CN113879310B - Downshifting and skip controlling method - Google Patents

Downshifting and skip controlling method Download PDF

Info

Publication number
CN113879310B
CN113879310B CN202111347465.0A CN202111347465A CN113879310B CN 113879310 B CN113879310 B CN 113879310B CN 202111347465 A CN202111347465 A CN 202111347465A CN 113879310 B CN113879310 B CN 113879310B
Authority
CN
China
Prior art keywords
downshift
gear
skip
state
vehicle
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
CN202111347465.0A
Other languages
Chinese (zh)
Other versions
CN113879310A (en
Inventor
赵伟
左兰
侯建军
李永昌
王菁
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Weichai Power Co Ltd
Original Assignee
Weichai Power Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Weichai Power Co Ltd filed Critical Weichai Power Co Ltd
Priority to CN202111347465.0A priority Critical patent/CN113879310B/en
Publication of CN113879310A publication Critical patent/CN113879310A/en
Application granted granted Critical
Publication of CN113879310B publication Critical patent/CN113879310B/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/19—Improvement of gear change, e.g. by synchronisation or smoothing gear shift
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/10—Change speed gearings
    • B60W2510/1005—Transmission ratio engaged
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/10—Change speed gearings
    • B60W2710/1005—Transmission ratio engaged

Landscapes

  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Transmission Device (AREA)

Abstract

The embodiment of the invention discloses a downshift jump control method. The method comprises the following steps: outputting strong braking enabling according to the intention of a driver and the state of the whole vehicle; outputting a downshift jump request according to the road condition correction state, the auxiliary braking correction state and the whole vehicle state; and adjusting the down-shift skip gear according to the current vehicle speed, the gear information and the driving information. The scheme can correlate the starting of the downshift jump with the intention of a driver, so that the downshift control of the vehicle is more intelligent. The down shift request can be associated with specific road condition information, so that the down shift jump request of the vehicle is more in line with the current driving requirement, and the down shift control of the vehicle is more intelligent. The optimal down shift skip gear can be selected and executed under specific practical conditions, so that the down shift number is reasonably reduced, the frequent down shift condition is improved, the driving comfort is further improved, and the service life of the gear shift executing mechanism is prolonged.

