CN114321352B - Gear shifting control method and device and vehicle - Google Patents
Gear shifting control method and device and vehicle Download PDFInfo
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- CN114321352B CN114321352B CN202011058219.9A CN202011058219A CN114321352B CN 114321352 B CN114321352 B CN 114321352B CN 202011058219 A CN202011058219 A CN 202011058219A CN 114321352 B CN114321352 B CN 114321352B
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Abstract
The embodiment of the invention provides a gear shifting control method and device and a vehicle, and relates to the technical field of electric automobiles, wherein a whole vehicle controller sends a gear-down prohibiting request to an automatic transmission control unit TCU when determining that the vehicle is currently only in a high gear of multi-gear electric auxiliary braking; the TCU judges whether the current vehicle speed is descending according to the request for prohibiting the downshift; if the current speed of a vehicle is descending, the TCU does not carry out the downshift to the current gear to when this vehicle loses oil on the level road and slides, even if the electric auxiliary braking of multispeed is in under the high gear state, also can guarantee the gear of gearbox and not change, maintain braking energy recovery intensity, avoid owing to the deceleration negligence is big and negligence is little alternately changed, causes the driving to pause and feel, influences user's driving and riding experience's problem.
Description
Technical Field
The invention relates to the technical field of electric automobiles, in particular to a gear shifting control method and device and a vehicle.
Background
When the temperature of the vehicle brake pad is 200 ℃, the abrasion is increased, and the braking efficiency is reduced; when the temperature reaches 250 ℃, the abrasion is increased in a progression, and the braking efficiency is greatly reduced; when the temperature exceeds 300 ℃, the brake pad rapidly loses function under the action of heat fading.
For the medium/heavy truck electric vehicle, in order to adapt to the requirements of different driving conditions, the abrasion of a braking friction plate is reduced, the potential safety hazard of the whole vehicle caused by overhigh temperature of a braking system due to long-time mechanical braking (particularly a downhill long slope) is avoided, and the multi-gear electric auxiliary braking is applied.
However, in the process that the multi-gear electric auxiliary brake is applied, the phenomenon that the vehicle runs on a flat road is caused to have a bump based on the traditional gear shifting strategy of the gearbox, so that the driving experience of a user is poor.
Disclosure of Invention
The embodiment of the invention provides a gear shifting control method, which aims to solve the problem that a plurality of gears are used for electrically assisting in braking a high gear to reduce the speed and the gear on a level road, and the problem is that the gear shifting is in a bump. Correspondingly, the invention also provides a gear shifting control device and a vehicle, so that the gear shifting control method is applied.
In order to solve the above problems, from one aspect of the present invention, an embodiment of the present invention discloses a shift control method, including:
when the whole vehicle controller determines that the vehicle is currently only in a high gear of multi-gear electric auxiliary braking, sending a request for prohibiting down shift to an automatic transmission control unit TCU;
the TCU judges whether the current vehicle speed is descending according to the request of prohibiting the downshift;
and if the current vehicle speed is falling, the TCU does not carry out the downshift on the current gear.
According to the embodiment of the invention, the braking state of the whole vehicle and the current speed of the vehicle are combined, different gear shifting strategies are adopted, and the TCU can determine whether the current running working condition is a flat road working condition by judging whether the speed of the vehicle is descending or not. Under the working condition of a flat road, the TCU does not downshift the current gear according to a downshift prohibiting request sent by the whole vehicle controller when the vehicle is in the high gear of the multi-gear electric auxiliary brake at present, so that the problem that the downshift is performed on the flat road by using the high gear of the multi-gear electric auxiliary brake in the prior art is solved.
Further, an embodiment of the present invention provides a method of determining how to currently only be in a high gear of the multi-gear electric auxiliary brake, the method further comprising:
the whole vehicle controller obtains an accelerator pedal state, a brake pedal state and a current gear of the multi-gear electric auxiliary brake;
and the whole vehicle controller determines whether the vehicle is currently only in the high gear of the multi-gear electric auxiliary brake according to the state of the accelerator pedal, the state of the brake pedal and the current gear of the multi-gear electric auxiliary brake.
