CN114117830B - Automatic gearbox gear shifting opportunity calculation method and system based on different working conditions - Google Patents

Automatic gearbox gear shifting opportunity calculation method and system based on different working conditions Download PDF

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CN114117830B
CN114117830B CN202210084372.1A CN202210084372A CN114117830B CN 114117830 B CN114117830 B CN 114117830B CN 202210084372 A CN202210084372 A CN 202210084372A CN 114117830 B CN114117830 B CN 114117830B
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gear shifting
opportunity
calculating
vehicle
gear
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CN114117830A (en
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李游
冷枭
龚平
江逸
江思桦
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Dongfeng Peugeot Citroen Automobile Co Ltd
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Dongfeng Peugeot Citroen Automobile Co Ltd
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    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F30/00—Computer-aided design [CAD]
    • G06F30/20—Design optimisation, verification or simulation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/14—Inputs being a function of torque or torque demand
    • F16H59/16—Dynamometric measurement of torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/14—Inputs being a function of torque or torque demand
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/36—Inputs being a function of speed
    • F16H59/46—Inputs being a function of speed dependent on a comparison between speeds
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/50—Inputs being a function of the status of the machine, e.g. position of doors or safety belts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
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    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
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    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
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    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H2061/0075—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by a particular control method
    • F16H2061/009—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by a particular control method using formulas or mathematic relations for calculating parameters
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Abstract

The invention discloses a method and a system for calculating gear shifting opportunity of an automatic gearbox based on meeting different working conditions. By utilizing the system and the method, the whole gear shifting point definition can meet different driving conditions of the vehicle during driving as much as possible, the frequent operation of stepping on an accelerator and switching gears by a user is reduced, the controllability of the vehicle is greatly improved, the mechanical abrasion of the vehicle is reduced, and the driving and riding experience of the user is improved.

Description

Automatic gearbox gear shifting opportunity calculation method and system based on different working conditions
Technical Field
The invention belongs to the technical field of automobile control, and particularly relates to a method and a system for calculating gear shifting opportunity of an automatic transmission based on different working conditions.
Background
The driving working conditions of the automobile are complex, under different working conditions, the automatic gearbox is input on the basis of combining the gear of the gearbox and the opening degree of an accelerator, and satisfactory driving performance is ensured by determining and adjusting gear shifting time; the judgment of different working conditions is mainly carried out through load and driving environment, and the gear shifting time depends on the definitions of different gear shifting curve modes.
Generally speaking, for acquiring the vehicle load, part of the solutions will select the mode of adding an acceleration sensor to directly acquire the load, but will increase the manufacturing cost of the whole vehicle; for gear shifting timing adjustment under different driving conditions, most solutions are realized by respectively and directly setting gear shifting curves and mode selection under different conditions, but the problem of poor linearity caused by switching among a plurality of modes can be caused, so that acceleration is discontinuous or gear shifting is not expected.
Disclosure of Invention
In view of the above problems, the present invention provides a method and a system for calculating shift timing of an automatic transmission based on different conditions.
The method for calculating the gear shifting opportunity of the automatic gearbox based on the satisfaction of different working conditions, which realizes one of the purposes of the invention, comprises the following steps:
s1, load Ld according to current vehiclecurAnd a set maximum load limit value LdmaxThe set minimum load limit value LdminObtaining a plurality of shift timing correction factors including an uphill shift timing correction factor SupCorrection coefficient S for downhill shift timingdown；
Correction coefficient S of uphill shift opportunityupCorrection coefficient S for downhill shift timingdownThe calculating method comprises the following steps:
uphill shift timing correction factor Sup=
Figure DEST_PATH_IMAGE001
Downhill shift timing correction factor
Figure DEST_PATH_IMAGE002
=
Figure DEST_PATH_IMAGE003
LdmaxIndicating a set maximum load limit value; ldminIndicating a set minimum load limit, LdmaxAnd LdminThe method is designed and defined based on the maximum climbing capacity of a host factory for the whole vehicle; current load Ld of vehiclecurAnd the current running road condition of the vehicle is related.
The gear shifting time is the gear-up speed of the vehicle in different gears.
Obtaining a plurality of gear shifting occasions under different driving road surface working conditions according to the opening degree of an accelerator pedal and the combination of the current gearbox and the gear, wherein the gear shifting occasions comprise a flat road gear shifting occasion VflatDownhill gear shifting timing VdownAnd upslope shift opportunity Vup；
A plurality of gear shifting opportunities under different running road conditions are obtained according to the opening degree of an accelerator pedal and the calibration of the current gearbox combined gear; and the calibration value is stored in a gearbox control unit, and gear shifting opportunities under different driving road conditions are obtained directly according to the opening degree of an accelerator pedal and the current gearbox combined gear during calculation, wherein the different driving road conditions comprise level roads, upslopes, downslopes and plateaus.
