Commercial vehicle temperature protection control method and system, electronic equipment and storage medium

Abstract

The invention provides a temperature protection control method and system for an automatic gearbox of a commercial vehicle, electronic equipment and a storage medium, and is applied to the technical field of vehicle temperature protection. A temperature control strategy of the corresponding temperature grade is adopted according to the current state of the vehicle, and the risk of over-temperature damage of a gearbox and a clutch is reduced; the vehicle state comprises a driving state and a static gear shifting starting state, and the temperature grades comprise the temperature grade 0 to the temperature grade 4. The temperature is graded, corresponding control strategies are adopted for different temperature grades, and the over-temperature damage risk of a gearbox and a clutch is reduced.

Description

Technical Field

[0001] The present invention belongs to the technical field of vehicle temperature protection, and particularly relates to a temperature protection control method, system, electronic device, and storage medium for commercial vehicles. Background Art

[0002] An automatic transmission is a transmission device that can automatically shift gears according to the vehicle speed and engine speed of an automobile, which appears relative to a manual transmission. The existing over-temperature protection strategies for automatic transmissions of commercial vehicles are relatively simple. Most of these strategies set a temperature upper limit. If the clutch temperature or the transmission oil temperature exceeds the set value, protection will be triggered, and it will return to the normal state when it is less than the fault recovery value. No intervention is made on the temperature before the protection is triggered, and it is relatively easy to trigger over-temperature faults during long-term driving, which affects normal driving.

[0003] After an over-temperature fault is triggered, to protect the hardware from damage, the transmission will shift to neutral or the clutch will be directly opened, and it can continue to work only after the temperature drops; or it will drive in a fixed gear after the fault is triggered, keeping the clutch state unchanged. The flexibility of the control strategy is not high, which affects the normal driving experience.

[0004] When an over-temperature fault occurs, the vehicle is generally in a driving condition. If an over-temperature fault occurs during the vehicle's driving and the driver does not notice the prompt information and stops the vehicle, the vehicle generally cannot start again. If it occurs in an area with concentrated traffic flow, it is very easy to cause traffic congestion, and it also takes a long time for the fault to recover. Summary of the Invention

[0005] In view of the above problems in the prior art, the purpose of the present invention is to provide a temperature protection control method for an automatic transmission of a commercial vehicle, which reduces the risk of over-temperature damage to the transmission and the clutch by classifying the temperature and adopting corresponding control strategies for different temperature levels.

[0006] A temperature protection control method for an automatic transmission of a commercial vehicle, which obtains the transmission oil temperature and the clutch temperature, determines the current temperature level of the vehicle according to the temperature information, and then adopts a temperature control strategy corresponding to the current temperature level of the vehicle to reduce the risk of over-temperature damage to the transmission and the clutch; the vehicle state includes a driving state and a static shift start state, and the temperature levels include temperature levels 0 to 4; When the vehicle is in the driving state, the corresponding relationship between the temperature level and the corresponding control method is as follows: Temperature level 0: Do not interfere with the normal driving function; Temperature level 1: Determine a compensated shift Map1 based on the calibrated shift Map, and calculate the current shift point to adjust the shift frequency; Temperature level 2: Determine the compensated shift Map2 based on the calibrated shift Map, and calculate the current shift point to adjust the shift frequency; Temperature level 3: Add torque intervention on the basis of the control method corresponding to temperature level 2, and control the engine torque to be below the shift threshold; Temperature level 4: Prohibit the vehicle from upshifting.

[0007] Preferably, prohibiting the vehicle from upshifting includes two methods: Method 1: Keep driving in a fixed gear on the basis of the control method of temperature level 3; Method 2: Only allow downshifting without stepping on the accelerator on the basis of the control method of temperature level 3.

[0008] Preferably, set a temperature compensation coefficient table, and compensate the shift point of the calibrated shift Map through the compensation coefficient to determine the current shift point. The compensation coefficient includes a driving mode / temperature level compensation coefficient and a gear opening / throttle compensation coefficient; the current shift point is obtained by multiplying the compensation coefficient by the shift point of the calibrated shift Map, and the compensation coefficient is obtained by multiplying the driving mode / temperature level compensation coefficient and the gear opening / throttle compensation coefficient.

