current driving condition of the vehicle is a low-adhesion road condition, it also includes: obtaining a first duration in which the current vehicle speed difference and the current vehicle speed change rate satisfy a first preset condition; when the first duration is greater than the first preset time, determining that the current driving condition of the vehicle is a low-adhesion road condition.

[0119] The first preset time can be designed according to actual needs, and the embodiment of the present invention does not specifically limit this. In an exemplary embodiment, the first preset time can be 0.1s.

[0120] Specifically, when it is determined that the current vehicle speed difference is greater than the first preset difference, and the current vehicle speed change rate is greater than the first preset change rate, it is also necessary to time the first duration of the current vehicle speed difference being greater than the first preset difference, and the current vehicle speed change rate being greater than the first preset change rate; when the first duration is greater than the first preset time, it can be determined that the current vehicle speed difference being greater than the first preset difference, and the current vehicle speed change rate being greater than the first preset change rate are not accidental situations, and it can be determined that the current driving condition of the vehicle is a low-adhesion road condition; and when the first duration of the current vehicle speed difference being greater than the first preset difference, and the current vehicle speed change rate being greater than the first preset change rate is less than the first preset time, there may be calculation errors, etc. that cause the current vehicle speed difference to be greater than the first preset difference, and the current vehicle speed change rate to be greater than the first preset change rate. At this time, the current driving condition of the vehicle can be determined as the condition determined at the previous moment. In this way, by judging whether the current vehicle speed difference is greater than the first preset difference and whether the first duration that the current vehicle speed change rate is greater than the first preset change rate is greater than the first preset time, it can ensure that the current driving condition of the vehicle is determined more accurately, thereby improving the accuracy of the automatic transmission shift control.

[0121] Optionally, when the vehicle's driving condition also includes normal road conditions, the vehicle's current driving condition is determined based on the current vehicle speed difference and the current vehicle speed change rate, and also includes: judging whether the current vehicle speed difference and the current vehicle speed change rate meet a second preset condition; the second preset condition is that the current vehicle speed difference is less than the second preset difference, and the current vehicle speed change rate is less than the second preset change rate; the second preset difference is less than or equal to the first preset difference, and the second preset change rate is less than or equal to the first preset change rate; if so, the vehicle's current driving condition is determined to be a normal adhesion road condition.

[0122] Among them, the second preset difference and the second preset change rate can be designed according to actual needs, and can be determined according to experimental data. Vehicles of different models and weights can use different second preset differences and different second preset change rates. The second preset difference can be the same as or different from the first preset difference, and the second preset change rate can be the same as or different from the first preset change rate, and can be designed according to actual needs. In an exemplary embodiment, the second preset difference can be 1km / h, and the second preset change rate can be 0.1km / h. The embodiment of the present invention does not limit the specific difference between the second preset difference and the second preset change rate.

[0123] Specifically, after determining the current vehicle speed difference and the current vehicle speed change rate, it can be judged whether the current vehicle speed difference is less than the second preset difference, and whether the current vehicle speed change rate is less than the first preset change rate; if the current vehicle speed difference is less than the second preset difference, and the current vehicle speed change rate is less than the second preset change rate, it can be determined that the current driving condition of the vehicle is a normal road condition.

[0124] Optionally, before determining that the current driving condition of the vehicle is a normal adhesion road condition, it also includes: obtaining a second duration in which the current vehicle speed difference and the current vehicle speed change rate satisfy a second preset condition; when the second duration is greater than the second preset time, determining that the current driving condition of the vehicle is a normal adhesion road condition.

[0125] The second preset time can be designed according to actual needs, and the embodiment of the present invention does not specifically limit this. In an exemplary embodiment, the second preset time can be 0.1s.