S2, obtaining the flat road gear shifting time V according to the above stepsflatDownhill gear shifting timing VdownUpslope gear shifting opportunity VupAnd uphill shift timing correction coefficient SupCorrection coefficient S for downhill shift timingdownCalculating the initial value V of the gear shifting timeoriginal；
Voriginal= Vflat*(1-Sup)+ Vup* Sup+Vdown*Sdown
Wherein:
Vflatthe flat shift timing of step S1;
Vupthe hill shift timing of step S1;
Vdownthe downhill shift timing of step S1;
Supthe upshift shift timing correction coefficient described in step S1;
Sdownthe downhill shift timing correction factor described in step S1.
S3, selecting the flat road gear shifting time V in the step S1flatAnd the initial value V of the shift timing in step S2originalThe larger value of the two as the corrected shift timing V of the automatic transmission1；
S4, obtaining the plateau shift opportunity correction coefficient S according to the atmospheric pressure, the altitude of the vehicle position and the atmospheric temperaturehigh(ii) a Obtaining plateau gear shifting opportunity V according to the opening degree of an accelerator pedal and the current gear box combination gearhigh；
S5, the corrected shift timing V according to the step S31Step S4, the plateau shift opportunity VhighPlateau shift timing correction coefficient ShighCalculating a shift opportunity V based on a plateau correction2；
V2=V1*(1- Shigh)+Vhigh*Shigh
Wherein:
Shighthe plateau shift timing correction coefficient described in step S4;
Vhighthe plateau shift timing described in step S4.
S6, the corrected automatic gearbox gear shifting opportunity V of the step S3 is taken1And step S5 for shifting the automatic transmission based on the altitude correction2The larger value of the two as the final automatic transmission shift timing V of the vehicle.
The load Ld of the current vehicle is calculated in the above step S1curThe method comprises the following steps:
s101, calculating the theoretical acceleration a of the whole vehicle according to the circumference of the wheel, the moment of inertia of the whole vehicle, the driving torque of the power assembly and the resistance torque of the whole vehicletheory；
Figure DEST_PATH_IMAGE004
Figure DEST_PATH_IMAGE005
Representing the wheel circumference; i represents the moment of inertia of the whole vehicle (kg · m); mPWTRepresenting powertrain drive torque, MresRepresenting the vehicle resistive torque (NM); the finished automobile rotational inertia I is obtained according to hardware measurement of a finished automobile, and a specific numerical value of the finished automobile rotational inertia I is written in a transmission control unit; drive torque M of power assemblyPWTObtaining from a transmission control unit; resistance torque M of whole vehicleresThe resistance coefficient is determined by various parameters of the whole vehicle, and is expressed as the actual resistance coefficient of the whole vehicle, and is in direct proportion to the vehicle speed.
S102, according to the theoretical acceleration a of the whole vehicletheoryActual acceleration a of vehiclevehCalculating the torque difference M by the finished automobile rotational inertia and the wheel perimeterdelta；
Figure DEST_PATH_IMAGE006
Wherein the actual acceleration a of the vehiclevehCalculating according to the actual speed of the vehicle at two close moments; by actual acceleration a of the vehiclevehWith the theoretical acceleration a of the vehicletheoryThe current running road surface working condition of the vehicle can be indirectly known through comparison;
calculating theoretical torque M of flat road driving vehicle according to vehicle mass and wheel perimetertheory；
Figure DEST_PATH_IMAGE007
Wherein m isvehRepresenting the vehicle mass;
s103, driving the theoretical torque M of the vehicle according to the flat roadtheoryDifferential torque value MdeltaCalculating the currentLoad Ld of vehiclecurWhich comprises the following steps:
theoretical torque M for driving vehicle according to flat roadtheoryAnd the difference M of the torquesdeltaCalculating a vehicle load value Ldveh；
Figure DEST_PATH_IMAGE008
Determining the current load Ld of the vehicle according to the gear shifting state, the braking state, the clutch state, the gear shifting rod position state and the wheel slip conditioncur；
The gear shifting state comprises gear shifting completed and gear shifting incomplete, namely gear shifting of a gearbox; the brake state comprises a completely released brake pedal and a trampling state of the brake pedal; the clutch states include clutch engaged and clutch disengaged; the gear shifting lever position states comprise that the gear shifting lever is in a P gear, an R gear, an N gear and a D gear; the wheel slip condition includes that the vehicle is in a slipping state and that the vehicle is in a non-slipping state, and the vehicle slip state is acquired from a vehicle body electronic stability system ESP.
