CN114576349B - Vehicle downshift control method, controller and motor vehicle - Google Patents
Vehicle downshift control method, controller and motor vehicle Download PDFInfo
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- CN114576349B CN114576349B CN202210278771.1A CN202210278771A CN114576349B CN 114576349 B CN114576349 B CN 114576349B CN 202210278771 A CN202210278771 A CN 202210278771A CN 114576349 B CN114576349 B CN 114576349B
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- 238000000034 method Methods 0.000 title claims abstract description 17
- 230000001133 acceleration Effects 0.000 claims abstract description 30
- 230000005540 biological transmission Effects 0.000 claims description 27
- 238000012423 maintenance Methods 0.000 claims description 8
- 230000009471 action Effects 0.000 description 6
- 238000005457 optimization Methods 0.000 description 4
- 230000006872 improvement Effects 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 230000008569 process Effects 0.000 description 2
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000008901 benefit Effects 0.000 description 1
- 230000003247 decreasing effect Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
- 238000004088 simulation Methods 0.000 description 1
Classifications
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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
- 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
- F16H61/0202—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 the signals being electric
- F16H61/0204—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 the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
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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
- 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
- F16H2061/0012—Transmission control for optimising power output of driveline
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Control Of Transmission Device (AREA)
Abstract
The invention relates to a vehicle downshift control method, a controller and a motor vehicle, comprising the following steps: acquiring the current acceleration of the vehicle, the current rotating speed of the engine and the maintaining time of the current rotating speed of the engine; when the current rotating speed of the engine is smaller than a downshift rotating speed threshold value, judging whether the current acceleration of the vehicle is smaller than a first calibration value, if so, downshifting, and if not, not downshifting; when the vehicle does not downshift, judging whether the difference value between the current rotating speed of the engine and the downshift rotating speed threshold is smaller than a second calibration value, if so, downshifting, and if not, judging whether the maintaining time T of the current rotating speed of the engine is larger than a third calibration value; if T is greater than a third calibration value, downshifting, and if T is not greater than the third calibration value, judging whether the current rotating speed of the engine is greater than a gear shifting rotating speed threshold value or not; and if the current rotating speed of the engine is larger than the gear shifting rotating speed threshold value, ending, and if the current rotating speed of the engine is not larger than the gear shifting rotating speed threshold value, returning to the step of continuously judging that the vehicle does not downshift. The vehicle is ensured to use the highest gear allowed under the current speed, so that the current highest torque of the engine is exerted.
Description
Technical Field
The invention relates to the technical field of vehicles, in particular to a vehicle downshift control method, a controller and a motor vehicle.
Background
The statements in this section merely provide background information related to the present disclosure and may not necessarily constitute prior art.
The vehicle with the manual-automatic transmission realizes upshift or downshift by the mechanical structure part of the vehicle-mounted computer automatic control transmission through the opening degree of an accelerator, the rotating speed of an engine and the current speed of the vehicle, and simultaneously can also realize manual upshift or downshift by a driver according to the driving habit of the driver. When the vehicle with the transmission runs on a road, a highest gear allowed by the current vehicle speed exists to ensure that the engine can output the maximum torque, and the driver does not control the vehicle at the highest gear allowed at present due to different driving habits and own experiences, so that when the vehicle runs at a position lower than the highest gear, the highest torque performance of the engine cannot be exerted, the improvement of the exhaust temperature of the engine is not facilitated, and the efficiency exerted by the engine is low.
Disclosure of Invention
In order to solve the technical problems in the prior art, the invention provides a vehicle downshift control method, a controller and a motor vehicle, wherein the gear is selected by judging the current engine speed, the vehicle acceleration and the maintenance time of the current engine speed so as to ensure that the vehicle uses the highest gear allowed under the current vehicle speed, thereby exerting the current highest torque of the engine, improving the temperature of the engine, increasing the economy and reducing the frequent upshift and downshift actions of the vehicle.
