WO2026020587A1 - 自动变速器的标定控制方法、装置、车辆、介质及程序 - Google Patents

自动变速器的标定控制方法、装置、车辆、介质及程序

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Publication number
WO2026020587A1
WO2026020587A1 PCT/CN2024/121940 CN2024121940W WO2026020587A1 WO 2026020587 A1 WO2026020587 A1 WO 2026020587A1 CN 2024121940 W CN2024121940 W CN 2024121940W WO 2026020587 A1 WO2026020587 A1 WO 2026020587A1
Authority
WO
WIPO (PCT)
Prior art keywords
lock
gear
point
torque converter
automatic transmission
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
PCT/CN2024/121940
Other languages
English (en)
French (fr)
Inventor
刘治文
张学锋
李岩
陈国栋
杨云波
王小峰
许健男
吴刚
吕有志
狐晓斌
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
FAW Group Corp
Original Assignee
FAW Group Corp
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Filing date
Publication date
Application filed by FAW Group Corp filed Critical FAW Group Corp
Publication of WO2026020587A1 publication Critical patent/WO2026020587A1/zh
Pending legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • 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
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
    • 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
    • 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
    • F16H61/18—Preventing unintentional or unsafe shift, e.g. preventing manual shift from highest gear to reverse gear

Definitions

  • This application relates to the field of vehicle technology, and in particular to a calibration control method, device, vehicle, medium and program for an automatic transmission.
  • Automatic transmissions capable of shifting gears automatically based on the driver's accelerator and brake inputs, significantly reduce driver workload and vehicle handling difficulty, and are now widely used in passenger vehicles.
  • hydraulic-mechanical automatic transmissions are particularly favored by automakers and consumers due to their unique advantages in vehicle power, drivability, and NVH performance.
  • a hydraulic-mechanical automatic transmission consists of a hydraulic torque converter and a gear transmission mechanism.
  • the torque capacity coefficient is a very important performance parameter, which characterizes the torque converter's ability to transmit torque and has a significant impact on the performance of the hydraulic-mechanical automatic transmission.
  • the calibration control of hydraulic-mechanical automatic transmissions mostly involves controlling torque converter slippage or lock-up in mid-to-high gears to ensure transmission efficiency and thus improve vehicle fuel economy.
  • the torque converter In low gears, the torque converter is unlocked to ensure vehicle power performance.
  • the torque converter in a vehicle's hydraulic-mechanical automatic transmission is too soft, it can easily lead to problems such as engine speed spikes and delayed or even non-existent torque converter lock-up in mid-to-low gears during acceleration and upshifting. This affects vehicle fuel economy, drivability, and NVH performance, resulting in a poor user experience.
  • This application provides a calibration control method, device, vehicle, medium, and program for an automatic transmission to solve problems in related technologies, such as the engine speed soaring and the torque converter locking up late or not locking up at low and medium gears when the vehicle is accelerating and shifting up due to the soft stiffness of the selected torque converter during vehicle development, which affects the overall vehicle economy, drivability, and NVH performance, resulting in a poor user experience.
  • the first aspect of this application provides a calibration control method for an automatic transmission, comprising the following steps: in a hydraulic...
  • the target gear for suppressing engine speed spikes in the automatic transmission is obtained.
  • the shift points corresponding to the target gear and adjacent gears in the shift point table are adjusted and optimized based on the target gear.
  • the automatic transmission shifts gears according to the adjusted and optimized shift point table, which is a table showing the correspondence between shifting actions, accelerator pedal opening, and shift points.
  • the torque converter of the automatic transmission is controlled to enter the slip and lock-up states in the target gear.
  • the lock-up pressure of the lock-up clutch in the torque converter corresponding to the target gear and adjacent gears is increased to control the torque converter to complete lock-up as early as possible.
  • the shift points include upshift points and downshift points.
  • the upshift point from the gear preceding the target gear to the target gear is lower than the upshift point from the gear preceding the target gear to the target gear in the original shift point table.
  • the upshift point from the target gear to the gear following the target gear is higher than the upshift point from the target gear to the gear following the target gear in the original shift point table.