Updating the current load Ld of the vehicle when the five conditions of gear shifting completion, brake pedal complete release, clutch engagement, gear shift lever position in D gear and wheel non-slip are simultaneously satisfiedcurVehicle load value Ld calculated for the above stepsveh(ii) a The load Ld of the current vehiclecurIs 0;
when any one of the above five conditions is not satisfied, the load Ld of the current vehiclecurAnd is not changed.
The system for realizing the second purpose of the invention based on the gear shifting opportunity of the automatic gearbox meeting different working conditions comprises a gear shifting opportunity correction coefficient calculation module, a first gear shifting opportunity calculation module, a gear shifting opportunity initial value calculation module and a second gear shifting opportunity calculation module;
the first shift timing correction coefficient calculation module is used for calculating a first shift timing correction coefficient according to the load Ld of the current vehiclecurAnd a set maximum load limit value LdmaxAnd a set minimum loadLimit value LdminObtaining a plurality of shift timing correction factors including an uphill shift timing correction factor SupCorrection coefficient S for downhill shift timingdown；
The first gear shifting opportunity calculation module is used for obtaining a plurality of gear shifting opportunities under different driving road surface working conditions according to the opening degree of an accelerator pedal and the combination of the current gearbox and gears, and the gear shifting opportunities comprise a level road gear shifting opportunity VflatDownhill gear shifting timing VdownAnd upslope shift opportunity Vup；
The shifting time initial value calculating module is used for calculating the flat road shifting time V obtained by the first shifting time calculating moduleflatDownhill gear shifting timing VdownUpslope gear shifting opportunity VupAnd an uphill shift timing correction coefficient S calculated by the first shift timing correction coefficient calculation moduleupCorrection coefficient S for downhill shift timingdownCalculating the initial value V of the gear shifting timeoriginal；
The first correction gear shifting opportunity calculation module is used for calculating the flat road gear shifting opportunity V obtained by the first gear shifting opportunity calculation moduleflatAnd a gear shifting time initial value V obtained by the gear shifting time initial value calculation moduleoriginalCalculating the corrected shifting time V of the automatic gearbox1；
Furthermore, the system also comprises a second gear shifting opportunity correction coefficient calculation module, a second gear shifting opportunity calculation module, a second correction gear shifting opportunity calculation module and a final correction gear shifting opportunity calculation module;
the second gear shifting opportunity correction coefficient calculation module is used for obtaining a plateau gear shifting opportunity correction coefficient S according to the atmospheric pressure, the altitude of the position of the vehicle and the atmospheric temperaturehigh；
The second gear shifting opportunity calculation module is used for obtaining plateau gear shifting opportunity V according to the opening degree of an accelerator pedal and the combination gear of the current gearboxhigh；
The second correction gear shifting time calculation module is used for correcting the automatic gearbox according to the corrected automatic gearbox calculated by the first correction gear shifting time calculation moduleTiming of shifting V1And the plateau gear shifting time V calculated by the second gear shifting time calculation modulehighAnd a plateau shift timing correction coefficient S calculated by the second shift timing correction coefficient calculation modulehighCalculating the shifting opportunity V of the automatic gearbox based on plateau correction2；
The final corrected shift opportunity calculation module is used for calculating the corrected vehicle shift opportunity V according to the first corrected shift opportunity calculation module1And the automatic gearbox gear-shifting opportunity V based on the plateau correction is obtained by the second correction gear-shifting opportunity calculation module2And calculating the final automatic gearbox gear shifting opportunity V of the vehicle.
Furthermore, the system also comprises a whole vehicle acceleration calculation module, a torque calculation module and a vehicle load calculation module;
the whole vehicle acceleration calculation module is used for calculating the theoretical acceleration of the whole vehicle according to the wheel perimeter, the rotational inertia of the whole vehicle, the driving torque of the power assembly and the resistance torque of the whole vehicle; calculating the actual acceleration of the vehicle according to the speeds at two close moments;
the torque calculation module is used for calculating the theoretical acceleration a of the whole vehicletheoryActual acceleration a of vehiclevehCalculating the torque difference M by the finished automobile rotational inertia and the wheel perimeterdelta(ii) a Calculating theoretical torque M of flat road driving vehicle according to vehicle mass and wheel perimetertheory；
The vehicle load calculation module is used for driving the theoretical torque M of the vehicle according to the flat roadtheoryDifferential torque value MdeltaCalculating the load Ld of the current vehiclecur。
By utilizing the system and the method, the whole gear shifting point definition can meet different driving conditions of the vehicle during driving as much as possible, the frequent operation of stepping on an accelerator and switching gears by a user is reduced, the controllability of the vehicle is greatly improved, the mechanical abrasion of the vehicle is reduced, and the driving and riding experience of the user is improved.
