CN113879310A - Downshift skip control method - Google Patents
Downshift skip control method Download PDFInfo
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- CN113879310A CN113879310A CN202111347465.0A CN202111347465A CN113879310A CN 113879310 A CN113879310 A CN 113879310A CN 202111347465 A CN202111347465 A CN 202111347465A CN 113879310 A CN113879310 A CN 113879310A
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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
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
- B60W30/18—Propelling the vehicle
- B60W30/19—Improvement of gear change, e.g. by synchronisation or smoothing gear shift
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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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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/10—Longitudinal speed
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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
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/10—Change speed gearings
- B60W2710/1005—Transmission ratio engaged
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Abstract
The embodiment of the invention discloses a downshift and skip control method. The method comprises the following steps: outputting strong brake enable according to the intention of a driver and the state of the whole vehicle; outputting a downshift and skip request according to the road condition correction state, the auxiliary brake correction state and the vehicle state; and adjusting the downshift and skip gear according to the current vehicle speed, the gear information and the driving information. The scheme can associate the starting of the downshift and skip shift with the intention of a driver, so that the downshift control of the vehicle is more intelligent. The downshift request can be associated with specific road condition information, so that the downshift and skip request of the vehicle can better meet the current driving requirement, and the downshift control of the vehicle is more intelligent. And the optimal downshift and skip gear can be selected and executed under the specific actual condition, so that the downshift times are reasonably reduced, the frequent downshift condition is improved, the driving comfort is improved, and the service life of the shift execution mechanism is prolonged.
Description
Technical Field
The embodiment of the invention relates to the technical field of vehicle gear shifting control, in particular to a downshift and skip control method.
Background
The automatic Transmission (AMT) of the electric control machinery is increasingly popular in the commercial vehicle industry because of its features of convenient operation, low oil consumption, and high efficiency cooperation with the electric control engine, and the matching proportion of domestic light commercial vehicles and heavy commercial vehicles to the automatic Transmission of the electric control machinery is explosively increased for nearly three years. However, in the current commercial vehicle matched with the electrically controlled mechanical automatic gearbox, sequential downshifting is needed in the throttle release deceleration process or the vehicle is switched to the neutral position when the vehicle speed is lower than a certain value, so that the driving comfort is affected by the shift impact caused by frequent downshifting, and the reliability and the service life of a gear shifting mechanism are affected by the increase of the number of shifts.
Disclosure of Invention
The embodiment of the invention provides a downshift and skip control method, which aims to improve the frequency of frequent downshifting, thereby improving the driving comfort and prolonging the service life of a shift actuating mechanism.
In a first aspect, an embodiment of the present invention provides a downshift control method, including:
outputting strong brake enable according to the intention of a driver and the state of the whole vehicle;
outputting a downshift and skip request according to the road condition correction state, the auxiliary brake correction state and the vehicle state;
and adjusting the downshift and skip gear according to the gear requested by the downshift and skip gear, the current vehicle speed, the gear information and the driving information.
Optionally, the driver intent comprises: brake pedal percentage, rate of change of brake pedal position, and auxiliary brake enable status;
the vehicle state includes vehicle deceleration.
Optionally, outputting strong brake enable according to the driver's intention and the vehicle state, comprising:
in the case where the brake pedal percentage is greater than 0:
if the deceleration of the whole vehicle is smaller than the first acceleration threshold, outputting strong brake enable;
if the position change rate of the brake pedal is greater than a first pedal change rate threshold value and the deceleration of the whole vehicle is less than a second acceleration threshold value, outputting strong brake enable;
if the position change rate of the brake pedal is greater than the second pedal change rate threshold value and the deceleration of the whole vehicle is less than a third acceleration threshold value, outputting strong brake enable;
the third acceleration threshold is smaller than zero, larger than the second acceleration threshold, and larger than the first acceleration threshold; the first pedal rate of change threshold is greater than zero and the first pedal rate of change threshold is less than the second pedal rate of change threshold.
Optionally, outputting a strong brake enable according to the driver's intention and the vehicle state, further comprising:
if the deceleration of the whole vehicle is greater than the acceleration exit threshold, outputting strong brake enable; the acceleration exit threshold is less than zero and greater than a third acceleration threshold.
Optionally, the auxiliary brake enable state includes an engine exhaust brake enable state and a retarder brake enable state.
