Calibration control method and device for automatic transmission, vehicle, medium, and program

Abstract

The present application relates to the technical field of automatic transmissions, and in particular to a calibration control method and device for an automatic transmission, a vehicle, a medium, and a program. The method comprises: acquiring a basic shift point table and a slope compensation shift point table of an automatic transmission; acquiring a target shift action that requires raising a shift point when a road surface slope exceeds a slope threshold, and calibrating and optimizing the slope compensation shift point table on the basis of the slope threshold, wherein a compensation value that requires raising the shift point and corresponds to the target shift action in the calibrated and optimized slope compensation shift point table is greater than a compensation value before calibration and optimization; and determining a target shift point on the basis of the basic shift point table and the calibrated and optimized slope compensation shift point table, so as to control the automatic transmission to execute the target shift action. In this way, the problem that, when a vehicle equipped with the automatic transmission travels uphill under conditions with many curves, steep slopes, and long distances, continuous oil churning by a torque converter pump leads to transmission overheating, which triggers torque-limiting protection and results in a loss of drivability, is solved.

Description

Automatic transmission calibration control methods, devices, vehicles, media and procedures

[0001] Cross-references to related applications

[0002] This application is based on and claims priority to Chinese Patent Application No. 202410997994.2, filed on July 24, 2024, the entire contents of which are incorporated herein by reference. Technical Field

[0003] This application relates to the field of automatic transmission technology, and in particular to a calibration control method, device, vehicle, medium and program for an automatic transmission. Background Technology

[0004] Automatic transmissions, with their automatic shifting function, simplify driving operations and have become a widely used choice in the passenger vehicle sector. Among them, hydraulic-mechanical automatic transmissions are favored by major automakers and consumers due to their excellent power, drivability, and NVH performance. However, when heavy vehicles equipped with hydraulic-mechanical automatic transmissions drive uphill, especially when facing complex road conditions with many curves, steep slopes, and long distances, the torque converter's continuous churning of the fluid causes the oil temperature to rise continuously, triggering the torque limiting protection mechanism and severely affecting the vehicle's uphill driving ability.

[0005] In related technologies, optimizing the shifting strategy when driving uphill reduces the frequency of shifts, thereby reducing the heat generated by the transmission and improving vehicle reliability and user experience. However, this still cannot fundamentally solve the problem of the continuous rise in oil temperature caused by the continuous agitation of the hydraulic torque converter pump impeller.

[0006] Summary of the Invention

[0007] This application provides a calibration control method, device, vehicle, medium, and program for an automatic transmission to solve the problem that when a heavier vehicle equipped with a hydraulic-mechanical automatic transmission is driving uphill in conditions with many curves, steep slopes, and long distances, the continuous churning of oil by the hydraulic torque converter pump impeller causes the transmission to overheat and trigger torque limiting protection, thus preventing the vehicle from continuing to drive uphill.

[0008] The first aspect of this application provides a calibration control method for an automatic transmission, comprising the following steps: obtaining a basic shift point table and a slope-compensated shift point table for the automatic transmission, wherein the basic shift point table is a table showing the correspondence between shift actions, accelerator pedal opening, and shift points, and the slope-compensated shift point table is a table showing the correspondence between shift actions, the slope of the road where the vehicle is located, and a shift point compensation value; obtaining a target shift action for which the shift point needs to be increased when the slope is higher than a slope threshold; calibrating and optimizing the slope-compensated shift point table based on the slope threshold, wherein the compensation value for the shift point that needs to be increased corresponding to the target shift action in the calibrated and optimized slope-compensated shift point table is higher than the compensation value before calibration and optimization; determining the target shift point based on the basic shift point table and the calibrated and optimized slope-compensated shift point table; and controlling the automatic transmission to execute the target shift action according to the target shift point.

[0009] Optionally, the target gear shifting action includes shifting up from the first gear to the second gear, or shifting down from the second gear to the first gear.

[0010] Optionally, the method further includes: obtaining a basic solution, a lock-up point table, and a slope compensation solution and lock-up point table when the automatic transmission is in the target gear, wherein the basic solution and lock-up point table are a correspondence table between the solution, lock-up point, and accelerator pedal opening, and the slope compensation solution and lock-up point table are a correspondence table between the solution, lock-up point compensation value, and the road slope where the vehicle is located; optimizing the basic solution, lock-up point table, and slope compensation solution and lock-up point table based on at least one calibration of the vehicle's power performance, economy, drivability, and NVH performance; after controlling the automatic transmission to perform the target gear shift action based on the basic shift point table and the calibrated and optimized slope compensation shift point table, if the vehicle's current gear is the target gear, then controlling the automatic transmission to unlock or lock based on the basic solution, lock-up point table, and slope compensation solution and lock-up point table corresponding to the target gear.

[0011] Optionally, determining the target shift point of the automatic transmission based on the basic shift point and the shift point compensation value includes: acquiring the accelerator pedal opening of the vehicle and the current road slope; and determining the target shift point of the automatic transmission based on the accelerator pedal opening and the current road slope.

[0012] Optionally, after obtaining the accelerator pedal opening and the current road slope, the process includes: obtaining the target shift action; querying the basic shift point table using the accelerator pedal opening and the target shift action as indexes to obtain a basic shift point; querying the calibrated and optimized slope compensation shift point table using the current road slope and the target shift action as indexes to obtain a shift point compensation value; determining the target shift point of the automatic transmission based on the basic shift point and the shift point compensation value; and controlling the automatic transmission to execute the target shift action according to the target shift point.