In order to achieve the above purpose, the present invention adopts the following technical scheme:
a first aspect of the invention provides a vehicle downshift control method including the steps of:
acquiring the current acceleration of the vehicle, the current rotating speed of the engine and the maintaining time of the current rotating speed of the engine;
when the current rotating speed of the engine is smaller than a downshift rotating speed threshold value, judging whether the current acceleration of the vehicle is smaller than a first calibration value, if so, downshifting, and if not, not downshifting;
when the vehicle does not downshift, judging whether the difference value between the current rotating speed of the engine and the downshift rotating speed threshold is smaller than a second calibration value, if so, downshifting, and if not, judging whether the maintaining time T of the current rotating speed of the engine is larger than a third calibration value; if T is greater than a third calibration value, downshifting, and if T is not greater than the third calibration value, judging whether the current rotating speed of the engine is greater than a gear shifting rotating speed threshold value or not;
and if the current rotating speed of the engine is larger than the gear shifting rotating speed threshold value, ending, and if the current rotating speed of the engine is not larger than the gear shifting rotating speed threshold value, returning to the step of continuously judging that the vehicle does not downshift.
The first calibration value and the second calibration value are both negative values.
A second aspect of the present invention provides a controller implementing the above-described upshift optimization method, the controller being configured to:
acquiring the current acceleration of the vehicle, the current rotating speed of the engine and the maintaining time of the current rotating speed of the engine;
when the current rotating speed of the engine is smaller than a downshift rotating speed threshold value, judging whether the current acceleration of the vehicle is smaller than a first calibration value, if so, downshifting, and if not, not downshifting;
when the vehicle does not downshift, judging whether the difference value between the current rotating speed of the engine and the downshift rotating speed threshold is smaller than a second calibration value, if so, downshifting, and if not, judging whether the maintaining time T of the current rotating speed of the engine is larger than a third calibration value; if T is greater than a third calibration value, downshifting, and if T is not greater than the third calibration value, judging whether the current rotating speed of the engine is greater than a gear shifting rotating speed threshold value or not;
and if the current rotating speed of the engine is larger than the gear shifting rotating speed threshold value, ending, and if the current rotating speed of the engine is not larger than the gear shifting rotating speed threshold value, returning to the step of continuously judging that the vehicle does not downshift.
The controller is further configured to: the first calibration value and the second calibration value are both negative values.
A third aspect of the invention provides a motor vehicle comprising a communicatively coupled vehicle computer and a transmission, the vehicle computer being configured to:
acquiring the current acceleration of the vehicle, the current rotating speed of the engine and the maintaining time of the current rotating speed of the engine;
when the current rotating speed of the engine is smaller than a downshift rotating speed threshold value, judging whether the current acceleration of the vehicle is smaller than a first calibration value, if so, sending a downshift instruction to the transmission, and if not, not downshifting;
when the vehicle does not downshift, judging whether the difference value between the current rotating speed of the engine and the downshift rotating speed threshold is smaller than a second calibration value, if so, downshifting, and if not, judging whether the maintaining time T of the current rotating speed of the engine is larger than a third calibration value; if T is greater than a third calibration value, downshifting, and if T is not greater than the third calibration value, judging whether the current rotating speed of the engine is greater than a gear shifting rotating speed threshold value or not;
and if the current rotating speed of the engine is larger than the gear shifting rotating speed threshold value, ending, and if the current rotating speed of the engine is not larger than the gear shifting rotating speed threshold value, returning to the step of continuously judging that the vehicle does not downshift.
The vehicle-mounted computer is further configured to: the first calibration value and the second calibration value are both negative values.
The motor vehicle is provided with a first speed sensor and a second speed sensor, wherein the first speed sensor acquires the current acceleration of the vehicle, and the second speed sensor acquires the current rotation speed of the engine.
The vehicle-mounted computer obtains the current rotating speed of the engine through the second speed sensor, and the maintenance time of the current rotating speed of the engine is obtained.