Optionally, outputting a strong brake enable according to the driver's intention and the vehicle state, further comprising:
in the case that the engine exhaust brake enable state or the retarder brake enable state is on:
and if the deceleration of the whole vehicle is smaller than the fourth acceleration threshold, outputting strong brake enable.
Optionally, the road condition correction state includes a gradient correction coefficient;
the auxiliary brake correction state comprises an engine exhaust brake correction coefficient and a retarder brake correction coefficient;
the vehicle state includes vehicle deceleration.
Optionally, outputting a downshift and skip request according to the road condition correction state, the auxiliary braking correction state and the vehicle state, including:
if the value obtained by multiplying the fifth speed threshold value by the engine exhaust braking correction coefficient, the retarder braking correction coefficient and the gradient correction coefficient is larger than the deceleration of the whole vehicle, outputting a 4-gear-down request;
if not, then,
if the value obtained by multiplying the sixth acceleration threshold by the engine exhaust braking correction coefficient, the retarder braking correction coefficient and the gradient correction coefficient is larger than the deceleration of the whole vehicle, outputting a 3-gear-down request;
if not, then,
a downshift 2 nd request is output.
Optionally, the gear information comprises a gear transmission ratio;
the driving information includes an engine speed.
Optionally, adjusting the downshift and skip gear according to the gear requested by the downshift and skip gear, the current vehicle speed, the gear information and the driving information comprises:
calculating an executable maximum downshift gear skipping position and an executable minimum downshift gear skipping position according to the current vehicle speed, the gear transmission ratio and the engine speed;
and adjusting the downshift and skip gear according to the gear requested by the downshift and skip gear, the gear capable of executing the maximum downshift and skip gear and the gear capable of executing the minimum downshift and skip gear.
Optionally, adjusting the downshift skip gear according to the size of the downshift skip gear request, the maximum downshift skip gear executable and the minimum downshift skip gear executable comprises:
if the gear of the downshift and skip gear request is larger than the executable maximum downshift and skip gear, adjusting the downshift and skip gear to be the executable maximum downshift and skip gear;
if the gear of the downshift and skip gear request is smaller than the minimum downshift and skip gear executable, adjusting the downshift and skip gear to be the minimum downshift and skip gear executable;
and if the gear of the downshift skip gear request is smaller than the executable maximum downshift skip gear and larger than the executable minimum downshift skip gear, adjusting the downshift skip gear to be the gear of the downshift skip gear request.
According to the embodiment of the invention, strong brake enabling is output according to the intention of a driver and the state of the whole vehicle, the starting of the downshift and skip shift is associated with the intention of the driver, and the downshift control of the vehicle is more intelligent. And outputting a downshift and skip-shift request according to the road condition correction state, the auxiliary brake correction state and the whole vehicle state, and associating the downshift request with specific road condition information, so that the downshift and skip-shift request of the vehicle better meets the current driving requirement, and the downshift control of the vehicle is more intelligent. And adjusting the downshift and skip gear according to the gear of the downshift and skip gear request, the current vehicle speed, the gear information and the drive information, and selecting and executing the optimal downshift and skip gear under the specific actual condition, so that the downshift times are reasonably reduced, the frequent downshift condition is improved, the driving comfort is improved, and the service life of the shift execution mechanism is prolonged.
Drawings
To more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, a brief description will be given below of the drawings required for the embodiments or the technical solutions in the prior art, and it is obvious that the drawings in the following description, although being some specific embodiments of the present invention, can be extended and extended to other structures and drawings by those skilled in the art according to the basic concepts of the device structure, the driving method and the manufacturing method disclosed and suggested by the various embodiments of the present invention, without making sure that these should be within the scope of the claims of the present invention.
Fig. 1 is a schematic flowchart of a downshift control method according to an embodiment of the present invention;
FIG. 2 is a logic diagram of a forced enable determination according to an embodiment of the present invention;
FIG. 3 is a logic diagram illustrating a downshift trip request determination according to an embodiment of the present invention;
fig. 4 is a schematic flow chart of a downshift and skip shift according to an embodiment of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
Fig. 1 is a schematic flow chart of a downshift and skip control method according to an embodiment of the present invention, which is applicable to a commercial vehicle with an electronically controlled engine matching an automatic transmission. The method specifically comprises the following steps:
and S110, outputting strong brake enable according to the intention of a driver and the state of the whole vehicle.