[0009] Preferably, when the vehicle is in the static shift start state, the corresponding relationship between the temperature level and the corresponding control method is as follows: Temperature level 0: Do not intervene in the static shift start; Temperature level 1: Do not intervene in the static shift start; Temperature level 2: Do not intervene in the static shift start; Temperature level 3: Limit the clutch disengagement point position during downshift or limit the engine torque during upshift; Temperature level 4: If an over-temperature fault is triggered when the vehicle is in the N gear, immediately trigger the shift counter to count the number of static shifts. If the number of static shifts is greater than the set value of the shift counter, then control the clutch not to engage again, and the gear remains in the N gear; If an over-temperature fault is triggered when the vehicle is in a non-N gear, if the shift lever remains in the R / D / M gear when the vehicle starts again, then execute the corresponding control method according to when the vehicle is in temperature level 3, limit the engine torque, so that the vehicle can only be used for parking after starting, and cannot upshift after starting; if when the vehicle returns to the N gear, execute according to the control method when an over-temperature fault is triggered when the vehicle is in the N gear.

[0010] Preferably, when downshifting, limit the clutch disengagement point position to be between fully open and half-clutch.

[0011] Preferably, when upshifting, limit the engine torque so that the engine torque is below the starting threshold.

[0012] Preferably, the ratio of the difference in compensation values between adjacent temperature levels to the corresponding delay time is a fixed value.

[0013] Preferably, a temperature compensation coefficient is set, and the calibrated shift Map is corrected by the temperature compensation coefficient to establish a shift compensation table to achieve temperature compensation.

[0014] The second object of the present invention is to provide a temperature protection control system for a commercial vehicle automatic transmission, including a temperature monitoring module for monitoring the transmission oil temperature and the clutch temperature; a main control module for determining the current temperature level of the vehicle according to the temperature information transmitted by the temperature monitoring module, and outputting a corresponding control signal according to the temperature level; the temperature levels include temperature levels 0 to 4, and the control signal is used to drive shifting or to adjust the torque.

[0015] The third object of the present invention is to provide an electronic device, which includes: a memory and at least one processor, and a computer program is stored in the memory; the at least one processor calls the computer program in the memory so that the electronic device executes the temperature protection control method for a commercial vehicle automatic transmission as described above.

[0016] The fourth object of the present invention is to provide a computer-readable storage medium, on which a computer program is stored, and when the computer program is executed by a processor, it implements the temperature protection control method for a commercial vehicle automatic transmission as described above.

[0017] The beneficial effects of the present invention are as follows: The temperature protection control method, system, electronic device, and storage medium for a commercial vehicle automatic transmission divide the intervals of the transmission oil temperature and the clutch temperature, determine the current temperature level of the vehicle according to the temperature intervals, and adopt different control strategies according to different temperature levels, which reduces to a certain extent the over-temperature fault triggered by the increase in temperature during long-term driving, and can effectively reduce the risk of over-temperature damage to the transmission and the clutch.

[0018] According to whether the vehicle is in a static or dynamic state, different control strategies are adopted in the high-temperature interval, which can more effectively reduce the temperatures of the transmission and the clutch according to the vehicle state, can effectively control the temperature within the fault trigger threshold, and reduce the probability of triggering an over-temperature fault.

[0019] When an over-temperature fault is triggered, an emergency vehicle moving function after the fault is added, allowing the driver to start and move the vehicle within a limited number of times, so as not to let the vehicle break down on the road and affect traffic and driving safety. Description of the Drawings

[0020] The accompanying drawings are used to provide a further understanding of the present invention and form a part of the specification. They are used together with the embodiments of the present invention to explain the present invention and do not constitute a limitation to the present invention. In the accompanying drawings: Figure 1 is the system block diagram of the present invention; Figure 2 is the control method block diagram corresponding to the temperature level when the automatic vehicle is in the dynamic gear shifting state; Figure 3 is the control method block diagram corresponding to the temperature level when the automatic vehicle is in the static gear shifting and starting state. Detailed implementation manners

[0021] Embodiment 1 As Figure 1 shown, a temperature protection control method for a commercial vehicle automatic transmission specifically includes the following steps: obtaining the transmission oil temperature and the clutch temperature, judging which temperature level the current vehicle is in according to the temperature information, and then adopting the temperature control strategy corresponding to the temperature level according to the current state of the vehicle to reduce the risk of over-temperature damage to the transmission and the clutch. Among them, the clutch temperature can be calculated through a temperature calculation model or directly measured by a temperature sensor; the transmission oil temperature is directly measured by a temperature sensor. After obtaining the transmission oil temperature and the clutch temperature, the maximum value of the two temperature levels is taken for determining the temperature level.