Further, the vehicle controller determines whether the vehicle is currently only in the high gear of the multi-gear electric auxiliary brake according to the accelerator pedal state, the brake pedal state and the current gear of the multi-gear electric auxiliary brake, and includes:
the whole vehicle controller judges whether the vehicle is in an oil loss state according to the state of the accelerator pedal;
if the vehicle is in an oil loss state, the whole vehicle controller judges whether the vehicle is in a braking state according to the brake pedal state;
and if the vehicle is not in a braking state, the whole vehicle controller determines whether the vehicle is currently in a high gear of the multi-gear electric auxiliary braking according to the current gear of the multi-gear electric auxiliary braking. The embodiment of the invention provides a specific implementation method for determining whether the vehicle is currently in the high gear of the multi-gear electric auxiliary brake or not.
Further, the method further comprises:
the whole vehicle controller obtains the current vehicle speed;
the whole vehicle controller compares the current vehicle speed with a preset vehicle speed threshold value;
and when the current vehicle speed is smaller than or equal to the vehicle speed threshold, the whole vehicle controller turns off the multi-gear electric auxiliary brake. According to the embodiment of the invention, when the vehicle slides at a low speed, the normal use of the creep function of the vehicle can be ensured by closing the multi-gear electric auxiliary brake.
Further, the method further comprises:
and if the current speed is increased, the TCU upshifts the current gear according to the matching relation between the speed and the built-in gear.
In the embodiment of the invention, the TCU can determine the steep slope working condition of the current running working condition by judging that the current vehicle speed rises, and at the moment, the current gear is upshifted to ensure that the gearbox is not damaged, and then the current vehicle speed is controlled by matching with the brake, so that the safe running of the vehicle can be ensured.
From another aspect of the present invention, an embodiment of the present invention further discloses a gear shift control device, where the device includes:
the transmission module of the request for prohibiting the gear-down is configured on the whole vehicle controller and is used for transmitting the request for prohibiting the gear-down to the automatic transmission control unit TCU when the vehicle is determined to be in the high gear of the multi-gear electric auxiliary brake currently;
the current vehicle speed judging module is configured on the TCU and is used for judging whether the current vehicle speed is falling or not according to the request of prohibiting the downshift;
and the first execution module for gear shifting of the gearbox is configured on the TCU and is used for not performing gear shifting on the current gear when the current vehicle speed is descending.
Further, the device further comprises:
the vehicle state acquisition module is configured on the whole vehicle controller and is used for acquiring an accelerator pedal state, a brake pedal state and a current gear of the multi-gear electric auxiliary brake;
and the vehicle state judging module is configured on the whole vehicle controller and is used for determining whether the vehicle is currently in the high gear of the multi-gear electric auxiliary brake or not according to the accelerator pedal state, the brake pedal state and the current gear of the multi-gear electric auxiliary brake.
Further, the vehicle state judgment module includes:
the oil loss state judging sub-module is used for judging whether the vehicle is in an oil loss state according to the accelerator pedal state;
the brake braking state judging sub-module is used for judging whether the vehicle is in a brake braking state according to the brake pedal state when the vehicle is in an oil loss state;
and the high gear determination submodule is used for determining whether the vehicle is in the high gear of the multi-gear electric auxiliary brake or not according to the current gear of the multi-gear electric auxiliary brake when the vehicle is not in the brake state.
Further, the device further comprises:
the vehicle speed acquisition module is configured on the whole vehicle controller and is used for acquiring the current vehicle speed;
the vehicle speed comparison module is configured on the whole vehicle controller and is used for comparing the current vehicle speed with a preset vehicle speed threshold value;
and the multi-gear electric auxiliary brake closing module is configured on the whole vehicle controller and is used for closing the multi-gear electric auxiliary brake when the current vehicle speed is smaller than or equal to the vehicle speed threshold value.
From another aspect of the present invention, an embodiment of the present invention further discloses a vehicle, including a complete vehicle controller and an automatic transmission control unit TCU, where the complete vehicle controller and the TCU execute the gear shift control method according to the embodiment of the present invention during a vehicle driving process.