Description

Downshifting and skip controlling method
Technical Field
The embodiment of the invention relates to the technical field of vehicle gear shifting control, in particular to a downshift and skip control method.
Background
The electronic control mechanical automatic gearbox (Automated Manual Transmission, AMT) is more and more heated by the heat of commercial vehicle industry because of the characteristics of convenient operation, low oil consumption, high efficiency cooperation with an electronic control engine and the like, and the matching proportion of domestic light commercial vehicles and heavy commercial vehicles to the electronic control mechanical automatic gearbox is increased in a explosive manner for nearly three years. However, in the prior commercial vehicle matched with the automatic gearbox of the electronic control machine, the phenomenon that the throttle is required to be shifted down in sequence or to be switched to neutral position when the speed of the vehicle is lower and lower than a certain value is more in the deceleration process of the throttle, so that the comfort of driving can be influenced by gear shifting impact caused by frequent gear shifting, and the reliability and the service life of a gear shifting mechanism can be influenced by the increase of the number of gear shifting times.
Disclosure of Invention
The embodiment of the invention provides a downshift jump control method, which is used for improving the frequency of frequent downshifts, so that the driving comfort is improved, and the service life of a gear shifting executing mechanism is prolonged.
In a first aspect, an embodiment of the present invention provides a downshift skip control method, including:
outputting strong braking enabling according to the intention of a driver and the state of the whole vehicle;
outputting a downshift jump request according to the road condition correction state, the auxiliary braking correction state and the whole vehicle state;
and adjusting the down-shift skip gear according to the gear, the current vehicle speed, the gear information and the driving information of the down-shift skip request.
Optionally, the driver intent includes: brake pedal percentage, brake pedal position rate of change, auxiliary brake enable status;
the vehicle state includes a vehicle deceleration.
Optionally, outputting the strong brake enable according to the intention of the driver and the state of the whole vehicle includes:
in the case of a brake pedal percentage greater than 0:
if the deceleration of the whole vehicle is smaller than a first acceleration threshold value, outputting strong braking enabling;
if the position change rate of the brake pedal is larger than the first pedal change rate threshold value and the deceleration of the whole vehicle is smaller than the second acceleration threshold value, outputting strong brake enabling;
if the brake pedal position change rate is greater than the second pedal change rate threshold value and the whole vehicle deceleration is less than the third acceleration threshold value, outputting strong brake enabling;
the third acceleration threshold is smaller than zero, the third acceleration threshold is larger than the second acceleration threshold, and the second acceleration threshold is larger than the first acceleration threshold; the first pedal rate of change threshold is greater than zero and the first pedal rate of change threshold is less than the second pedal rate of change threshold.
Optionally, according to the intention of the driver and the state of the whole vehicle, outputting the strong brake enable, and further comprising:
if the deceleration of the whole vehicle is greater than the acceleration exit threshold, outputting strong braking enabling; the acceleration exit threshold is less than zero and greater than a third acceleration threshold.
Optionally, the auxiliary brake enabled state includes an engine exhaust brake enabled state and a retarder brake enabled state.
Optionally, according to the intention of the driver and the state of the whole vehicle, outputting the strong brake enable, and further comprising:
in the case where the engine exhaust brake enable state or the retarder brake enable state is on:
and if the deceleration of the whole vehicle is smaller than the fourth acceleration threshold value, outputting strong braking enabling.
Optionally, the road condition correction state includes a gradient correction coefficient;
the auxiliary braking correction state comprises an engine exhaust braking correction coefficient and a retarder braking correction coefficient;
the vehicle state includes a vehicle deceleration.
Optionally, outputting a downshift skip request according to the road condition correction state, the auxiliary brake correction state and the whole vehicle state, including:
outputting a downshift 4-gear request if the value obtained by multiplying the fifth acceleration threshold by the engine exhaust braking correction coefficient, the retarder braking correction coefficient and the gradient correction coefficient is greater than the deceleration of the whole vehicle;
otherwise the first set of parameters is selected,
outputting a 3-gear-down request if the value obtained by multiplying the sixth acceleration threshold by the engine exhaust braking correction coefficient, the retarder braking correction coefficient and the gradient correction coefficient is larger than the deceleration of the whole vehicle;
otherwise the first set of parameters is selected,
a downshift request is output.
Optionally, the gear information includes a gear ratio;
the drive information includes an engine speed.
Optionally, adjusting the downshift skip gear according to the gear requested by the downshift skip, the current vehicle speed, the gear information, and the drive information includes:
calculating an executable maximum downshift gear and an executable minimum downshift gear according to the current vehicle speed, the gear transmission ratio and the engine speed;
and adjusting the down shift skip gear according to the gear of the down shift skip request, the size of the executable maximum down shift skip gear and the executable minimum down shift skip gear.