The intention of the driver means that the driver wants to achieve a certain purpose in the driving process of the vehicle, which can be reflected by the actions of the driver in the driving process, such as the action of stepping on the brake by the driver and the action of turning on the auxiliary brake switch by the driver. Thus, the electric control signal triggered by the action of the driver can be acquired, and the intention of the driver can be acquired through analysis of the electric control signal. The vehicle state mainly refers to the vehicle speed change in a certain time period, and the current vehicle state can be represented according to the vehicle deceleration calculated in real time according to the vehicle speed change rate in the previous time period. The strong brake enable is a switch for starting the vehicle to shift down and skip gear, and when the output forced brake enable is 1, the strong brake enable is a signal for starting the vehicle to shift down and skip gear; when the output forced activation enable is 0, the signal is the signal for quitting the downshifting and the downshifting of the vehicle. In conclusion, strong brake enabling is output according to the intention of a driver and the state of the whole vehicle, the starting of the downshift and skip shift can be associated with the intention of the driver, and the downshift and skip shift control of the vehicle is more intelligent.
And S120, outputting a downshift and skip request according to the road condition correction state, the auxiliary braking correction state and the whole vehicle state.
The downshift and skip request which can be realized by the vehicle is determined by the current road condition state, the current state output by the auxiliary braking device and the current vehicle state. In order to enable the vehicle to continuously slow down, maintain a stable vehicle speed, relieve or release the load of the vehicle brakes on a rough road, it is generally necessary to install road condition detection means (e.g., a gradient sensor) and auxiliary braking means (e.g., a retarder and an engine exhaust stack). The road condition detection device mainly reflects the specific information of the road condition through the road condition correction state, the auxiliary braking device mainly reflects the specific braking condition through the auxiliary braking correction state, and therefore the output downshift and skip request is determined according to the road condition correction state, the auxiliary braking correction state and the vehicle state. Therefore, the downshift and skip-shift request is associated with specific road condition information, so that the downshift and skip-shift request of the vehicle can better meet the current driving requirement, and the downshift and skip-shift control of the vehicle is more intelligent.
And S130, adjusting the downshift and skip gear according to the gear requested by the downshift and skip gear, the current vehicle speed, the gear information and the driving information.
Wherein the specific downshift skip gear executed during the running of the vehicle is a gear requested by the downshift skip gear, the current vehicle speed, the gear information, and the limit of the drive information. Specifically, the maximum gear-skipping gear and the minimum gear-skipping gear which can be executed by the current vehicle can be calculated according to the current vehicle speed, the gear information and the driving information. The gear of the downshift and skip gear request is limited by the maximum skip gear and the minimum skip gear which can be executed by the current vehicle, and the downshift and skip gear which is finally decided is output. For example, if the gear of the downshift skip gear request is within the range of the maximum skip gear and the minimum skip gear which can be executed by the current vehicle, outputting the final decision-made downshift skip gear as the gear of the downshift skip gear request; and if the downshift and skip-shift gear of the downshift and skip-shift request is not in the range of the maximum skip-shift gear and the minimum skip-shift gear which can be executed by the current vehicle, outputting the downshift and skip-shift gear which is finally decided as the skip-shift gear which can be executed by the current vehicle and is close to the gear of the downshift and skip-shift request (namely, the maximum skip-shift gear or the minimum skip-shift gear). Therefore, the downshift and skip gear is adjusted according to the gear of the downshift and skip gear request, the current vehicle speed, the gear information and the driving information, and the optimal downshift and skip gear can be selected and executed under the specific practical condition, so that the downshift times are reduced under the reasonable condition, the frequent downshift condition is improved, the driving comfort is improved, and the service life of the shift execution mechanism is prolonged.
According to the embodiment of the invention, strong brake enabling is output according to the intention of a driver and the state of the whole vehicle, the starting of the downshift and skip shift is associated with the intention of the driver, and the downshift control of the vehicle is more intelligent. And outputting a downshift and skip-shift request according to the road condition correction state, the auxiliary brake correction state and the whole vehicle state, and associating the downshift request with specific road condition information, so that the downshift and skip-shift request of the vehicle better meets the current driving requirement, and the downshift control of the vehicle is more intelligent. And adjusting the downshift and skip gear according to the gear of the downshift and skip gear request, the current vehicle speed, the gear information and the drive information, and selecting and executing the optimal downshift and skip gear under the specific actual condition, so that the downshift times are reasonably reduced, the frequent downshift condition is improved, the driving comfort is improved, and the service life of the shift execution mechanism is prolonged.