The embodiment of the invention has the following advantages:
when the whole vehicle controller determines that the vehicle is currently only in a high gear of multi-gear electric auxiliary braking, sending a request for prohibiting gear-down to an automatic transmission control unit TCU; the TCU judges whether the current vehicle speed is descending according to the request for prohibiting the downshift; if the current speed of a vehicle is descending, the TCU does not carry out the downshift to the current gear to when this vehicle loses oil and slides on the level road, even if the electric auxiliary braking of multispeed is in under the high gear state, also can guarantee the gear of gearbox and not change, maintain braking energy recovery intensity, avoid deceleration negligence big and negligence alternate change, cause the driving to pause and feel, influence user's driving and ride experience's problem.
Drawings
In order to more clearly illustrate the embodiments of the invention or the technical solutions in the prior art, the drawings that are required in the embodiments or the description of the prior art will be briefly described, it being obvious that the drawings in the following description are only some embodiments of the invention, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 is a schematic diagram of the change in driving speed of a TCU allowing gear shifting during flat road coasting with a multi-gear electric auxiliary brake in a high gear state after oil loss;
FIG. 2 is a flowchart illustrating steps of a shift control method according to an embodiment of the present invention;
FIG. 3 is a schematic diagram of the change in speed of a TCU prohibiting gear shifting while coasting on a flat road when the multi-gear electric auxiliary brake is in a high gear after oil loss;
FIG. 4 is a schematic view of a vehicle according to an embodiment of the present invention;
fig. 5 is a schematic structural view of a shift control device according to an embodiment of the present invention.
Detailed Description
The following description of the embodiments of the present invention will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present invention, but not all embodiments. 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.
In order to make the technical solution of the embodiments of the present invention more clearly understood by those skilled in the art, the discovery process of the technical problem of the present invention is described before explaining the specific solution of the present invention.
The existing braking systems include a service braking system and a parking braking system, wherein the service braking system belongs to the first braking of the vehicle, and aims to stop the running vehicle; the parking brake system belongs to the second brake of the vehicle, and aims to keep the vehicle stopped from moving at the current position. The multi-gear electric auxiliary brake belongs to a third brake of the vehicle, and aims to gradually slow down the running vehicle without using the first brake.
However, the inventor found that, during the application of the multi-gear electric auxiliary brake to the middle/heavy truck, when the multi-gear electric auxiliary brake is in a high gear and is in a lost oil slip on a flat road, the deceleration of the vehicle is relatively large and the vehicle speed drops relatively quickly due to the high intensity of the recovery of the brake energy by the multi-gear electric auxiliary brake. When the vehicle speed falls below the downshift threshold value for a certain gear of the transmission, the automatic transmission control unit TCU (Transmission Control Unit) automatically drives the transmission to perform the downshift operation, but during the TCU downshift, the multi-gear electric auxiliary brake is automatically interrupted, and at this time, the brake energy recovery intensity is small, so the deceleration of the vehicle is relatively small. After the TCU gear shifting is completed, the multi-gear electric auxiliary braking is automatically recovered, the vehicle deceleration is increased, and the vehicle is obviously and suddenly and automatically changed due to the fact that the vehicle deceleration is suddenly and slowly changed in the whole process, so that the driving and riding experience of a user is influenced.
To clearly show this jerk change, referring to fig. 1, a schematic diagram of the change in speed of a TCU allowing a shift while coasting on a flat road is shown with the multi-range electric auxiliary brake in a high range state after a loss of oil. In fig. 1, the whole vehicle controller VCU (Vehicle control unit) _210_aps_per line changes from a value of 100 to 0, indicating that the throttle is released and the vehicle is in a lost oil state; the tcu_1f0_now_shn line represents the gear shift procedure of the TCU, with the raised square wave in the line representing each gear shift operation of the TCU; the vcu_214_veh_spd line indicates the trend of the change in the running speed recorded in the whole vehicle controller VCU (Vehicle control unit), and the vehicle speed gradually decreases after the oil is lost. As is clear from fig. 1, the traveling speed indicated by the vcu_214_veh_spd line is greatly dithered each time the square wave raised by the gear shift operation tcu_1f0_now_shn line, and the dithered vibration is reflected as a jerk feeling during driving.