[0126] Specifically, when it is determined that the current vehicle speed difference is less than the second preset difference, and the current vehicle speed change rate is less than the second preset change rate, it is also necessary to time the second duration of the current vehicle speed difference being less than the second preset difference, and the current vehicle speed change rate being less than the second preset change rate; when the second duration is greater than the second preset time, it can be determined that the current vehicle speed difference being less than the second preset difference, and the current vehicle speed change rate being less than the second preset change rate are not accidental situations, and it can be determined that the current driving condition of the vehicle is a low-adhesion road condition; and when the second duration of the current vehicle speed difference being less than the second preset difference, and the current vehicle speed change rate being less than the second preset change rate is less than the first preset time, there may be calculation errors, etc. that cause the current vehicle speed difference to be less than the second preset difference, and the current vehicle speed change rate to be less than the second preset change rate. At this time, the current driving condition of the vehicle can be determined as the condition determined at the previous moment. In this way, by judging whether the current vehicle speed difference is less than the second preset difference and the first duration that the current vehicle speed change rate is less than the second preset change rate is greater than the second preset time, it can ensure that the current driving condition of the vehicle is determined more accurately, thereby improving the accuracy of the automatic transmission shift control.

[0127] Optionally, determining the current driving condition of the vehicle based on the current vehicle speed difference and the current vehicle speed change rate also includes: if the current vehicle speed difference and the current vehicle speed change rate do not meet the first preset condition, and the current vehicle speed difference and the current vehicle speed change rate do not meet the second preset condition, obtaining the driving condition of the vehicle at the previous moment; determining the current driving condition of the vehicle as the driving condition of the vehicle at the previous moment.

[0128] Among them, if the current vehicle speed difference and the current vehicle speed change rate do not meet the first preset condition and the second preset condition, the current vehicle speed difference and the current vehicle speed change rate can have a variety of different combinations, for example, the current vehicle speed difference is less than or equal to the first preset difference and greater than or equal to the second preset difference, and the current vehicle speed change rate is less than or equal to the first preset change rate and greater than or equal to the second preset change rate; or, the current vehicle speed difference is less than or equal to the first preset difference and greater than or equal to the second preset difference, and the current vehicle speed change rate is greater than the first preset change rate; or, the current vehicle speed difference is less than or equal to the first preset difference and greater than or equal to the second preset difference, and the current vehicle speed change rate is greater than the first preset change rate. Equal to the second preset difference, and the current vehicle speed change rate is less than the first preset change rate; or, the current vehicle speed difference is greater than the first preset difference, and the current vehicle speed change rate is less than or equal to the first preset change rate and greater than or equal to the second preset change rate; or, the current vehicle speed difference is less than the second preset difference, and the current vehicle speed change rate is less than or equal to the first preset change rate and greater than or equal to the second preset change rate; or, the current vehicle speed difference is less than the second preset difference, and the current vehicle speed change rate is greater than the first preset change rate; or, the current vehicle speed difference is greater than the first preset difference, and the current vehicle speed change rate is less than the second preset change rate.

[0129] Specifically, when the current vehicle speed difference and the current vehicle speed change rate do not satisfy either the first preset condition or the second preset condition, it can be determined that the vehicle driving condition switching condition is not met, and it can be determined that the vehicle's current driving condition is the same as the driving condition at the previous moment. For example, when the vehicle's driving condition at the previous moment is a low-adhesion road condition, if it is determined that the current vehicle speed difference and the current vehicle speed change rate satisfy the first preset condition, it can be determined that the vehicle's current driving condition is still a low-adhesion road condition; if it is determined that the current vehicle speed difference and the current vehicle speed change rate no longer satisfy the first preset condition and do not satisfy the second preset condition, it can be determined that the vehicle's current driving condition is about to change, but has not completely changed. At this time, in order to ensure that the vehicle can drive smoothly, the vehicle's current driving condition can continue to be determined as a low-adhesion road condition; if the current vehicle speed difference and the current vehicle speed change rate no longer satisfy the first preset condition and satisfy the second preset condition, it can be determined that the vehicle's current driving condition has changed, that is, it can be determined that the vehicle's current driving condition is switched from a low-adhesion road condition to a normal road condition. For the case where the vehicle's driving condition at the previous moment is a normal road driving condition, a determination method similar to the above is used. For details, please refer to the above description and will not be repeated here.