[0022] Among them, the vehicle state includes the driving state and the static gear shifting and starting state. The temperature levels include temperature levels 0 to 4, specifically including temperature level 0 indicating normal temperature, temperature level 1 indicating slightly over-temperature, temperature level 2 indicating moderately over-temperature, temperature level 3 indicating severely over-temperature, and temperature level 4 indicating over-temperature failure. Since the production manufacturers of the transmission and the clutch are different and their normal working temperature ranges are different, therefore, the temperature range corresponding to each temperature level needs to be set according to the specific implementation situation. It should be noted that the temperature ranges corresponding to the transmission oil temperature and the clutch temperature respectively have different temperature ranges.

[0023] As Figure 2 shown, when the vehicle is in the driving state, in addition to being affected by the ambient temperature and long-term operation under large torque, the transmission oil temperature and the clutch temperature are mainly affected by the shifting frequency. When shifting gears, the clutch will open and engage. During this process, the clutch will pass through the slip friction state (semi-clutch) twice. And the clutch temperature rises very fast in the semi-clutch state. Frequent gear shifting also makes the transmission gears mesh in turn, and the heat generated by the gear meshing causes the oil temperature to rise. Therefore, it is necessary to reduce the shifting frequency in the high-temperature state to reduce heat generation and enable the generated heat to have enough time to be taken away.

[0024] At this time, the corresponding relationship between the temperature level and the corresponding control method is as follows: Temperature level 0: Normal temperature. The corresponding control method is: Do not interfere with the normal driving function.

[0025] Temperature level 1: Slightly overheated. The corresponding control method is: Determine the compensated shift map 1 based on the calibrated shift map, and calculate the current shift point to adjust the shift frequency. The adjustment range of this process is small, and the shift frequency is appropriately reduced by fine-tuning the shift frequency.

[0026] Temperature level 2: Moderately overheated. The corresponding control method is: Determine the compensated shift map 2 based on the calibrated shift map, and calculate the current shift point to adjust the shift frequency. The adjustment range of this process is large, and the shift frequency is further reduced by continuing to adjust the shift frequency on the basis of temperature level 1.

[0027] Temperature level 3: Severely overheated. The corresponding control method is: Add torque intervention on the basis of the control method of temperature level 2, so that the vehicle operates at a small torque during driving to generate less heat. Specifically, in the case of temperature level 3, the vehicle shifts gears according to the compensated shift map 2; at the same time, the transmission requests torque limit from the engine through the CAN message, and controls the engine torque below the shift threshold, thereby reducing heat generation. The engine torque limit threshold needs to be set according to the specific implementation situation and is not limited here.

[0028] For example, if the current engine torque is 500 Nm and the transmission requires that the maximum engine torque does not exceed 400 Nm, a torque limit request or torque reduction request can be sent to the engine at this time to control the engine torque below 400 Nm.

[0029] Temperature level 4: Overheat fault. The corresponding control method is: Prohibit the vehicle from upshifting. Specifically, there are two ways to prohibit the vehicle from upshifting, which are selected according to the settings of different vehicle manufacturers.

[0030] Method 1: Keep driving at a fixed gear on the basis of the control method of temperature level 3. Specifically, when the overheat fault is triggered, keep driving at the lowest gear that can be shifted at the speed when the overheat fault is triggered until the vehicle stops, and avoid the clutch temperature from rising again due to shifting by prohibiting the vehicle from shifting gears. When the vehicle starts again, implement the processing strategy for the overheat fault in the static shift start state.

[0031] Method 2: Only allow downshifting without stepping on the accelerator on the basis of the control method of temperature level 3. After the fault occurs, the vehicle cannot upshift and only allows coasting downshifting without power, that is, downshifting by coasting without stepping on the accelerator and downshifting by stepping on the brake until the starting gear is reached.

[0032] It should be noted that: in order to avoid the shift point jump caused by the switching between different temperature levels and resulting in frequent shifting, the ratio of the difference in the compensation value between adjacent temperature levels to the corresponding delay time is set to a fixed value, so that a smooth transition can be achieved between two temperature levels.