[0013] Optionally, after obtaining the target shift action, the method includes: identifying the target shift action; if the target shift action is shifting from a first gear to a second gear, then querying the basic shift point corresponding to shifting from the first gear to the second gear in the basic shift point table and the shift point compensation value corresponding to shifting from the first gear to the second gear in the slope compensation shift point table to determine the target shift point; if the target shift action is shifting from the second gear to the first gear, then querying the basic shift point corresponding to shifting from the second gear to the first gear in the basic shift point table and the shift point compensation value corresponding to shifting from the second gear to the first gear in the slope compensation shift point table to determine the target shift point, wherein the second gear is higher than the first gear.

[0014] A second aspect of this application provides a calibration control device for an automatic transmission. The device includes: an acquisition module for acquiring a basic shift point table and a slope-compensated shift point table for the automatic transmission, wherein the basic shift point table is a table showing the correspondence between shift actions, accelerator pedal opening, and shift points, and the slope-compensated shift point table is a table showing the correspondence between shift actions, the slope of the road where the vehicle is located, and a shift point compensation value; a calibration module for acquiring a target shift action that requires an increased shift point when the slope is higher than a certain threshold, and calibrating and optimizing the slope-compensated shift point table based on the slope threshold, wherein the compensation value for the increased shift point corresponding to the target shift action in the calibrated and optimized slope-compensated shift point table is higher than the compensation value before calibration and optimization; and a control module for determining a target shift point based on the basic shift point table and the calibrated and optimized slope-compensated shift point table, and controlling the automatic transmission to execute the target shift action according to the target shift point.

[0015] A third aspect of this application provides a vehicle including: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the calibration control method for an automatic transmission as described in the above embodiments.

[0016] A fourth aspect of this application provides a computer-readable storage medium having a computer program or instructions stored thereon, which are executed by a processor to implement the calibration control method for an automatic transmission as described in the above embodiments.

[0017] A fifth aspect of this application provides a computer program product, including a computer program or instructions, which, when executed, are used to implement the calibration control method for an automatic transmission as described in the above embodiments.

[0018] Therefore, this application has the following beneficial effects:

[0019] This application embodiment significantly optimizes vehicle performance and driving experience on inclined roads by integrating a basic shift point table and a slope-compensated shift point table, and dynamically adjusting shift points based on real-time road slope. When the vehicle is traveling on a road with a slope exceeding a preset threshold, it can intelligently increase the shift point of the corresponding shift action according to the calibrated and optimized slope-compensated shift point table, and control the torque converter to lock up in the target gear. This effectively prevents the automatic transmission from overheating and triggering torque limiting protection, ensuring the vehicle has sufficient power to continue uphill driving, thus improving the reliability of uphill driving and the user experience. Therefore, it solves the technical problem that when heavier vehicles equipped with hydraulic-mechanical automatic transmissions are driving on uphill conditions with many curves, steep slopes, and long distances, the torque converter pump impeller continuously churning the oil causes the transmission to overheat and trigger torque limiting protection, preventing the vehicle from continuing to climb the slope.

[0020] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0021] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the following description of the embodiments taken in conjunction with the accompanying drawings, wherein:

[0022] Figure 1 is a flowchart of an automatic transmission calibration control method provided according to an embodiment of this application;

[0023] Figure 2 is a flowchart of an automatic transmission calibration control method according to an embodiment of this application;

[0024] Figure 3 is a schematic diagram of a calibration control device for an automatic transmission according to an embodiment of this application;

[0025] Figure 4 is a structural schematic diagram of a vehicle according to an embodiment of this application. Detailed Implementation

[0026] The embodiments of this application are described in detail below. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application.

[0027] Automatic transmissions, by automatically adjusting gears based on the driver's throttle and braking operations, greatly simplify the driving process and reduce the driver's workload, thus being widely used in passenger vehicles. Among the many types of automatic transmissions, hydraulic-mechanical automatic transmissions are favored by major automakers and consumers due to their excellent power, drivability, and NVH performance. When a vehicle equipped with a hydraulic-mechanical automatic transmission is driving uphill, it typically enters uphill shift mode. To obtain better power, gears 1 and 2 in uphill shift mode generally do not control the hydraulic torque converter to slip or lock up, but rather keep it in an unlocked state to fully utilize the torque converter's torque-boosting effect. However, when hydraulic-mechanical automatic transmissions are installed in heavier vehicles, especially when facing complex road conditions such as multiple curves, steep slopes, and long uphill distances, problems become apparent. Because the vehicle speed was relatively slow, the transmission was mostly in second gear. At this time, the torque converter was not locked and continued to agitate the oil. In addition, due to poor heat dissipation, the oil temperature rose rapidly, eventually triggering the transmission's torque limiting protection, which prevented the vehicle from continuing to climb the hill.

[0028] To address this issue, existing technologies primarily focus on adjusting the shifting strategy during uphill driving to reduce the number of shifts and decrease the heat generated by the transmission, thereby improving vehicle reliability and driving experience. However, this method does not solve the problem of oil temperature rise caused by continuous oil churning in the torque converter pump impeller.