Optionally, the driver intent comprises: brake pedal percentage, rate of change of brake pedal position, and auxiliary brake enable status; the vehicle state includes vehicle deceleration.
Specifically, the percentage of the brake pedal may reflect the braking intention of the driver, the rate of change of the position of the brake pedal may reflect the degree of the braking intention of the driver, and the auxiliary braking enable state may reflect whether the driver needs to continuously reduce, maintain a stable vehicle speed, reduce the load of the vehicle brakes, or release the load of the vehicle brakes. Therefore, during the running process of the vehicle, the action of the driver can be detected by detecting electric control signals such as the percentage of the brake pedal, the change rate of the position of the brake pedal, the auxiliary braking enabling state and the like, so that the intention of the driver is reflected. The vehicle state mainly refers to the vehicle speed change in a certain time period, and the current vehicle state can be reflected according to the vehicle deceleration calculated in real time according to the vehicle speed change rate in the previous time period, and the current state of driving, such as the braking state or the acceleration state, can be reflected.
Fig. 2 is a logic diagram for determining forced braking enable according to an embodiment of the present invention, as shown in fig. 2, the logic diagram for outputting strong braking enable according to a driver's intention and a vehicle state includes:
in the case where the brake pedal percentage is greater than 0:
condition 1: if the vehicle deceleration is less than the first acceleration threshold a1, a strong brake enable is output.
The logic is as follows: (vehicle deceleration < first acceleration threshold a1) AND (brake pedal percentage greater than 0), strong brake enable is output. At this time, the absolute value of the vehicle deceleration is large, the forcible actuation enable output in the case of the condition 1 is 1, and the vehicle downshift and skip can be started.
Condition 2: if the brake pedal position change rate is greater than the first pedal change rate threshold Brk1 and the vehicle deceleration is less than the second acceleration threshold a2, a strong brake enable is output.
The logic is as follows: (brake pedal position rate of change > first pedal rate of change threshold Brk1) AND (vehicle deceleration < second acceleration threshold a2) AND (brake pedal percentage greater than 0), then strong brake enable is output. At this time, the absolute value of the vehicle deceleration is large and the driver has a certain braking intention, and the vehicle downshift and skip can be started with the forcible actuation enable output of 1 in the case of the condition 2.
Condition 3: and if the brake pedal position change rate is greater than the second pedal change rate threshold Brk2 and the vehicle deceleration is less than the third acceleration threshold a3, outputting strong brake enable.
The logic is as follows: (brake pedal position rate of change > second pedal rate of change threshold Brk2) AND (vehicle deceleration < third acceleration threshold a3) AND (brake pedal percentage greater than 0), then strong brake enable is output. At this time, the absolute value of the vehicle deceleration is slightly larger and the braking intention is larger, and the forced activation enable output under the condition 3 is 1, so that the vehicle can be started to shift down and skip.
Wherein the third acceleration threshold a3 is less than zero, the third acceleration threshold a3 is greater than the second acceleration threshold a2, and the second acceleration threshold a2 is greater than the first acceleration threshold a 1; the first pedal rate threshold Brk1 is greater than zero and the first pedal rate threshold Brk1 is less than the second pedal rate threshold Brk 2.
In summary, in the case where the brake pedal percentage is greater than 0, that is, in the case where the driver steps on the brake, three conditions capable of outputting the strong brake enable of 1 are included. The logic brief description when the strong braking enable output is 1 is as follows: (brake pedal percentage greater than 0) AND (condition 1OR condition 2OR condition 3).
Continuing to refer to fig. 2, outputting a strong brake enable according to the driver's intention and the vehicle state, further comprising:
condition 4: and if the deceleration of the whole vehicle is greater than the acceleration exit threshold value a0, outputting strong brake enable. The acceleration exit threshold a0 is less than zero and greater than the third acceleration threshold a 3.