  • the gear shifting action includes shifting up from the first gear to the second gear, or shifting down from the second gear to the first gear.
  • the upshift point and downshift point are positively correlated with the shift action level; under the same shift action, the upshift point and downshift point are positively correlated with the accelerator pedal opening; under the same accelerator pedal opening, the upshift point between two adjacent gears is higher than the downshift point.
  • controlling the torque converter of the automatic transmission to enter a slip and lock-up state in the target gear based on the calibrated and optimized slip entry/exit points and unlock/lock-up points includes: acquiring the slip entry/exit point table and unlock/lock-up point table for the target gear, wherein the slip entry/exit point table is a table showing the correspondence between slip entry/exit points and accelerator pedal opening, and the unlock/lock-up point table is a table showing the correspondence between unlock/lock-up points and accelerator pedal opening; identifying whether the vehicle is currently in the target gear; if the vehicle is currently in the target gear, querying the slip entry/exit point table and unlock/lock-up point table using the current accelerator pedal opening of the target vehicle as an index to obtain the slip entry/exit point and unlock/lock-up point; controlling the automatic transmission to enter or exit the slip state based on the slip entry/exit points, and controlling the automatic transmission to enter or lock-up state based on the unlock/lock-up points.
  • the slip engagement point of the automatic transmission is higher than the slip disengagement point
  • the lock-up point is higher than the unlock point
  • the lock-up point is higher than the slip engagement point
  • a second aspect of this application provides a calibration control device for an automatic transmission, comprising: an acquisition module, configured to acquire a target gear in the automatic transmission that suppresses engine speed spikes when the stiffness of the selected torque converter is too soft; an adjustment module, configured to adjust and optimize the shift points corresponding to the target gear and adjacent gears in a shift point table based on the target gear, and control the automatic transmission to shift gears according to the adjusted and optimized shift point table, wherein the shift point table is a table showing the correspondence between shifting actions, accelerator pedal opening, and shift points; and a control module, configured to control the torque converter of the automatic transmission to enter a slipping state and a lock-up state in the target gear based on the slip entry, exit point, release, and lock-up point of the calibrated and optimized target gear, and to increase the lock-up pressure of the lock-up clutch in the torque converter corresponding to the target gear and adjacent gears, thereby controlling the torque converter to enter a slipping state and a lock-up state in the target gear, and to increase the lock
  • a third aspect of this application provides a vehicle including: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the calibration control method for an automatic transmission as described in the above embodiments.
  • a fourth aspect of this application provides a computer-readable storage medium having a computer program stored thereon, which is executed by a processor to implement the calibration control method for an automatic transmission as described in the above embodiments.
  • This application embodiment can identify the target gear for the automatic transmission to suppress engine speed spikes when the stiffness of the selected torque converter is too soft. It adjusts and optimizes the shift points of the target gear and adjacent gears in the shift point table based on the target gear, and controls the automatic transmission to shift gears according to the adjusted and optimized shift point table. Based on the calibrated and optimized slip entry, exit, and lock-up points of the target gear, it controls the torque converter of the automatic transmission to enter the slip and lock-up state in the target gear, and increases the lock-up pressure of the lock-up clutch in the torque converter corresponding to the target gear and adjacent gears, controlling the torque converter to complete lock-up as early as possible.
  • Figure 1 is a schematic diagram showing the rapid increase in engine speed in low and medium gears during vehicle acceleration and upshifting, according to existing technology.
  • Figure 2 is a flowchart of a calibration control method for an automatic transmission according to an embodiment of this application
  • Figure 3 is a schematic diagram of an automatic transmission calibration control method for suppressing engine speed spikes according to an embodiment of this application;
  • Figure 4 is a schematic diagram of the engine speed performance when a vehicle accelerates and upshifts after adopting the calibration control method of the automatic transmission in this application, according to an embodiment of this application.
  • FIG. 5 is a block diagram of an automatic transmission calibration control device provided according to an embodiment of this application.
  • Figure 6 is a structural schematic diagram of a vehicle provided according to an embodiment of this application.
  • torque converter lock-up should be controlled as much as possible in mid-to-high gears.