Drawings
FIG. 1 is a block diagram of the system of the present invention;
FIG. 2 is a flow chart of a method of calculating a vehicle load value according to the present invention;
FIG. 3 is a flow chart of the method of the present invention for identifying the current vehicle load;
fig. 4 is a schematic diagram of calculation of a plateau shift timing correction coefficient in the method of the present invention.
Detailed Description
The following detailed description is provided to explain the claims of the present invention so that those skilled in the art may understand the claims. The scope of the invention is not limited to the specific implementation configurations described below. It is intended that the scope of the invention be determined by those skilled in the art from the following detailed description, which includes claims that are directed to this invention.
In the description of the present invention, the terms "first", "second", and the like are used only for distinguishing the description, and are not intended to indicate or imply relative importance.
Fig. 2-4 show a flow chart of the method of the present invention, which comprises the steps of:
step 1, calculating the theoretical acceleration a of the whole vehicle according to the perimeter of the wheels, the rotational inertia of the whole vehicle, the driving torque of a power assembly and the resistance torque of the whole vehicletheory；
Figure 964825DEST_PATH_IMAGE004
CwheelRepresenting the wheel circumference; i represents the moment of inertia (kg · m) of the whole vehicle; mPWTRepresenting powertrain drive torque, MresRepresenting the vehicle resistive torque (NM); the finished automobile rotational inertia I is obtained according to hardware measurement of a finished automobile, and a specific numerical value of the finished automobile rotational inertia I is written in a transmission control unit;
drive torque M of power assemblyPWTObtaining from a transmission control unit;
resistance torque M of whole vehicleresThe resistance coefficient is determined by the parameters of the whole vehicle, and is expressed as the actual resistance coefficient of the whole vehicle, and is in direct proportion to the vehicle speed.
Step 2, according to the theoretical acceleration a of the whole vehicletheoryActual acceleration a of the vehiclevehCalculating the torque difference M by the finished automobile rotational inertia and the wheel perimeterdelta(ii) a Calculating theoretical torque M of flat road driving vehicle according to vehicle mass and wheel perimetertheory；
Figure 678703DEST_PATH_IMAGE006
Since the addition of the acceleration sensor leads to cost increase, the present embodiment obtains the acceleration value a of the vehicle by using the calculation methodvehCalculating according to the actual speed of the vehicle at two close moments; since the sampling frequency of the vehicle speed signal is 0.01s, in order to provide a certain time to detect the change of the vehicle speed and avoid the abnormal vehicle speed detection caused by too short sampling time and other fluctuation, 0.04s is set as the time difference between two similar moments in the embodiment. The calculation method comprises the following steps:
Figure DEST_PATH_IMAGE009
wherein V represents the current speed (km/h) of the whole vehicle, and V0.04Representing the speed (km/h) of the whole vehicle before 0.04 s;
Figure 724019DEST_PATH_IMAGE007
wherein m isvehRepresenting the vehicle mass;
step 3, driving the theoretical torque M of the vehicle according to the flat roadtheoryDifferential torque value MdeltaCalculating the load Ld of the current vehiclecurWhich comprises the following steps:
theoretical torque M for driving vehicle according to flat roadtheoryAnd the difference M of the torquesdeltaCalculating a vehicle load value Ldveh；
Figure 915966DEST_PATH_IMAGE008
Determining the current load Ld of the vehicle according to the gear shifting state, the braking state, the clutch state, the gear shifting rod position state and the wheel slip conditioncurThe specific method is shown in fig. 3:
updating the current load Ld of the vehicle when the five conditions of gear shifting completion, brake pedal complete release, clutch engagement, gear shift lever position in D gear and wheel non-slip are simultaneously metcurIs the calculated vehicle load LdvehA value of (d);
when any one of the above five conditions is not satisfied, the load Ld of the current vehiclecurThe change is not changed; the load Ld of the current vehiclecurIs 0;
step 4, according to the load Ld of the current vehiclecurAnd a set maximum load limit value LdmaxThe set minimum load limit value LdminObtaining the correction coefficient S of the uphill gear shifting opportunityupCorrection coefficient S for downhill shift timingdown(ii) a Obtaining a flat road gear shifting opportunity V according to the opening degree of an accelerator pedal and the current gear box combination gearflatDownhill gear shifting timing VdownAnd upslope shift opportunity Vup；
The different driving road surface working conditions comprise a flat road surface, a downhill road surface and an uphill road surface;
correction coefficient S of uphill shift opportunityupAnd downhill shift timing correction factor SdownThe calculating method comprises the following steps:
uphill shift timing correction factor Sup=
Figure DEST_PATH_IMAGE010
Downhill shift timing correction factor
Figure 995918DEST_PATH_IMAGE002
=
Figure DEST_PATH_IMAGE011
The multiple gear shifting occasions under different driving road surface working conditions comprise level roads and downhill slopesGear shifting time V under uphill working conditionflat、Vdown、VupThe method is obtained by looking up a table through the opening degree of an accelerator pedal and the current gear box combined gear, the table is directly written in a basic gear shifting curve in a gear box control unit, and gear shifting time under different working conditions can be obtained directly according to the current opening degree of the accelerator pedal and the current gear box combined gear during calculation. If the opening degree of the accelerator pedal is 20 percent and the current combined gear of the gearbox is 1 gear, looking up a table to obtain the flat road gear shifting opportunity V under the current conditionflat20km/h, namely the speed of the 1 gear and the 2 gear is 20 km/h; downslope shift opportunity Vdown20km/h, namely the speed of 1 gear and 2 gears is 20 km/h; upslope shift opportunity VupThe speed is 28km/h, namely the speed of 1 gear and 2 gears is 28 km/h.