Based on the above findings, the inventor proposes a gear shift control method according to an embodiment of the present invention, and referring to fig. 2, a flowchart of steps of the gear shift control method according to an embodiment of the present invention is shown to solve the problem of a bump caused by a vehicle traveling on a flat road based on a conventional gear shift strategy of a gearbox, and the method includes the following steps:
step S201, when the whole vehicle controller determines that the vehicle is currently only in a high gear of multi-gear electric auxiliary braking, the whole vehicle controller sends a request for prohibiting down shift to an automatic transmission control unit TCU;
the whole vehicle controller VCU is a central control unit of the new energy vehicle and is the core of the whole control system, and can collect signals of a motor and a battery state, an accelerator pedal signal, a brake pedal signal and other execution sensors and controllers, comprehensively analyze and make corresponding judgment according to the driving intention of a driver, monitor actions of each lower component controller and is responsible for normal running of the vehicle, braking energy feedback, energy management of a whole vehicle engine and a power battery, network management, fault diagnosis and treatment, vehicle state monitoring and the like, so that normal and stable operation of the whole vehicle under the conditions of better dynamic property, higher economy and reliability is ensured.
The multi-gear electric auxiliary brake is provided with a plurality of gears, such as 1-5 gears, different manufacturers have different grading standards for the multi-gear electric auxiliary brake gears, such as 1-2 gears are low gears, 3-4 gears are medium gears, and 5 gears are high gears. In the embodiment of the invention, 3-5 gears can be selected as high gears for multi-gear electric auxiliary braking, and gears below 3 are selected as medium and low gears for multi-gear electric auxiliary braking.
The automatic gearbox control unit TCU is commonly used for an automatic gearbox such as AMT, AT, DCT, CVT, realizes automatic speed change control, and enables driving to be simpler.
In step S201, regarding how to determine that the vehicle is currently in only the high gear of the multi-gear electric auxiliary brake, the embodiment of the present invention provides the following method:
step S201-1, the whole vehicle controller obtains an accelerator pedal state, a brake pedal state and a current gear of the multi-gear electric auxiliary brake;
in step S201-2, the vehicle controller determines whether the vehicle is currently in only the high gear of the multi-gear electric auxiliary brake according to the accelerator pedal state, the brake pedal state and the current gear of the multi-gear electric auxiliary brake.
The accelerator pedal state can be obtained by the whole vehicle controller according to the collected accelerator pedal signal analysis, and the brake pedal state can be obtained by the whole vehicle controller according to the collected brake pedal signal analysis.
Since multi-range electric auxiliary braking is used to assist in decelerating the vehicle, multi-range electric auxiliary braking is typically activated when the vehicle is at a certain speed. Therefore, the vehicle controller needs to acquire the current vehicle speed, compare the current vehicle speed with a preset vehicle speed threshold, and start the multi-gear electric auxiliary brake when the current vehicle speed is larger than the vehicle speed threshold.
As described above, the brake energy recovery intensity of the multi-gear electric auxiliary brake is positively correlated with the deceleration of the vehicle, and the brake energy recovery intensity is positively correlated with the gear of the multi-gear electric auxiliary brake, and when the deceleration of the vehicle is large, a jerk feeling easily occurs in the gear change process of the transmission. In short, when the multi-gear electric auxiliary braking gear is in the high gear, the transmission is easy to feel jerky in the gear shifting process. And the accelerator pedal state and the brake pedal state influence the use of the multi-gear electric auxiliary brake, so that for executing the gear shifting strategy of the embodiment of the invention, it is particularly important to determine whether the vehicle is currently in the high gear of the multi-gear electric auxiliary brake.
The specific determination process of step S201-2 is as follows:
the whole vehicle controller judges whether the vehicle is in an oil loss state according to the state of the accelerator pedal;
if the vehicle is in an oil loss state, the whole vehicle controller judges whether the vehicle is in a braking state according to the brake pedal state;
and if the vehicle is not in a braking state, the whole vehicle controller determines whether the vehicle is currently in a high gear of the multi-gear electric auxiliary braking according to the current gear of the multi-gear electric auxiliary braking.
When the accelerator pedal state is in the trigger state, the vehicle is in the oil following acceleration state, and the vehicle is not braked at the moment, and the multi-gear electric auxiliary braking is automatically interrupted. Conversely, when the accelerator pedal state is in the non-triggering state, the vehicle is in the oil loss state, and the multi-gear electric auxiliary brake is started to play a role.