  • torque converter lock-up is controlled across the entire range in 3rd gear and above; however, lock-up is only successful in 4th gear, meaning the torque converter cannot lock up in time.
  • the aforementioned low gears refer to 1st and 2nd gears
  • the mid-range gears refer to 3rd, 4th, and 5th gears.
  • this application effectively solves the problem of engine speed soaring and torque converter locking up late or not locking up at low gears when the vehicle accelerates and shifts up in low gears by adjusting the shift points in the middle and low gears and controlling the torque converter to enter slip and lock up in low gears, while increasing the locking pressure of the lock-up clutch in the torque converter. This is due to the selected torque converter having too soft a stiffness.
  • Figure 2 is a schematic flowchart of an automatic transmission calibration control method provided in an embodiment of this application.
  • the calibration control method for this automatic transmission includes the following steps:
  • step S101 when the stiffness of the selected hydraulic torque converter is too soft, the target gear for the automatic transmission to suppress the engine speed from rising too high is obtained.
  • the target gear can be 2 gears, for example, but can be set according to actual needs. This application does not make any specific limitation.
  • the automatic transmission identifies the target gear to suppress excessive engine speed and then adjusts and optimizes the shift points in the shift point table based on the target gear and the corresponding shift points of adjacent gears.
  • the capacity factor (C-factor) is a very important performance parameter. It characterizes the torque converter's ability to transmit torque and has a significant impact on the performance of hydraulic-mechanical automatic transmissions.
  • the C-factor is typically related to the torque coefficient of the torque converter's pump impeller, the oil density, and the effective working diameter. Once a torque converter and its oil specifications are given, its C-factor at a certain oil temperature is a constant.
  • the torque of the torque converter's pump impeller is related to the C-factor and the pump impeller speed as follows:
  • Tp is the torque of the hydraulic torque converter pump impeller, in N ⁇ m
  • np is the rotational speed of the hydraulic torque converter pump impeller, in r/min. Since the hydraulic torque converter pump impeller is fixedly connected to the engine, the torque and rotational speed of the hydraulic torque converter pump impeller are the same as those of the engine. Tp is also the engine torque, and np is also the engine rotational speed.
  • the C coefficient is small, the torque of the hydraulic torque converter pump impeller at a certain speed is also small, which is beneficial for the reduction of impact during vehicle shifting and acceleration/deceleration.
  • a small C coefficient is not conducive to the vehicle's power, economy, drivability, and NVH performance.
  • step S102 the shift points corresponding to the target gear and adjacent gears in the shift point table are adjusted and optimized according to the target gear, and the automatic transmission is controlled to shift gears according to the adjusted and optimized shift point table.
  • the shift point table is a table showing the correspondence between shifting actions, accelerator pedal opening and shift points.
  • the shift points include upshift points and downshift points.
  • the upshift point from the gear preceding the target gear to the target gear is lower than the upshift point from the gear preceding the target gear to the target gear in the original shift point table.
  • the upshift point from the target gear to the gear following the target gear in the optimized shift point table is higher than the upshift point from the target gear to the gear following the target gear in the original shift point table.
  • the target gear is 2nd gear
  • the adjacent gears are 1st gear and 3rd gear
  • the gear preceding the target gear is 1st gear
  • the gear following the target gear is 3rd gear.
  • the gear shifting action includes shifting from the first gear to the second gear, or shifting from the second gear to the first gear.
  • the first gear can be, for example, 1st gear
  • the second gear can be, for example, 2nd gear. Therefore, the gear shifting action can be, for example, shifting from 1st gear to 2nd gear, or shifting from 2nd gear to 1st gear.
  • the embodiments of this application can adjust and optimize the shift points corresponding to the target gear and adjacent gears in the shift point table according to the target gear, and control the automatic transmission shifting according to the adjusted and optimized shift point table, which can help avoid When a vehicle accelerates and shifts up, the engine speed may spike in low to medium gears. This can improve the vehicle's fuel economy, drivability, and NVH performance.
  • the upshift and downshift points are positively correlated with the shift action level; under the same shift action, the upshift and downshift points are positively correlated with the accelerator pedal opening; under the same accelerator pedal opening, the upshift point between two adjacent gears is higher than the downshift point.