Compared with the prior art, the above technical scheme has the following beneficial effects:
the gear is selected by judging the current engine speed, the vehicle acceleration and the maintenance time of the current engine speed so as to ensure that the vehicle uses the highest gear allowed under the current vehicle speed and avoid using the low gear to run, thereby playing the current highest torque performance of the engine, improving the temperature discharge of the engine, increasing the economy and improving the engine efficiency.
Drawings
The accompanying drawings, which are included to provide a further understanding of the invention and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the description serve to explain the invention.
FIG. 1 is a flow diagram of a vehicle downshift control method provided in one or more embodiments of the present disclosure;
FIG. 2 is a schematic illustration of an engine performance distribution when a downshift strategy is not being modified as provided by one or more embodiments of the present disclosure;
FIG. 3 is a graphical illustration of engine performance after a downshift strategy correction provided by one or more embodiments of the present invention.
Detailed Description
The invention will be further described with reference to the drawings and examples.
It should be noted that the following detailed description is exemplary and is intended to provide further explanation of the invention. Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs.
It is noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of exemplary embodiments according to the present invention. As used herein, the singular is also intended to include the plural unless the context clearly indicates otherwise, and furthermore, it is to be understood that the terms "comprises" and/or "comprising" when used in this specification are taken to specify the presence of stated features, steps, operations, devices, components, and/or combinations thereof.
The transmission is a transmission device for coordinating the rotational speed of the engine output with the actual running speed of the wheels, and is used for exerting the best performance of the engine, and the engine can be operated in the best power performance state through gear shifting.
As described in the background art, for a vehicle equipped with an automated manual transmission, there is a highest gear allowed by a current vehicle speed to ensure that the engine can output power with maximum torque, and the driver does not control the vehicle at the highest gear allowed currently due to different driving habits and own experiences, and when the vehicle runs at a lower gear than the highest gear, the highest torque advantage of the engine cannot be exerted, which is unfavorable for the promotion of the exhaust temperature of the engine, so that the efficiency exerted by the engine is low.
Therefore, the following embodiments provide a vehicle downshift control method, a controller and a motor vehicle, wherein the gear is selected by judging the current engine speed, the vehicle acceleration and the maintenance time of the current engine speed, so as to ensure that the vehicle uses the highest gear allowed under the current vehicle speed, thereby exerting the current highest torque of the engine, improving the temperature of the engine, increasing the economy and reducing the frequent upshift actions of the vehicle.
Embodiment one:
as shown in fig. 1, a vehicle downshift control method includes the steps of:
acquiring the current acceleration of the vehicle, the current rotating speed of the engine and the maintaining time of the current rotating speed of the engine;
when the current rotating speed of the engine is smaller than a downshift rotating speed threshold value, judging whether the current acceleration of the vehicle is smaller than a first calibration value b, if so, downshifting, and if not, not downshifting;
when the vehicle does not downshift, judging whether the difference value between the current rotating speed of the engine and the downshift rotating speed threshold value is smaller than a second calibration value d, if the difference value is smaller than d, downshifting, and if the difference value is not smaller than d, judging whether the maintaining time T of the current rotating speed of the engine is larger than a third calibration value c;
if T is larger than c, downshifting, and if T is not larger than c, judging whether the current rotating speed of the engine is larger than a gear shifting rotating speed threshold value or not;
if the vehicle speed is larger than the preset speed, the gear shifting is finished, and if the vehicle speed is not larger than the preset speed, the vehicle speed is returned to the step of not downshifting to continue judging.
The first calibration value b and the second calibration value d are both negative values.
Specific:
in the running process of the whole vehicle with the current gear, when the current rotation speed of the engine is smaller than the threshold value of the rotation speed of the downshift, entering the downshift judgment stage:
firstly, judging whether to downshift according to the current acceleration of the vehicle:
(1) The acceleration a is smaller than the calibration value b (is a negative value), and the whole vehicle downshifts; in this step, the vehicle is decelerating, and when the magnitude of the deceleration of the vehicle exceeds a certain value (calibration value b), the torque output by the engine is considered to be already decreasing, and the gear ratio of the transmission (for example, a gear transmission or other types of transmissions) needs to be changed by downshifting, so that the engine obtains the output torque as high as possible at the current vehicle speed;
(2) The acceleration a > the calibration value b (negative value), the whole vehicle does not downshift; at this step, the vehicle is not decelerating, and the torque currently output by the engine is considered to still meet the performance.