When the brake pedal state is in a trigger state, the vehicle is in an artificial active braking stage, the vehicle speed drops faster, the TCU correspondingly downshifts to follow the vehicle speed, and the multi-gear electric auxiliary braking is interrupted in the process of downshifting of the TCU. If the embodiment of the present invention executes the operation of step S203 at this time, so that the TCU does not downshift the current gear, the braking torque of the vehicle may be insufficient, and finally the phenomenon that the braking force cannot overcome the sliding force may occur, which seriously affects the safety of the running vehicle, especially the safety of the middle/heavy truck electric vehicle during running. Therefore, the gear shifting execution strategy of the embodiment of the invention is only executed when the vehicle is currently in the high gear of the multi-gear electric auxiliary brake, namely, the whole vehicle controller sends a request for prohibiting the gear shifting to the TCU when determining that the vehicle is currently in the high gear of the multi-gear electric auxiliary brake. In other words, when the vehicle controller determines that the vehicle is in a coasting no-brake state or only brake braking or brake braking is operated simultaneously with multi-gear electric assist braking, the TCU is allowed to execute in accordance with a conventional vehicle speed downshift strategy (TCU downshift follows vehicle speed).
Step S202, the TCU judges whether the current vehicle speed is descending according to the request for prohibiting the downshift;
in step S203, if the current vehicle speed is decreasing, the TCU does not perform a downshift for the current gear.
Aiming at the problem that the conventional gear shifting strategy of the gearbox causes the vehicle to run on the flat road with a bump, as can be seen from the step S202 to the step S203, the TCU of the embodiment of the invention can determine whether the vehicle is currently running on the flat road working condition by judging whether the current vehicle speed is descending. If the current speed of the vehicle is descending, the TCU does not carry out the downshift on the current gear of the gearbox and keeps the current gear at the high gear, so that the problem of the bump caused by the downshift of the gearbox by the auxiliary braking of the high gear on the flat road can be solved.
To clearly show the effect of the gear shifting strategy according to the embodiment of the present invention, referring to fig. 3, a schematic diagram of the change of the driving speed of the TCU during flat road coasting, in which the gear shifting is prohibited, when the multi-gear electric auxiliary brake is in the high gear after the oil loss is shown. In fig. 3, the vcu_210_aps_per line changes from a value of 100 to 0, indicating that the throttle is released and the vehicle is in a lost oil condition; the tcu_1f0_now_shn line indicates that the TCU is not shifted and is continuously in a high gear (e.g., 6 gear in the figure); the vcu_214_veh_spd line indicates the trend of the running speed recorded in the whole vehicle controller VCU (Vehicle control unit), and after the oil is lost, the running speed is reduced at a constant speed, and no shaking phenomenon occurs. Therefore, the gear shifting strategy provided by the embodiment of the invention can solve the problem of the bump caused by the downshift of the auxiliary braking gearbox for the upper gear on the flat road.
In practice, when the vehicle enters a long downhill working condition (7% of a slope) at a higher speed, an experienced driver usually uses an auxiliary electric braking highest gear (also called a constant speed gear) to enable the vehicle to slide down the slope at a speed of about 30km/h, so that the vehicle keeps a proper stable speed, and the potential safety hazards of the whole vehicle caused by abrasion of a braking friction plate and overhigh temperature of a braking system due to long-time mechanical braking are avoided. In this process, the vehicle needs to obtain enough electric braking torque, and in order to ensure that enough electric braking torque is obtained, the gearbox needs to be in a low gear, but the gear needs to be downshifted when the multi-gear electric auxiliary brake is in a high gear and is in a lost oil and slippery on a level road.
Therefore, in the gear shifting strategy according to the embodiment of the present invention, when the TCU receives the request for prohibiting the downshift, the downshift is not directly performed, but the corresponding gear operation is performed in combination with the current driving condition (such as a downhill condition or a flat road condition). Specifically, the TCU has its own speed sensor, and the current vehicle speed is collected by the speed sensor, so as to determine whether the current vehicle speed is falling. If the current speed is falling, the vehicle is considered to be currently running on the flat road working condition; and if the current speed of the vehicle does not decrease, the vehicle is considered to be currently running on a steep slope or a long downhill slope.