  • the shift action level refers to the level of the shift action. For example, the shift action level of 1st to 2nd gear, 2nd to 3rd gear, and 3rd to 4th gear gradually increases; the shift action level of 2nd to 1st gear, 3rd to 2nd gear, and 4th to 3rd gear also gradually increases.
  • the upshift point and downshift point are positively correlated with the shift action level; under the same shift action, the upshift point and downshift point are positively correlated with the accelerator pedal opening; under the same accelerator pedal opening, the upshift point between two adjacent gears is higher than the downshift point, which is beneficial to the overall vehicle economy, drivability and NVH performance.
  • the adjustment and optimization of shift points based on the target gear and adjacent gears in the shift point table involves adjusting the shift points accordingly. For example, if the target gear is 2nd gear, the shift point from 1st to 2nd gear is appropriately lowered, while the shift points from 2nd to 3rd and 3rd to 4th gear are appropriately raised. This allows for earlier shifts from 1st to 2nd gear, later shifts from 2nd to 3rd gear, and later shifts from 3rd to 4th gear, providing more time and a wider engine speed range for 2nd and 3rd gears to enter slip or lock-up states. This slip and lock-up control the engine speed, preventing it from overshooting. Shift points are the vehicle speed points used for upshifting and downshifting based on vehicle speed and throttle input, measured in km/h. For example, the shift points for an 8-speed hydraulic-mechanical automatic transmission in comfort shift mode are shown in Table 1.
  • the shift points for 1st to 2nd gear should be appropriately lowered, while the shift points for 2nd to 3rd and 3rd to 4th gears should be appropriately raised.
  • step S103 the hydraulic torque converter of the automatic transmission is controlled to enter the slip and lock-up state in the target gear according to the calibrated and optimized slip entry, exit point and lock-up point.
  • the lock-up pressure of the lock-up clutch in the hydraulic torque converter corresponding to the target gear and adjacent gears is increased to control the hydraulic torque converter to complete the lock-up as early as possible.
  • the embodiments of this application can control the torque converter of the automatic transmission to enter the slip and lock-up state in the target gear according to the calibrated and optimized slip entry, exit point, and lock-up point. It also increases the lock-up pressure of the lock-up clutch in the torque converter corresponding to the target gear and adjacent gears, and controls the torque converter to complete lock-up as early as possible.
  • increasing the lock-up pressure of the lock-up clutch in the torque converter corresponding to the target gear and adjacent gears specifically refers to increasing the lock-up pressure of the lock-up clutch in the torque converter corresponding to 2nd and 3rd gears, based on the control of the torque converter to enter slip and lock-up in 2nd gear, in order to further accelerate the torque converter in 2nd gear and subsequent intermediate gears.
  • the slip and lock-up actions allow the torque converter to enter the slip or lock-up state as early as possible in 2nd gear and subsequent intermediate gears. By using slip and lock-up to control the engine speed to be maintained near the torque converter turbine speed, the purpose of avoiding engine speed spikes and late or non-lock-up of the torque converter is achieved.
  • the automatic transmission torque converter is controlled to enter and exit a slip-in/lock-out state in the target gear based on the calibrated and optimized slip-in/lock-out points and unlock-out/lock-out points.
  • This includes: acquiring a slip-in/lock-out point table and a unlock-out/lock-out point table for the target gear, wherein the slip-in/lock-out point table is a table showing the correspondence between slip-in/lock-out points and accelerator pedal opening, and the unlock-out/lock-out point table is a table showing the correspondence between unlock-out/lock-out points and accelerator pedal opening; identifying whether the vehicle is currently in the target gear; if the vehicle is currently in the target gear, then using the current accelerator pedal opening of the target vehicle as an index, querying the slip-in/lock-out point table and the unlock-out/lock-out point table to obtain the slip-in/lock-out points and the unlock-out/lock-out points; controlling the automatic transmission to enter or exit a slip-in/lock-out state
  • the slip entry point of the automatic transmission is higher than the slip exit point
  • the lock-up point is higher than the unlock point
  • the lock-up point is higher than the slip entry point at the same accelerator pedal opening.