[0033] Now, let's discuss how to adjust the shifting frequency when the vehicle is in temperature level 1 with mild overheating and temperature level 2 with moderate overheating.

[0034] Normally, the gear selection of an automatic vehicle is determined by the calibrated shifting Map. By querying the gear and throttle opening in real time, the shifting point in the current state is obtained, and then compared with the current vehicle speed to perform corresponding shifting operations. Taking upshifting as an example, if the current vehicle speed is greater than the shifting point obtained by looking up the table, upshifting is performed.

[0035] In order to adjust the shifting frequency, based on the calibrated shifting Map, the shifting point can be compensated to adjust the shifting timing.

[0036] Among them, there are two compensation methods for the shifting point: Method 1: Based on the calibrated shifting Map, a compensation value is set in the form of vehicle speed at the shifting point, and the vehicle speed of the shifting point is added to the compensation value to obtain the new vehicle speed of the shifting point.

[0037] Specifically, when the vehicle is in temperature level 1, a compensation value is added at the shifting point of the calibrated shifting Map to shift the shifting point backward. For example, normally, when the vehicle speed is 6 km / h, the vehicle shifts from gear 1 to gear 2, while when in temperature level 1, the vehicle can only shift from gear 1 to gear 2 when the vehicle speed is 10 km / h, and its compensation value is 4 km / h. It should be noted that under different temperature levels, the compensation values for different shifting points need to be set separately according to specific situations.

[0038] Method 2: Based on the calibrated shifting Map, a compensation coefficient is set at the shifting point, and the vehicle speed of the shifting point is multiplied by the compensation coefficient to obtain the new vehicle speed of the shifting point. Among them, the compensation coefficient includes a driving mode / temperature level compensation coefficient and a gear opening / throttle compensation coefficient, and the compensation coefficient is obtained by multiplying the driving mode / temperature level compensation coefficient and the gear opening / throttle compensation coefficient.

[0039] Specifically, in order to improve the compensation accuracy, on the basis of considering the gear and throttle opening, the driving mode of the vehicle also needs to be considered. The driving modes include Eco, Sport, Normal, Cruise, etc. Considering flexibility and calibration workload, using the method of compensation coefficient to directly correct on the calibrated shifting Map and establishing a shifting compensation table can achieve better temperature compensation effects.

[0040] Among them, the driving mode / temperature level compensation coefficients are shown in Table 1, and the gear opening / throttle compensation coefficients are shown in Tables 2 and 3.

[0041]

[0042] Table 1

[0043] Table 2

[0044] Table 3 As shown in Tables 1, 2, and 3, taking an 8-speed automatic transmission as an example, temperature coefficient compensation is introduced with the driving mode and the current temperature level as the X-axis and Y-axis, and temperature coefficient compensation is carried out according to the current throttle and gear. These two compensation coefficients fully cover the compensation for all gears in all driving modes under all over-temperature levels. When the temperature level is 1, fine-tuning correction is performed; when the level is 2, medium adjustment correction is performed, and so on.

[0045] When the vehicle is in the static shift start state, since the clutch needs a process of engagement when the vehicle starts, the starting gear is generally a low gear. When starting smoothly without stepping on the accelerator pedal, the impact on temperature rise is small. However, if the accelerator pedal is depressed, due to the large gear ratio of the low gear, the engine speed and torque climb rapidly during acceleration. At this time, if the clutch is engaged at high torque and high speed, it will cause the front and rear ends of the clutch to overcome huge resistance and speed difference in a short time, generating a large amount of heat and exacerbating the temperature rise of the clutch and the transmission. Therefore, the temperature protection method for automatic transmission vehicles needs to consider the situation of the vehicle in the static shift start state.

[0046] As Figure 3 shown, when the vehicle is in the static shift start state and the temperature level of the vehicle is 0-2, it is considered that the transmission temperature and the clutch temperature can be well controlled by heat dissipation and dynamic temperature control strategies without affecting normal static shifting. When the temperature level of the vehicle is 3, it can be considered that the engagement of the clutch needs to be restricted at this temperature level to reduce the temperature rise. When the temperature level of the vehicle is 4, it is considered that continuing to drive will cause damage to the hardware, but the location of reporting the fault is random and unknown. Therefore, it is necessary to consider whether it is convenient to handle when reporting the over-temperature fault, whether it will affect traffic safety, and whether it will cause traffic congestion, etc.