[0029] The following description, with reference to the accompanying drawings, illustrates a calibration control method, apparatus, vehicle, medium, and program for an automatic transmission according to embodiments of this application. Addressing the problem mentioned in the background art of continuously rising oil temperature due to continuous churning of the hydraulic torque converter pump impeller, this application provides a calibration control method for an automatic transmission. This method integrates a basic shift point table and a slope-compensated shift point table, and dynamically adjusts shift points based on real-time road slope, thereby significantly optimizing vehicle performance and driving experience on sloping roads. When the vehicle is traveling on a road with a slope exceeding a preset threshold, it can intelligently increase the shift point of the corresponding shift action according to the calibrated and optimized slope-compensated shift point table, and control the hydraulic torque converter to enter lock-up at the target gear. This effectively prevents the automatic transmission from triggering torque limiting protection due to overheating, ensuring the vehicle has sufficient power to continue uphill driving, improving the reliability of uphill driving and the user experience. This solves the problem that when heavier vehicles equipped with hydraulic-mechanical automatic transmissions are driving uphill in conditions with many curves, steep slopes, and long distances, the continuous churning of oil by the hydraulic torque converter pump impeller causes the transmission to overheat and trigger the torque limiting protection, thus preventing the vehicle from continuing to drive uphill.

[0030] Specifically, Figure 1 is a flowchart illustrating an automatic transmission calibration control method provided in an embodiment of this application.

[0031] As shown in Figure 1, the calibration control method for this automatic transmission includes the following steps:

[0032] In step S101, the basic shift point table and the slope compensation shift point table of the automatic transmission are obtained. The basic shift point table is a table showing the correspondence between shifting actions, accelerator pedal opening and shift points, and the slope compensation shift point table is a table showing the correspondence between shifting actions, road slope where the vehicle is located and shift point compensation value.

[0033] It is understood that the embodiments of this application obtain the basic shift point table and the slope-compensated shift point table of the automatic transmission to provide accurate data support for subsequent shift control strategies.

[0034] In step S102, the target shift action that needs to increase the shift point when it is above the slope threshold is obtained, and the slope compensation shift point table is calibrated and optimized based on the slope threshold. The compensation value of the shift point that needs to be increased corresponding to the target shift action in the calibrated and optimized slope compensation shift point table is higher than the compensation value before calibration and optimization.

[0035] The slope threshold can be used to determine whether the slope of the road surface on which the vehicle is currently traveling has reached the level that requires adjustment of the shifting strategy. The target shifting action includes upshifting from the first gear to the second gear, or downshifting from the second gear to the first gear. Specifically, the first gear can be, for example, 1st gear and the second gear can be, for example, 2nd gear, or the first gear can be, for example, 2nd gear and the second gear can be, for example, 3rd gear. The slope compensation shift point table is a table showing the correspondence between different slopes and shifting actions and shift point compensation values. The slope compensation value can be used to adjust the shift points.

[0036] It is understood that the embodiments of this application optimize the vehicle's shifting strategy on steep uphill roads by acquiring and calibrating the basic shift point table and the slope-compensated shift point table of the automatic transmission. When the slope exceeds a threshold, the compensation value of the target shift point needs to be increased to delay the shift, ensure the vehicle's power remains stable, thereby avoiding excessive oil temperature triggering torque limiting protection and improving the vehicle's uphill performance and safety.

[0037] For example, the gradient threshold can be 25%, and the shift point is the shift speed point in the uphill shift mode where the vehicle speed, throttle, and gradient control the vehicle to upshift and downshift. Taking an 8-speed hydraulic-mechanical automatic transmission as an example, its uphill shift mode shift points include the basic shift point and the gradient compensation shift point, as shown in Table 1 and Table 2, respectively.

[0038] Table 1 Basic Shift Points Table

[0039] Table 2 Gradient Compensation Gear Shift Points

[0040] The final shift point in the uphill shift mode is the sum of the base shift point and the slope compensation shift point. Specifically, at a certain throttle position and slope, if the vehicle is currently in gear X (X = 1, 2, ..., 8), when the vehicle speed is higher than v... (i)(j) (i=1,2,…,7; j=1,2,…,11)+s (i)(j) When (i = 1, 2, ..., 7; j = 1, 2, ..., 11), the vehicle will naturally shift from gear X to gear X+1. When the vehicle is in the highest gear, 8th gear (i = 8), the vehicle will not shift up again. When the vehicle speed is below v... (i)(j) (i=8,9,…,14;=1,2,…,11)+s (i)(j) When (i = 8, 9, ..., 14; j = 1, 2, ..., 11), the vehicle will downshift from gear X to gear X-1. Of course, when the vehicle is in the lowest gear 1, i.e., X = 1, the vehicle will not downshift.

[0041] At the same throttle position and gradient, the higher the shift level, the higher the upshift and downshift points. The shift level refers to the gear position of the shift action. For example, the shift level from 1st to 2nd, 2nd to 3rd, and 3rd to 4th gears gradually increases; similarly, the shift level from 2nd to 1st, 3rd to 2nd, and 4th to 3rd gears also gradually increases. Specifically, taking the upshift and downshift points at 10% throttle and 6% gradient as an example, there are v (1)(2) <v (2)(2) <v (3)(2) <v (4)(2) <v (5)(2) <v (6)(2) <v (7)(2) s (1)(2) <s (2)(2) <s (3)(2) <s (4)(2) <s (5)(2) <s (6)(2) <s (7)(2) v (8)(2) <v (9)(2) <v (10)(2) <v (11)(2) <v (12)(2) <v (13)(2) <v (14)(2) and s (8)(2) <s (9)(2) <s (10)(2) <s (11)(2) <s (12)(2) <s (13)(2) <s (14)(2) Under the same gear shifting action, the greater the throttle or the slope, the higher the upshift or downshift point. Specifically, taking upshifting from 1st to 2nd gear and downshifting from 2nd to 1st gear as examples, there is v (1)(1) <v (1)(2) <v (1)(3) <v (1)(4) <v (1)(5) <v (1)(6) <v (1)(7) <v (1)(8) <v (1)(9) <v (1)(10) <v (1)(11) s (1)(1) <s (1)(2) <s (1)(3) <s (1)(4) <s (1)(5) <s (1)(6) <s (1)(7) <s (1)(8) <s (1)(9) <s (1)(10) <s (1)(11) v (8)(1) <v (8)(2) <v (8)(3) <v (8)(4)<v (8)(5) <v (8)(6) <v (8)(7) <v (8)(8) <v (8)(9) <v (8)(10) <v (8)(11) and s (8)(1) <s (8)(2) <s (8)(3) <s (8)(4) <s (8)(5) <s (8)(6) <s (8)(7) <s (8)(8) <s (8)(9) <s (8)(10) <s (8)(11) Furthermore, at the same throttle and gradient, the upshift point between two adjacent gears is higher than the downshift point. Specifically, taking the upshift and downshift points at 10% throttle and 6% gradient as examples, we have v (1)(2) >v (8)(2) v (2)(2) >v (9)(2) v (3)(2) >v (10)(2) v (4)(2) >v (11)(2) v (5)(2) >v (12)(2) v (6)(2) >v (13)(2) v (7)(2) >v (14)(2) s (1)(2) ≥s (8)(2) s (2)(2) ≥s (9)(2) s (3)(2) ≥s (10)(2) s (4)(2) ≥s (11)(2) s (5)(2) ≥s (12)(2) s (6)(2) ≥s (13)(2) s (7)(2) ≥s (14)(2) .