[0130] S350: When the current driving condition of the vehicle is a low-adhesion road condition, the current gear position of the automatic transmission is controlled to remain unchanged.

[0131] S360. When the current driving condition of the vehicle is a normal road condition, obtain the rotation speed of the engine in the vehicle in real time.

[0132] S370: Determine a target gear position of the automatic transmission according to the engine speed.

[0133] S380. Control the current gear position of the automatic transmission to be the target gear position.

[0134] This embodiment determines the current vehicle speed difference and the current vehicle speed change rate respectively, so as to accurately determine the current driving condition of the vehicle based on the current vehicle speed difference and the current vehicle speed change rate, thereby being able to perform targeted control on the shifting mode of the automatic transmission according to the current driving condition of the vehicle, thereby ensuring the safe and stable operation of the vehicle.

[0135] Embodiment 4

[0136] Figure 4 1 is a flow chart of an automatic transmission shift control method provided by the fourth embodiment of the present invention. Based on the above embodiment, this embodiment describes how to determine the theoretical speed of the vehicle. Figure 4 As shown, the method includes:

[0137] S410: Acquire the output shaft speed of the automatic transmission in real time.

[0138] The output shaft speed of the automatic transmission can be acquired by using a speed sensor disposed at the output shaft of the automatic transmission.

[0139] S420: Determine the theoretical speed of the vehicle according to the output shaft speed of the automatic transmission.

[0140] Specifically, since the output shaft of the automatic transmission is usually connected to the drive shaft of the vehicle, the output shaft speed of the automatic transmission can be used to characterize the theoretical vehicle speed during the vehicle's driving process, that is, the output shaft speed of the automatic transmission can be converted into the theoretical vehicle speed based on the corresponding proportional relationship.

[0141] Optionally, determining the theoretical speed of the vehicle according to the output shaft speed of the automatic transmission includes: calculating the theoretical speed of the vehicle based on a first calculation formula according to the output shaft speed of the automatic transmission.

[0142] Among them, the first calculation formula is:

[0143]

[0144] Among them, V l is the theoretical speed of the vehicle, N is the output shaft speed of the automatic transmission, i g is the main reduction ratio of the automatic transmission, r is the tire radius of the vehicle, k is the vehicle speed calculation coefficient, k may be related to the conversion rate of each parameter in the first calculation formula, for example, k may be 0.377.

[0145] S430: Acquire an anti-lock braking signal of an anti-lock braking system in the vehicle in real time.

[0146] S440: When it is determined according to the anti-lock braking signal that the anti-lock braking system is in a normal state, the current driving condition of the vehicle is determined according to the theoretical vehicle speed and the front axle speed of the anti-lock braking system.

[0147] S450: When the current driving condition of the vehicle is a low-adhesion road condition, control the current gear position of the automatic transmission to remain unchanged.

[0148] This embodiment obtains the output shaft speed of the automatic transmission connected to the vehicle's drive shaft, and determines the vehicle's theoretical speed based on the output speed of the automatic transmission and other known parameters, so as to accurately determine the vehicle's current driving condition based on the vehicle's theoretical speed and the front axle speed of the anti-lock braking system, thereby being able to perform targeted control on the automatic transmission's shifting mode based on the vehicle's current driving condition, thereby ensuring that the vehicle can operate safely and stably.

[0149] Embodiment 5

[0150] Figure 5 FIG. 5 is a flow chart of an automatic transmission shift control method provided by Embodiment 5 of the present invention. Based on the above embodiments, this embodiment describes the implementation method of adjusting the automatic transmission gear position according to the engine speed. Figure 5 As shown, the method includes:

[0151] S510: Acquire the theoretical vehicle speed of the vehicle and the anti-lock braking signal of the anti-lock braking system in the vehicle in real time.