Optionally, adjusting the downshift skip gear according to the sizes of the downshift skip requested gear, the executable maximum downshift skip gear, and the executable minimum downshift skip gear includes:
if the gear of the downshift jump request is larger than the executable maximum downshift jump gear, the downshift jump gear is adjusted to be the executable maximum downshift jump gear;
if the gear of the downshift jump request is smaller than the executable minimum downshift jump gear, the downshift jump gear is adjusted to the executable minimum downshift jump gear;
and if the gear of the downshift jump request is smaller than the executable maximum downshift jump gear and is larger than the executable minimum downshift jump gear, adjusting the downshift jump gear to be the gear of the downshift jump request.
According to the embodiment of the invention, the strong braking enable is output according to the intention of the driver and the state of the whole vehicle, and the starting of the downshift jump is related to the intention of the driver, so that the downshift control of the vehicle is more intelligent. According to the road condition correction state, the auxiliary braking correction state and the whole vehicle state, a downshift jump request is output, and the downshift request can be associated with specific road condition information, so that the downshift jump request of the vehicle is more in line with the current driving requirement, and the downshift control of the vehicle is more intelligent. According to the gear, the current speed, the gear information and the driving information of the gear shift skip request, the gear shift skip gear is adjusted, and the optimal gear shift skip gear can be selected and executed under specific practical conditions, so that the gear shift number is reasonably reduced, the frequent gear shift condition is improved, the driving comfort is further improved, and the service life of the gear shift actuating mechanism is prolonged.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions of the prior art, a brief description will be given below of the drawings required for the embodiments or the description of the prior art, and it is obvious that although the drawings in the following description are specific embodiments of the present invention, it is obvious to those skilled in the art that the basic concepts of the device structure, the driving method and the manufacturing method, which are disclosed and suggested according to the various embodiments of the present invention, are extended and extended to other structures and drawings, and it is needless to say that these should be within the scope of the claims of the present invention.
Fig. 1 is a schematic flow chart of a downshift jump control method according to an embodiment of the present invention;
FIG. 2 is a logic diagram of a forced enabling judgment according to an embodiment of the present invention;
FIG. 3 is a logic diagram for determining a downshift jump request according to an embodiment of the present invention;
fig. 4 is a schematic flow chart of a downshift jump according to an embodiment of the present invention.
Detailed Description
For the purpose of making the objects, technical solutions and advantages of the embodiments of the present invention more apparent, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention, and it is apparent that the described embodiments are some embodiments of the present invention, but not all embodiments of the present invention. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
Fig. 1 is a schematic flow chart of a downshift control method according to an embodiment of the present invention, where the embodiment is applicable to a commercial vehicle with an electric control engine matching an automatic gearbox. The method specifically comprises the following steps:
s110, outputting strong braking enabling according to the intention of a driver and the state of the whole vehicle.
The intention of the driver is that the driver wants to achieve a certain purpose in the process of driving the vehicle, and the intention is represented by the action of the driver in the process of driving the vehicle, such as the action of stepping on a brake by the driver, the action of opening an auxiliary brake switch by the driver, and the like. Thus, it is possible to acquire the electric control signal triggered by the action of the driver, and to acquire the intention of the driver by analyzing the electric control signal. The whole vehicle state mainly refers to the change of the vehicle speed in a certain period of time, and the current whole vehicle state can be reflected according to the real-time calculated whole vehicle deceleration of the vehicle speed change rate in the previous period of time. The strong braking enabling is a switch for starting the vehicle to perform the downshift and skip, and when the output forced enabling is 1, the strong braking enabling is a signal for starting the vehicle to perform the downshift and skip; when the forced action enabling of the output is 0, the signal is a signal for exiting the vehicle to shift down and jump. In summary, according to the intention of the driver and the state of the whole vehicle, the strong brake enable is output, so that the start of the downshift jump can be related to the intention of the driver, and the downshift jump control of the vehicle is more intelligent.
S120, outputting a downshift gear jump request according to the road condition correction state, the auxiliary brake correction state and the whole vehicle state.
The downshift jump request which can be realized by the vehicle is determined by the current road condition state, the current state output by the auxiliary braking device and the current whole vehicle state. In order to enable the vehicle to continuously reduce, maintain a steady vehicle speed, lighten or release the load of the vehicle brake on a rough road, it is generally necessary to install a road condition detecting device (e.g., a gradient sensor) and an auxiliary braking device (e.g., a retarder and an engine exhaust). The road condition detection device mainly reflects specific information of road conditions through a road condition correction state, and the auxiliary braking device mainly reflects specific braking conditions through an auxiliary braking correction state, so that an output downshift and gear-shifting request needs to be determined according to the road condition correction state, the auxiliary braking correction state and the whole vehicle state. Therefore, the down shift skip request is associated with specific road condition information, so that the down shift skip request of the vehicle can be more in line with the current driving requirement, and the down shift skip control of the vehicle is more intelligent.
