CN113859259B - Target gear verification method - Google Patents
Target gear verification method Download PDFInfo
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- CN113859259B CN113859259B CN202110993140.3A CN202110993140A CN113859259B CN 113859259 B CN113859259 B CN 113859259B CN 202110993140 A CN202110993140 A CN 202110993140A CN 113859259 B CN113859259 B CN 113859259B
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- 238000012795 verification Methods 0.000 title claims abstract description 31
- 238000000034 method Methods 0.000 title claims abstract description 28
- 230000001133 acceleration Effects 0.000 claims description 59
- 230000008859 change Effects 0.000 claims description 47
- 230000007246 mechanism Effects 0.000 claims description 9
- 230000008569 process Effects 0.000 description 4
- 230000000694 effects Effects 0.000 description 3
- 230000000873 masking effect Effects 0.000 description 2
- 238000007689 inspection Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W50/02—Ensuring safety in case of control system failures, e.g. by diagnosing, circumventing or fixing failures
- B60W50/0205—Diagnosing or detecting failures; Failure detection models
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/06—Combustion engines, Gas turbines
- B60W2510/0604—Throttle position
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/06—Combustion engines, Gas turbines
- B60W2510/0638—Engine speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/10—Change speed gearings
- B60W2510/1005—Transmission ratio engaged
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/04—Engine intake system parameters
- F02D2200/0404—Throttle position
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
- F02D2200/101—Engine speed
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/50—Input parameters for engine control said parameters being related to the vehicle or its components
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- Engineering & Computer Science (AREA)
- Automation & Control Theory (AREA)
- Human Computer Interaction (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Control Of Transmission Device (AREA)
Abstract
The invention discloses a target gear verification method, which comprises the following steps: firstly, different working point areas are divided in an accelerator-engine rotating speed coordinate system, and the method specifically comprises the following steps: selecting two points Pd1 and Pd2 on a throttle shaft, and selecting two points En1 and En2 on an engine rotating speed shaft; and then respectively making the following areas: the shielding up-shift mode, the shielding down-shift mode or the shielding-free mode are implemented in different areas according to the current working point, and the shielding modes corresponding to the areas are specifically as follows: performing a mask upshift for a region where the accelerator opening is greater than Pd2 and the engine speed is less than En 1; executing shielded downshift in a region where the accelerator opening is smaller than Pd1 and the engine speed is larger than En 2; the remaining areas are left unshielded. The invention can carry out rationality verification on the current gear update.
Description
Technical Field
The invention relates to the technical field of automatic gearboxes of automobiles, in particular to a target gear verification method.
Background
The gear shifting rule strategy refers to a strategy for calculating gear shifting time by an automatic gearbox software system, and good gear shifting time selection can improve the dynamic property and economical efficiency of the whole vehicle and the driving feeling of the whole vehicle. The target gear is used as the output quantity of a gear shifting rule strategy, and the accuracy is particularly important. In many gear shifting rule strategies at present, an initial target gear is calculated by a gear shifting line, and the target gear is dynamically corrected and then is output as a final target gear. Few strategies have rationality checks on the final target gear, and some checks have no systematicness.
Therefore, in certain situations, such as shift map switching, unreasonable shifts may occur when the load factor calculation jumps.
Disclosure of Invention
The invention provides a target gear verification method which is used for verifying rationality of the current gear update when the target gear is updated.
The technical scheme for achieving the purpose is as follows:
the target gear verification method comprises the following steps:
firstly, different working point areas are divided in an accelerator-engine rotating speed coordinate system, and the method specifically comprises the following steps: selecting two points Pd1 and Pd2 on a throttle shaft, and selecting two points En1 and En2 on an engine rotating speed shaft;
and then respectively making the following areas: the shielding up-shift mode, the shielding down-shift mode or the shielding-free mode are implemented in different areas according to the current working point, and the shielding modes corresponding to the areas are specifically as follows: performing a mask upshift for a region where the accelerator opening is greater than Pd2 and the engine speed is less than En 1; executing shielded downshift in a region where the accelerator opening is smaller than Pd1 and the engine speed is larger than En 2; performing unshielding on the rest area; wherein:
pd1 is: entering an accelerator opening threshold value for shielding the downshift on an accelerator coordinate axis;
pd2 is: entering an accelerator opening threshold value for shielding upshift on an accelerator coordinate axis;
en1 is: entering an engine speed threshold value for shielding upshift on the engine speed coordinate axis;
en2 is: and on the engine speed coordinate axis, entering an engine speed threshold value for shielding the downshift.