Step 5, obtaining the flat road gear shifting opportunity V according to the stepflatDownhill gear shifting timing VdownUpslope gear shifting opportunity VupAnd uphill shift timing correction coefficient SupCorrection coefficient S for downhill shift timingdownCalculating the initial value V of the gear shifting timeoriginal；
Voriginal= Vflat*(1-Sup)+ Vup* Sup+Vdown*Sdown
Wherein:
Vflatindicating the aforementioned tie shift timing;
Vupindicating the hill climb shift timing;
Vdownrepresenting the downhill shift timing;
Suprepresents the hill-climbing shift timing correction coefficient;
Sdownthe aforementioned downhill shift timing correction coefficient is represented.
Step 6, taking gear shifting opportunity V under the level road driving road surfaceflatAnd the initial value V of the shift timing calculated in the previous steporiginalThe larger value of the correction values is used as the corrected shifting opportunity V of the automatic gearbox1。
In another embodiment, step 6 is followed by the steps of:
step 7, obtaining a plateau gear shifting opportunity correction coefficient S according to the atmospheric pressure, the altitude of the position of the vehicle and the atmospheric temperaturehigh(ii) a Obtaining plateau gear shifting opportunity V according to the opening degree of an accelerator pedal and the current gear box combination gearhigh；
Plateau shift timing correction coefficient S as shown in fig. 4highThe altitude correction method is obtained according to the atmospheric pressure, the altitude of the position where the vehicle is located and the atmospheric temperature calibration, and if the atmospheric pressure is 500hPa, the altitude of the position where the vehicle is located is 5000m, and the atmospheric temperature is 20 ℃, the correction coefficient of the plateau gear shifting opportunity is 1; when the atmospheric pressure is 600hPa, the altitude of the position where the vehicle is located is 4000m, and the atmospheric temperature is 20 ℃, the correction coefficient of the plateau gear shifting opportunity is 0.8; when the atmospheric pressure is 800hPa, the altitude of the vehicle is 2000m, and the atmospheric temperature is 20 ℃, the plateau shift timing correction coefficient is 0.
Plateau shift opportunity VhighThe plateau gear shifting time V can be obtained by looking up a table of the opening degree of the accelerator pedal and the current gear box combined gear, the table is directly written in a basic gear shifting curve in a gear box control unit, and the plateau gear shifting time V can be obtained directly according to the current opening degree of the accelerator pedal and the current gear box combined gear during calculationhigh. If the opening degree of the accelerator pedal is 20% and the current combined gear of the gearbox is 1 gear, the plateau gear shifting time V under the current condition can be obtained by looking up a tablehighThe speed is 16km/h, namely the speed of the 1 gear and the 2 gear is 16 km/h.
Step 8, calculating the corrected gear shifting opportunity V of the automatic gearbox according to the steps1Plateau shift opportunity VhighPlateau shift timing correction coefficient ShighCalculating plateau correction-based automatic transmission gear shifting opportunity V2；
V2=V1*(1- Shigh)+Vhigh*Shigh
Wherein:
Shighindicating the plateau shift timing correction coefficient;
Vhighindicating the plateau shift timing described above.
Step 9, taking the corrected gear shifting opportunity V of the automatic gearbox1And the automatic gearbox gear-shifting opportunity V based on the plateau correction2As the final automatic transmission shift timing V of the vehicle.