S130, adjusting the down-shift skip gear according to the gear, the current vehicle speed, the gear information and the driving information of the down-shift skip request.
The specific downshift skip gear executed during the running of the vehicle is limited by the gear requested by the downshift skip, the current vehicle speed, the gear information, and the drive information. Specifically, the maximum skip gear and the minimum skip gear which can be executed by the current vehicle can be calculated according to the current vehicle speed, the gear information and the driving information. The gear of the down shift skip request is limited by the maximum skip gear and the minimum skip gear which can be executed by the current vehicle, and the final decision down shift skip gear is output. For example, if the gear of the downshift skip request is within the range of the maximum skip gear and the minimum skip gear executable by the current vehicle, outputting the finally decided downshift skip gear as the gear of the downshift skip request; if the downshift skip gear requested by the downshift skip is not within the range of the maximum skip gear and the minimum skip gear executable by the current vehicle, outputting a final decision of the downshift skip gear as the skip gear executable by the current vehicle (namely, the maximum skip gear or the minimum skip gear) which is similar to the gear requested by the downshift skip. Therefore, the down shift skip gear is adjusted according to the gear, the current vehicle speed, the gear information and the driving information of the down shift skip request, and the optimal down shift skip gear can be selected and executed under specific practical conditions, so that the down shift times are reduced under reasonable conditions, the frequent down shift condition is improved, the driving comfort is further improved, and the service life of the gear shift executing mechanism is prolonged.
According to the embodiment of the invention, the strong braking enable is output according to the intention of the driver and the state of the whole vehicle, and the starting of the downshift jump is related to the intention of the driver, so that the downshift control of the vehicle is more intelligent. According to the road condition correction state, the auxiliary braking correction state and the whole vehicle state, a downshift jump request is output, and the downshift request can be associated with specific road condition information, so that the downshift jump request of the vehicle is more in line with the current driving requirement, and the downshift control of the vehicle is more intelligent. According to the gear, the current speed, the gear information and the driving information of the gear shift skip request, the gear shift skip gear is adjusted, and the optimal gear shift skip gear can be selected and executed under specific practical conditions, so that the gear shift number is reasonably reduced, the frequent gear shift condition is improved, the driving comfort is further improved, and the service life of the gear shift actuating mechanism is prolonged.
Optionally, the driver intent includes: brake pedal percentage, brake pedal position rate of change, auxiliary brake enable status; the vehicle state includes a vehicle deceleration.
Specifically, the brake pedal percentage may reflect the driver's brake intent, the brake pedal position rate of change may reflect the magnitude of the driver's brake intent, and the auxiliary brake enable state may reflect whether the driver needs to continuously reduce, maintain a steady vehicle speed, reduce the load of the vehicle brakes, or release the load of the vehicle brakes. Thus, during the running of the vehicle, the driver's actions can be detected by detecting the electric control signals such as the brake pedal percentage, the brake pedal position change rate, the auxiliary brake enabled state, and the like, thereby reflecting the driver's intention. The whole vehicle state mainly refers to the change of the vehicle speed in a certain period of time, the current whole vehicle state can be reflected according to the real-time calculated whole vehicle deceleration of the vehicle speed change rate in the previous period of time, and the current state of the traveling vehicle, such as a braking state or an accelerating state, can be reflected.
Fig. 2 is a logic diagram for determining forced braking enabling according to an embodiment of the present invention, as shown in fig. 2, according to the intention of a driver and the state of a whole vehicle, outputting forced braking enabling, including:
in the case of a brake pedal percentage greater than 0:
condition 1: and if the deceleration of the whole vehicle is smaller than the first acceleration threshold value a1, outputting strong braking enabling.
The logic is as follows: (vehicle deceleration < first acceleration threshold a 1) AND (brake pedal percentage greater than 0), then strong brake enable is output. At this time, the absolute value of the deceleration of the whole vehicle is large, and the forced activation energy output under the condition of the condition 1 is 1, so that the vehicle can be started to perform the downshift and the gear jump.
Condition 2: and if the brake pedal position change rate is greater than the first pedal change rate threshold Brk1 and the whole vehicle deceleration is less than the second acceleration threshold a2, outputting strong brake enabling.
