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

Abstract

A calibration control method and apparatus for an automatic transmission, and a vehicle, a medium and a program. The method comprises: when a selected hydraulic torque converter has relatively low stiffness, acquiring a target gear for an automatic transmission to suppress rotation speed flares of an engine; on the basis of the target gear, adjusting and optimizing a gear-shifting point in a gear-shifting point table which corresponds to the target gear and an adjacent gear; and at the target gear, controlling the hydraulic torque converter to enter a slip and lock-up state, and also increasing a lock-up pressure of a lock-up clutch in the hydraulic torque converter, which lock-up pressure corresponds to the target gear and the adjacent gear. In this way, the following technical problems are solved: due to the relatively low stiffness of a hydraulic torque converter selected during the development of a vehicle, rotation speed flares of an engine occur and a hydraulic torque converter exhibits delayed or failed lockup during acceleration upshifts at medium and low gears, which affects the economy, drivability and NVH (noise, vibration, harshness) performances of the vehicle, resulting in a poor user experience.

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. 202411001010.7, 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 vehicle technology, and in particular to a calibration control method, device, vehicle, medium and program for an automatic transmission. Background Technology

[0004] Automatic transmissions, capable of shifting gears automatically based on the driver's accelerator and brake inputs, significantly reduce driver workload and vehicle handling difficulty, and are now widely used in passenger vehicles. Among various automatic transmissions, hydraulic-mechanical automatic transmissions are particularly favored by automakers and consumers due to their unique advantages in vehicle power, drivability, and NVH performance.

[0005] A hydraulic-mechanical automatic transmission consists of a hydraulic torque converter and a gear transmission mechanism. For the hydraulic torque converter, the torque capacity coefficient is a very important performance parameter, which characterizes the torque converter's ability to transmit torque and has a significant impact on the performance of the hydraulic-mechanical automatic transmission.

[0006] In related technologies, the calibration control of hydraulic-mechanical automatic transmissions mostly involves controlling torque converter slippage or lock-up in mid-to-high gears to ensure transmission efficiency and thus improve vehicle fuel economy. In low gears, the torque converter is unlocked to ensure vehicle power performance. However, when the torque converter in a vehicle's hydraulic-mechanical automatic transmission is too soft, it can easily lead to problems such as engine speed spikes and delayed or even non-existent torque converter lock-up in mid-to-low gears during acceleration and upshifting. This affects vehicle fuel economy, drivability, and NVH performance, resulting in a poor user experience.

[0007] Summary of the Invention

[0008] This application provides a calibration control method, device, vehicle, medium, and program for an automatic transmission to solve problems in related technologies, such as the engine speed soaring and the torque converter locking up late or not locking up at low and medium gears when the vehicle is accelerating and shifting up due to the soft stiffness of the selected torque converter during vehicle development, which affects the overall vehicle economy, drivability, and NVH performance, resulting in a poor user experience.

[0009] The first aspect of this application provides a calibration control method for an automatic transmission, comprising the following steps: when the stiffness of the selected torque converter is too soft, obtaining a target gear for the automatic transmission to suppress engine speed spikes; adjusting and optimizing the shift points corresponding to the target gear and adjacent gears in the shift point table according to the target gear, and controlling the automatic transmission to shift gears according to the adjusted and optimized shift point table, wherein the shift point table is a table showing the correspondence between shifting actions, accelerator pedal opening and shift points; controlling the torque converter of the automatic transmission to enter a slipping state and a lock-up state in the target gear according to the slip entry, exit point and lock-up point of the calibrated and optimized target gear, and increasing the lock-up pressure of the lock-up clutch in the torque converter corresponding to the target gear and adjacent gears, thereby controlling the torque converter to complete lock-up as early as possible.

[0010] Optionally, the shift points include upshift points and downshift points. In the adjusted and optimized shift point table, the upshift point from the gear preceding the target gear to the target gear is lower than the upshift point from the gear preceding the target gear to the target gear in the original shift point table. In the adjusted and optimized shift point table, the upshift point from the target gear to the gear following the target gear is higher than the upshift point from the target gear to the gear following the target gear in the original shift point table.

[0011] Optionally, the 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.

[0012] Optionally, in the shift point table, under the same accelerator pedal opening, the upshift point and downshift point are positively correlated with the shift action level; under the same shift action, the upshift point and downshift point are positively correlated with the accelerator pedal opening; under the same accelerator pedal opening, the upshift point between two adjacent gears is higher than the downshift point.

[0013] Optionally, controlling the torque converter of the automatic transmission to enter a slip and lock-up state in the target gear based on the calibrated and optimized slip entry / exit points and unlock / lock-up points includes: acquiring the slip entry / exit point table and unlock / lock-up point table for the target gear, wherein the slip entry / exit point table is a table showing the correspondence between slip entry / exit points and accelerator pedal opening, and the unlock / lock-up point table is a table showing the correspondence between unlock / lock-up points and accelerator pedal opening; identifying whether the vehicle is currently in the target gear; if the vehicle is currently in the target gear, querying the slip entry / exit point table and unlock / lock-up point table using the current accelerator pedal opening of the target vehicle as an index to obtain the slip entry / exit point and unlock / lock-up point; controlling the automatic transmission to enter or exit the slip state based on the slip entry / exit points, and controlling the automatic transmission to enter or lock-up state based on the unlock / lock-up points.

[0014] Optionally, in the target gear, at the same accelerator pedal opening, the slip engagement point of the automatic transmission is higher than the slip disengagement point, the lock-up point is higher than the unlock point, and the lock-up point is higher than the slip engagement point.