The invention has the advantages that: the method is used for carrying out rationality check on the current gear update when the target gear is updated, the check result is whether gear shielding is carried out or not, and the checked gear is the final target gear. In the whole verification process, the system calculates the accelerator opening, the accelerator change rate, the engine rotating speed and the whole vehicle acceleration in real time. And (3) setting a gear checking strategy according to the four parameters, and implementing different gear shielding modes under different working conditions. The method can solve the problem of unreasonable gear shifting caused by the reasons of gear shifting map switching, abrupt change of load coefficient of a gear shifting line, light accelerator stepping during downhill, light accelerator receiving during uphill and the like.
Drawings
FIG. 1 is a schematic illustration of a target gear in an accelerator-engine speed coordinate system;
FIG. 2 is a schematic illustration of a target gear inspection in the throttle-acceleration coordinate system;
FIG. 3 is a schematic illustration of a target gear in the throttle change rate-acceleration coordinate system;
fig. 4 is a flow chart of the present invention.
Detailed Description
The present invention will be described with reference to fig. 1 to 4.
The target gear verification method of the invention comprises the following steps: firstly, different working point areas are divided in an accelerator-engine rotating speed coordinate system, and the method specifically comprises the following steps: selecting two points Pd1 and Pd2 on a throttle shaft, and selecting two points En1 and En2 on an engine rotating speed shaft; and then respectively making the following areas: the shielding up-shift mode, the shielding down-shift mode or the shielding-free mode are implemented in different areas according to the current working point, and the shielding modes corresponding to the areas are specifically as follows: performing a mask upshift for a region where the accelerator opening is greater than Pd2 and the engine speed is less than En 1; executing shielded downshift in a region where the accelerator opening is smaller than Pd1 and the engine speed is larger than En 2; performing unshielding on the rest area; wherein: pd1 is: entering an accelerator opening threshold value for shielding the downshift on an accelerator coordinate axis; pd2 is: entering an accelerator opening threshold value for shielding upshift on an accelerator coordinate axis; en1 is: entering an engine speed threshold value for shielding upshift on the engine speed coordinate axis; en2 is: and on the engine speed coordinate axis, entering an engine speed threshold value for shielding the downshift.
Different working point areas are divided in an accelerator-acceleration coordinate system, and the method specifically comprises the following steps: selecting two points Ac1 and Ac2 on an acceleration axis; and then respectively making the following areas: the shielding upshift, the shielding downshift or the shielding-free three different shielding modes are implemented, wherein the current working point is in different areas, and the shielding modes corresponding to the areas are specifically as follows: performing a shielded upshift for a region where the accelerator opening is greater than Pd2 and the acceleration is less than Ac 1; executing shielded downshift to the region with accelerator opening smaller than Pd1 and acceleration larger than Ac2, and executing unshielded region to other regions; wherein: ac1 is: entering an acceleration threshold value for shielding upshift on an acceleration coordinate axis; ac2 is: on the acceleration coordinate axis, an acceleration threshold value of the mask downshift is entered.
Further comprises: different working point areas are divided in an accelerator change rate-acceleration coordinate system, and the method specifically comprises the following steps: selecting two points Pg1 and Pg2 on the throttle change rate shaft; and then respectively making the following areas: the shielding upshift, the shielding downshift or the shielding-free three different shielding modes are implemented, wherein the current working point is in different areas, and the shielding modes corresponding to the areas are specifically as follows: performing a mask upshift for a region where the accelerator change rate is greater than Pg1 and the acceleration is less than Ac 1; executing shielding downshift for the region with the accelerator change rate smaller than Pg2 and the acceleration larger than Ac2; performing unshielding on the rest area; wherein: pg1 is: entering an accelerator change rate threshold value for shielding upshift on the accelerator change rate coordinate axis; pg2 is: and entering an accelerator change rate threshold value for shielding the downshift on the accelerator change rate coordinate axis.