It should be understood that, the sequence numbers of the steps in the foregoing embodiments do not imply an execution sequence, and the execution sequence of each process should be determined by its function and inherent logic, and should not constitute any limitation to the implementation process of the embodiments of the present application.
As shown in fig. 1, the present application further provides an embodiment of a system for shifting a shift schedule of an automatic transmission based on satisfying different conditions, comprising a shift schedule correction coefficient calculation module, a first shift schedule calculation module, a shift schedule initial value calculation module, and a second shift schedule calculation module;
the first shift timing correction coefficient calculation module is used for calculating a first shift timing correction coefficient according to the load Ld of the current vehiclecurAnd a set maximum load limit value LdmaxAnd a set minimum load limit value LdminObtaining a plurality of shift timing correction factors including an uphill shift timing correction factor SupCorrection coefficient S for downhill shift timingdown；
The first gear shifting opportunity calculation module is used for obtaining a plurality of gear shifting opportunities under different driving road surface working conditions according to the opening degree of an accelerator pedal and the combination of the current gearbox and gears, and the gear shifting opportunities comprise a level road gear shifting opportunity VflatAnd downslope gear shifting opportunity VdownAnd upslope shift opportunity Vup；
The shifting time initial value calculating module is used for calculating the flat road shifting time V obtained by the first shifting time calculating moduleflatDownhill gear shifting timing VdownUpslope gear shifting opportunity VupAnd an uphill shift timing correction coefficient S calculated by the first shift timing correction coefficient calculation moduleupCorrection coefficient S for downhill shift timingdownCalculating the initial value V of the gear shifting timeoriginal；
The first correction gear shifting opportunity calculation module is used for switching the flat road according to the road leveling obtained by the first gear shifting opportunity calculation moduleTiming VflatAnd a gear shifting time initial value V obtained by the gear shifting time initial value calculation moduleoriginalCalculating the corrected shifting time V of the automatic gearbox1；
Furthermore, the system also comprises a second gear shifting opportunity correction coefficient calculation module, a second gear shifting opportunity calculation module, a second correction gear shifting opportunity calculation module and a final correction gear shifting opportunity calculation module;
the second gear shifting opportunity correction coefficient calculation module is used for obtaining a plateau gear shifting opportunity correction coefficient S according to the atmospheric pressure, the altitude of the position of the vehicle and the atmospheric temperaturehigh；
The second gear shifting opportunity calculation module is used for obtaining plateau gear shifting opportunity V according to the opening degree of an accelerator pedal and the combination gear of the current gearboxhigh；
The second corrected shifting opportunity calculation module is used for calculating the corrected shifting opportunity V of the automatic gearbox according to the first corrected shifting opportunity calculation module1And the plateau gear shifting time V calculated by the second gear shifting time calculation modulehighAnd a plateau shift timing correction coefficient S calculated by the second shift timing correction coefficient calculation modulehighCalculating the shifting opportunity V of the automatic gearbox based on plateau correction2；
The final correction gear-shifting opportunity calculation module is used for calculating the corrected gear-shifting opportunity V of the automatic gearbox according to the first correction gear-shifting opportunity calculation module1And the automatic gearbox gear-shifting opportunity V based on the plateau correction is obtained by the second correction gear-shifting opportunity calculation module2And calculating the final automatic gearbox gear shifting opportunity V of the vehicle.
Furthermore, the system also comprises a whole vehicle acceleration calculation module, a torque calculation module and a vehicle load calculation module;
the whole vehicle acceleration computing module is used for computing the theoretical acceleration of the whole vehicle according to the wheel perimeter, the rotational inertia of the whole vehicle, the driving torque of the power assembly and the resistance torque of the whole vehicle; calculating the actual acceleration of the vehicle according to the speeds at two close moments;
for torque calculating moduleAccording to the theoretical acceleration a of the whole vehicletheoryActual acceleration a of vehiclevehCalculating the torque difference M by the finished automobile rotational inertia and the wheel perimeterdelta(ii) a Calculating theoretical torque M of flat road driving vehicle according to vehicle mass and wheel perimetertheory；
The vehicle load calculation module is used for driving the theoretical torque M of the vehicle according to the flat roadtheoryDifferential torque value MdeltaCalculating the load Ld of the current vehiclecur。
The invention is suitable for various vehicles, and can be fuel vehicles or vehicles with hybrid power configuration automatic transmissions.
Details not described in this specification are within the skill of the art that are well known to those skilled in the art.