The logic is as follows: and when the vehicle deceleration is greater than the acceleration exit threshold a0, strong brake enabling is output. At this time, the absolute value of the vehicle deceleration is small, the forcible actuation enable output in the case of the condition 4 is 0, and the vehicle downshift and skip shift can be exited.
Optionally, the auxiliary brake enable state includes an engine exhaust brake enable state and a retarder brake enable state.
The engine exhaust brake is characterized in that a regulating valve is arranged on an engine exhaust pipe, the pressure of an exhaust stroke is increased by closing the valve, the generated negative pressure is used for obtaining braking force, and the engine exhaust brake not only can safely reduce the speed, but also can save fuel. The retarder brake is to electrify the magnet exciting coil of the rotor assembly to generate a magnetic field through the control circuit, the rotor assembly rotates at a high speed along with the vehicle transmission part, and the magnetic force lines are cut to generate a reverse torque, so that the vehicle is decelerated. The auxiliary brake enabling state mainly comprises an engine exhaust brake enabling state and a retarder brake enabling state, the vehicle can be decelerated by means of engine exhaust brake under the condition that the engine exhaust brake enabling state is started, and the vehicle can be decelerated by means of retarder brake under the condition that the retarder brake enabling state is started.
Continuing to refer to fig. 2, outputting a strong brake enable according to the driver's intention and the vehicle state, further comprising:
condition 5: in the case that the engine exhaust brake enable state or the retarder brake enable state is on: if the vehicle deceleration is less than the fourth acceleration threshold a4, a strong brake enable is output.
The logic is as follows: (in the engine exhaust brake enable state OR the retarder brake enable state is on) AND (vehicle deceleration < fourth acceleration threshold a4), strong brake enable is output. At this time, the forced enable output in the case of condition 4 is 1, and the vehicle downshift and skip shift can be turned on.
Optionally, the road condition correction state includes a gradient correction coefficient; the auxiliary brake correction state comprises an engine exhaust brake correction coefficient and a retarder brake correction coefficient; the vehicle state includes vehicle deceleration.
The slope correction coefficient is a data index representing a road condition correction state, the engine exhaust brake correction coefficient and the retarder brake correction coefficient are data indexes representing an auxiliary brake correction state, and the current downshift and skip demand of the vehicle is measured and calculated through the slope correction coefficient, the engine exhaust brake correction coefficient and the retarder brake correction coefficient, so that downshift control of the vehicle is more intelligent.
Fig. 3 is a logic diagram for determining a downshift skip request according to an embodiment of the present invention, and as shown in fig. 3, outputting a downshift skip request according to a road condition correction state, an auxiliary braking correction state, and a vehicle state includes:
if the value obtained by multiplying the fifth speed threshold value a5 by the engine exhaust brake correction coefficient, the retarder brake correction coefficient and the gradient correction coefficient is larger than the deceleration of the whole vehicle, outputting a 4-gear-down request;
if not, then,
if the value obtained by multiplying the sixth acceleration threshold value a6 by the engine exhaust brake correction coefficient, the retarder brake correction coefficient and the gradient correction coefficient is larger than the deceleration of the whole vehicle, outputting a 3-gear-down request;
if not, then,
a downshift 2 nd request is output.
Wherein the fifth and sixth acceleration thresholds are set according to the actual conditions of the vehicle. And if the value obtained by multiplying the fifth speed threshold value by the engine exhaust brake correction coefficient, the retarder brake correction coefficient and the gradient correction coefficient is larger than the finished automobile deceleration, judging that the finished automobile deceleration is large at the moment, and logically outputting a 4-gear-down request. And if the situation is not met and the value obtained by multiplying the sixth acceleration by the engine exhaust brake correction coefficient, the retarder brake correction coefficient and the gradient correction coefficient is larger than the finished automobile deceleration, judging that the finished automobile deceleration is larger at the moment, and logically outputting a 3-gear-down request. And if the two conditions are not met, judging that the deceleration of the whole vehicle is smaller at the moment, and logically outputting a 2-gear-down request.
Optionally, the gear information comprises a gear transmission ratio; the driving information includes an engine speed.