[0015] A second aspect of this application provides a calibration control device for an automatic transmission, comprising: an acquisition module, configured to acquire a target gear in the automatic transmission that suppresses engine speed spikes when the stiffness of the selected torque converter is too soft; an adjustment module, configured to adjust and optimize the shift points corresponding to the target gear and adjacent gears in a shift point table based on the target gear, and control the automatic transmission to shift gears according to the adjusted and optimized shift point table, wherein the shift point table is a table showing the correspondence between shifting actions, accelerator pedal opening, and shift points; and a control module, configured to control the torque converter of the automatic transmission to enter a slipping state and a lock-up state in the target gear based on the slip entry, exit point, and lock-up point of the calibrated and optimized target gear, and to increase the lock-up pressure of the lock-up clutch in the torque converter corresponding to the target gear and adjacent gears, thereby controlling the torque converter to complete lock-up as early as possible.

[0016] 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.

[0017] A fourth aspect of this application provides a computer-readable storage medium having a computer program stored thereon, which is executed by a processor to implement the calibration control method for an automatic transmission as described in the above embodiments.

[0018] A fifth aspect of this application provides a computer program product, including a computer program that, when executed, implements the calibration control method for an automatic transmission as described in the above embodiments.

[0019] Therefore, this application has at least the following beneficial effects:

[0020] This application embodiment can identify the target gear for the automatic transmission to suppress engine speed spikes when the stiffness of the selected torque converter is too soft. It adjusts and optimizes the shift points of the target gear and adjacent gears in the shift point table based on the target gear, and controls the automatic transmission to shift gears according to the adjusted and optimized shift point table. Based on the calibrated and optimized slip entry, exit, and lock-up points of the target gear, it controls the torque converter of the automatic transmission to enter the slip and lock-up state in the target gear, and increases the lock-up pressure of the lock-up clutch in the torque converter corresponding to the target gear and adjacent gears, controlling the torque converter to complete lock-up as early as possible. This solves the problem in related technologies where, due to the soft stiffness of the selected torque converter during vehicle development, engine speed spikes and delayed or non-locking of the torque converter occur in low and medium gears during vehicle acceleration and upshifting, ensuring the vehicle's economy, drivability, and NVH performance, thereby improving the user experience.

[0021] 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

[0022] 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:

[0023] Figure 1 is a schematic diagram showing the rapid increase in engine speed in low and medium gears during vehicle acceleration and upshifting, according to existing technology.

[0024] Figure 2 is a flowchart of a calibration control method for an automatic transmission according to an embodiment of this application;

[0025] Figure 3 is a schematic diagram of an automatic transmission calibration control method for suppressing engine speed spikes according to an embodiment of this application;

[0026] Figure 4 is a schematic diagram of the engine speed performance when a vehicle accelerates and upshifts after adopting the calibration control method of the automatic transmission in this application, according to an embodiment of this application.

[0027] Figure 5 is a block diagram of an automatic transmission calibration control device provided according to an embodiment of this application;

[0028] Figure 6 is a structural schematic diagram of a vehicle provided according to an embodiment of this application. Detailed Implementation

[0029] The embodiments of this application are described in detail below. Examples of these 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.

[0030] During vehicle development, when selecting the torque converter for a hydraulic-mechanical automatic transmission, insufficient experience, inadequate professional involvement, or incomplete consideration may lead to the final selection of a torque converter with relatively soft stiffness. When a vehicle equipped with a relatively soft torque converter accelerates and upshifts, the torque converter is generally not controlled for slippage or lock-up in low gears due to power considerations. Therefore, it is easy for the engine speed to spike in low gears, with a large difference between the engine speed and the torque converter turbine speed. Consequently, the torque converter may not lock up in time or even at all in intermediate gears, which should be locked up. This results in the engine speed remaining high in intermediate gears, as shown in Figure 1. This is detrimental to the vehicle's economy, drivability, and NVH performance, and is likely to cause complaints from market users. Generally, considering economic efficiency, torque converter lock-up should be controlled as much as possible in mid-to-high gears. In Figure 1, torque converter lock-up is controlled across the entire range in 3rd gear and above; however, lock-up is only successful in 4th gear, meaning the torque converter cannot lock up in time. Taking an 8-speed hydraulic-mechanical automatic transmission as an example, the aforementioned low gears refer to 1st and 2nd gears, and the mid-range gears refer to 3rd, 4th, and 5th gears.

[0031] The aforementioned issue stems from the use of a hydraulic torque converter with insufficient stiffness, leading to a rapid increase in engine speed and delayed or non-existent torque converter lock-up during acceleration and upshifting in low and medium gears. Reselecting a new torque converter would impact the vehicle's development cycle and cost. Current technologies primarily address this by limiting the power output of the power source. However, this method cannot significantly restrict the power output, as this would severely impact the vehicle's dynamics and waste the power source's capacity. Therefore, this approach has significant limitations and cannot fundamentally solve the problem.

[0032] Therefore, this application effectively solves the problem of engine speed soaring and torque converter locking up late or not locking up at low gears when the vehicle accelerates and shifts up in low gears by adjusting the shift points in the middle and low gears and controlling the torque converter to enter slip and lock up in low gears, while increasing the locking pressure of the lock-up clutch in the torque converter. This is due to the selected torque converter having too soft a stiffness.

[0033] The calibration control method, apparatus, vehicle, medium, and procedure of an automatic transmission according to embodiments of this application are described below with reference to the accompanying drawings. Specifically, Figure 2 is a schematic flowchart of an automatic transmission calibration control method provided in an embodiment of this application.

[0034] As shown in Figure 2, the calibration control method for this automatic transmission includes the following steps:

[0035] In step S101, when the stiffness of the selected hydraulic torque converter is too soft, the target gear for the automatic transmission to suppress the engine speed from rising too high is obtained.