  • the current accelerator pedal opening of the target vehicle is used as an index to query the slip entry/exit point table and the unlock/lock point table to obtain the slip entry/exit point and the unlock/lock point.
  • the automatic transmission is controlled to enter or exit the slip state.
  • the automatic transmission is controlled to enter or lock the state.
  • this application describes how to control the slip and lock-up of a hydraulic torque converter in gear 2 when the torque converter has relatively soft stiffness. This is achieved by calibrating and optimizing the slip entry, exit, and lock-up points in gear 2, i.e., by opening and setting appropriate slip entry, exit, and lock-up points in gear 2, as detailed below:
  • the torque converter typically doesn't engage slippage or lock-up in low gears due to power considerations.
  • the selected torque converter having relatively soft stiffness, this leads to poorer overall vehicle economy, drivability, and NVH performance, easily causing complaints from market users.
  • a large speed difference between the engine and the torque converter turbine results in a smaller torque converter ratio, lower transmission efficiency, and greater power loss, also negatively impacting overall vehicle performance.
  • Controlling the torque converter to engage slippage or lock-up in second gear can achieve higher transmission efficiency, and considering that the second gear ratio is only slightly smaller than the first gear ratio, it is relatively larger, thus still providing good power performance.
  • the entry and exit points of second gear slipping and the unlocking and locking points refer to the vehicle speed points of the hydraulic torque converter when it is in the second gear slipping and locking states, respectively, and their units are km/h, as shown in Tables 2 and 3.
  • the lock-up clutch in the torque converter requires a minimum engine speed to maintain slip or lock-up states.
  • the minimum engine speed required for slip state is 1000 r/min
  • the minimum engine speed required for lock-up state is 1100 r/min.
  • the lock-up point of each gear in a hydraulic-mechanical automatic transmission must be higher than the unlock point, and the slip entry point must be higher than the slip exit point.
  • the minimum engine speed requirements for the slip and lock-up states of the torque converter are that the engine speed calculated by the speed ratio at the slip exit point should not be lower than 1000 r/min, and the engine speed calculated by the speed ratio at the unlock point should not be lower than 1100 r/min.
  • the lock-up point is usually calibrated higher than the slip-in point.
  • the engine speed corresponding to the lock-up point, calculated by the speed ratio is usually higher than the engine speed corresponding to the slip-in point, calculated by the speed ratio.
  • the engine speed corresponding to the unlock point in 2nd gear is 1100 r/min
  • the engine speed corresponding to the lock-up point is 1200 r/min
  • the engine speed corresponding to the slip-in point is 1100 r/min
  • the calibration control method for an automatic transmission proposes a target gear for the automatic transmission to suppress engine speed spikes; the shift points corresponding to the target gear and adjacent gears in the shift point table are adjusted and optimized based on the target gear, and the automatic transmission shifts gears according to the adjusted and optimized shift point table; the torque converter of the automatic transmission is controlled to enter the slip and lock-up states in the target gear based on the slip entry, exit, release, and lock-up points of the calibrated and optimized target gear, and the hydraulic pressure corresponding to the target gear and adjacent gears is increased.
  • the locking pressure of the lock-up clutch in the torque converter controls the torque converter to lock up as early as possible.
  • This application addresses the issue of a hydraulic torque converter with insufficient stiffness selected during vehicle development. It determines that the hydraulic-mechanical automatic transmission enters a slip and lock-up state in second gear. By adjusting the shift points in low and medium gears and controlling the torque converter to enter slip and lock-up in second gear, while simultaneously increasing the lock-up pressure of the lock-up clutch in the torque converter, this effectively solves the problem of engine speed spikes and delayed or non-existent torque converter lock-up during acceleration and upshifting in low and medium gears due to the insufficient stiffness of the selected torque converter.
  • the specific steps are as follows:
  • the shift points for 1st to 2nd gear should be appropriately lowered, while the shift points for 2nd to 3rd and 3rd to 4th gears should be appropriately raised.
  • Step 2 Control the hydraulic torque converter to enter slip and lock-up mode in gear 2.
  • Slipping and locking refer to the operating states of the torque converter in a hydraulic-mechanical automatic transmission. These states are achieved by controlling the lock-up clutch within the torque converter.