[0047] Specifically, when the vehicle is in the static shift start, the corresponding relationship between the temperature level and the corresponding control method is as follows: Temperature level 0: Normal temperature. The corresponding control method is: Do not interfere with the static shift start.

[0048] Temperature level 1: Slightly over-temperature. The corresponding control method is: Do not interfere with the static shift start.

[0049] Temperature level 2: Moderate over-temperature. The corresponding control method is: Do not intervene in static shift start.

[0050] Temperature level 3: Severe over-temperature. The corresponding control method is: Limit the clutch disengagement point position during downshift or limit the engine torque during upshift.

[0051] Among them, the specific operation of limiting the clutch disengagement point position during downshift is: When statically stepping on the brake and operating the shift lever, gear shifting can be performed, but after shifting, the clutch will be in a disengaged state away from the semi-clutch point. For the consideration of starting response and drivability, at this time, the clutch disengagement point is limited to a position between fully open and semi-clutch.

[0052] The specific operation of limiting the engine torque during upshift is: If the accelerator is stepped on to start and accelerate after shifting into the gear, at this time, torque limit intervention occurs to limit the engine torque, so that the engine speed and torque do not rise rapidly, and the starting process passes smoothly. At the same time, the starting torque limit will attract the driver's attention and remind the driver to check the vehicle.

[0053] Temperature level 4: Over-temperature fault. The corresponding control method is divided into two types, specifically including the following two: One of the methods is: If the over-temperature fault is triggered when the vehicle is not in the N gear, if the shift lever remains in the R / D / M gear when the vehicle starts again, then the corresponding control method is executed according to when the vehicle is at temperature level 3, limiting the engine torque, and the torque limit is more strict, so that only parking can be provided after starting, and upshifting is not possible after starting, and it can only travel in the starting gear.

[0054] When the next time the N gear is entered, the shift counter is triggered. The number of times is recorded and not cleared when the power is off. The shift counter can only be cleared after the over-temperature fault is eliminated. If the number of static gear shifts is greater than the set value of the shift counter, then the control clutch will no longer engage, and the gear will remain in the N gear, regardless of the change of the shift lever.

[0055] The other method is: If the over-temperature fault is triggered when the vehicle is in the N gear, then the shift counter is immediately triggered to count the number of static gear shifts. When the number of static gear shifts is greater than the set value of the shift counter, the control clutch will no longer engage, and the gear will remain in the N gear, regardless of the change of the shift lever.

[0056] When the vehicle performs static shift start, the control method corresponding to the over-temperature fault ensures that when a fault occurs, the vehicle will not break down immediately, but provides the driver with a means of temporary parking, which can minimize various risks brought by the fault breakdown as much as possible.

[0057] Embodiment 2 The second object of the present invention is to provide a temperature protection control system for a commercial vehicle automatic transmission, which includes a temperature monitoring module and a main control module. Among them, the temperature monitoring module is used to monitor the transmission oil temperature and the clutch temperature; the main control module is used to determine the current temperature level of the vehicle according to the temperature information transmitted by the temperature monitoring module, and output a corresponding control signal according to the temperature level; the temperature level includes temperature levels 0 to 4, and the control signal is used to drive gear shifting or adjust torque. Among them, the specific control process of the control signal output by the main control module is the same as the commercial vehicle automatic transmission temperature protection control method described in Embodiment 1.

[0058] Embodiment 3 The third object of the present invention is to provide an electronic device, which includes: a memory and at least one processor, and a computer program is stored in the memory; the at least one processor calls the computer program in the memory so that the electronic device executes the commercial vehicle automatic transmission temperature protection control method as described in Embodiment 1.

[0059] Embodiment 4 The fourth object of the present invention is to provide a computer-readable storage medium, on which a computer program is stored, and when the computer program is executed by a processor, it implements the commercial vehicle automatic transmission temperature protection control method as described in Embodiment 1.