[0036] The target gear can be 2 gears, for example, but can be set according to actual needs. This application does not impose any specific limitations.

[0037] It is understood that, in the case of a hydraulic torque converter with a relatively soft stiffness, the target gear for the automatic transmission to suppress the engine speed from rising too high can be obtained, and then the shift points corresponding to the target gear and adjacent gears in the shift point table can be adjusted and optimized according to the target gear.

[0038] It should be noted that for torque converters, the capacity factor (C-factor) is a very important performance parameter. It characterizes the torque converter's ability to transmit torque and has a significant impact on the performance of hydraulic-mechanical automatic transmissions. The C-factor is usually related to the torque converter's pump impeller torque coefficient, oil density, and effective working diameter. Once a torque converter and its oil specifications are given, its C-factor at a certain oil temperature is a constant value. The torque of the torque converter pump impeller is related to the C-factor and the pump impeller speed as follows:

[0039] In the above formula, T p The torque of the hydraulic torque converter pump impeller is expressed in N·m. p T represents the rotational speed of the hydraulic torque converter pump impeller, expressed in r / min. Since the hydraulic torque converter pump impeller is fixedly connected to the engine, its torque and rotational speed are the same as the engine's. p It is also the engine torque, n pIt also refers to the engine speed. When the C coefficient is small, the torque of the hydraulic torque converter pump wheel at a certain speed is also small, which is beneficial for the reduction of impact during vehicle shifting and acceleration / deceleration. However, on the other hand, a small C coefficient is not conducive to the vehicle's power, economy, drivability, and NVH performance. This is because, under the same vehicle resistance, to ensure the same vehicle power performance, the speed difference between the pump wheel and turbine of a hydraulic torque converter with a smaller C coefficient is larger than that of a hydraulic torque converter with a larger C coefficient. In other words, the engine speed needs to be higher in order to obtain a larger torque ratio using a smaller hydraulic torque converter speed ratio. Therefore, if a hydraulic torque converter has a small C coefficient, it is usually referred to in the industry as having a softer stiffness.

[0040] In step S102, the shift points corresponding to the target gear and adjacent gears in the shift point table are adjusted and optimized according to the target gear, and the automatic transmission is controlled to shift gears according to the adjusted and optimized shift point table. The shift point table is a table showing the correspondence between shifting actions, accelerator pedal opening and shift points.

[0041] The shift points include upshift points and downshift points. In the optimized shift point table, the upshift point from the gear preceding the target gear to the target gear is lower than the upshift point from the gear preceding the target gear to the target gear in the original shift point table. Conversely, the upshift point from the target gear to the gear following the target gear in the optimized shift point table is higher than the upshift point from the target gear to the gear following the target gear in the original shift point table. Specifically, if the target gear is 2nd gear, then the adjacent gears are 1st gear and 3rd gear, the gear preceding the target gear is 1st gear, and the gear following the target gear is 3rd gear.

[0042] The gear shifting action includes shifting from the first gear to the second gear, or shifting 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. Therefore, the gear shifting action can be, for example, shifting from 1st gear to 2nd gear, or shifting from 2nd gear to 1st gear.

[0043] It is understood that the embodiments of this application can adjust and optimize the shift points corresponding to the target gear and adjacent gears in the shift point table according to the target gear, and control the automatic transmission to shift gears according to the adjusted and optimized shift point table. This can help avoid the problem of engine speed soaring in low and medium gears when the vehicle is accelerating and upshifting, which is beneficial to the overall vehicle economy, drivability and NVH performance.

[0044] In the shift point table of this application embodiment, under the same accelerator pedal opening, the upshift and downshift points are positively correlated with the shift action level; under the same shift action, the upshift and downshift points are positively correlated with the accelerator pedal opening; under the same accelerator pedal opening, the upshift point between two adjacent gears is higher than the downshift point. Here, the shift action level refers to the level of the shift action. For example, the shift action level of 1st to 2nd gear, 2nd to 3rd gear, and 3rd to 4th gear gradually increases; the shift action level of 2nd to 1st gear, 3rd to 2nd gear, and 4th to 3rd gear also gradually increases.

[0045] It is understood that in the shift point table of this application embodiment, under the same accelerator pedal opening, the upshift point and downshift point are positively correlated with the shift action level; under the same shift action, the upshift point and downshift point are positively correlated with the accelerator pedal opening; under the same accelerator pedal opening, the upshift point between two adjacent gears is higher than the downshift point, which is beneficial to the overall vehicle economy, drivability and NVH performance.

[0046] Specifically, the adjustment and optimization of shift points based on the target gear and adjacent gears in the shift point table involves adjusting the shift points accordingly. For example, if the target gear is 2nd gear, the shift point from 1st to 2nd gear is appropriately lowered, while the shift points from 2nd to 3rd and 3rd to 4th gear are appropriately raised. This allows for earlier shifts from 1st to 2nd gear, later shifts from 2nd to 3rd gear, and later shifts from 3rd to 4th gear, providing more time and a wider engine speed range for 2nd and 3rd gears to enter slip or lock-up states. This slip and lock-up control the engine speed, preventing it from overshooting. Shift points are the vehicle speed points used for upshifting and downshifting based on vehicle speed and throttle input, measured in km / h. For example, the shift points for an 8-speed hydraulic-mechanical automatic transmission in comfort shift mode are shown in Table 1.

[0047] Table 1 Shift Point Table

[0048] At a certain throttle position, if the vehicle is currently in gear X (X = 1, 2, ..., 8), when the vehicle speed is higher than v... (i)(j) When (i = 1, 2, ..., 7; j = 1, 2, ..., 11), the vehicle shifts from gear X to gear X+1. Of course, when the vehicle is in the highest gear, 8th gear, i.e., X = 8, the vehicle will not shift up again. When the vehicle speed is below v... (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.