[0152] S520, when it is determined that the anti-lock braking system is in a normal state according to the anti-lock braking signal, the current driving condition of the vehicle is determined according to the theoretical vehicle speed and the front axle speed of the anti-lock braking system.

[0153] S530: When the current driving condition of the vehicle is a low-adhesion road condition, control the current gear position of the automatic transmission to remain unchanged.

[0154] S540: Obtain the rotation speed of the engine in the vehicle in real time.

[0155] The rotation speed of the engine in the vehicle can be obtained by using a rotation speed sensor arranged at the engine.

[0156] S550, determine whether the current engine speed is within a preset speed range; if not, execute S560.

[0157] S560: Adjust the current gear of the automatic transmission according to a preset gear change amount.

[0158] Among them, during the operation of the engine, it needs to rotate within a certain preset speed range. If it exceeds the preset speed range, the engine will run abnormally or even be damaged. Therefore, in the time period when the current gear of the automatic transmission is controlled to remain unchanged, it is necessary to obtain the engine speed in real time and judge whether the current engine speed exceeds the preset speed range. When the current engine speed exceeds the preset speed range, it can be determined that the current gear of the transmission no longer matches the engine speed. At this time, the current gear of the automatic transmission can be adjusted by the preset gear change amount. For example, if the current gear of the automatic transmission is L0 and the preset gear change amount is ΔL, the current gear of the automatic transmission can be adjusted from L0 to L0+ΔL, so as to play a certain protective role in the operation of the engine.

[0159] In other optional embodiments, if the current speed of the engine is within a preset speed range, the automatic transmission may continue to be controlled to maintain the current gear position unchanged so as to meet the power requirements of low-adhesion roads.

[0160] It is understandable that the preset gear change amount can be a positive value or a negative value, and can be specifically determined according to the speed range to which the current speed of the engine belongs. In an exemplary embodiment, the preset gear change amount can be -1 or +1.

[0161] Optionally, the current gear of the automatic transmission is adjusted by a preset gear change, including: when the current speed of the engine is greater than the upper limit of the preset speed range, increasing the current gear of the automatic transmission by a preset gear increment; when the current speed of the engine is less than the lower limit of the preset speed range, reducing the current gear of the automatic transmission by a preset gear reduction.

[0162] Among them, the upper limit value of the preset speed range can be the maximum protection speed of the engine, and the lower limit value of the preset speed range can be the minimum protection speed of the engine. At this time, when the current speed of the engine is greater than the maximum protection speed of the engine, the gear increment can be preset to increase the current gear of the automatic transmission, for example, the current gear of the automatic transmission can be controlled from L0 to L0+1, so that the gear of the automatic transmission can match the speed of the engine; and when the current speed of the engine is less than the minimum protection speed of the engine, the gear reduction amount can be preset to reduce the current gear of the automatic transmission, for example, the current gear of the automatic transmission can be controlled from L0 to L0-1, so that the gear of the automatic transmission can match the speed of the engine.

[0163] This embodiment obtains the engine speed and determines whether the current engine speed is within a preset speed range. When the current engine speed is not within the preset speed range, the current gear of the automatic transmission can be adjusted by a preset gear change amount. This allows the current gear of the automatic transmission to match the current engine speed, preventing the engine speed from being too high or too low and affecting its service life, thereby further improving the safety and stability of vehicle operation.

[0164] Embodiment 6

[0165] Figure 6 Schematic diagram of the structure of an automatic transmission shift control device provided by Embodiment 6 of the present invention. Figure 6 As shown, the device comprises:

[0166] The signal acquisition module 61 is used to acquire the theoretical vehicle speed of the vehicle and the anti-lock braking signal of the anti-lock braking system in the vehicle in real time; the anti-lock braking signal at least includes the front axle speed of the anti-lock braking system;

[0167] The operating condition determination module 62 is used to determine the current driving condition of the vehicle according to the theoretical vehicle speed and the front axle speed of the anti-lock braking system when the anti-lock braking system is determined to be in a normal state according to the anti-lock braking signal; the driving condition of the vehicle at least includes a low adhesion road condition;

[0168] The gear control module 63 is used to control the current gear of the automatic transmission to remain unchanged when the current driving condition of the vehicle is a low-adhesion road condition.