After executing gear shielding in the accelerator-engine rotation speed coordinate system, whether the shielding is exited or not is calculated, specifically: firstly, selecting two points Pd1c and Pd2c on a throttle shaft, and selecting two points En1c and En2c on an engine rotating speed shaft; the exit mechanism is: in the region that the accelerator opening of the working point is larger than Pd1c and the engine speed is smaller than En2c, the shielding downshift is exited; when the accelerator opening of the working point is smaller than Pd2c and the engine speed is larger than En1c, the shielding upshift is exited; wherein: en1c is: on the engine speed coordinate axis, exiting the engine speed threshold value of the shielded upshift; en2c is: on the engine speed coordinate axis, exiting the engine speed threshold value of the shielded downshift; pd1c is: on the accelerator coordinate axis, the accelerator opening threshold value for shielding the downshift is exited; pd2c is: and on the accelerator coordinate axis, exiting the accelerator opening threshold value of the shielded upshift. The En1 is less than En1c is less than En2, pd1 is less than Pd1c is less than Pd2.
After executing gear shielding in the accelerator-acceleration coordinate system, whether the shielding is exited or not is calculated, specifically: firstly, selecting two points on a throttle shaft: ac1c and Ac2c; the exit mechanism is: in the region that the accelerator opening of the working point is larger than Pd1c and the acceleration is smaller than Ac2c, the shielding downshift is exited; when the accelerator opening of the working point is smaller than Pd2c and the acceleration is larger than Ac1c, the shielding upshift is exited; wherein: ac1c is: on the acceleration coordinate axis, exiting the acceleration threshold of the shielded upshift; ac2c is: on the acceleration axis, the acceleration threshold value of the mask downshift is exited. Ac1 is smaller than Ac1c and Ac2c is smaller than Ac2.
After executing gear shielding in the accelerator change rate-acceleration coordinate system, whether the shielding is exited or not is calculated, specifically: firstly, selecting two points on an accelerator change rate shaft: pg1c and Pg2c; the exit mechanism is: in the region that the accelerator change rate of the working point is larger than Pg2c and the acceleration is smaller than Ac2c, the shielding downshift is exited; when the accelerator change rate of the working point is smaller than Pg1c and the acceleration is larger than Ac1c, the shielding upshift is exited; pg1c is: on the accelerator change rate coordinate axis, exiting the accelerator change rate threshold of shielding upshift; pg2c is: and on the accelerator change rate coordinate axis, exiting the accelerator change rate threshold of shielding downshift. Pg1c is less than Pg1 and Pg2 is less than Pg2c.
The following illustrates the above scheme:
step S101: there is a target gear update.
Step S102: and at the high rotating speed of the small throttle, the downshift is shielded. Because a small throttle indicates that the driver's desire to accelerate is not strong enough at this time, and the engine speed is high at this time, downshifting is considered unreasonable, allowing upshifting. And when the accelerator is high and the rotating speed is low, the upshift is shielded. Because the large throttle indicates that the driver has a strong desire to accelerate at this time, and the engine speed is low at this time, upshift is considered unreasonable, and downshift is allowed. Executing 'shielding downshift' in the region where the accelerator opening is smaller than Pd1 and the engine speed is larger than En 2; the "mask upshift" is performed when the operating point is in a region where the accelerator opening is greater than Pd2 and the engine speed is less than En 1. The remaining areas are "unshielded".
Step S103: selecting a jump according to the result of the S102, and if no shielding gear occurs, performing the next round of verification; if a mask gear occurs, the process jumps to step S108 to execute the mask gear.
Step S104: when the vehicle has a forward acceleration trend and the acceleration is larger than a certain value and the accelerator is smaller, the downshift is shielded; because a small throttle indicates that the driver's desire to accelerate is not strong enough at this time and the acceleration at this time can meet the driver's current desire to accelerate, downshifting is not reasonable at this time, but upshifting is allowed. When the vehicle has a negative acceleration trend and the acceleration is smaller than a certain value and the accelerator is larger, the upshift is shielded; because the large throttle indicates that the driver's desire to accelerate is strong at this time, and the acceleration of the vehicle at this time cannot meet the driver's current desire to accelerate, upshifting is not reasonable at this time, but downshifting is allowed. When the operating point is in the region that the accelerator opening is smaller than Pd1 and the acceleration is larger than Ac2, executing 'shielding downshift'; when the operating point is in the region that the accelerator opening is larger than Pd2 and the acceleration is smaller than Ac1, implementing 'shielding upshift'; the remaining areas are "unshielded".