[0049] It should be noted that, at the same throttle position, the higher the shift level, the higher the upshift and downshift points. Specifically, taking the upshift and downshift points at 10% throttle 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) and v (8)(2) <v (9)(2) <v (10)(2) <v (11)(2) <v (12)(2) <v (13)(2) <v (14)(2) Under the same gear shifting action, the greater the throttle input, 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) and 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) Furthermore, at the same throttle position, the upshift point between two adjacent gears is higher than the downshift point. Specifically, taking the upshift and downshift points at 10% throttle as an example, there is 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) .

[0050] Furthermore, appropriately lower the shift point from 1st to 2nd gear, while appropriately raising the shift points from 2nd to 3rd gear and from 3rd to 4th gear. Specifically, this means appropriately lowering the shift point v from 1st to 2nd gear in Table 1, while taking into account the vehicle's starting power, economy, drivability, and NVH performance. (i)(j) (i = 1; j = 1, 2, ..., 11), appropriately increase the shift point v from 2nd to 3rd gear and from 3rd to 4th gear. (i)(j) (i = 2, 3; j = 1, 2, ..., 11). At the same time, attention should be paid to adaptively and appropriately adjusting the shift points of the remaining medium and high gears for upshifting and the shift points of each gear for downshifting, so as to ensure that the whole vehicle has a relatively consistent engine speed for constant throttle upshifting, a suitable shift interval time, and a smooth speed change process, and avoid problems such as cyclic shifting. The specific adjustment of the shift points can be determined by calibration based on the actual vehicle shifting performance.

[0051] In step S103, the hydraulic torque converter of the automatic transmission is controlled to enter the slip and lock-up state in the target gear according to the calibrated and optimized slip entry, exit point and lock-up point. The lock-up pressure of the lock-up clutch in the hydraulic torque converter corresponding to the target gear and adjacent gears is increased to control the hydraulic torque converter to complete the lock-up as early as possible.

[0052] It is understood that the embodiments of this application can control the torque converter of the automatic transmission to enter the slip and lock-up state in the target gear according to the calibrated and optimized slip entry, exit point, and lock-up point. It also increases the lock-up pressure of the lock-up clutch in the torque converter corresponding to the target gear and adjacent gears, and controls the torque converter to complete lock-up as early as possible. This solves the problem in related technologies where the torque converter selected during vehicle development has a soft stiffness, resulting in a rapid increase in engine speed and late or even non-lock-up of the torque converter when the vehicle accelerates and shifts up in low and medium gears. This ensures the vehicle's economy, drivability, and NVH performance, thereby improving the user experience.

[0053] It should be noted that increasing the lock-up pressure of the lock-up clutch in the torque converter corresponding to the target gear and adjacent gears specifically refers to increasing the lock-up pressure of the lock-up clutch in the torque converter corresponding to 2nd and 3rd gears, based on the control of the torque converter to enter slip and lock-up in 2nd gear. This further accelerates the slip and lock-up action of the torque converter in 2nd gear and subsequent intermediate gears, allowing the torque converter to enter the slip or lock-up state as early as possible in 2nd gear and subsequent intermediate gears. By using slip and lock-up to control the engine speed to be maintained near the torque converter turbine speed, the aim is to avoid the engine speed from skyrocketing and the torque converter from locking up late or not locking up at all.

[0054] In this embodiment, the automatic transmission torque converter is controlled to enter and exit a slip-in / lock-out state in the target gear based on the calibrated and optimized slip-in / lock-out points and unlock-out / lock-out points. This includes: acquiring a slip-in / lock-out point table and a unlock-out / lock-out point table for the target gear, wherein the slip-in / lock-out point table is a table showing the correspondence between slip-in / lock-out points and accelerator pedal opening, and the unlock-out / lock-out point table is a table showing the correspondence between unlock-out / lock-out points and accelerator pedal opening; identifying whether the vehicle is currently in the target gear; if the vehicle is currently in the target gear, then using the current accelerator pedal opening of the target vehicle as an index, querying the slip-in / lock-out point table and the unlock-out / lock-out point table to obtain the slip-in / lock-out points and the unlock-out / lock-out points; controlling the automatic transmission to enter or exit a slip-in / lock-out state based on the slip-in / lock-out points, and controlling the automatic transmission to enter or exit an unlock-out / lock-out state based on the unlock-out / lock-out points.

[0055] Among them, under the target gear, the slip entry point of the automatic transmission at the same accelerator pedal opening is higher than the slip exit point, the lock-up point is higher than the unlock point, and the lock-up point is higher than the slip entry point.

[0056] It is understood that, in the embodiments of this application, when the vehicle is in the target gear, the current accelerator pedal opening of the target vehicle is used as an index to query the slip entry / exit point table and the unlock / lock point table to obtain the slip entry / exit point and the unlock / lock point. Based on the slip entry / exit point, the automatic transmission is controlled to enter or exit the slip state. Based on the unlock / lock point, the automatic transmission is controlled to enter or lock the state. By using slip and lock, the engine speed is controlled to be maintained near the torque converter turbine speed, so as to avoid the engine speed from soaring and the torque converter from locking up late or not locking up at all.