In the embodiment of the invention, if the current vehicle speed rises, the TCU upshifts the current gear according to the matching relation between the vehicle speed and the built-in gear. The TCU can determine the steep slope working condition of the current running working condition by judging that the current vehicle speed rises, and the braking force of the vehicle is smaller than the sliding force at the moment. If the current gear is still maintained at this time, the rotation speed of the vehicle driving motor becomes faster and faster, and eventually exceeds the maximum allowable rotation speed of the gearbox, and the gearbox is damaged. Therefore, even if the TCU of the embodiment of the invention receives the request for prohibiting the downshift sent by the whole vehicle controller, the TCU can execute the corresponding gear change strategy in combination with the current vehicle speed. Specifically, when the vehicle speed rises, the current gear is shifted up to avoid damage to the gearbox, and at the moment, the current vehicle speed can be controlled by matching with braking to ensure safe running of the vehicle.
When the vehicle slides on a level road, the speed of the vehicle can be gradually reduced under the high-gear braking action of the multi-gear electric auxiliary braking, and when the vehicle speed is reduced to a certain degree, the normal use of the creep function of the vehicle is ensured. In an embodiment of the present invention, the following method is also provided:
the vehicle controller obtains the current vehicle speed;
the vehicle controller compares the current vehicle speed with a preset vehicle speed threshold;
and when the current vehicle speed is smaller than or equal to the vehicle speed threshold value, the whole vehicle controller turns off the multi-gear electric auxiliary brake. After the multi-gear electric auxiliary brake is closed, the TCU can execute a traditional gear change strategy, so that the normal use of the creep function of the vehicle is ensured. Alternatively, the vehicle speed threshold is set to 10km/h.
It should be noted that, for simplicity of description, the method embodiments are shown as a series of acts, but it should be understood by those skilled in the art that the embodiments are not limited by the order of acts, as some steps may occur in other orders or concurrently in accordance with the embodiments. Further, those skilled in the art will appreciate that the embodiments described in the specification are presently preferred embodiments, and that the acts are not necessarily required by the embodiments of the invention.
Based on the same inventive concept, the embodiment of the invention also provides a vehicle, referring to fig. 4, which shows a schematic structural diagram of the vehicle according to the embodiment of the invention, including a whole vehicle controller 401 and an automatic gearbox control unit TCU402, where the whole vehicle controller 401 and the TCU402 execute the gear shift control method according to the embodiment of the invention during the running process of the vehicle. The whole vehicle controller 401 and the TCU402 of the vehicle can effectively solve the problem that the gear is reduced and downshifted on a level road by using the multi-gear electric auxiliary brake high gear by executing the gear shifting control method of the embodiment of the invention, can be suitable for the application of the vehicle under the downhill working condition, and ensures the running safety of the vehicle.
Based on the same inventive concept, the embodiment of the present invention further provides a gear shift control device, referring to fig. 5, which shows a schematic structural diagram of the gear shift control device according to the embodiment of the present invention, where the device may include the following modules:
a downshift prohibition request transmission module 501, configured in the whole vehicle controller, for transmitting a downshift prohibition request to the automatic transmission control unit TCU when it is determined that the vehicle is currently in only a high gear of the multi-gear electric auxiliary brake;
the current vehicle speed judging module 502 is configured in the TCU, and is configured to judge whether the current vehicle speed is falling for the downshift prohibition request;
the first execution module 503 of gear shifting of the gearbox is configured on the TCU and is used for not performing the downshift on the current gear when the current vehicle speed is descending.
In an alternative embodiment of the present invention, the apparatus may further comprise the following modules:
the vehicle state acquisition module is configured on the whole vehicle controller and is used for acquiring an accelerator pedal state, a brake pedal state and a current gear of the multi-gear electric auxiliary brake;
and the vehicle state judging module is configured on the whole vehicle controller and is used for determining whether the vehicle is currently in the high gear of the multi-gear electric auxiliary brake or not according to the accelerator pedal state, the brake pedal state and the current gear of the multi-gear electric auxiliary brake.
In an alternative embodiment of the present invention, the vehicle state determining module may include the following submodules:
the oil loss state judging sub-module is used for judging whether the vehicle is in an oil loss state according to the accelerator pedal state;
the brake braking state judging sub-module is used for judging whether the vehicle is in a brake braking state according to the brake pedal state when the vehicle is in an oil loss state;
and the high gear determination submodule is used for determining whether the vehicle is in the high gear of the multi-gear electric auxiliary brake or not according to the current gear of the multi-gear electric auxiliary brake when the vehicle is not in the brake state.