The gear transmission ratio is also called a speed ratio and refers to the rotation speed of the input shaft and the rotation speed of the output shaft. A plurality of gears are provided to accommodate the varying resistance to vehicle travel, and each gear corresponds to a certain gear ratio. The engine speed, the gear transmission ratio and the vehicle speed are matched, all the engines of the vehicles have the rotating speed of outputting the maximum torque, and when the rotating speed of the engine reaches the rotating speed of outputting the maximum torque in a certain gear transmission ratio, the vehicle speed reaches the highest speed which can be borne by the gear transmission ratio.
Optionally, adjusting the downshift and skip gear according to the gear requested by the downshift and skip gear, the current vehicle speed, the gear information and the driving information comprises:
and calculating the executable maximum downshift gear skipping and the executable minimum downshift gear skipping according to the current vehicle speed, the gear transmission ratio and the engine speed.
The engine speed, the gear transmission ratio and the current vehicle speed are matched, so that the specific downshift and skip gear executed in the vehicle running process is limited by the current vehicle speed, the gear transmission ratio and the engine speed, the downshift times are reasonably reduced, the frequent downshift condition is improved, the driving comfort is improved, and the service life of a shift execution mechanism is prolonged.
And adjusting the downshift and skip gear according to the gear requested by the downshift and skip gear, the gear capable of executing the maximum downshift and skip gear and the gear capable of executing the minimum downshift and skip gear.
Specifically, if the gear of the downshift skip gear request is larger than the executable maximum downshift skip gear, the downshift skip gear is adjusted to the executable maximum downshift skip gear.
And if the gear of the downshift and skip gear request is smaller than the minimum downshift and skip gear executable, adjusting the downshift and skip gear to be the minimum downshift and skip gear executable.
And if the gear of the downshift skip gear request is smaller than the executable maximum downshift skip gear and larger than the executable minimum downshift skip gear, adjusting the downshift skip gear to be the gear of the downshift skip gear request.
Fig. 4 is a schematic flowchart of a downshift and skip shift according to an embodiment of the present invention, and as shown in fig. 4, the method specifically includes the following steps:
s210, judging whether the strong braking enable is equal to 1;
if the strong brake enable is not equal to 1, executing S240; if the strong braking is equal to 1, S221 is executed.
S221, judging whether the 4-gear-down request is equal to 1;
if the 4-gear-down request is equal to 1, executing S2211; if the 4-gear-down request is not equal to 1, S222 is executed.
S222, judging whether the 3-gear-down request is equal to 1;
if the 3-gear-down request is equal to 1, executing S2221; if the 3-gear-down request is not equal to 1, S2222 is executed.
S2211, the gear of the downshift and skip gear request is the current gear minus 4, and S231 is executed;
s2221, the gear of the downshift and skip gear request is the current gear minus 3, and S231 is executed;
s2222, the gear of the downshift and skip gear request is the current gear minus 2, and S231 is executed;
and S231, calculating the executable maximum downshift gear and the executable minimum downshift gear according to the current vehicle speed, the gear transmission ratio and the engine speed.
And S232, judging whether the gear of the downshift and skip gear request is larger than the gear capable of executing the maximum downshift and skip gear.
If the gear of the downshift and skip gear request is larger than the executable maximum downshift and skip gear, executing S2321; if the gear of the downshift and skip gear request is smaller than the executable maximum downshift and skip gear, executing S233;
and S233, judging whether the gear of the downshift and skip gear request is smaller than the minimum downshift and skip gear executable.
If the gear of the downshift skip-shift request is smaller than the minimum downshift skip-shift executable gear, then executing S2331; if the gear of the downshift skip gear request is larger than the minimum downshift skip gear executable, then executing S2332;
s2321, executing a downshift and skip gear 240, wherein the downshift and skip gear is the maximum downshift and skip gear capable of being executed;
s2331, if the downshift gear skipping is the minimum downshift gear skipping executable, executing S240;
s2332, executing S240 when the downshift and skip shift gear is the gear requested by the downshift and skip shift;
and S240, exiting the downshift and skip.
Finally, it should be noted that: the above examples are only intended to illustrate the technical solution of the present invention, but not to limit it; although the present 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 solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions of the embodiments of the present invention.
Claims (11)
1. A downshift skip control method characterized by comprising:
outputting strong brake enable according to the intention of a driver and the state of the whole vehicle;
outputting a downshift and skip request according to the road condition correction state, the auxiliary brake correction state and the vehicle state;
and adjusting the downshift and skip gear according to the gear of the downshift and skip gear request, the current vehicle speed, the gear information and the driving information.