The logic is as follows: (brake pedal position change rate > first pedal change rate threshold Brk 1) AND (vehicle deceleration over all < second acceleration threshold a 2) AND (brake pedal percentage greater than 0), a strong brake enable is output. At this time, the absolute value of the deceleration of the whole vehicle is large, the driver has a certain braking intention, and the forced driving enable output under the condition of the condition 2 is 1, so that the vehicle can be started to perform the downshift and the skip.
Condition 3: and if the brake pedal position change rate is greater than the second pedal change rate threshold Brk2 and the whole vehicle deceleration is less than the third acceleration threshold a3, outputting strong brake enabling.
The logic is as follows: (brake pedal position change rate > second pedal change rate threshold Brk 2) AND (vehicle deceleration < third acceleration threshold a 3) AND (brake pedal percentage greater than 0), then strong brake enable is output. At this time, the absolute value of the deceleration of the whole vehicle is slightly larger and the intention of braking is larger, and the forced driving enable output under the condition of the condition 3 is 1, so that the vehicle can be started to perform the downshift and the skip.
Wherein the third acceleration threshold a3 is smaller than zero, the third acceleration threshold a3 is larger than the second acceleration threshold a2, and the second acceleration threshold a2 is larger than the first acceleration threshold a1; the first pedal rate of change threshold Brk1 is greater than zero, and the first pedal rate of change threshold Brk1 is less than the second pedal rate of change threshold Brk2.
In summary, in the case where the brake pedal percentage is greater than 0, that is, in the case where the driver steps on the brake, three conditions capable of outputting a strong brake enable of 1 are included. The logic profile for the strong brake enable output of 1 is: (brake pedal percentage greater than 0) AND (condition 1OR condition 2OR condition 3).
With continued reference to fig. 2, according to the driver intention and the vehicle state, the output of the strong brake enable further includes:
condition 4: and if the deceleration of the whole vehicle is greater than the acceleration exit threshold value a0, outputting strong braking enabling. The acceleration exit threshold a0 is smaller than zero and larger than the third acceleration threshold a3.
The logic is as follows: and if the deceleration of the whole vehicle is larger than the acceleration exit threshold value a0, outputting strong braking enabling. At this time, the absolute value of the deceleration of the whole vehicle is small, and the forced activation energy output under the condition of the condition 4 is 0, so that the vehicle can exit from the downshift and skip.
Optionally, the auxiliary brake enabled state includes an engine exhaust brake enabled state and a retarder brake enabled state.
The engine exhaust brake is characterized in that a regulating valve is arranged on an engine exhaust pipe, the pressure of an exhaust stroke is increased through closing of the valve, braking force is obtained by utilizing generated negative pressure, and the engine exhaust brake can be used for safely reducing speed and saving fuel. The retarder braking is to generate a magnetic field by energizing an exciting coil of a sub-assembly through a control circuit, the rotor assembly rotates at a high speed along with a transmission part of a vehicle, and a magnetic force line is cut to generate a reverse moment so as to slow down the vehicle. The auxiliary brake enabling state mainly comprises an engine exhaust brake enabling state and a retarder brake enabling state, the engine exhaust brake can be utilized to assist the vehicle to decelerate when the engine exhaust brake enabling state is opened, and the retarder brake can be utilized to assist the vehicle to decelerate when the retarder brake enabling state is opened.
With continued reference to fig. 2, according to the driver intention and the vehicle state, the output of the strong brake enable further includes:
condition 5: in the case where the engine exhaust brake enable state or the retarder brake enable state is on: and if the deceleration of the whole vehicle is smaller than the fourth acceleration threshold value a4, outputting strong braking enabling.
The logic is as follows: (in the engine exhaust brake enable state OR retarder brake enable state on) AND (vehicle deceleration < fourth acceleration threshold a 4), then strong brake enable is output. At this time, the forced activation enable output in the case of condition 4 is 1, and the vehicle downshift skip can be started.
Optionally, the road condition correction state includes a gradient correction coefficient; the auxiliary braking correction state comprises an engine exhaust braking correction coefficient and a retarder braking correction coefficient; the vehicle state includes a vehicle deceleration.
The gradient correction coefficient is a data index showing the road condition correction state, the engine exhaust braking correction coefficient and the retarder braking correction coefficient are data indexes showing the auxiliary braking correction state, and the current down shift skip requirement of the vehicle is calculated through the gradient correction coefficient, the engine exhaust braking correction coefficient and the retarder braking correction coefficient, so that the down shift control of the vehicle is more intelligent.
Fig. 3 is a logic diagram for determining a downshift jump request according to an embodiment of the present invention, as shown in fig. 3, according to a road condition correction state, an auxiliary brake correction state, and a vehicle state, outputting a downshift jump request, including:
outputting a downshift request if the value obtained by multiplying the fifth acceleration threshold value a5 by the engine exhaust braking correction coefficient, the retarder braking correction coefficient and the gradient correction coefficient is greater than the deceleration of the whole vehicle;
otherwise the first set of parameters is selected,
outputting a 3-gear-down request if the value obtained by multiplying the sixth acceleration threshold a6 by the engine exhaust braking correction coefficient, the retarder braking correction coefficient and the gradient correction coefficient is larger than the deceleration of the whole vehicle;