Step 105: selecting a jump according to the result of the S104, and if no shielding gear occurs, performing the next round of verification; if a mask gear occurs, the process jumps to step S108 to execute the mask gear.
Step 106: when the vehicle has a forward acceleration trend, the acceleration is larger than a certain value, and the accelerator change rate is smaller than a certain value, the downshift is shielded; because the rate of change of the accelerator is less than a certain value, the driver is receiving the accelerator or stepping on the accelerator very slowly at this time, the acceleration desire is not strong enough, and the vehicle has a certain acceleration at this time, and the acceleration can meet the current acceleration desire of the driver, so the downshift is unreasonable at this time, but the upshift is allowed. When the vehicle has a negative acceleration trend, the acceleration is smaller than a certain value, and the accelerator change rate is larger than a certain value, the upshift is shielded; because the change rate of the accelerator is larger than a certain value, the driver is stepping on the accelerator or slowly receiving the accelerator, the acceleration desire is strong, the acceleration desire of the vehicle is small, and if the upshift is continued, the power performance of the whole vehicle is weakened, so that the upshift is shielded, but the downshift is allowed. When the operating point is in the region that the accelerator change rate is smaller than Pg2 and the acceleration is larger than Ac2, executing 'shielding downshift'; when the operating point is in a region with the accelerator change rate larger than Pg1 and the acceleration smaller than Ac1, performing shielding upshift; the remaining areas are "unshielded".
Step 107: selecting a jump according to the result of S106, and if no shielding gear occurs, not executing gear shielding; if a mask gear occurs, the process jumps to step S108 to execute the mask gear. Otherwise, step S110 is entered, and no shift shielding is performed.
After each execution of step 108, the flow advances to step S109: it is calculated whether to exit the mask. According to three different reasons for effective shielding, three different judging modes are corresponding.
If the shift mask is in effect because of S103, i.e. after executing the shift mask in the throttle-engine speed coordinate system, the exit mechanism is: and when the accelerator opening degree of the working point is larger than Pd1c and the engine speed is smaller than En2c, the shielding downshift is exited. When the accelerator opening of the working point is smaller than Pd2c and the engine speed is larger than En1c, the shielding upshift is exited; en1, en1c, en2c, pd1c, pd2 and Pd2c can be calibrated according to actual needs, and the size relationship must satisfy: en1 < En1c < En2, pd1 < Pd1c < Pd2.
If the shift mask is in effect because of S105, i.e. after executing the shift mask in the accelerator-acceleration coordinate system, the exit mechanism is: when the accelerator opening of the working point is larger than Pd1c and the acceleration is smaller than Ac2c, the shielding downshift is exited; when the accelerator opening of the working point is smaller than Pd2c and the acceleration is larger than Ac1c, exiting the shielding upshift; ac1, ac1c, ac2c, pd1c, pd2 and Pd2c can be calibrated according to actual needs, and the size relationship must satisfy: ac1 is more than Ac1c and Ac2c is more than Ac2; pd1 is less than Pd1c is less than Pd2.
If the shift mask is in effect because of S107, i.e. after executing the shift mask in the throttle change rate-acceleration coordinate system, the exit mechanism is: when the accelerator change rate of the working point is larger than Pg2c and the acceleration is smaller than Ac2c, the shielding downshift is exited; when the accelerator change rate of the working point is smaller than Pg1c and the acceleration is larger than Ac1c, the shielding upshift is exited; ac1, ac1c, ac2c, pg1c, pg2 and Pg2c can be calibrated according to actual needs, and the size relationship must satisfy: ac1 is more than Ac1c and Ac2c is more than Ac2; pg1c is less than Pg1 and less than Pg2c.