When the whole vehicle does not downshift, judging whether the difference value between the current rotating speed of the engine and the downshift rotating speed threshold value is smaller than a calibration value d (d is a negative value, and the current rotating speed of the engine is smaller than the downshift rotating speed threshold value and is negative in value):
(1) If the difference is smaller than d, the vehicle downshifts; in this step, the vehicle is not decelerated, but the rotational speed of the engine output is already close to the threshold value of the rotational speed of the downshift, and the torque of the engine output is considered to be reduced in a short time, so that the downshift changes the gear ratio of the transmission (taking a gear transmission as an example, or other types of transmissions are also possible), so that the engine is ensured to maintain the output torque as high as possible, and the torque reduction is avoided;
(2) If the difference value is not less than d, judging whether the current rotation speed maintaining time T of the engine is greater than a calibration value c or not;
(1) if the time T is greater than c, the whole vehicle downshifts; in this step, the vehicle is not decelerated, the rotational speed of the engine output is far away from the threshold point of the rotational speed of the downshift, but the engine has been maintained for a period of time at the current rotational speed, and if the engine is considered to have no maximum torque output, the downshift changes the gear ratio of the transmission (taking a gear transmission as an example, or other types of transmissions) so as to ensure that the engine maintains as high an output torque as possible;
(2) if the time T is smaller than c, judging whether the current rotating speed is larger than the gear shifting rotating speed, if so, finishing gear shifting, and if not, returning to the whole vehicle to continue judging without gear shifting. In the step, the vehicle is not decelerated, the rotating speed of the output of the engine is far away from a gear-shifting rotating speed threshold point, and meanwhile, the engine is maintained for a relatively short time at the current rotating speed, so that judgment is required according to the magnitude between the current rotating speed of the engine and the gear-shifting rotating speed threshold point;
if the current rotation speed of the engine is greater than the gear shifting rotation speed threshold value, the rotation speed output by the engine can exceed the gear shifting rotation speed threshold value in a short time, the engine is in a high torque output state, and gear shifting is finished (the problem of gear shifting is temporarily not considered); it should be noted that the gear shift speed threshold point at this step is different from the gear shift speed threshold point at the preceding step, and the engine may output a threshold value exceeding the gear shift speed at this step (depending on the performance of the engine), but the unilateral exceeding the gear shift speed threshold point does not trigger the gear shift action immediately, and there are other additional conditions related to the gear shift judgment, and the gear shift problem is complicated due to different engine performance, road condition and driving habit, and the gear shift speed threshold is taken as a description herein temporarily without considering the gear shift problem.
If the current rotating speed of the engine is not greater than the gear shifting rotating speed, the vehicle needs to return to the non-gear shifting ring section of the whole vehicle for continuous judgment.
If the engine is not considered to be outputting maximum torque, then the downshift changes the transmission gear ratio (for example, a gear transmission, but other types of transmissions are also possible) to ensure that the engine maintains as high an output torque as possible.
The automated manual transmission involved in the above process may be an AMT transmission.
The current acceleration of the vehicle, the current rotating speed of the engine and the maintaining time of the current rotating speed of the engine can be realized by utilizing a vehicle-mounted computer carried in the vehicle to identify various sensors pre-mounted in the vehicle.
The gear is selected by judging the current engine speed, the vehicle acceleration and the maintenance time of the current engine speed, so that the highest gear allowed by the vehicle under the current speed is ensured, the low gear is avoided to be used for running, the current highest torque performance of the engine is exerted, the temperature of the engine is increased, the economy is improved, and the frequent gear lifting actions of the vehicle are reduced.