otherwise the first set of parameters is selected,
a downshift request is output.
Wherein the fifth acceleration threshold value and the sixth acceleration threshold value are set according to the actual condition of the vehicle. And if the value obtained by multiplying the fifth acceleration threshold by the engine exhaust braking correction coefficient, the retarder braking correction coefficient and the gradient correction coefficient is larger than the whole vehicle deceleration, judging that the whole vehicle deceleration is large at the moment, and logically outputting a 4-gear-down request. If the situation is not satisfied and the value obtained by multiplying the sixth acceleration by the engine exhaust braking correction coefficient, the retarder braking correction coefficient and the gradient correction coefficient is larger than the whole vehicle deceleration, judging that the whole vehicle deceleration is larger at the moment, and logically outputting a 3-gear-down request. If the two conditions are not satisfied, the whole vehicle deceleration is judged to be smaller at the moment, and a 2-gear down request is logically output.
Optionally, the gear information includes a gear ratio; the drive information includes an engine speed.
The gear transmission ratio is also called a speed ratio and refers to the rotation speed of an input shaft and the rotation speed of an output shaft. A plurality of gears are provided to accommodate the changing of the running resistance of the vehicle, and each gear corresponds to a certain gear ratio. The engine speed, gear transmission ratio and vehicle speed are matched, all the engines of the vehicles have one speed outputting maximum torque, and when the engine speed reaches the speed outputting maximum torque at a certain gear transmission ratio, the vehicle speed reaches the highest speed which can be born by the gear transmission ratio.
Optionally, adjusting the downshift skip gear according to the gear requested by the downshift skip, the current vehicle speed, the gear information, and the drive information includes:
and calculating the executable maximum downshift gear shift and the executable minimum downshift gear shift according to the current vehicle speed, the gear transmission ratio and the engine speed.
The engine speed, the gear transmission ratio and the current vehicle speed are matched, so that the specific downshift gear executed in the running process of the vehicle is limited by the current vehicle speed, the gear transmission ratio and the engine speed, the downshift number is reasonably reduced, the frequent downshift condition is improved, the driving comfort is further improved, and the service life of the gear shifting executing mechanism is prolonged.
And adjusting the down shift skip gear according to the gear of the down shift skip request, the size of the executable maximum down shift skip gear and the executable minimum down shift skip gear.
Specifically, if the gear of the downshift skip request is greater than the executable maximum downshift skip gear, the downshift skip gear is adjusted to the executable maximum downshift skip gear.
And if the gear of the downshift jump request is smaller than the executable minimum downshift jump gear, adjusting the downshift jump gear to the executable minimum downshift jump gear.
And if the gear of the downshift jump request is smaller than the executable maximum downshift jump gear and is larger than the executable minimum downshift jump gear, adjusting the downshift jump gear to be the gear of the downshift jump request.
Fig. 4 is a schematic flow chart of a downshift jump according to an embodiment of the present invention, as shown in fig. 4, the method specifically includes the following steps:
s210, judging whether the strong braking enabling is equal to 1;
if the strong brake enable is not equal to 1, then S240 is performed; if the strong braking is enabled equal to 1, S221 is executed.
S221, judging whether the 4-gear down request is equal to 1;
if the downshift request is equal to 1, then S2211 is executed; if the downshift request is not equal to 1, S222 is executed.
S222, judging whether the 3-gear down request is equal to 1;
if the downshift request is equal to 1, then S2221 is executed; if the downshift request is not equal to 1, S2222 is executed.
S2211, executing S231, wherein the gear of the downshift skip request is the current gear of which the gear is reduced by 4;
s2221, executing S231, wherein the gear of the downshifting skip request is the current gear 3-gear reduction;
s2222, the gear of the downshifting skip request is the current gear to be downshifted by 2, and S231 is executed;
s231, calculating the executable maximum downshift gear shift and the executable minimum downshift gear shift according to the current vehicle speed, the gear transmission ratio and the engine speed.
S232, judging whether the gear of the downshift skip request is larger than the executable maximum downshift skip gear.
If the gear of the downshift skip request is greater than the executable maximum downshift skip gear, then S2321 is executed; if the gear of the downshift skip request is smaller than the executable maximum downshift skip gear, then S233 is executed;
s233, judging whether the gear of the downshift skip request is smaller than the executable minimum downshift skip gear.
If the gear of the downshift skip request is less than the executable minimum downshift skip gear, then S2331 is executed; if the gear of the downshift skip request is greater than the executable minimum downshift skip gear, then S2332 is executed;
s2321, executing S240, wherein the downshift skip gear is the executable maximum downshift skip gear;
s2331, executing S240, wherein the downshifting skip gear is the executable minimum downshifting skip gear;
s2332, executing S240, wherein the downshifting gear is the gear of the downshifting gear request;
s240, exiting the downshift skip.
Finally, it should be noted that: the above embodiments are only for illustrating the technical solution of the present invention, and are not limiting; although the invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims (9)