As can be seen from the above description, when there is a target gear update, gear shifting rationality check is performed in the accelerator-engine rotational speed coordinate system first, and whether to continue the next check or perform masking is determined according to the check result; if the shielding is not executed in the previous step of verification, continuing to carry out gear shifting rationality verification in an accelerator-acceleration coordinate system, and determining whether to continue the next step of verification or execute shielding according to a verification result; if the shielding is not executed in the previous step of verification, continuing to carry out gear shifting rationality verification in an accelerator change rate-acceleration coordinate system, and determining whether to execute shielding according to a verification result; during the execution of the mask, when the exit condition is satisfied, the mask is exited, and the next check is performed.
To sum up: the checking sequence of the invention is an accelerator-engine speed coordinate system, an accelerator-acceleration coordinate system and an accelerator change rate-acceleration coordinate system in sequence. When the last checking result is unmasked, performing subsequent checking calculation; if the last check result is "mask upshift" or "mask downshift", then the second masking is performed and no further subsequent check calculations are performed.
Finally, it should be noted that: the above embodiments are merely preferred embodiments of the present invention to illustrate the technical solution of the present invention, and are not meant to limit the scope of the present invention; although the invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some or all of the technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit of the corresponding technical solutions; in addition, the technical scheme of the invention is directly or indirectly applied to other related technical fields, and the technical scheme is included in the scope of the invention.
Claims (7)
1. The target gear verification method is characterized by comprising the following steps of:
firstly, different working point areas are divided in an accelerator-engine rotating speed coordinate system, and the method specifically comprises the following steps: selecting two points Pd1 and Pd2 on a throttle shaft, and selecting two points En1 and En2 on an engine rotating speed shaft;
and then respectively making the following areas: the shielding up-shift mode, the shielding down-shift mode or the shielding-free mode are implemented in different areas according to the current working point, and the shielding modes corresponding to the areas are specifically as follows: performing a mask upshift for a region where the accelerator opening is greater than Pd2 and the engine speed is less than En 1; executing shielded downshift in a region where the accelerator opening is smaller than Pd1 and the engine speed is larger than En 2; performing unshielding on the rest area; wherein:
pd1 is: entering an accelerator opening threshold value for shielding the downshift on an accelerator coordinate axis;
pd2 is: entering an accelerator opening threshold value for shielding upshift on an accelerator coordinate axis;
en1 is: entering an engine speed threshold value for shielding upshift on the engine speed coordinate axis;
en2 is: entering an engine speed threshold value for shielding downshift on an engine speed coordinate axis;
different working point areas are divided in an accelerator-acceleration coordinate system, and the method specifically comprises the following steps: selecting two points Ac1 and Ac2 on an acceleration axis;
and then respectively making the following areas: the shielding upshift, the shielding downshift or the shielding-free three different shielding modes are implemented, wherein the current working point is in different areas, and the shielding modes corresponding to the areas are specifically as follows: performing a shielded upshift for a region where the accelerator opening is greater than Pd2 and the acceleration is less than Ac 1; executing shielded downshift for the region with accelerator opening smaller than Pd1 and acceleration larger than Ac2, and executing unshielded for the rest regions; wherein:
ac1 is: entering an acceleration threshold value for shielding upshift on an acceleration coordinate axis;
ac2 is: on the acceleration coordinate axis, entering an acceleration threshold value for shielding the downshift;
different working point areas are divided in an accelerator change rate-acceleration coordinate system, and the method specifically comprises the following steps: selecting two points Pg1 and Pg2 on the throttle change rate shaft;
and then respectively making the following areas: the shielding upshift, the shielding downshift or the shielding-free three different shielding modes are implemented, wherein the current working point is in different areas, and the shielding modes corresponding to the areas are specifically as follows: performing a mask upshift for a region where the accelerator change rate is greater than Pg1 and the acceleration is less than Ac 1; executing shielding downshift for the region with the accelerator change rate smaller than Pg2 and the acceleration larger than Ac2; performing unshielding on the rest area; wherein:
pg1 is: entering an accelerator change rate threshold value for shielding upshift on the accelerator change rate coordinate axis;
pg2 is: entering an accelerator change rate threshold value for shielding the downshift on the accelerator change rate coordinate axis;
when the target gear is updated, firstly, carrying out gear shifting rationality check in an accelerator-engine rotating speed coordinate system, and determining whether to continue the next check or execute shielding according to a check result; if the shielding is not executed in the previous step of verification, continuing to carry out gear shifting rationality verification in an accelerator-acceleration coordinate system, and determining whether to continue the next step of verification or execute shielding according to a verification result; if the shielding is not executed in the previous step of verification, continuing to carry out gear shifting rationality verification in an accelerator change rate-acceleration coordinate system, and determining whether to execute shielding according to a verification result; during the execution of the mask, when the exit condition is satisfied, the mask is exited, and the next check is performed.