[0042] It should be noted that the throttle, gradient, and shift points in Tables 1 and 2 were all calculated using interpolation.

[0043] In this embodiment, the method further includes: obtaining a basic solution, a lock-up point table, and a slope compensation solution and lock-up point table when the automatic transmission is in the target gear, wherein the basic solution and lock-up point table are a table showing the correspondence between the solution, lock-up point, and accelerator pedal opening, and the slope compensation solution and lock-up point table are a table showing the correspondence between the solution, lock-up point compensation value, and the slope of the road where the vehicle is located; calibrating and optimizing at least one basic solution, lock-up point table, and slope compensation solution and lock-up point table based on the vehicle's power performance, economy, drivability, and NVH performance; after controlling the automatic transmission to perform the target gear shift action based on the basic shift point table and the calibrated and optimized slope compensation shift point table, if the vehicle's current gear is the target gear, then controlling the automatic transmission to unlock or lock based on the basic solution, lock-up point table, and slope compensation solution and lock-up point table corresponding to the target gear.

[0044] It is understood that the embodiments of this application, by acquiring and optimizing the basic solution, the lock-up point table, and the slope compensation solution and lock-up point table, realize intelligent control of the transmission's locking and unlocking based on the actual driving conditions of the vehicle. This comprehensively considers the vehicle's power, economy, drivability, and NVH performance, thereby optimizing the transmission's locking and unlocking state control, improving the reliability of the vehicle's uphill driving and the user experience.

[0045] Specifically, as mentioned earlier, to achieve better power performance, the first and second gears in the uphill shift mode generally do not control the torque converter of the hydraulic-mechanical automatic transmission to enter slip or lock-up mode, but rather keep it in the unlocked state to fully utilize the torque converter's torque-boosting effect. However, when encountering heavier vehicles equipped with hydraulic-mechanical automatic transmissions driving uphill on roads with many curves, steep inclines, and long distances, the continuous churning of the torque converter pump impeller can cause the transmission to overheat, triggering the torque-limiting protection and preventing the vehicle from continuing uphill. This issue will inevitably cause concern among market users. Furthermore, when driving uphill in second gear, the torque converter is in the unlocked state, resulting in a large speed difference between the pump impeller and the turbine. Consequently, the torque converter's speed ratio is relatively low, leading to lower transmission efficiency and greater power loss. This negatively impacts the vehicle's overall power, economy, drivability, and NVH performance. If the torque converter is locked in second gear, higher transmission efficiency can be achieved. Considering that the second gear speed ratio is only slightly lower than the first gear ratio, it is relatively large, thus still providing better power while also improving the vehicle's economy, drivability, and NVH performance.

[0046] The lock-up and unlock points of 2nd gear refer to the vehicle speed points at which the torque converter enters and exits the lock-up state in 2nd gear, similar to the shift points in the uphill shift mode. The lock-up and unlock points of each gear in the uphill shift mode also include the basic lock-up and unlock points and the slope compensation lock-up and unlock points. The final lock-up and unlock points of each gear in the uphill shift mode are the sum of the basic lock-up and unlock points and the slope compensation lock-up and unlock points. The basic lock-up and unlock points of 2nd gear in the uphill shift mode and the slope compensation lock-up and unlock points are shown in Table 3 and Table 4, respectively.

[0047] Table 3. Basic Solution and Locking Point Table for 2-Gear

[0048] Table 4. Solution and Locking Point Table for Slope Compensation of Two-Dimension Bridges

[0049] For hydraulic-mechanical automatic transmissions, the lock-up clutch in the torque converter requires a minimum engine speed to maintain the locked state. For example, the minimum engine speed required for the locked state is 1100 r / min. Furthermore, the lock-up point of each gear in a hydraulic-mechanical automatic transmission must be higher than the unlock point. Specifically, taking the lock-up and unlock points in 2nd gear at 10% throttle and a 6% incline as an example, there is v L2 >v U2 and s L2 >s U2 Therefore, the minimum engine speed requirement for the above-mentioned hydraulic torque converter lock-up state is that the engine speed obtained by speed ratio conversion at the unlocking point should not be lower than 1100 r / min.