[0057] Specifically, this application describes how to control the slip and lock-up of a hydraulic torque converter in gear 2 when the torque converter has relatively soft stiffness. This is achieved by calibrating and optimizing the slip entry, exit, and lock-up points in gear 2, i.e., by opening and setting appropriate slip entry, exit, and lock-up points in gear 2, as detailed below:

[0058] As mentioned earlier, the torque converter typically doesn't engage slippage or lock-up in low gears due to power considerations. However, when encountering issues like the engine speed spikes and delayed or non-existent torque converter lock-up during acceleration and upshifting in low to mid-gears, as described in this application, due to the selected torque converter having relatively soft stiffness, this leads to poorer overall vehicle economy, drivability, and NVH performance, easily causing complaints from market users. Furthermore, a large speed difference between the engine and the torque converter turbine results in a smaller torque converter ratio, lower transmission efficiency, and greater power loss, also negatively impacting overall vehicle performance. Controlling the torque converter to engage slippage or lock-up in second gear can achieve higher transmission efficiency, and considering that the second gear ratio is only slightly smaller than the first gear ratio, it is relatively larger, thus still providing good power performance. Furthermore, the entry and exit points of second gear slipping and the unlocking and locking points refer to the vehicle speed points of the hydraulic torque converter when it is in the second gear slipping and locking states, respectively, and their units are km / h, as shown in Tables 2 and 3.

[0059] Table 2. 2nd Gear Grip Entry and Exit Points

[0060] Table 3. 2nd Gear Disengagement and Locking Points

[0061] For hydraulic-mechanical automatic transmissions, the lock-up clutch in the torque converter requires a minimum engine speed to maintain slip or lock-up states. For example, the minimum engine speed required for slip state is 1000 r / min, and the minimum engine speed required for lock-up 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, and the slip entry point must be higher than the slip exit point.

[0062] Specifically, taking the unlocking and locking points and the slip engagement and disengagement points at 10% throttle in 2nd gear as an example, there is v L2 >v U2 and v in2 >v out2Therefore, the minimum engine speed requirements for the slip and lock-up states of the aforementioned hydraulic torque converter are that the engine speed calculated from the slip disengagement point through the speed ratio should not be lower than 1000 r / min, and the engine speed calculated from the unlocking point through the speed ratio should not be lower than 1100 r / min. When calibrating the unlocking and lock-up points and slip entry and disengagement points of a hydraulic-mechanical automatic transmission at the same throttle position in a certain gear, the lock-up point is usually calibrated higher than the slip entry point. Therefore, the corresponding engine speed calculated from the lock-up point through the speed ratio is usually higher than the corresponding engine speed calculated from the slip entry point through the speed ratio. For example, at 10% throttle, the engine speed corresponding to the unlocking point in 2nd gear is 1100 r / min, the engine speed corresponding to the lock-up point is 1200 r / min, the engine speed corresponding to the slip entry point is 1100 r / min, and the engine speed corresponding to the slip disengagement point is 1000 r / min. If the vehicle is in 2nd gear, at a certain throttle position, when the vehicle speed is higher than v... inj When (j=1,2,……,11), the hydraulic torque converter enters a slipping state. When the vehicle speed further increases to above v, 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) but still higher than v inj When (j=1,2,……,11), the hydraulic torque converter enters the slip friction state from the lock-up state. When the vehicle speed is lower than v... Uj (j = 1, 2, ..., 11) and lower than v inj (j = 1, 2, ..., 11) but still higher than v outj When (j=1,2,……,11), the hydraulic torque converter still maintains a slipping friction state. When the vehicle speed further decreases to below v outj When (j=1,2,……,11), the hydraulic torque converter enters the unlocked state.

[0063] According to the calibration control method for an automatic transmission proposed in this application, when the stiffness of the selected torque converter is too soft, a target gear for suppressing engine speed spikes is obtained. The shift points corresponding to the target gear and adjacent gears in the shift point table are adjusted and optimized based on the target gear, and the automatic transmission shifts gears according to the adjusted and optimized shift point table. Based on the slip entry, exit, release, and lock-up points of the calibrated and optimized target gear, the torque converter of the automatic transmission is controlled to enter the slip and lock-up state in the target gear, and the lock-up pressure of the lock-up clutch in the torque converter corresponding to the target gear and adjacent gears is increased to control the torque converter to complete lock-up as early as possible. This solves the problem in related technologies where, due to the soft stiffness of the selected torque converter during vehicle development, engine speed spikes and late or non-lock-up of the torque converter occur in low and medium gears during vehicle acceleration and upshifting, ensuring the vehicle's economy, drivability, and NVH performance, thereby improving the user experience.

[0064] The calibration control method for the automatic transmission of this application will be described in detail below with reference to Figures 3 and 4, using a specific embodiment as an example.

[0065] This application addresses the issue of a hydraulic torque converter with insufficient stiffness selected during vehicle development. It determines that the hydraulic-mechanical automatic transmission enters a slip and lock-up state in second gear. By adjusting the shift points in low and medium gears and controlling the torque converter to enter slip and lock-up in second gear, while simultaneously increasing the lock-up pressure of the lock-up clutch in the torque converter, this effectively solves the problem of engine speed spikes and delayed or non-existent torque converter lock-up during acceleration and upshifting in low and medium gears due to the insufficient stiffness of the selected torque converter. The specific steps are as follows:

[0066] Step 1: Adjust the shift points for low and medium gears.

[0067] Specifically, this involves appropriately lowering the shift point from 1st to 2nd gear, while appropriately raising the shift points from 2nd to 3rd gear and from 3rd to 4th gear. This allows for earlier shifts from 1st to 2nd gear, later shifts from 2nd to 3rd gear, and later shifts from 3rd to 4th gear, providing more time and a wider engine speed range for 2nd and 3rd gears to engage slippage or lock-up. This slippage and lock-up control the engine speed, preventing it from excessively increasing. The shift point is the speed at which the vehicle shifts up or down based on vehicle speed and throttle input, measured in km / h. For example, the shift points for the comfort shift mode of an 8-speed hydraulic-mechanical automatic transmission are shown in Table 1.