2. The target gear verification method according to claim 1, wherein after the gear shielding is performed in the accelerator-engine rotational speed coordinate system, it is further calculated whether the shielding is to be exited, specifically:
firstly, selecting two points Pd1c and Pd2c on a throttle shaft, and selecting two points En1c and En2c on an engine rotating speed shaft;
the exit mechanism is: in the region that the accelerator opening of the working point is larger than Pd1c and the engine speed is smaller than En2c, the shielding downshift is exited; when the accelerator opening of the working point is smaller than Pd2c and the engine speed is larger than En1c, the shielding upshift is exited; wherein:
en1c is: on the engine speed coordinate axis, exiting the engine speed threshold value of the shielded upshift;
en2c is: on the engine speed coordinate axis, exiting the engine speed threshold value of the shielded downshift;
pd1c is: on the accelerator coordinate axis, the accelerator opening threshold value for shielding the downshift is exited;
pd2c is: and on the accelerator coordinate axis, exiting the accelerator opening threshold value of the shielded upshift.
3. The target gear verification method according to claim 2, wherein En1 < En1c < En2, pd1 < Pd1c < Pd2.
4. The method according to claim 1, wherein after executing the gear shielding in the accelerator-acceleration coordinate system, it is further calculated whether the shielding is exited, specifically:
firstly, selecting two points on a throttle shaft: ac1c and Ac2c;
the exit mechanism is: in the region that the accelerator opening of the working point is larger than Pd1c and the acceleration is smaller than Ac2c, the shielding downshift is exited; when the accelerator opening of the working point is smaller than Pd2c and the acceleration is larger than Ac1c, the shielding upshift is exited; wherein:
ac1c is: on the acceleration coordinate axis, exiting the acceleration threshold of the shielded upshift;
ac2c is: on the acceleration axis, the acceleration threshold value of the mask downshift is exited.
5. The target gear verification method according to claim 4, wherein Ac1 < Ac1c < Ac2.
6. The target gear verification method according to claim 1, wherein after the gear shielding is performed in the accelerator change rate-acceleration coordinate system, it is further calculated whether the shielding is exited, specifically:
firstly, selecting two points on an accelerator change rate shaft: pg1c and Pg2c;
the exit mechanism is: in the region that the accelerator change rate of the working point is larger than Pg2c and the acceleration is smaller than Ac2c, the shielding downshift is exited; when the accelerator change rate of the working point is smaller than Pg1c and the acceleration is larger than Ac1c, the shielding upshift is exited;
pg1c is: on the accelerator change rate coordinate axis, the accelerator change rate threshold value of the shielded upshift is exited;
pg2c is: and on the accelerator change rate coordinate axis, exiting the accelerator change rate threshold of the shielded downshift.
7. The target gear verification method according to claim 6, wherein Pg1c < Pg1 < Pg2c.
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| CN113028048A (en) * | 2021-03-03 | 2021-06-25 | 中国北方车辆研究所 | Automatic transmission kickdown signal identification and kickdown control method thereof |
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| DE102005006567A1 (en) * | 2005-02-11 | 2006-08-24 | Volkswagen Ag | Method for realizing the circuits from a source gear to a target gear of a dual-clutch transmission |
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| CN112240387A (en) * | 2020-09-25 | 2021-01-19 | 浙江吉利控股集团有限公司 | Hybrid vehicle gear selection method and system, electronic equipment and storage medium |
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| CN113028048A (en) * | 2021-03-03 | 2021-06-25 | 中国北方车辆研究所 | Automatic transmission kickdown signal identification and kickdown control method thereof |
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