  • the operating states of the torque converter generally include unlocking, slipping, and locking.
  • the pressure of the lock-up clutch is relatively low or zero.
  • the pressure of the lock-up clutch is gradually increased, causing the speed difference between the pump impeller and the turbine to gradually decrease.
  • the speed difference decreases to a certain threshold, the speed difference is maintained near this threshold according to the vehicle's operating conditions. At this point, the torque converter enters the slipping state.
  • this speed difference threshold is set by the hydraulic-mechanical automatic transmission manufacturer; for example, it could be 50 r/min.
  • the pressure of the lock-up clutch in the torque converter is further increased to eliminate the speed difference between the pump impeller and the turbine until their speeds are the same.
  • the torque converter essentially transmits power rigidly and has no torque-increasing effect. It can be understood that when the torque converter switches from a locked state to a slipping state or from a slipping state to an unlocked state, this is achieved by gradually decreasing the pressure of the lock-up clutch in the torque converter.
  • the torque converter can also be controlled to directly switch from a locked state to an unlocked state.
  • Controlling the torque converter to engage slippage and lock-up in second gear is achieved by opening and setting appropriate second-gear slippage entry, exit, release, and lock-up points.
  • slippage or lock-up of the torque converter is not controlled in low gears due to power considerations.
  • the selected torque converter has relatively soft stiffness, causing engine speed spikes and delayed or non-existent torque converter lock-up during acceleration and upshifting in low to mid-gears, this leads to decreased vehicle economy, drivability, and NVH performance, easily causing complaints from market users.
  • the torque converter's speed ratio is small, resulting in lower transmission efficiency, greater power loss, and also negatively impacting overall vehicle power.
  • Controlling the torque converter to engage slippage or lock-up in second gear can achieve higher transmission efficiency, and considering that the second-gear speed ratio is only slightly smaller than the first-gear ratio, it is relatively large, thus still providing good power.
  • the entry and exit points of second gear slipping and the unlocking and locking points refer to the vehicle speed points of the hydraulic torque converter when it is in the second gear slipping and locking states, respectively, and their units are km/h, as shown in Tables 2 and 3.
  • the lock-up clutch in the torque converter requires a minimum engine speed to maintain slip or lock-up states.
  • the minimum engine speed required for slip state is 1000 r/min
  • the minimum engine speed required for lock-up state is 1100 r/min.
  • the lock-up point of each gear in a hydraulic-mechanical automatic transmission must be higher than the unlock point, and the slip entry point must be higher than the slip exit point.
  • the minimum engine speed requirements for the slip and lock-up states of the torque converter are that the engine speed calculated by the speed ratio at the slip exit point should not be lower than 1000 r/min, and the engine speed calculated by the speed ratio at the unlock point should not be lower than 1100 r/min.
  • the lock-up point is usually calibrated higher than the slip-in point.
  • the engine speed corresponding to the lock-up point, calculated by the speed ratio is usually higher than the engine speed corresponding to the slip-in point, calculated by the speed ratio.
  • the engine speed corresponding to the unlock point in 2nd gear is 1100 r/min
  • the engine speed corresponding to the lock-up point is 1200 r/min
  • the engine speed corresponding to the slip-in point is 1100 r/min
  • this invention only illustrates the case where the lock-up point of the hydraulic torque converter is usually calibrated to be higher than the slip entry point.
  • the slip entry point can also be calibrated to be higher than the lock-up point.
  • the specific calibration can be based on the actual vehicle performance. However, it is generally advisable to avoid frequent slip entry and exit or frequent locking and unlocking to avoid engine speed fluctuations.
  • Step 3 Increase the lock-up pressure of the lock-up clutch in the hydraulic torque converter.
  • Increasing the lock-up pressure of the lock-up clutch in the hydraulic torque converter specifically refers to controlling the hydraulic torque converter based on step two. Based on the slip and lock-up in 2nd gear, the lock-up pressure of the lock-up clutch in the torque converter corresponding to 2nd and 3rd gears is increased to further accelerate the slip and lock-up action of the torque converter in 2nd gear and subsequent intermediate gears. This allows the torque converter to enter the slip or lock-up state as early as possible in 2nd gear and subsequent intermediate gears. By using slip and lock-up to control the engine speed to be maintained near the torque converter turbine speed, the purpose of avoiding engine speed spikes and late or non-lock-up of the torque converter is achieved.