[0068] Table 1 Shift Point Table

[0069] At a certain throttle position, if the vehicle is currently in gear X (X = 1, 2, ..., 8), when the vehicle speed is higher than v...(i)(j)( When i = 1, 2, ..., 7; j = 1, 2, ..., 11), the vehicle shifts from gear X to gear X+1. Of course, when the vehicle is in the highest gear, 8th gear, i.e., X = 8, the vehicle will not shift up again. When the vehicle speed is below v... (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.

[0070] It should be noted that, at the same throttle position, the higher the shift level, the higher the upshift and downshift points. Specifically, taking the upshift and downshift points at 10% throttle 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) and v (8)(2) <v (9)(2) <v (10)(2) <v (11)(2) <v (12)(2) <v (13)(2) <v (14)(2) Under the same gear shifting action, the greater the throttle input, 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) and 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) Furthermore, at the same throttle position, the upshift point between two adjacent gears is higher than the downshift point. Specifically, taking the upshift and downshift points at 10% throttle as an example, there is 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) .

[0071] Furthermore, appropriately lower the shift point from 1st to 2nd gear, while appropriately raising the shift points from 2nd to 3rd gear and from 3rd to 4th gear. Specifically, this means appropriately lowering the shift point v from 1st to 2nd gear in Table 1, while taking into account the vehicle's starting power, economy, drivability, and NVH performance. (i)(j) (i = 1; j = 1, 2, ..., 11), appropriately increase the shift point v from 2nd to 3rd gear and from 3rd to 4th gear. (i)(j) (i = 2, 3; j = 1, 2, ..., 11). At the same time, attention should be paid to adaptively and appropriately adjusting the shift points of the remaining medium and high gears for upshifting and the shift points of each gear for downshifting, so as to ensure that the whole vehicle has a relatively consistent engine speed for constant throttle upshifting, a suitable shift interval time, and a smooth speed change process, and avoid problems such as cyclic shifting. The specific adjustment of the shift points can be determined by calibration based on the actual vehicle shifting performance.

[0072] Step 2: Control the hydraulic torque converter to enter slip and lock-up mode in gear 2.

[0073] Slipping and locking refer to the operating states of the torque converter in a hydraulic-mechanical automatic transmission. These states are achieved by controlling the lock-up clutch within the torque converter. Specifically, the operating states of the torque converter generally include unlocking, slipping, and locking. When the torque converter is in the unlocked state, the pressure of the lock-up clutch is relatively low or zero. When switching the torque converter from the unlocked state to the slipping state, the pressure of the lock-up clutch is gradually increased, causing the speed difference between the pump impeller and the turbine to gradually decrease. When the speed difference decreases to a certain threshold, the speed difference is maintained near this threshold according to the vehicle's operating conditions. At this point, the torque converter enters the slipping state. Specifically, this speed difference threshold is set by the hydraulic-mechanical automatic transmission manufacturer; for example, it could be 50 r / min. When the torque converter switches from a slipping state to a locked 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. It can be understood that when the torque converter switches from a locked state to a slipping state or from a slipping 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 locked state to an unlocked state.

[0074] Controlling the torque converter to engage slippage and lock-up in second gear is achieved by opening and setting appropriate second-gear slippage entry, exit, release, and lock-up points. As previously mentioned, generally, slippage or lock-up of the torque converter is not controlled in low gears due to power considerations. However, in cases like the one described in this application, where the selected torque converter has relatively soft stiffness, causing engine speed spikes and delayed or non-existent torque converter lock-up during acceleration and upshifting in low to mid-gears, this leads to decreased vehicle economy, drivability, and NVH performance, easily causing complaints from market users. Furthermore, when the speed difference between the engine and the torque converter turbine is large, the torque converter's speed ratio is small, resulting in lower transmission efficiency, greater power loss, and also negatively impacting overall vehicle power. Controlling the torque converter to engage slippage or lock-up in second gear can achieve higher transmission efficiency, and considering that the second-gear speed ratio is only slightly smaller than the first-gear ratio, it is relatively large, thus still providing good power. Furthermore, the entry and exit points of second gear slipping and the unlocking and locking points refer to the vehicle speed points of the hydraulic torque converter when it is in the second gear slipping and locking states, respectively, and their units are km / h, as shown in Tables 2 and 3.

[0075] Table 2. 2nd Gear Grip Entry and Exit Points

[0076] Table 3. 2nd Gear Disengagement and Locking Points

[0077] For hydraulic-mechanical automatic transmissions, the lock-up clutch in the torque converter requires a minimum engine speed to maintain slip or lock-up states. For example, the minimum engine speed required for slip state is 1000 r / min, and the minimum engine speed required for lock-up 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, and the slip entry point must be higher than the slip exit point.