[0050] If the vehicle is in 2nd gear, at a certain throttle position and slope, when the vehicle speed is higher than v... Lj (j = 1, 2, ..., 11) + s Lj When (j = 1, 2, ..., 11), the hydraulic torque converter enters a lock-up state. When the vehicle speed is lower than v... Uj (j = 1, 2, ..., 11) + s Uj When (j=1,2,……,11), the hydraulic torque converter enters the unlocked state.

[0051] In step S103, the target shift point is determined based on the basic shift point table and the calibrated and optimized slope compensation shift point table, and the automatic transmission is controlled to perform the target shift action according to the target shift point.

[0052] The target shift point is calculated based on the basic shift point table and the calibrated and optimized slope compensation shift point table, combined with the actual driving status of the vehicle at present.

[0053] It is understood that the embodiments of this application determine the target shift point by integrating the basic shift point table and the calibrated and optimized slope compensation shift point table. Based on this determined target shift point, the automatic transmission performs a shift action, taking into account the actual driving conditions of the vehicle under different road slopes, and optimizing based on the vehicle's power, drivability and NVH performance, thereby ensuring that the automatic transmission can respond to driving needs more reasonably.

[0054] In this embodiment of the application, determining the target shift point of the automatic transmission based on the basic shift point and the shift point compensation value includes: obtaining the accelerator pedal opening of the vehicle and the current road slope; and determining the target shift point of the automatic transmission based on the accelerator pedal opening and the current road slope.

[0055] Among them, the accelerator pedal opening can reflect the driver's torque demand during vehicle operation, and the road slope can reflect the degree of inclination of the road surface.

[0056] It is understood that the embodiments of this application obtain the accelerator pedal opening and the current road slope in real time, and use this data to determine the target shift point of the automatic transmission, thereby ensuring the power of the vehicle to continuously go uphill, improving the reliability of the vehicle when driving uphill and the user experience.

[0057] In this embodiment of the application, after obtaining the accelerator pedal opening and the current road slope, the process includes: obtaining the target shift action; querying a basic shift point table using the accelerator pedal opening and the target shift action as indexes to obtain a basic shift point; querying a calibrated and optimized slope compensation shift point table using the current road slope and the target shift action as indexes to obtain a shift point compensation value; determining the target shift point of the automatic transmission based on the basic shift point and the shift point compensation value; and controlling the automatic transmission to execute the target shift action according to the target shift point.

[0058] It is understood that the embodiments of this application combine real-time information such as accelerator pedal opening, target shift action, and current road slope. By querying the basic shift point table and the slope compensation shift point table, the target shift point of the automatic transmission is calculated, enabling the vehicle to adapt to road conditions and driving needs more intelligently, ensuring the vehicle's power and adaptability, and improving the reliability of the vehicle when driving uphill and the user experience.

[0059] In this embodiment of the application, after obtaining the target gear shifting action, the process includes: identifying the target gear shifting action; if the target gear shifting action is shifting from the first gear to the second gear, then querying the basic gear shifting point corresponding to shifting from the first gear to the second gear in the basic gear shifting point table and the shifting point compensation value corresponding to shifting from the first gear to the second gear in the slope compensation shifting point table to determine the target gear shifting point; if the target gear shifting action is shifting from the second gear to the first gear, then querying the basic gear shifting point corresponding to shifting from the second gear to the first gear in the basic gear shifting point table and the shifting point compensation value corresponding to shifting from the second gear to the first gear in the slope compensation shifting point table to determine the target gear shifting point, wherein the second gear is higher than the first gear.

[0060] It is understood that, by querying specific basic shift point tables and slope compensation shift point tables, the embodiments of this application can ensure that the automatic transmission performs reasonable shifting operations, enabling the vehicle to better adapt to road conditions, improving the reliability of the vehicle when driving uphill and the user experience.

[0061] The automatic transmission calibration control method proposed in this application integrates a basic shift point table and a slope-compensated shift point table, and dynamically adjusts the shift points according to the real-time road slope, thereby significantly optimizing the vehicle's driving performance and experience on sloping roads. When the vehicle is traveling on a road with a slope exceeding a preset threshold, it can intelligently increase the shift point of the corresponding shift action according to the calibrated and optimized slope-compensated shift point table, and control the torque converter to lock up in the target gear, effectively preventing the automatic transmission from overheating and triggering torque limiting protection. This ensures that the vehicle has sufficient power to continue uphill driving, improving the reliability of uphill driving and the user experience. Therefore, it solves the problem that when heavier vehicles equipped with hydraulic-mechanical automatic transmissions are traveling on uphill conditions with many curves, steep slopes, and long distances, the torque converter pump impeller continuously churning the oil causes the transmission to overheat and trigger torque limiting protection, thus preventing the vehicle from continuing to climb the slope.

[0062] The calibration control method for automatic transmissions will be described in detail below, as shown in Figure 2. The steps are as follows:

[0063] S1. Calibrate and optimize the shift point from 1st to 2nd gear in the uphill shift mode for steep inclines;

[0064] Specifically, in this application embodiment, the shift point from 1st to 2nd gear corresponding to a large slope of A or above in the uphill shift mode is appropriately increased. The unit of the slope threshold A is %, and its value can be calibrated and determined based on the uphill driving ability of the actual vehicle and the temperature rise performance of the hydraulic automatic transmission fluid. It should be ensured that when the actual vehicle adopts the technical solution of this application, it will not encounter the problem of the transmission overheating and torque limiting protection triggered by the continuous churning of the hydraulic torque converter pump wheel when continuously driving in a large slope condition of A or above and a medium slope condition of A or below, thus preventing the vehicle from continuously driving uphill. For example, the slope threshold A can be 25%.