1. A downshift control method characterized by comprising:
outputting strong braking enabling according to the intention of a driver and the state of the whole vehicle; wherein the forced action enabling is a switch for starting the vehicle to perform a downshift and skip shift;
outputting a downshift jump request according to the road condition correction state, the auxiliary braking correction state and the whole vehicle state; the road condition correction state comprises a gradient correction coefficient; the auxiliary braking correction state comprises an engine exhaust braking correction coefficient and a retarder braking correction coefficient; the whole vehicle state comprises whole vehicle deceleration;
outputting a downshift jump request according to the road condition correction state, the auxiliary brake correction state and the whole vehicle state, wherein the downshift jump request comprises:
outputting a downshift 4 request if the value obtained by multiplying the fifth acceleration threshold by the engine exhaust braking correction coefficient, the retarder braking correction coefficient and the gradient correction coefficient is greater than the deceleration of the whole vehicle;
otherwise the first set of parameters is selected,
outputting a 3-gear-down request if the value obtained by multiplying the sixth acceleration threshold by the engine exhaust braking correction coefficient, the retarder braking correction coefficient and the gradient correction coefficient is larger than the deceleration of the whole vehicle;
otherwise the first set of parameters is selected,
outputting a downshift request;
and adjusting the down-shift skip gear according to the gear, the current vehicle speed, the gear information and the driving information of the down-shift skip request.
2. The downshift control method as claimed in claim 1, wherein the driver intention includes: brake pedal percentage, brake pedal position rate of change, auxiliary brake enable status;
the vehicle state includes vehicle deceleration.
3. The downshift control method as claimed in claim 2, wherein the output of the strong brake enable in accordance with the driver's intention and the vehicle state includes:
in the case where the brake pedal percentage is greater than 0:
outputting the forced movement enabling if the whole vehicle deceleration is smaller than a first acceleration threshold value;
outputting the forced actuation enabling if the brake pedal position change rate is greater than a first pedal change rate threshold and the whole vehicle deceleration is less than a second acceleration threshold;
outputting the forced actuation enabling if the brake pedal position change rate is greater than a second pedal change rate threshold and the whole vehicle deceleration is less than a third acceleration threshold;
wherein the third acceleration threshold is less than zero, the third acceleration threshold is greater than the second acceleration threshold, and the second acceleration threshold is greater than the first acceleration threshold; the first pedal rate of change threshold is greater than zero and the first pedal rate of change threshold is less than the second pedal rate of change threshold.
4. The downshift control method as claimed in claim 3, wherein the output of the strong brake enable is based on the driver's intention and the vehicle state, further comprising:
outputting the forced action enabling if the deceleration of the whole vehicle is larger than an acceleration exit threshold; the acceleration exit threshold is less than zero and greater than the third acceleration threshold.
5. The downshift control jump control method as claimed in claim 2, wherein the auxiliary brake enable state includes an engine exhaust brake enable state and a retarder brake enable state.
6. The downshift control method as claimed in claim 5, wherein the output of the strong brake enable is based on the driver's intention and the vehicle state, further comprising:
in the case where the engine exhaust brake enable state or retarder brake enable state is on:
and if the deceleration of the whole vehicle is smaller than a fourth acceleration threshold value, outputting the forced movement enabling.
7. The downshift control method as claimed in claim 1, wherein the shift information includes a shift transmission ratio;
the drive information includes an engine speed.
8. The downshift control method as claimed in claim 7, wherein adjusting the downshift skip gear in accordance with the downshift skip requested gear, the current vehicle speed, the gear information, and the drive information includes:
calculating an executable maximum downshift gear shift and an executable minimum downshift gear shift according to the current vehicle speed, the gear transmission ratio and the engine speed;
and adjusting the down shift skip gear according to the gear of the down shift skip request, the executable maximum down shift skip gear and the executable minimum down shift skip gear.
9. The downshift control method as claimed in claim 8, wherein adjusting the downshift skip gear according to the magnitudes of the downshift skip requested gear, the executable maximum downshift skip gear, and the executable minimum downshift skip gear includes:
if the gear of the downshift skip request is greater than the executable maximum downshift skip gear, adjusting the downshift skip gear to the executable maximum downshift skip gear;
if the gear of the downshift skip request is smaller than the executable minimum downshift skip gear, adjusting the downshift skip gear to the executable minimum downshift skip gear;
and if the gear of the downshift jump request is smaller than the executable maximum downshift jump gear and is larger than the executable minimum downshift jump gear, adjusting the downshift jump gear to be the gear of the downshift jump request.
CN202111347465.0A 2021-11-15 2021-11-15 Downshifting and skip controlling method Active CN113879310B (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202111347465.0A CN113879310B (en) 2021-11-15 2021-11-15 Downshifting and skip controlling method