[0169] Optionally, the driving condition of the vehicle also includes a normal road condition; and the automatic transmission shift control device also includes:

[0170] The engine speed acquisition module is used to acquire the engine speed of the vehicle in real time when the current driving condition of the vehicle is a normal road condition;

[0171] A target gear determination module, used to determine the target gear of the automatic transmission according to the engine speed;

[0172] The gear control module 63 is also used to control the current gear of the automatic transmission to be the target gear.

[0173] Optionally, the operating condition determination module 62 includes:

[0174] A vehicle speed difference determination unit, used to determine a current vehicle speed difference according to the front axle speed of the anti-lock braking system and the theoretical vehicle speed of the vehicle at the current moment;

[0175] A vehicle speed change rate determination module, used to determine a current vehicle speed change rate according to a front axle vehicle speed of the anti-lock braking system at a current moment and a front axle vehicle speed of the anti-lock braking system at a previous moment;

[0176] The operating condition determination unit is used to determine the current driving condition of the vehicle according to the current vehicle speed difference and the current vehicle speed change rate.

[0177] Optionally, the operating condition determination unit is specifically used for:

[0178] Determine whether the current vehicle speed difference and the current vehicle speed change rate meet a first preset condition; the first preset condition is that the current vehicle speed difference is greater than the first preset difference, and the current vehicle speed change rate is greater than the first preset change rate;

[0179] If so, it is determined that the current driving condition of the vehicle is a low-adhesion road condition.

[0180] Optionally, the operating condition determination unit is further specifically used for:

[0181] Before determining that the current driving condition of the vehicle is the low-adhesion road condition, obtaining a first duration in which the current vehicle speed difference and the current vehicle speed change rate meet a first preset condition;

[0182] When the first duration is greater than the first preset time, it is determined that the current driving condition of the vehicle is a low-adhesion road condition.

[0183] Optionally, when the driving condition of the vehicle also includes a normal road condition, the condition determination unit is further specifically used for:

[0184] Determine whether the current vehicle speed difference and the current vehicle speed change rate meet a second preset condition; the second preset condition is that the current vehicle speed difference is less than the second preset difference, and the current vehicle speed change rate is less than the second preset change rate; the second preset difference is less than or equal to the first preset difference, and the second preset change rate is less than or equal to the first preset change rate;

[0185] If so, it is determined that the current driving condition of the vehicle is a normal adhesion road condition.

[0186] Optionally, the operating condition determination unit is further specifically used for:

[0187] Before determining that the current driving condition of the vehicle is a normal adhesion road condition, obtaining a second duration during which the current vehicle speed difference and the current vehicle speed change rate meet a second preset condition;

[0188] When the second duration is greater than the second preset time, it is determined that the current driving condition of the vehicle is a normal adhesion road condition.

[0189] Optionally, the operating condition determination unit is further specifically used for:

[0190] If the current vehicle speed difference and the current vehicle speed change rate do not meet the first preset condition, and the current vehicle speed difference and the current vehicle speed change rate do not meet the second preset condition, then obtaining the driving condition of the vehicle at the previous moment;

[0191] The current driving condition of the vehicle is determined as the driving condition of the vehicle at the previous moment.

[0192] Optionally, the signal acquisition module 61 includes:

[0193] An output shaft speed acquisition unit, used for acquiring the output shaft speed of the automatic transmission in real time;

[0194] The theoretical vehicle speed determination unit is used to determine the theoretical vehicle speed of the vehicle according to the output shaft speed of the automatic transmission.