[0065] Furthermore, the shift points for 1st to 2nd gear in the uphill shift mode with steep inclines were calibrated and optimized. Specifically, this was done while taking into account the vehicle's power, drivability, and NVH performance, by appropriately increasing the slope compensation shift point s for 1st to 2nd gear corresponding to steep inclines of A and above in Table 2. (i)(j) (i=1; j=1,2,...,11) is implemented. For the slope compensation shift points corresponding to small and medium slopes below the slope threshold A and the basic shift points in Table 1, no adjustments are made. In this way, the final shift point of the uphill shift mode corresponding to small and medium slopes below the slope threshold A will not be affected.

[0066] If the gradient threshold A is 25%, the gradient compensation shift point for shifting from 1st to 2nd gear corresponding to gradients of 24% and above in Table 2 should be appropriately increased. The gradient compensation shift point for shifting from 2nd to 1st gear corresponding to gradients of 24% and above in Table 2 should also be adaptively adjusted to match the increased gradient compensation shift point for shifting from 1st to 2nd gear. This ensures the matching between the final shift points for shifting from 1st to 2nd gear and from 2nd to 1st gear in the uphill shifting mode. Simultaneously, attention should be paid to adaptively increasing the gradient compensation shift points for shifting from 2nd to 3rd gear, 3rd to 4th gear, 4th to 3rd gear, and 3rd to 2nd gear corresponding to gradients of 24% and above in Table 2. This ensures reasonable gear shift intervals, avoids cyclic shifting issues, and guarantees the drivability of the vehicle on inclines.

[0067] The adjustment of the shift point from 1st to 2nd gear for steep inclines of A and above in the uphill shift mode can be determined by calibration based on the actual uphill driving ability of the vehicle and the temperature rise performance of the hydraulic automatic transmission fluid. Appropriately increasing the shift point from 1st to 2nd gear for steep inclines of A and above in the uphill shift mode can appropriately delay the shift timing of heavier vehicles equipped with hydraulic automatic transmissions when driving on uphill conditions with many curves, steep slopes, and long distances. This allows the vehicle to shift to 2nd gear later. Because the gear ratio of 1st gear is greater than that of 2nd gear, under the same driving resistance and vehicle power performance, the speed difference between the hydraulic torque converter pump impeller and turbine in 1st gear is smaller than that in 2nd gear. Therefore, the churning effect of the hydraulic torque converter pump impeller in 1st gear is weaker than that in 2nd gear, which helps to suppress the rate of fluid temperature rise. Considering that the vehicle needs to overcome a large inertial resistance when starting in first gear, the torque converter is not subject to slip and lock-up control in first gear.

[0068] S2. When controlling the uphill shift mode in gear 2, the hydraulic torque converter enters the lock-up state.

[0069] Specifically, in the uphill shifting mode, a suitable 2nd gear unlock and lock-up point is activated and set. The lock-up state refers to the working state of the torque converter in the hydraulic-mechanical automatic transmission, which is achieved by controlling the lock-up clutch in the torque converter. Specifically, the working states of the torque converter generally include unlock, slip, and lock. When the torque converter is in the unlocked state, the pressure of the lock-up clutch in the torque converter is relatively small or 0. When the torque converter is switched from the unlocked state to the slip state, the pressure of the lock-up clutch in the torque converter is gradually increased, so that the speed difference between the pump wheel and the turbine of the torque converter gradually decreases. When the speed difference between the two decreases to a certain speed difference threshold, the speed difference between the two is kept near this speed difference threshold according to the vehicle operating conditions. At this time, the torque converter enters the slip state. Specifically, this speed difference threshold is set by the hydraulic-mechanical automatic transmission manufacturer, for example, it can be 50 r / min. When the torque converter switches from a slip-fist state to a lock-up state, the pressure of the lock-up clutch in the torque converter is further increased to eliminate the speed difference between the pump impeller and the turbine until their speeds are the same. At this time, the torque converter essentially transmits power rigidly and has no torque-increasing effect. Specifically, when the torque converter switches from a lock-up state to a slip-fist state or from a slip-fist state to an unlocked state, this is achieved by gradually decreasing the pressure of the lock-up clutch in the torque converter. Of course, the torque converter can also be controlled to directly switch from a lock-up state to an unlocked state.

[0070] As mentioned earlier, in order to obtain better power performance, the first and second gears of the uphill shift mode generally do not control the torque converter of the hydraulic-mechanical automatic transmission to enter slip or lock-up, but rather keep it in the unlocked state to make full use of the torque converter's torque-increasing effect. However, when encountering the uphill conditions described in this invention, such as heavy vehicles equipped with hydraulic-mechanical automatic transmissions driving on roads with many curves, steep slopes, and long distances, the continuous churning of the torque converter pump impeller causes the transmission to overheat and trigger the torque limiting protection, thus preventing the vehicle from continuing to drive uphill. This will inevitably cause complaints from market users.

[0071] Furthermore, when the vehicle is driving uphill in second gear, the torque converter is in the unlocked state, resulting in a large speed difference between the pump impeller and the turbine. Consequently, the torque converter's speed ratio is relatively small, leading to lower transmission efficiency and greater power loss. This is detrimental to the vehicle's overall power, economy, drivability, and NVH performance. If the torque converter is locked in second gear, higher transmission efficiency can be achieved. Considering that the second gear speed ratio is only slightly smaller than the first gear ratio, which is relatively large, better power can still be obtained. This also benefits the vehicle's economy, drivability, and NVH performance.