In an alternative embodiment of the present invention, the apparatus may further comprise the following modules:
the vehicle speed acquisition module is configured on the whole vehicle controller and is used for acquiring the current vehicle speed;
the vehicle speed comparison module is configured on the whole vehicle controller and is used for comparing the current vehicle speed with a preset vehicle speed threshold value;
and the multi-gear electric auxiliary brake closing module is configured on the whole vehicle controller and is used for closing the multi-gear electric auxiliary brake when the current vehicle speed is smaller than or equal to the vehicle speed threshold value.
In an alternative embodiment of the present invention, the apparatus may further comprise the following modules:
and the gearbox gear shifting second execution module is configured on the TCU and is used for upshifting the current gear according to the matching relation between the vehicle speed and the built-in gear when the current vehicle speed is increased.
In summary, compared with the traditional gear shifting strategy of the gearbox, the gear shifting control device provided by the embodiment of the invention adopts the gear shifting strategy combining the braking state and the speed of the whole vehicle. The TCU determines the current running condition of the vehicle by judging the current vehicle speed, and when determining that the current vehicle speed is descending, the TCU indicates that the vehicle is currently running on a flat road condition, and does not downshift the current gear of the gearbox and keeps the current gear in a high gear, so that the problem of the abrupt change caused by the downshift of the auxiliary braking gearbox in the high gear on the flat road can be solved; when the current speed of the vehicle rises, the TCU upshifts the current gear according to the matching relation between the speed of the vehicle and the built-in gear, so that the requirements of the vehicle under the downhill working condition can be met, and the vehicle is safer and more reliable.
It should be noted that, in the present specification, each embodiment is described in a progressive manner, and each embodiment is mainly described as different from other embodiments, and identical and similar parts between the embodiments are all enough to be referred to each other.
It should also be noted that, in this document, the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. indicate orientations or positional relationships based on those shown in the drawings, and are merely for convenience in describing the present invention and simplifying the description, and do not indicate or imply that the apparatus or elements to be referred to must have a specific orientation, be configured and operated in a specific orientation, and thus should not be construed as limiting the present invention. Moreover, relational terms such as "first" and "second" may be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions, or order, and without necessarily being construed as indicating or implying any relative importance. Moreover, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or terminal that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or terminal. Without further limitation, an element defined by the phrase "comprising one … …" does not exclude the presence of other like elements in a process, method, article, or terminal device comprising the element.
The foregoing has outlined rather broadly the more detailed description of the invention in order that the detailed description of the invention that follows may be better understood, and in order that the present contribution to the art may be better appreciated. While various modifications of the embodiments and applications of the invention will occur to those skilled in the art, it is not necessary and not intended to be exhaustive of all embodiments, and obvious modifications or variations of the invention are within the scope of the invention.
Claims (6)
1. A shift control method, characterized in that the method comprises:
when the vehicle controller determines that the vehicle is currently in a high gear of a multi-gear electric auxiliary brake, the multi-gear electric auxiliary brake comprises the high gear and a middle-low gear, and a request for prohibiting the downshift is sent to an automatic gearbox control unit TCU;
the TCU judges whether the current vehicle speed is descending according to the request of prohibiting the downshift;
if the current vehicle speed is falling, the TCU does not carry out the downshift on the current gear;
the method further comprises the steps of:
the whole vehicle controller obtains an accelerator pedal state, a brake pedal state and a current gear of the multi-gear electric auxiliary brake;
the whole vehicle controller determines whether the vehicle is currently only in a high gear of the multi-gear electric auxiliary brake according to the accelerator pedal state, the brake pedal state and the current gear of the multi-gear electric auxiliary brake;
the vehicle controller determines whether the vehicle is currently only in a high gear of the multi-gear electric auxiliary brake according to the accelerator pedal state, the brake pedal state and the current gear of the multi-gear electric auxiliary brake, and comprises the following steps:
the whole vehicle controller judges whether the vehicle is in an oil loss state according to the state of the accelerator pedal;
if the vehicle is in an oil loss state, the whole vehicle controller judges whether the vehicle is in a braking state according to the brake pedal state;
and if the vehicle is not in a braking state, the whole vehicle controller determines whether the vehicle is currently in a high gear of the multi-gear electric auxiliary braking according to the current gear of the multi-gear electric auxiliary braking.