The engine performance simulations before and after optimization using the above procedure are shown in fig. 2-3.
As shown in fig. 2, before optimization, the areas from outside to inside are respectively: the time ratio, the sum point of which is more than 80%, the point of which is more than 50% and the point of which is more than 20%, the concentrated vehicle speed is 63.8, and the concentrated torque, the rotating speed, the power and the speed ratio are respectively as follows: 1113. 1467, 171 and 17.5.
As shown in fig. 3, after optimization, the areas from outside to inside are respectively: the oil consumption ratio, the sum point of which is more than 80%, the point of which is more than 50% and the point of which is more than 20%, the concentrated vehicle speed is 79.5, and the concentrated torque, the rotating speed, the power and the speed ratio are respectively as follows: 1052. 1925, 212 and 13.2.
After the downshift strategy is corrected and applied, the problems of low exhaust temperature and poor economy are effectively solved when the vehicle normally runs, the vehicle can stably run at a high gear which is allowed to be used, the low-load working condition running area of the whole vehicle is reduced, and the economy of the whole vehicle is obviously improved while the exhaust temperature of the engine is effectively improved.
Embodiment two:
the present embodiment provides a controller implementing the above-described vehicle downshift control method, the controller being configured to:
acquiring the current acceleration of the vehicle, the current rotating speed of the engine and the maintaining time of the current rotating speed of the engine;
when the current rotating speed of the engine is smaller than a downshift rotating speed threshold value, judging whether the current acceleration of the vehicle is smaller than a first calibration value b, if so, downshifting, and if not, not downshifting;
when the vehicle does not downshift, judging whether the difference value between the current rotating speed of the engine and the downshift rotating speed threshold value is smaller than a second calibration value d, if the difference value is smaller than d, downshifting, and if the difference value is not smaller than d, judging whether the maintaining time T of the current rotating speed of the engine is larger than a third calibration value c;
if T is larger than c, downshifting, and if T is not larger than c, judging whether the current rotating speed of the engine is larger than a gear shifting rotating speed threshold value or not;
if the vehicle speed is larger than the preset speed, the gear shifting is finished, and if the vehicle speed is not larger than the preset speed, the vehicle speed is returned to the step of not downshifting to continue judging.
The first calibration value b and the second calibration value d are both negative values.
The controller selects the gear by judging the current engine speed, the vehicle acceleration and the maintenance time of the current engine speed so as to ensure that the vehicle uses the highest gear allowed under the current speed and avoid using the low gear to run, thereby playing the current highest torque performance of the engine, improving the temperature discharge of the engine, increasing the economy and reducing the frequent gear lifting actions of the vehicle.
Embodiment III:
the present embodiment provides a motor vehicle having a transmission and an on-board computer that performs the method of embodiment one.
The vehicle-mounted computer selects gears by judging the current engine speed, the vehicle acceleration and the maintenance time of the current engine speed so as to ensure that the vehicle uses the highest gear allowed under the current speed and avoid using low gears to run, thereby playing the current highest torque performance of the engine, improving the temperature discharge of the engine, increasing the economy and reducing the frequent gear lifting actions of the vehicle.
The above description is only of the preferred embodiments of the present invention and is not intended to limit the present invention, but various modifications and variations can be made to the present invention by those skilled in the art. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (10)
1. A vehicle downshift control method characterized by: comprising the following steps:
acquiring the current acceleration of the vehicle, the current rotating speed of the engine and the maintaining time T of the current rotating speed of the engine;
when the current rotating speed of the engine is smaller than a downshift rotating speed threshold value, judging whether the current acceleration of the vehicle is smaller than a first calibration value, if so, downshifting, and if not, not downshifting;
when the vehicle does not downshift, judging whether the difference value between the current rotating speed of the engine and the downshift rotating speed threshold is smaller than a second calibration value, if so, downshifting, and if not, judging whether the maintaining time T of the current rotating speed of the engine is larger than a third calibration value; if T is greater than a third calibration value, downshifting, and if T is not greater than the third calibration value, judging whether the current rotating speed of the engine is greater than a gear shifting rotating speed threshold value or not;
and if the current rotating speed of the engine is larger than the gear shifting rotating speed threshold value, ending, and if the current rotating speed of the engine is not larger than the gear shifting rotating speed threshold value, returning to the step of continuously judging that the vehicle does not downshift.