[0072] Based on the effect of step S1 in calibrating and optimizing the shift point from 1st to 2nd gear in the uphill shift mode for steep inclines, and taking into account the overall vehicle power, economy, drivability, and NVH performance, while adhering to the minimum engine speed requirements for the aforementioned hydraulic-mechanical automatic transmission lock-up state, the torque converter lock-up in 2nd gear of the uphill shift mode is activated, and its unlock and lock-up points are set as low as possible. This allows the torque converter to enter the lock-up state as early as possible in 2nd gear. By significantly reducing the churning effect of the torque converter pump impeller through lock-up, the rate of oil temperature rise is suppressed, thereby effectively preventing transmission overheating and its triggered torque limiting protection. This solves the problem of the vehicle being unable to continuously drive uphill and improves the vehicle's uphill driving ability.

[0073] For example, taking into account the vehicle's power, economy, drivability, and NVH performance, and adhering to the minimum engine speed requirements for the lock-up state of the hydraulic-mechanical automatic transmission, the basic solution for 2nd gear and the lock-up point v in Table 3 are calibrated. Lj (j = 1, 2, ..., 11) and v Uj (j = 1, 2, ..., 11), and the solution for the second slope compensation in Table 4, the locking point s Lj (j = 1, 2, ..., 11) and s Uj (j=1,2,……,11) are all marked as 0 so that the hydraulic torque converter can enter the lock-up state as early as possible in 2nd gear.

[0074] In summary, this application's embodiments address the challenges faced by heavier vehicles equipped with hydraulic-mechanical automatic transmissions when navigating uphill sections with numerous curves, steep inclines, and long distances. They employ a method that increases the shift point from 1st to 2nd gear for steep inclines (A and above) in the uphill shift mode. Combined with a calibration control method that controls the torque converter to enter a locked-down state in 2nd gear during the uphill shift mode, this effectively avoids the transmission over-temperature and torque-limiting protection issues caused by continuous oil churning in the torque converter pump impeller, ensuring the reliability of the vehicle's uphill driving and the user experience.

[0075] Next, referring to the accompanying drawings, a calibration control device for an automatic transmission according to an embodiment of this application is described.

[0076] Figure 3 is a block diagram of the calibration control device for an automatic transmission according to an embodiment of this application.

[0077] As shown in Figure 3, the calibration control device 10 of the automatic transmission includes: an acquisition module 100, a calibration module 200, and a control module 300.

[0078] The acquisition module 100 acquires a basic shift point table and a slope-compensated shift point table for the automatic transmission. The basic shift point table corresponds to shift actions, accelerator pedal opening, and shift points, while the slope-compensated shift point table corresponds to shift actions, road slope, and shift point compensation values. The calibration module 200 acquires the target shift action that requires an increased shift point when the slope is above a threshold, and calibrates and optimizes the slope-compensated shift point table based on the slope threshold. The compensation value for the increased shift point corresponding to the target shift action in the calibrated and optimized slope-compensated shift point table is higher than the compensation value before calibration and optimization. The control module 300 determines the target shift point based on the basic shift point table and the calibrated and optimized slope-compensated shift point table, and controls the automatic transmission to execute the target shift action according to the target shift point.

[0079] It should be noted that the foregoing explanation of the calibration control method embodiment for automatic transmissions also applies to the calibration control device for the automatic transmission in this embodiment, and will not be repeated here.

[0080] The automatic transmission calibration control device proposed in this application integrates a basic shift point table and a slope-compensated shift point table, and dynamically adjusts the shift points according to the real-time road slope, thereby significantly optimizing the vehicle's driving performance and experience on sloping roads. When the vehicle is traveling on a road with a slope exceeding a preset threshold, it can intelligently increase the shift point of the corresponding shift action according to the calibrated and optimized slope-compensated shift point table, and control the torque converter to lock up in the target gear, effectively preventing the automatic transmission from overheating and triggering torque limiting protection. This ensures that the vehicle has sufficient power to continue uphill driving, improving the reliability of uphill driving and the user experience. Therefore, it solves the problem that when heavier vehicles equipped with hydraulic-mechanical automatic transmissions are traveling on uphill conditions with many curves, steep slopes, and long distances, the torque converter pump impeller continuously churning the oil causes the transmission to overheat and trigger torque limiting protection, thus preventing the vehicle from continuing to climb the slope.

[0081] Figure 4 is a structural schematic diagram of the vehicle provided in an embodiment of this application. The vehicle includes:

[0082] The memory 401, the processor 402, and the computer program stored on the memory 401 and capable of running on the processor 402.

[0083] When the processor 402 executes the program, it implements the calibration control method for the automatic transmission provided in the above embodiments.

[0084] Furthermore, the vehicle also includes:

[0085] Communication interface 403 is used for communication between memory 401 and processor 402.

[0086] The memory 401 is used to store computer programs that can run on the processor 402.

[0087] The memory 401 may include high-speed RAM (Random Access Memory) memory, and may also include non-volatile memory, such as at least one disk storage.

[0088] If the memory 401, processor 402, and communication interface 403 are implemented independently, they can be interconnected via a bus to communicate with each other. The bus can be an ISA (Industry Standard Architecture) bus, a PCI (Peripheral Component Interconnect) bus, or an EISA (Extended Industry Standard Architecture) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of representation, only one thick line is used in Figure 4, but this does not indicate that there is only one bus or one type of bus.

[0089] Optionally, in a specific implementation, if the memory 401, processor 402, and communication interface 403 are integrated on a single chip, then the memory 401, processor 402, and communication interface 403 can communicate with each other through an internal interface.

[0090] Processor 402 may be a CPU (Central Processing Unit), an ASIC (Application Specific Integrated Circuit), or one or more integrated circuits configured to implement embodiments of this application.