2. The shift control method according to claim 1, characterized in that the method further comprises:
the whole vehicle controller obtains the current vehicle speed;
the whole vehicle controller compares the current vehicle speed with a preset vehicle speed threshold value;
and when the current vehicle speed is smaller than or equal to the vehicle speed threshold, the whole vehicle controller turns off the multi-gear electric auxiliary brake.
3. The shift control method according to claim 1, characterized in that the method further comprises:
and if the current speed is increased, the TCU upshifts the current gear according to the matching relation between the speed and the built-in gear.
4. A shift control device, characterized in that the device comprises:
the transmission module of the request for prohibiting down shift is configured on the whole vehicle controller and is used for transmitting the request for prohibiting down shift to the automatic transmission control unit TCU when the vehicle is determined to be in the high gear of the multi-gear electric auxiliary brake at present, wherein the multi-gear electric auxiliary brake comprises the high gear and the middle and low gears;
the current vehicle speed judging module is configured on the TCU and is used for judging whether the current vehicle speed is falling or not according to the request of prohibiting the downshift;
the first execution module of gear shifting of the gearbox is configured on the TCU and is used for not downshifting the current gear when the current vehicle speed is descending;
the apparatus further comprises:
the vehicle state acquisition module is configured on the whole vehicle controller and is used for acquiring an accelerator pedal state, a brake pedal state and a current gear of the multi-gear electric auxiliary brake;
the vehicle state judging module is configured on the whole vehicle controller and is used for determining whether the vehicle is currently in a high gear of the multi-gear electric auxiliary brake or not according to the state of the accelerator pedal, the state of the brake pedal and the current gear of the multi-gear electric auxiliary brake;
the vehicle state judgment module includes:
the oil loss state judging sub-module is used for judging whether the vehicle is in an oil loss state according to the accelerator pedal state;
the brake braking state judging sub-module is used for judging whether the vehicle is in a brake braking state according to the brake pedal state when the vehicle is in an oil loss state;
and the high gear determination submodule is used for determining whether the vehicle is in the high gear of the multi-gear electric auxiliary brake or not according to the current gear of the multi-gear electric auxiliary brake when the vehicle is not in the brake state.
5. The apparatus of claim 4, wherein the apparatus further comprises:
the vehicle speed acquisition module is configured on the whole vehicle controller and is used for acquiring the current vehicle speed;
the vehicle speed comparison module is configured on the whole vehicle controller and is used for comparing the current vehicle speed with a preset vehicle speed threshold value;
and the multi-gear electric auxiliary brake closing module is configured on the whole vehicle controller and is used for closing the multi-gear electric auxiliary brake when the current vehicle speed is smaller than or equal to the vehicle speed threshold value.
6. A vehicle comprising a whole vehicle controller and an automatic transmission control unit TCU, wherein the whole vehicle controller and the TCU execute the shift control method according to any one of claims 1 to 3 during running of the vehicle.
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| CN202011058219.9A CN114321352B (en) | 2020-09-29 | 2020-09-29 | Gear shifting control method and device and vehicle |
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| JP4840029B2 (en) * | 2006-08-29 | 2011-12-21 | トヨタ自動車株式会社 | Vehicle control device |
| JP5716620B2 (en) * | 2011-09-21 | 2015-05-13 | トヨタ自動車株式会社 | Drive device for hybrid vehicle |
| CN105922987B (en) * | 2016-06-03 | 2018-02-09 | 清华大学 | Downshift strategy and Mechatronic Systems in HEV/EV process of regenerative braking |
| JP6520884B2 (en) * | 2016-10-12 | 2019-05-29 | トヨタ自動車株式会社 | Vehicle control device |
| CN109812577B (en) * | 2017-11-22 | 2020-11-03 | 上海汽车集团股份有限公司 | Gear shifting control method, gear shifting controller and gear shifting system |
| JP6748060B2 (en) * | 2017-12-28 | 2020-08-26 | 本田技研工業株式会社 | Vehicle control device |
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