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202111347465.0A CN113879310B (en) 2021-11-15 2021-11-15 Downshifting and skip controlling method

Publications (2)

Publication Number Publication Date
CN113879310A CN113879310A (en) 2022-01-04
CN113879310B true CN113879310B (en) 2023-07-18

Family

ID=79018036

Family Applications (1)

Application Number Title Priority Date Filing Date
CN202111347465.0A Active CN113879310B (en) 2021-11-15 2021-11-15 Downshifting and skip controlling method

Country Status (1)

Country Link
CN (1) CN113879310B (en)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114877066B (en) * 2022-05-10 2024-05-17 潍柴动力股份有限公司 Automatic gearbox operation control method, automatic gearbox and vehicle
CN115370744A (en) * 2022-08-29 2022-11-22 江苏汇智高端工程机械创新中心有限公司 Ramp downshift control method and system based on eight-gear full-automatic gearbox

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN104709276A (en) * 2013-12-13 2015-06-17 福特全球技术公司 Selective shift transmission initial gear determination
WO2018221747A1 (en) * 2017-06-01 2018-12-06 三菱自動車工業株式会社 Travel control device, vehicle, travel control method, and travel control program

Family Cites Families (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN101943262B (en) * 2010-09-30 2013-06-19 重庆长安汽车股份有限公司 Sudden step-on-accelerator control method for automatic transmission
CN102384258B (en) * 2011-09-29 2014-12-24 浙江吉利汽车研究院有限公司 Emergency deceleration control device with automatic transmission
CN102537312B (en) * 2011-12-31 2015-04-01 重庆长安汽车股份有限公司 Method for controlling automatic transmission to downshift after braking
CN105179676B (en) * 2015-08-11 2017-11-17 上海汽车变速器有限公司 The downshift control method that touches on the brake of six fast wet type double-clutch automatic gearboxes
KR20170108206A (en) * 2016-03-16 2017-09-27 현대자동차주식회사 Control method of transmission for vehicle and control system for the same
CN108778876B (en) * 2016-07-13 2021-10-01 马自达汽车株式会社 Vehicle control device
CN106763721A (en) * 2016-11-29 2017-05-31 广州汽车集团股份有限公司 A kind of vehicle automatic speed variator shift control method and device
JP6750538B2 (en) * 2017-03-01 2020-09-02 トヨタ自動車株式会社 Shift control device for automatic transmission
CN112092797B (en) * 2020-09-23 2021-09-21 中国第一汽车股份有限公司 Gear shifting control method and device based on multiple dimensions, vehicle and medium
CN112240387B (en) * 2020-09-25 2022-07-19 浙江吉利控股集团有限公司 Hybrid vehicle gear selection method and system, electronic equipment and storage medium

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN104709276A (en) * 2013-12-13 2015-06-17 福特全球技术公司 Selective shift transmission initial gear determination
WO2018221747A1 (en) * 2017-06-01 2018-12-06 三菱自動車工業株式会社 Travel control device, vehicle, travel control method, and travel control program

Also Published As

Publication number Publication date
CN113879310A (en) 2022-01-04

Similar Documents

Publication Publication Date Title
CN113879310B (en) Downshifting and skip controlling method
US5498216A (en) Drive arrangement for an electric motor vehicle and process for shifting gears
EP2180212A1 (en) Gear shift controller for vehicle transmission
EP1167111B1 (en) Clutch control apparatus
JP4687164B2 (en) Transmission control device
WO2009053809A1 (en) Shift control device and shift control method for automatic transmission
JP2011002007A (en) Speed change control device and speed change control method of automatic transmission
JP3012542B2 (en) Automatic transmission kickdown control method and device
US6428446B1 (en) Control apparatus for synchromesh type automatic transmission system
JP2000205397A (en) Automatic down shift control method and device thereof
EP2607670B1 (en) Control device for vehicle engine
JP4830795B2 (en) Control device and shift control system for automatic transmission for vehicle
JPH07149163A (en) Method and device for operating vehicular automatic transmission
JP2001050377A (en) Control method and control system of automatic downshift operation for automatic transmission
US4977988A (en) Control system for a clutch for a vehicle
CN109973643B (en) Automatic transmission idle neutral gear control method based on feedforward PID
JP2007231963A (en) Shift control device for vehicular automatic transmission
JP4314151B2 (en) Coasting control device for continuously variable transmission
JP3244015B2 (en) Shift control device for automatic transmission for vehicle
JP3555651B2 (en) Transmission downshift control device
EP1312837B1 (en) Shift control apparatus and method of transmission for vehicle
US20220297690A1 (en) Vehicle constant speed travel control method and vehicle constant speed travel control device
JP7202854B2 (en) Drive force controller
JP2010196773A (en) Control device for vehicle
JP3757017B2 (en) Shift control device for automatic transmission for vehicle

Legal Events

Date Code Title Description
PB01 Publication
PB01 Publication
SE01 Entry into force of request for substantive examination
SE01 Entry into force of request for substantive examination
GR01 Patent grant
GR01 Patent grant