[0078] Specifically, taking the unlocking and locking points and the slip engagement and disengagement points at 10% throttle in 2nd gear as an example, there is v L2 >v U2 and v in2 >v out2Therefore, the minimum engine speed requirements for the slip and lock-up states of the aforementioned hydraulic torque converter are that the engine speed calculated from the slip disengagement point through the speed ratio should not be lower than 1000 r / min, and the engine speed calculated from the unlocking point through the speed ratio should not be lower than 1100 r / min. When calibrating the unlocking and lock-up points and slip entry and disengagement points of a hydraulic-mechanical automatic transmission at the same throttle position in a certain gear, the lock-up point is usually calibrated higher than the slip entry point. Therefore, the corresponding engine speed calculated from the lock-up point through the speed ratio is usually higher than the corresponding engine speed calculated from the slip entry point through the speed ratio. For example, at 10% throttle, the engine speed corresponding to the unlocking point in 2nd gear is 1100 r / min, the engine speed corresponding to the lock-up point is 1200 r / min, the engine speed corresponding to the slip entry point is 1100 r / min, and the engine speed corresponding to the slip disengagement point is 1000 r / min. If the vehicle is in 2nd gear, at a certain throttle position, when the vehicle speed is higher than v... inj When (j=1,2,……,11), the hydraulic torque converter enters a slipping state. When the vehicle speed further increases to above v, 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) but still higher than v inj When (j=1,2,……,11), the hydraulic torque converter enters the slip friction state from the lock-up state. When the vehicle speed is lower than v... Uj (j = 1, 2, ..., 11) and lower than v inj (j = 1, 2, ..., 11) but still higher than v outj When (j=1,2,……,11), the hydraulic torque converter still maintains a slipping friction state. When the vehicle speed further decreases to below v outj When (j=1,2,……,11), the hydraulic torque converter enters the unlocked state.

[0079] Of course, this invention only illustrates the case where the lock-up point of the hydraulic torque converter is usually calibrated to be higher than the slip entry point. The slip entry point can also be calibrated to be higher than the lock-up point. The specific calibration can be based on the actual vehicle performance. However, it is generally advisable to avoid frequent slip entry and exit or frequent locking and unlocking to avoid engine speed fluctuations.

[0080] Step 3: Increase the lock-up pressure of the lock-up clutch in the hydraulic torque converter.

[0081] Increasing the lock-up pressure of the lock-up clutch in the torque converter specifically refers to increasing the lock-up pressure of the lock-up clutch in the torque converter corresponding to 2nd and 3rd gears, based on the control of the torque converter to enter slip and lock-up in 2nd gear in step two. This further accelerates the slip and lock-up action of the torque converter in 2nd gear and subsequent intermediate gears, allowing the torque converter to enter the slip or lock-up state as early as possible in 2nd gear and subsequent intermediate gears. By using slip and lock-up to control the engine speed to be maintained near the torque converter turbine speed, the aim is to avoid the engine speed from skyrocketing and the torque converter from locking up late or not locking up at all.

[0082] In summary, this application enables the torque converter to engage slippage or lock-up as early as possible in second gear. By utilizing slippage and lock-up, the engine speed is maintained near the torque converter turbine speed, effectively solving the problem of engine speed spikes and delayed or non-existent torque converter lock-up during acceleration and upshifting in low to medium gears due to the selected torque converter having insufficient stiffness. The engine speed performance during acceleration and upshifting after adopting this application is shown in Figure 4.

[0083] In summary, the automatic transmission calibration control method proposed in this application can solve the aforementioned technical problems in a timely and effective manner, avoiding the need for reselection of the hydraulic torque converter. This effectively ensures the vehicle development cycle and avoids increased development costs due to reselection of the hydraulic torque converter. At the same time, it is beneficial to the vehicle's economy, drivability, and NVH performance, preventing complaints from market users. Moreover, it only requires adjusting and optimizing the control software and calibration data of the hydraulic-mechanical automatic transmission, without changing the hardware. The workload is small, the cost is low, it is easy to implement, simple and practical, and can be effectively applied to engineering practice. It has important application guidance significance for vehicle development.

[0084] Next, referring to the accompanying drawings, a calibration control device for an automatic transmission according to an embodiment of this application is described.

[0085] Figure 5 is a block diagram of the calibration control device for an automatic transmission according to an embodiment of this application.

[0086] As shown in Figure 5, the calibration control device 10 of the automatic transmission includes: an acquisition module 100, an adjustment module 200, and a control module 300.

[0087] The acquisition module 100 is used to acquire the target gear of the automatic transmission to suppress engine speed spikes when the stiffness of the selected torque converter is too soft. The adjustment module 200 is used to adjust and optimize the shift points of the target gear and adjacent gears in the shift point table according to the target gear, and control the automatic transmission to shift gears according to the adjusted and optimized shift point table. The shift point table is a table showing the correspondence between shifting actions, accelerator pedal opening and shift points. The control module 300 is used to control the torque converter of the automatic transmission to enter the slip and lock-up state in the target gear according to the calibrated and optimized slip entry, exit and lock-up points of the target gear, and to increase the lock-up pressure of the lock-up clutch in the torque converter corresponding to the target gear and adjacent gears, so as to control the torque converter to complete lock-up as early as possible.

[0088] 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.

[0089] The automatic transmission calibration control device proposed in this application, when the stiffness of the selected torque converter is too soft, obtains the target gear for the automatic transmission to suppress engine speed spikes; adjusts and optimizes the shift points corresponding to the target gear and adjacent gears in the shift point table based on the target gear, and controls the automatic transmission to shift gears according to the adjusted and optimized shift point table; controls the torque converter of the automatic transmission to enter the slip and lock-up state in the target gear based on the slip entry, exit, release, and lock-up points of the calibrated and optimized target gear, and increases the lock-up pressure of the lock-up clutch in the torque converter corresponding to the target gear and adjacent gears, controlling the torque converter to complete lock-up as early as possible. This solves the problem in related technologies where, due to the soft stiffness of the selected torque converter during vehicle development, engine speed spikes and late or non-lock-up of the torque converter occur in low and medium gears during vehicle acceleration and upshifting, ensuring the vehicle's economy, drivability, and NVH performance, thereby improving the user experience.

[0090] Figure 6 is a structural schematic diagram of the vehicle provided in an embodiment of this application. The vehicle includes:

[0091] The memory 601, the processor 602, and the computer program stored on the memory 601 and capable of running on the processor 602.