Claims (9)

1. A gear shifting opportunity calculation method based on an automatic gearbox meeting different working conditions is characterized by comprising the following steps:
s1, load Ld according to current vehiclecurAnd a set maximum load limit value LdmaxThe set minimum load limit value LdminObtaining a plurality of shift timing correction factors including an uphill shift timing correction factor SupCorrection coefficient S for downhill shift timingdown；
Obtaining a plurality of gear shifting occasions under different driving road surface working conditions according to the opening degree of an accelerator pedal and the combination of the current gearbox and the gear, wherein the gear shifting occasions comprise a flat road gear shifting occasion VflatDownhill gear shifting timing VdownAnd upslope shift opportunity Vup；
S2, obtaining the gear shifting time V of the flat road according to the stepsflatDownhill gear shifting timing VdownUpslope gear shifting opportunity VupAnd upslope shift timing correction factor SupCorrection coefficient S for downhill shift timingdownCalculating the initial value V of the gear shifting timeoriginalThe calculation method comprises the following steps:
Voriginal =Vflat*（1-Sup）+Vup*Sup+Vdown*Sdown
wherein:
Vflatthe flat shift timing of step S1;
Vupthe hill shift timing of step S1;
Vdownthe downhill shift timing of step S1;
Supthe upshift shift timing correction coefficient described in step S1;
Sdownthe downhill shift timing correction factor described in step S1;
s3, selecting the flat road gear shifting time V in the step S1flatAnd the initial value V of the shift timing in step S2originalThe larger value of the correction values is used as the corrected shifting opportunity V of the automatic gearbox1。
2. The method for calculating the shift timing of the automatic gearbox based on the satisfaction of different working conditions as claimed in claim 1, wherein the step S3 is followed by the steps S4-S6:
s4, obtaining the plateau shift opportunity correction coefficient S according to the atmospheric pressure, the altitude of the vehicle position and the atmospheric temperaturehigh(ii) a Obtaining plateau gear shifting opportunity V according to the opening degree of an accelerator pedal and the current gear box combination gearhigh；
S5, correcting the gear shifting time V of the automatic gearbox according to the step S31Step S4, the plateau shift opportunity VhighPlateau shift timing correction coefficient ShighCalculating the shifting opportunity V of the automatic gearbox based on plateau correction2；
S6, the corrected automatic gearbox gear shifting opportunity V of the step S3 is taken1And step S5 for shifting the automatic transmission based on the altitude correction2The larger value of the two is taken as the final automatic transmission shift timing V of the vehicle.
3. The method of claim 1 for calculating shift timing for an automatic transmission based on meeting different operating conditions, wherein the method comprisesThe current load Ld of the vehicle in step S1curThe calculating method comprises the following steps:
s101, calculating the theoretical acceleration a of the whole vehicle according to the circumference of the wheel, the rotational inertia of the whole vehicle, the driving torque of the power assembly and the resistance torque of the whole vehicletheory；
S102, according to the theoretical acceleration a of the whole vehicletheoryActual acceleration a of vehiclevehCalculating the torque difference M by the finished automobile rotational inertia and the wheel perimeterdelta；
Calculating theoretical torque M of flat road driving vehicle according to vehicle mass and wheel perimetertheory；
S103, driving the theoretical torque M of the vehicle according to the flat roadtheoryDifferential torque value MdeltaCalculating the load Ld of the current vehiclecur。
4. The method for calculating shift timing of an automatic transmission based on satisfaction of different operating conditions according to claim 3, characterized in that the load Ld of the current vehicle is calculated in step S103curThe method comprises the following steps:
theoretical torque M for driving vehicle according to flat roadtheoryAnd the difference M of the torquesdeltaCalculating a vehicle load value Ldveh；
Figure 235073DEST_PATH_IMAGE001
Determining the current load Ld of the vehicle according to the gear shifting state, the braking state, the clutch state, the gear shifting rod position state and the wheel slip conditioncur：
Updating the current load Ld of the vehicle when the five conditions of gear shifting completion, brake pedal complete release, clutch engagement, gear shift lever position in D gear and wheel non-slip are simultaneously satisfiedcurIs the calculated vehicle load LdvehThe value of (c).
5. Automatic transmission shift timing calculation based on satisfying different operating conditions according to claim 1Method, characterized in that in said step S1 the uphill shift timing correction factor SupAnd downhill shift timing correction factor SdownThe calculating method comprises the following steps:
uphill shift timing correction factor Sup=
Figure 152214DEST_PATH_IMAGE002
Downhill shift timing correction factor Sdown=
Figure 869634DEST_PATH_IMAGE003
Wherein LdcurRepresenting the current vehicle load; ldmaxIndicating a set maximum load limit value; ldminIndicating the set minimum load limit.