2. The vehicle downshift control method according to claim 1, wherein: the first calibration value and the second calibration value are both negative values.
3. A vehicle downshift controller, characterized by: is configured to:
acquiring the current acceleration of the vehicle, the current rotating speed of the engine and the maintaining time of the current rotating speed of the engine;
when the current rotating speed of the engine is smaller than a downshift rotating speed threshold value, judging whether the current acceleration of the vehicle is smaller than a first calibration value, if so, downshifting, and if not, not downshifting;
when the vehicle does not downshift, judging whether the difference value between the current rotating speed of the engine and the downshift rotating speed threshold is smaller than a second calibration value, if so, downshifting, and if not, judging whether the maintaining time T of the current rotating speed of the engine is larger than a third calibration value; if T is greater than a third calibration value, downshifting, and if T is not greater than the third calibration value, judging whether the current rotating speed of the engine is greater than a gear shifting rotating speed threshold value or not;
and if the current rotating speed of the engine is larger than the gear shifting rotating speed threshold value, ending, and if the current rotating speed of the engine is not larger than the gear shifting rotating speed threshold value, returning to the step of continuously judging that the vehicle does not downshift.
4. A vehicle downshift controller as claimed in claim 3, wherein: is also configured to: the first calibration value is negative.
5. A vehicle downshift controller as claimed in claim 3, wherein: is also configured to: the second calibration value is negative.
6. A motor vehicle characterized by: the vehicle-mounted computer comprises a vehicle-mounted computer and a transmission which are in communication connection, wherein the vehicle-mounted computer is configured to:
acquiring the current acceleration of the vehicle, the current rotating speed of the engine and the maintaining time of the current rotating speed of the engine;
when the current rotating speed of the engine is smaller than a downshift rotating speed threshold value, judging whether the current acceleration of the vehicle is smaller than a first calibration value, if so, sending a downshift instruction to the transmission, and if not, not downshifting;
when the transmission is not in downshifting, judging whether the difference value between the current rotating speed of the engine and the threshold value of the downshifting rotating speed is smaller than a second calibration value, if so, downshifting, and if not, judging whether the maintaining time T of the current rotating speed of the engine is larger than a third calibration value; if T is greater than a third calibration value, downshifting, and if T is not greater than the third calibration value, judging whether the current rotating speed of the engine is greater than a gear shifting rotating speed threshold value or not;
and if the current rotating speed of the engine is larger than the gear shifting rotating speed threshold value, ending, and if the current rotating speed of the engine is not larger than the gear shifting rotating speed threshold value, returning to the step of continuously judging that the transmission is not downshifted.
7. A motor vehicle as claimed in claim 6, wherein: the vehicle-mounted computer is further configured to: the first calibration value and the second calibration value are both negative values.
8. A motor vehicle as claimed in claim 6, wherein: the motor vehicle is provided with a first speed sensor and a second speed sensor.
9. A motor vehicle as claimed in claim 8, wherein: the first speed sensor acquires the current acceleration of the vehicle, and the second speed sensor acquires the current rotation speed of the engine.
10. A motor vehicle as claimed in claim 9, wherein: the vehicle-mounted computer obtains the current rotating speed of the engine through the second speed sensor, and the maintenance time of the current rotating speed of the engine is obtained.
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| CN202210278771.1A CN114576349B (en) | 2022-03-21 | 2022-03-21 | Vehicle downshift control method, controller and motor vehicle |
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| CN202210278771.1A CN114576349B (en) | 2022-03-21 | 2022-03-21 | Vehicle downshift control method, controller and motor vehicle |
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