[0195] Optionally, the theoretical vehicle speed determination unit is specifically used for:

[0196] According to the output shaft speed of the automatic transmission, the theoretical speed of the vehicle is calculated based on the first calculation formula; the first calculation formula is:

[0197]

[0198] Among them, V l is the theoretical speed of the vehicle, N is the output shaft speed of the automatic transmission, i g is the main reduction ratio of the automatic transmission, r is the tire radius of the vehicle, and k is the vehicle speed calculation coefficient.

[0199] Optionally, the automatic transmission shift control device further includes:

[0200] The engine speed acquisition module is used to acquire the engine speed of the vehicle in real time when the anti-lock braking system is determined to be in an abnormal state according to the anti-lock braking signal;

[0201] A target gear determination module, used to determine the target gear of the automatic transmission according to the engine speed;

[0202] The gear control module 63 is also used to control the current gear of the automatic transmission to be the target gear.

[0203] Optionally, the automatic transmission shift control device further includes:

[0204] A loss time acquisition module, used to acquire the loss time of the anti-lock braking signal when the loss of the anti-lock braking signal is acquired;

[0205] A loss time determination module, used to determine whether the loss time reaches a third preset time;

[0206] The system state determination module is used to determine that the anti-lock braking system is in an abnormal state when the loss time reaches a third preset time.

[0207] Optionally, the automatic transmission shift control device further includes:

[0208] The engine speed acquisition module is used to obtain the engine speed in real time;

[0209] A speed determination module is used to determine whether the current speed of the engine is within a preset speed range;

[0210] The gear adjustment module is used to adjust the current gear of the automatic transmission by a preset gear change amount if the current speed of the engine is not within a preset speed range.

[0211] Optionally, the gear adjustment module is specifically used for:

[0212] When the current speed of the engine is greater than the upper limit of the preset speed range, increasing the current gear of the automatic transmission by a preset gear increment;

[0213] When the current speed of the engine is less than a lower limit value of a preset speed range, the current gear of the automatic transmission is reduced by a preset gear reduction amount.

[0214] The automatic transmission gear control device provided in the embodiment of the present invention can execute the automatic transmission shift control method provided in any embodiment of the present invention, and has the corresponding functional modules and beneficial effects of the execution method. The similarities can be referred to the above description and will not be repeated here.

[0215] Embodiment 7

[0216] This embodiment provides a vehicle, which includes an engine, an engine controller, an automatic transmission and an anti-lock braking system; the engine controller is used to control the operating state of the engine; the automatic transmission includes a transmission controller and a transmission body; the transmission body is mechanically connected to the engine; the transmission controller is connected to the engine controller and the anti-lock braking system respectively, and the transmission controller is used to execute the automatic transmission shift control method of any embodiment of the present invention to control the operating state of the transmission body.

[0217] It is understandable that the connection mode of the transmission controller with the engine controller and the anti-lock braking system can be designed according to actual needs, and the embodiment of the present invention does not specifically limit this. In an exemplary embodiment, the transmission controller can be connected to the engine controller and the anti-lock braking system through a bus.

[0218] The transmission controller in the vehicle provided in the embodiment of the present invention can execute the automatic transmission shift control method provided in any embodiment of the present invention, and has the corresponding functional modules and beneficial effects of the execution method. The similarities can be referred to the above description and will not be repeated here.

[0219] Embodiment 8

[0220] This embodiment provides a computer-readable storage medium, which stores computer instructions. The computer instructions are used to enable a processor to implement the automatic transmission shift control method of any embodiment of the present invention when executed.

[0221] Wherein, computer readable storage medium can be tangible medium, and it can contain or store for instruction execution system, device or equipment use or with instruction execution system, device or equipment use computer program in combination.Computer readable storage medium can include but not limited to electronic, magnetic, optical, electromagnetic, infrared or semiconductor system, device or equipment, or any suitable combination of the above.Alternatively, computer readable storage medium can be machine readable signal medium.More specific examples of machine readable storage medium can include electrical connection based on one or more lines, portable computer disk, hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination of the above.