6. The method for calculating shifting timing of automatic transmission based on satisfaction of different conditions according to claim 2, characterized in that shifting timing V of automatic transmission based on plateau correction in step S52The calculating method comprises the following steps:
V2=V1*(1-Shigh)+Vhigh*Shigh
wherein:
Shighthe plateau shift timing correction coefficient described in step S4;
Vhighthe plateau shift timing described in step S4.
7. The system based on the method for calculating the gear shifting opportunity of the automatic transmission meeting different working conditions according to claim 1 is characterized by comprising a gear shifting opportunity correction coefficient calculating module, a first gear shifting opportunity calculating module, a gear shifting opportunity initial value calculating module and a first corrected gear shifting opportunity calculating module;
the first shift timing correction coefficient calculation module is used for calculating a first shift timing correction coefficient according to the load Ld of the current vehiclecurThe set maximum load limit value LdmaxAnd a set minimum load limit value LdminObtaining a plurality of shift timing correction factors including an uphill shift timing correction factor SupCorrection coefficient S for downhill shift timingdown；
The first gear shifting opportunity calculation module is used for obtaining a plurality of gear shifting opportunities under different driving road surface working conditions according to the opening degree of an accelerator pedal and the combination of the current gearbox and gears, and the gear shifting opportunities comprise a level road gear shifting opportunity VflatDownhill gear shifting timing VdownAnd upslope shift opportunity Vup；
The shifting time initial value calculating module is used for calculating the flat road shifting time V obtained by the first shifting time calculating moduleflatDownhill gear shifting timing VdownUpslope gear shifting opportunity VupAnd an uphill shift timing correction coefficient S calculated by the first shift timing correction coefficient calculation moduleupCorrection coefficient S for downhill shift timingdownCalculating the initial value V of the gear shifting timeoriginal；
The first correction gear shifting opportunity calculation module is used for calculating the flat road gear shifting opportunity V obtained by the first gear shifting opportunity calculation moduleflatAnd the gear shifting time initial value V calculated by the gear shifting time initial value calculation moduleoriginalCalculating the corrected shifting time V of the automatic gearbox1。
8. The system for meeting different operating conditions based shift opportunities for an automatic transmission of claim 7 further comprising a second shift opportunity correction factor calculation module, a second shift opportunity calculation module, a second modified shift opportunity calculation module, a final modified shift opportunity calculation module;
the second gear shifting opportunity correction coefficient calculation module is used for obtaining a plateau gear shifting opportunity correction coefficient S according to the atmospheric pressure, the altitude of the position of the vehicle and the atmospheric temperaturehigh；
The second gear shifting opportunity calculation module is used for calculating plateau gear shifting opportunity V according to the opening degree of an accelerator pedal and the combination gear of the current gearboxhigh；
The second correction unitThe gear timing calculation module is used for correcting the gear shifting timing V of the automatic gearbox according to the first correction gear shifting timing calculation module1Plateau gear shifting opportunity V obtained by second gear shifting opportunity calculation modulehighAnd plateau shift opportunity correction coefficient S obtained by second shift opportunity correction coefficient calculation modulehighCalculating the shifting opportunity V of the automatic gearbox based on plateau correction2；
The final correction gear shifting opportunity calculation module is used for correcting the gear shifting opportunity V of the automatic gearbox according to the corrected gear shifting opportunity V obtained by the first correction gear shifting opportunity calculation module1And the automatic gearbox gear-shifting opportunity V based on the plateau correction is obtained by the second correction gear-shifting opportunity calculation module2And calculating the final automatic gearbox gear shifting opportunity V of the vehicle.
9. The system for meeting different operating conditions-based automatic transmission gear-shifting opportunities of claim 7 further comprising a vehicle acceleration calculation module, a torque calculation module, a vehicle load calculation module;
the whole vehicle acceleration calculation module is used for calculating the theoretical acceleration a of the whole vehicle according to the wheel perimeter, the rotational inertia of the whole vehicle, the driving torque of the power assembly and the resistance torque of the whole vehicletheory(ii) a Calculating the actual acceleration a of the vehicle according to the speeds at two similar momentsveh；
The torque calculation module is used for calculating the theoretical acceleration a of the whole vehicletheoryActual acceleration a of vehiclevehCalculating the torque difference M between the finished automobile rotational inertia and the wheel perimeterdelta(ii) a Calculating theoretical torque M of flat road driving vehicle according to vehicle mass and wheel perimetertheory；
The vehicle load calculation module is used for driving the theoretical torque M of the vehicle according to the flat roadtheoryDifferential torque value MdeltaCalculating the load Ld of the current vehiclecur。
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