2. The downshift skip shift control method according to claim 1, wherein the driver intention includes: brake pedal percentage, rate of change of brake pedal position, and auxiliary brake enable status;
the vehicle state includes a vehicle deceleration.
3. The downshift skip shift control method according to claim 2, wherein outputting a strong brake enable according to a driver's intention and a vehicle state includes:
in the case where the brake pedal percentage is greater than 0:
if the deceleration of the whole vehicle is smaller than a first acceleration threshold value, outputting the strong braking enable;
if the position change rate of the brake pedal is greater than a first pedal change rate threshold value and the deceleration of the whole vehicle is less than a second acceleration threshold value, outputting the strong brake enable;
if the position change rate of the brake pedal is greater than a second pedal change rate threshold value and the deceleration of the whole vehicle is less than a third acceleration threshold value, outputting the strong braking enable
Wherein the third acceleration threshold is less than zero, the third acceleration threshold is greater than the second acceleration threshold, and the second acceleration threshold is greater than the first acceleration threshold; the first pedal rate of change threshold is greater than zero and the first pedal rate of change threshold is less than the second pedal rate of change threshold.
4. The downshift skip shift control method according to claim 3, wherein a strong brake enable is output according to a driver's intention and a vehicle state, further comprising:
if the deceleration of the whole vehicle is greater than the acceleration exit threshold, outputting the strong braking enable; the acceleration exit threshold is less than zero and greater than the third acceleration threshold.
5. The downshift skip shift control method according to claim 2, wherein the auxiliary brake enable state includes an engine exhaust brake enable state and a retarder brake enable state.
6. The downshift skip shift control method according to claim 5, wherein a strong brake enable is output according to a driver's intention and a vehicle state, further comprising:
in the event that the engine exhaust brake enable state or the retarder brake enable state is on:
and if the deceleration of the whole vehicle is smaller than a fourth acceleration threshold value, outputting the strong braking enable.
7. The downshift skip control method according to claim 1, wherein the road condition correction state includes a gradient correction coefficient;
the auxiliary brake correction state comprises an engine exhaust brake correction coefficient and a retarder brake correction coefficient;
the vehicle state includes a vehicle deceleration.
8. The downshift skip control method according to claim 7, wherein outputting a downshift skip request according to a road condition correction state, an auxiliary braking correction state, and the vehicle state includes:
if the value obtained by multiplying the fifth speed threshold by the engine exhaust braking correction coefficient, the retarder braking correction coefficient and the gradient correction coefficient is larger than the deceleration of the whole vehicle, outputting a 4-gear-down request;
if not, then,
if the value obtained by multiplying the sixth acceleration threshold by the engine exhaust braking correction coefficient, the retarder braking correction coefficient and the gradient correction coefficient is larger than the deceleration of the whole vehicle, outputting a 3-gear-down request;
if not, then,
a downshift 2 nd request is output.
9. The downshift skip control method according to claim 1, wherein the gear information includes a gear ratio;
the driving information includes an engine speed.
10. The downshift skip control method according to claim 9, wherein adjusting the downshift skip gear in accordance with the shift gear of the downshift skip gear request, the current vehicle speed, the gear information, and the drive information includes:
calculating an executable maximum downshift gear skipping position and an executable minimum downshift gear skipping position according to the current vehicle speed, the gear transmission ratio and the engine speed;
and adjusting the downshift and skip gear according to the gear of the downshift and skip gear request, the executable maximum downshift and skip gear and the executable minimum downshift and skip gear.
11. The downshift skip control method according to claim 10, wherein adjusting the downshift skip gear in accordance with the magnitudes of the gear of the downshift skip request, the maximum downshift skip gear executable, and the minimum downshift skip gear executable includes:
if the gear of the downshift and skip gear request is larger than the executable maximum downshift and skip gear, adjusting the downshift and skip gear to be the executable maximum downshift and skip gear;
if the gear of the downshift and skip gear request is smaller than the executable minimum downshift and skip gear, adjusting the downshift and skip gear to be the executable minimum downshift and skip gear;
and if the gear of the downshift skip gear request is smaller than the executable maximum downshift skip gear and larger than the executable minimum downshift skip gear, adjusting the downshift skip gear to be the gear of the downshift skip gear request.
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