[0222] It should be understood that the various forms of processes shown above can be used to reorder, add or delete steps. For example, the steps described in the present invention can be executed in parallel, sequentially or in different orders, as long as the desired results of the technical solution of the present invention can be achieved, and this document does not limit this.

[0223] The above specific implementations do not constitute a limitation on the protection scope of the present invention. It should be understood by those skilled in the art that various modifications, combinations, sub-combinations and substitutions can be made according to design requirements and other factors. Any modification, equivalent substitution and improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims

1. An automatic transmission shift control method, applied to a vehicle, characterized in that: include: Acquiring in real time the theoretical speed of the vehicle and an anti-lock braking signal of an anti-lock braking system in the vehicle; The anti-lock braking signal at least includes the front axle speed of the anti-lock braking system; When it is determined according to the anti-lock braking signal that the anti-lock braking system is in a normal state, determining the current driving condition of the vehicle according to the theoretical vehicle speed and the front axle speed of the anti-lock braking system; the driving condition of the vehicle at least includes a low adhesion road condition; When the current driving condition of the vehicle is the low-adhesion road condition, the current gear position of the automatic transmission is controlled to remain unchanged.

2. The automatic transmission shift control method according to claim 1, characterized in that: The vehicle driving condition also includes a normal road condition; the automatic transmission shift control method also includes: When the current driving condition of the vehicle is the normal road condition, obtaining the rotation speed of the engine in the vehicle in real time; determining a target gear position of the automatic transmission according to the rotation speed of the engine; The current gear position of the automatic transmission is controlled to be the target gear position.

3. The automatic transmission shift control method according to claim 1, characterized in that: Determining a current driving condition of the vehicle according to a theoretical vehicle speed of the vehicle and a front axle speed of the anti-lock braking system includes: Determining a current vehicle speed difference according to the front axle speed of the anti-lock braking system and the theoretical vehicle speed of the vehicle at the current moment; Determining a current vehicle speed change rate according to a front axle vehicle speed of the anti-lock braking system at a current moment and a front axle vehicle speed of the anti-lock braking system at a previous moment; The current driving condition of the vehicle is determined according to the current vehicle speed difference and the current vehicle speed change rate.

4. The automatic transmission shift control method according to claim 3, characterized in that: Determining the current driving condition of the vehicle according to the current vehicle speed difference and the current vehicle speed change rate includes: Determine whether the current vehicle speed difference and the current vehicle speed change rate meet a first preset condition; the first preset condition is that the current vehicle speed difference is greater than a first preset difference, and the current vehicle speed change rate is greater than a first preset change rate; If so, it is determined that the current driving condition of the vehicle is the low-adhesion road condition.

5. The automatic transmission shift control method according to claim 4, characterized in that: Before determining that the current driving condition of the vehicle is the low-adhesion road condition, the method further includes: Obtaining a first duration during which the current vehicle speed difference and the current vehicle speed change rate meet a first preset condition; When the first duration is greater than a first preset time, it is determined that the current driving condition of the vehicle is a low-adhesion road condition.

6. The automatic transmission shift control method according to claim 4, characterized in that: The driving condition of the vehicle also includes normal road conditions; Determining the current driving condition of the vehicle according to the current vehicle speed difference and the current vehicle speed change rate, further comprising: Determine whether the current vehicle speed difference and the current vehicle speed change rate meet a second preset condition; the second preset condition is that the current vehicle speed difference is less than the second preset difference, and the current vehicle speed change rate is less than the second preset change rate; the second preset difference is less than or equal to the first preset difference, and the second preset change rate is less than or equal to the first preset change rate; If so, it is determined that the current driving condition of the vehicle is a normal adhesion road condition.

7. The automatic transmission shift control method according to claim 6, characterized in that: Before determining that the current driving condition of the vehicle is a normal adhesion road condition, the method further includes: Obtaining a second duration during which the current vehicle speed difference and the current vehicle speed change rate meet a second preset condition; When the second duration is greater than a second preset time, it is determined that the current driving condition of the vehicle is a normal adhesion road condition.