[0060] The foregoing are only the preferred embodiments of the present invention and are not intended to limit the present invention. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments, or perform equivalent replacements for some of the technical features. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

Claims

1. A temperature protection control method for a commercial vehicle automatic transmission, characterized in that, Obtain the transmission oil temperature and clutch temperature, determine the current temperature level of the vehicle according to the temperature information, and then adopt the temperature control strategy corresponding to the temperature level according to the current state of the vehicle to reduce the risk of over-temperature damage to the transmission and clutch; the vehicle state includes a driving state and a static shift start state, and the temperature levels include temperature levels 0 to 4. When the vehicle is in the driving state, the corresponding relationship between the temperature level and the corresponding control method is as follows: Temperature level 0: Do not interfere with the normal driving function. Temperature level 1: Determine the compensated shift Map1 based on the calibrated shift Map, and calculate the current shift point to adjust the shift frequency. Temperature level 2: Determine the compensated shift Map2 based on the calibrated shift Map, and calculate the current shift point to adjust the shift frequency. Temperature level 3: Add torque intervention on the basis of the control method corresponding to temperature level 2, and control the engine torque to be below the shift threshold. Temperature level 4: Prohibit the vehicle from upshifting.

2. The temperature protection control method for a commercial vehicle automatic transmission according to claim 1, characterized in that The prohibition of the vehicle from upshifting includes two methods: Method 1: Keep driving in a fixed gear on the basis of the control method of temperature level 3. Method 2: Only allow downshifting without stepping on the accelerator on the basis of the control method of temperature level 3.

3. The temperature protection control method for a commercial vehicle automatic transmission according to claim 1, characterized in that Set a temperature compensation coefficient table, and compensate the shift points of the calibrated shift Map through the compensation coefficient to determine the current shift point. The compensation coefficient includes a driving mode / temperature level compensation coefficient and a gear opening / throttle compensation coefficient. The current shift point is obtained by multiplying the compensation coefficient by the shift point of the calibrated shift Map, and the compensation coefficient is obtained by multiplying the driving mode / temperature level compensation coefficient and the gear opening / throttle compensation coefficient.

4. The temperature protection control method for a commercial vehicle automatic transmission according to claim 1, characterized in that, When the vehicle is in the static shift start state, the corresponding relationship between the temperature level and the corresponding control method is as follows: Temperature level 0: Do not interfere with the static shift start. Temperature level 1: Do not interfere with the static shift start. Temperature level 2: Do not interfere with the static shift start. Temperature level 3: Limit the clutch disengagement point position during downshift or limit the engine torque during upshift. Temperature level 4: If an over-temperature fault is triggered when the vehicle is in the N gear, immediately trigger the shift counter to count the number of static shifts. If the number of static shifts is greater than the set value of the shift counter, then control the clutch not to engage again, and the gear remains in the N gear. If an over-temperature fault is triggered when the vehicle is in a non-N gear, if the shift lever remains in the R / D / M gear when the vehicle starts again, then execute the corresponding control method according to when the vehicle is in temperature level 3, limit the engine torque, so that the vehicle can only be used for moving after starting, and cannot upshift after starting; if when the vehicle returns to the N gear, execute according to the control method when an over-temperature fault is triggered when the vehicle is in the N gear.

5. The temperature protection control method for a commercial vehicle automatic transmission according to claim 4, characterized in that Limit the clutch disengagement point position to be between fully open and half-clutch during downshift.

6. The temperature protection control method for a commercial vehicle automatic transmission according to claim 4, characterized in that, Limit the engine torque during upshift so that the engine torque is below the starting threshold.

7. The temperature protection control method for a commercial vehicle automatic transmission according to claim 1, wherein, The ratio of the difference in compensation values between adjacent temperature levels to the corresponding delay time is a fixed value.

8. An automatic transmission temperature protection control system for a commercial vehicle, characterized in that, Including A temperature monitoring module for monitoring the transmission oil temperature and clutch temperature. The main control module is used to determine the current temperature level of the vehicle according to the temperature information transmitted by the temperature monitoring module, and output a corresponding control signal according to the temperature level; the temperature levels include temperature levels 0 to 4, and the control signal is used to drive gear shifting or adjust torque.

9. An electronic device, characterized in that, The electronic device includes: a memory and at least one processor, and a computer program is stored in the memory; the at least one processor calls the computer program in the memory to cause the electronic device to execute the commercial vehicle automatic transmission temperature protection control method according to any one of claims 1 to 7.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the commercial vehicle automatic transmission temperature protection control method according to any one of claims 1 to 7.

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