[0091] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0092] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "N" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0093] Any process or method description in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or N executable instructions for implementing custom logic functions or processes, and the scope of the preferred embodiments of this application includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the functions involved, as should be understood by those skilled in the art to which embodiments of this application pertain.

[0094] It should be understood that the various parts of this application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, the N steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (FPGAs), field-programmable gate arrays (FPGAs), etc.

[0095] Those skilled in the art will understand that all or part of the steps of the methods in the above embodiments can be implemented by a program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, the program includes one or a combination of the steps of the method embodiments.

[0096] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.

Claims

1. A calibration control method of an automatic transmission, characterized by, The method comprises the following steps: obtaining a basic shift point table and a slope compensation shift point table of an automatic transmission, wherein the basic shift point table is a correspondence table of shift actions, accelerator pedal opening degrees and shift points, and the slope compensation shift point table is a correspondence table of shift actions, road slopes where a vehicle is located and shift point compensation values; obtaining a target shift action that needs to increase a shift point when a slope threshold is exceeded, and calibrating and optimizing the slope compensation shift point table based on the slope threshold, wherein a compensation value corresponding to the target shift action in the calibrated and optimized slope compensation shift point table is higher than a compensation value before calibration and optimization; determining a target shift point based on the basic shift point table and the calibrated and optimized slope compensation shift point table, and controlling the automatic transmission to perform a target shift action according to the target shift point.

2. The calibration control method of an automatic transmission according to claim 1, characterized by, The target shift action comprises upshifting from a first gear to a second gear, or downshifting from the second gear to the first gear.

3. The calibration control method of an automatic transmission according to claim 1, characterized by, The method further comprises the following steps: obtaining a basic resolution, lockup point table and a slope compensation resolution, lockup point table when the automatic transmission is in a target gear, wherein the basic resolution, lockup point table is a correspondence table of resolutions, lockup points and accelerator pedal opening degrees, and the slope compensation resolution, lockup point table is a correspondence table of resolution, lockup point compensation values and road slopes where the vehicle is located; calibrating and optimizing the basic resolution, lockup point table and the slope compensation resolution, lockup point table based on at least one of vehicle power performance, fuel economy, drivability and NVH performance; after controlling the automatic transmission to perform a target shift action based on the basic shift point table and the calibrated and optimized slope compensation shift point table, if a current gear of the vehicle is the target gear, controlling the automatic transmission to be unlocked or locked based on the basic resolution, lockup point table and the slope compensation resolution, lockup point table corresponding to the target gear.

4. The calibration control method of an automatic transmission according to claim 1, characterized by, Determining a target shift point of the automatic transmission based on the basic shift point and the shift point compensation value comprises the following steps: obtaining an accelerator pedal opening degree of the vehicle and a current road slope where the vehicle is located; determining a target shift point of the automatic transmission according to the accelerator pedal opening degree and the current road slope.

5. The calibration control method of an automatic transmission according to claim 4, characterized by, After obtaining the accelerator pedal opening degree of the vehicle and the current road slope where the vehicle is located, the method comprises the following steps: obtaining a target shift action; indexing the accelerator pedal opening degree and the target shift action to query the basic shift point table to obtain a basic shift point; indexing the current road slope and the target shift action to query the calibrated and optimized slope compensation shift point table to obtain a shift point compensation value; determining a target shift point of the automatic transmission based on the basic shift point and the shift point compensation value, and controlling the automatic transmission to perform a target shift action according to the target shift point.

6. The calibration control method of an automatic transmission according to claim 5, characterized by, After obtaining the target shift action, the method comprises the following steps: identifying the target shift action; if the target shift action is upshifting from a first gear to a second gear, querying a basic shift point corresponding to upshifting from the first gear to the second gear in the basic shift point table and a shift point compensation value corresponding to upshifting from the first gear to the second gear in the slope compensation shift point table to determine the target shift point. If the target shift action is downshift from a second gear to a first gear, the target shift point is determined according to a basic shift point corresponding to downshift from the second gear to the first gear in the basic shift point table and a shift point compensation value corresponding to downshift from the second gear to the first gear in the slope compensation shift point table, wherein the second gear is higher than the first gear.

7. A calibration control device of an automatic transmission, characterized by comprising: The device comprises: An acquisition module configured to acquire a basic shift point table and a slope compensation shift point table of an automatic transmission, wherein the basic shift point table is a correspondence table of shift actions, accelerator pedal opening degrees and shift points, and the slope compensation shift point table is a correspondence table of shift actions, road slopes where a vehicle is located and shift point compensation values; A calibration module configured to acquire target shift actions that require an increase in shift points when a slope threshold is exceeded, and calibrate and optimize the slope compensation shift point table based on the slope threshold, wherein a compensation value corresponding to the target shift actions that require an increase in shift points in the calibrated and optimized slope compensation shift point table is higher than a compensation value before calibration and optimization; A control module configured to determine a target shift point based on the basic shift point table and the calibrated and optimized slope compensation shift point table, and control the automatic transmission to perform a target shift action according to the target shift point.

8. A vehicle characterized by comprising: comprise: A memory, a processor and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the calibration control method of the automatic transmission according to any one of claims 1-6.

9. A computer readable storage medium having stored thereon a computer program or instructions, characterized in that, When the computer program or instructions are executed, the calibration control method of the automatic transmission according to any one of claims 1-6 is implemented.

10. A computer program product comprising computer programs or instructions, characterized in that, When the computer program or instructions are executed, the calibration control method of the automatic transmission according to any one of claims 1-6 is implemented. When the computer program or instructions are executed, the calibration control method of the automatic transmission according to any one of claims 1-6 is implemented.

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