8. The automatic transmission shift control method according to claim 6, characterized in that: Determining the current driving condition of the vehicle according to the current vehicle speed difference and the current vehicle speed change rate, further comprising: If the current vehicle speed difference and the current vehicle speed change rate do not meet the first preset condition, and the current vehicle speed difference and the current vehicle speed change rate do not meet the second preset condition, then obtaining the driving condition of the vehicle at the previous moment; The current driving condition of the vehicle is determined as the driving condition of the vehicle at the previous moment.

9. The automatic transmission shift control method according to claim 1, characterized in that: Obtaining the theoretical speed of the vehicle, including: Acquiring the output shaft speed of the automatic transmission in real time; The theoretical vehicle speed of the vehicle is determined according to the output shaft speed of the automatic transmission.

10. The automatic transmission shift control method according to claim 9, characterized in that: Determining the theoretical speed of the vehicle according to the output shaft speed of the automatic transmission includes: According to the output shaft speed of the automatic transmission, the theoretical speed of the vehicle is calculated based on a first calculation formula; the first calculation formula is: Among them, V l is the theoretical speed of the vehicle, N is the output shaft speed of the automatic transmission, i g is the main reduction ratio of the automatic transmission, r is the tire radius of the vehicle, and k is the vehicle speed calculation coefficient.

11. The automatic transmission shift control method according to claim 1, characterized in that: Also includes: When it is determined according to the anti-lock braking signal that the anti-lock braking system is in an abnormal state, obtaining the rotation speed of the engine in the vehicle in real time; determining a target gear position of the automatic transmission according to the rotation speed of the engine; The current gear position of the automatic transmission is controlled to be the target gear position.

12. The automatic transmission shift control method according to claim 11, characterized in that: Also includes: When the loss of the anti-lock braking signal is obtained, obtaining the loss time of the anti-lock braking signal; Determining whether the loss time reaches a third preset time; If so, it is determined that the anti-lock braking system is in an abnormal state.

13. The automatic transmission shift control method according to claim 1, characterized in that: Also includes: Acquiring the speed of the engine in the vehicle in real time; Determining whether the current speed of the engine is within a preset speed range; If not, the current gear of the automatic transmission is adjusted by a preset gear change amount.

14. The automatic transmission shift control method according to claim 13, characterized in that: Adjusting the current gear of the automatic transmission by a preset gear change amount includes: When the current speed of the engine is greater than the upper limit of the preset speed range, increasing the current gear of the automatic transmission by a preset gear increment; When the current speed of the engine is less than a lower limit of the preset speed range, the current gear of the automatic transmission is reduced by a preset gear reduction amount.

15. An automatic transmission shift control device, used in a vehicle, characterized in that: include: A signal acquisition module, used for acquiring the theoretical speed of the vehicle and the anti-lock braking signal of the anti-lock braking system in the vehicle in real time; The anti-lock braking signal at least includes the front axle speed of the anti-lock braking system; a working condition determination module, for determining the current driving condition of the vehicle according to the theoretical vehicle speed and the front axle speed of the anti-lock braking system when the anti-lock braking system is determined to be in a normal state according to the anti-lock braking signal; the driving condition of the vehicle at least includes a low adhesion road condition; The gear control module is used to control the current gear of the automatic transmission to remain unchanged when the current driving condition of the vehicle is the low-adhesion road condition.

16. A vehicle, characterized in that: include: Engines, engine controllers, automatic transmissions and anti-lock braking systems; The engine controller is used to control the operating state of the engine; The automatic transmission comprises a transmission controller and a transmission body; the transmission body is mechanically connected to the engine; The transmission controller is connected to the engine controller and the anti-lock braking system respectively, and is used to execute the automatic transmission shift control method according to any one of claims 1 to 14 to control the operating state of the transmission body.

17. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores computer instructions, and the computer instructions are used to enable a processor to implement the automatic transmission shift control method according to any one of claims 1 to 14 when executed.

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