[0092] When the processor 602 executes the program, it implements the calibration control method for the automatic transmission provided in the above embodiments.

[0093] Furthermore, the vehicle also includes:

[0094] Communication interface 603 is used for communication between memory 601 and processor 602.

[0095] The memory 601 is used to store computer programs that can run on the processor 602.

[0096] The memory 601 may include high-speed RAM (Random Access Memory) and may also include non-volatile memory, such as at least one disk storage device.

[0097] If the memory 601, processor 602, and communication interface 603 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 6, but this does not indicate that there is only one bus or one type of bus.

[0098] Optionally, in a specific implementation, if the memory 601, processor 602, and communication interface 603 are integrated on a single chip, then the memory 601, processor 602, and communication interface 603 can communicate with each other through an internal interface.

[0099] The processor 602 may be a CPU (Central Processing Unit), an ASIC (Application Specific Integrated Circuit), or one or more integrated circuits configured to implement the embodiments of this application.

[0100] This application also provides a computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the above-described calibration control method for an automatic transmission.

[0101] This application also provides a computer program product, including a computer program, which, when executed, is used to implement the calibration control method for an automatic transmission as described in the above embodiments.

[0102] 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.

[0103] 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.

[0104] Any process or method described 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.

[0105] 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 more 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.

[0106] Those skilled in the art will understand that all or part of the steps of the methods described 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.

[0107] 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 for an automatic transmission, characterized in that, Includes the following steps: When the selected stiffness of the hydraulic torque converter is too soft, the target gear for the automatic transmission to suppress the engine speed from rising too high is obtained. The shift points corresponding to the target gear and adjacent gears in the shift point table are adjusted and optimized according to the target gear, and the automatic transmission is controlled to shift gears according to the adjusted and optimized shift point table. The shift point table is a table showing the correspondence between shifting action, accelerator pedal opening and shift point. Based on the calibrated and optimized slip entry, exit, and lock-up points of the target gear, the torque converter of the automatic transmission is controlled to enter the slip and lock-up state in the target gear, and the lock-up pressure of the lock-up clutch in the torque converter corresponding to the target gear and adjacent gears is increased to control the torque converter to complete the lock-up as early as possible.

2. The calibration control method for an automatic transmission according to claim 1, characterized in that, The shift points include upshift points and downshift points. In the adjusted and optimized shift point table, the upshift point from the gear preceding the target gear to the target gear is lower than the upshift point from the gear preceding the target gear to the target gear in the original shift point table. In the adjusted and optimized shift point table, the upshift point from the target gear to the gear following the target gear is higher than the upshift point from the target gear to the gear following the target gear in the original shift point table.

3. The calibration control method for an automatic transmission according to claim 1, characterized in that, The 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.

4. The calibration control method for an automatic transmission according to claim 1, characterized in that, In the shift point table, under the same accelerator pedal opening, the upshift and downshift points are positively correlated with the shift action level; under the same shift action, the upshift and downshift points are positively correlated with the accelerator pedal opening; under the same accelerator pedal opening, the upshift point between two adjacent gears is higher than the downshift point.

5. The calibration control method for an automatic transmission according to claim 1, characterized in that, The method of controlling the torque converter of the automatic transmission to enter the slip and lock-up states in the target gear based on the calibrated and optimized slip entry, exit, and lock-up points includes: Obtain the slip-in and slip-out point table and the release and lock-up point table for the target gear, wherein the slip-in and slip-out point table is a table showing the correspondence between slip-in and slip-out points and accelerator pedal opening, and the release and lock-up point table is a table showing the correspondence between release and lock-up points and accelerator pedal opening; Identify whether the vehicle is currently in the target gear. If the vehicle is currently in the target gear, use the current accelerator pedal opening of the target vehicle as an index to query the slip entry, exit point table and lock-up point table to obtain the slip entry, exit point and lock-up point. The automatic transmission is controlled to enter or exit the slipping state based on the slipping entry and exit points, and to enter or exit the unlocked or locked state based on the unlocking and locking points.

6. The calibration control method for an automatic transmission according to claim 5, characterized in that, At the target gear, the slip engagement point of the automatic transmission at the same accelerator pedal opening is higher than the slip disengagement point, the lock-up point is higher than the unlock point, and the lock-up point is higher than the slip engagement point.

7. A calibration control device for an automatic transmission, characterized in that, include: The acquisition module is used to acquire the target gear of the automatic transmission to suppress the engine speed from rising when the stiffness of the selected hydraulic torque converter is too soft. The adjustment module is used to adjust and optimize the shift points corresponding to the target gear and adjacent gears in the shift point table according to the target gear, and control the automatic transmission to shift gears according to the adjusted and optimized shift point table. The shift point table is a table showing the correspondence between shifting actions, accelerator pedal opening and shift points. The control module is used to control the hydraulic torque converter of the automatic transmission to enter the slip and lock-up state in the target gear according to the slip entry, exit point and lock-up point of the target gear after calibration and optimization, and to increase the lock-up pressure of the lock-up clutch in the hydraulic torque converter corresponding to the target gear and adjacent gears, so as to control the hydraulic torque converter to complete the lock-up as early as possible.

8. A vehicle, characterized in that, include: A memory, a processor, and a computer program stored in the memory and executable on the processor, the processor executing the program to implement the calibration control method for an automatic transmission as described in any one of claims 1-6.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that, The program is executed by the processor to implement the calibration control method for the automatic transmission as described in any one of claims 1-6.

10. A computer program product, comprising a computer program, characterized in that, When the computer program is executed, it is used to implement the calibration control method for the automatic transmission according to any one of claims 1-6.

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