  • this application enables the torque converter to engage slippage or lock-up as early as possible in second gear.
  • the engine speed is maintained near the torque converter turbine speed, effectively solving the problem of engine speed spikes and delayed or non-existent torque converter lock-up during acceleration and upshifting in low to medium gears due to the selected torque converter having insufficient stiffness.
  • the engine speed performance during acceleration and upshifting after adopting this application is shown in Figure 4.
  • the automatic transmission calibration control method proposed in this application can solve the aforementioned technical problems in a timely and effective manner, avoiding the need for reselection of the hydraulic torque converter. This effectively ensures the vehicle development cycle and avoids increased development costs due to reselection of the hydraulic torque converter. At the same time, it is beneficial to the vehicle's economy, drivability, and NVH performance, preventing complaints from market users. Moreover, it only requires adjusting and optimizing the control software and calibration data of the hydraulic-mechanical automatic transmission, without changing the hardware. The workload is small, the cost is low, it is easy to implement, simple and practical, and can be effectively applied to engineering practice. It has important application guidance significance for vehicle development.
  • Figure 5 is a block diagram of the calibration control device for an automatic transmission according to an embodiment of this application.
  • the calibration control device 10 of the automatic transmission includes: an acquisition module 100, an adjustment module 200, and a control module 300.
  • the acquisition module 100 is used to acquire the target gear of the automatic transmission to suppress engine speed spikes when the stiffness of the selected torque converter is too soft.
  • the adjustment module 200 is used to adjust and optimize the shift points of the target gear and adjacent gears in the shift point table according to the target gear, and control the automatic transmission to shift gears according to the adjusted and optimized shift point table.
  • the shift point table is a table showing the correspondence between shifting actions, accelerator pedal opening and shift points.
  • the control module 300 is used to control the torque converter of the automatic transmission to enter the slip and lock-up state in the target gear according to the calibrated and optimized slip entry, exit and lock-up points of the target gear, and to increase the lock-up pressure of the lock-up clutch in the torque converter corresponding to the target gear and adjacent gears, so as to control the torque converter to complete lock-up as early as possible.
  • the target gear for the automatic transmission when the stiffness of the selected torque converter is too soft, the target gear for the automatic transmission to suppress engine speed spikes is obtained; and the system is adjusted and optimized based on the target gear.
  • the shift point table lists the target gear and the corresponding shift points for adjacent gears, and controls the automatic transmission's shifting based on the adjusted and optimized shift point table. It also controls the torque converter of the automatic transmission to enter the slip and lock-up states in the target gear based on the calibrated and optimized slip entry, exit, and lock-up points. Furthermore, it increases the lock-up pressure of the lock-up clutch in the torque converter corresponding to the target gear and adjacent gears, ensuring the torque converter completes lock-up as early as possible.
  • FIG. 6 is a structural schematic diagram of the vehicle provided in an embodiment of this application.
  • the vehicle includes:
  • the processor 602 executes the program, it implements the calibration control method for the automatic transmission provided in the above embodiments.
  • the vehicle also includes:
  • Communication interface 603 is used for communication between memory 601 and processor 602.
  • the memory 601 is used to store computer programs that can run on the processor 602.
  • the memory 601 may include high-speed RAM (Random Access Memory) and may also include non-volatile memory, such as at least one disk storage device.
  • RAM Random Access Memory
  • non-volatile memory such as at least one disk storage device.
  • the bus can be an ISA (Industry Standard Architecture) bus, a PCI (Peripheral Component Interconnect) bus, or an EISA (Extended Industry Standard Architecture) bus, etc.
  • Buses can be categorized as address buses, data buses, control buses, etc. For ease of representation, only one thick line is used in Figure 6, but this does not indicate that there is only one bus or one type of bus.
  • the memory 601, processor 602, and communication interface 603 are integrated on a single chip, then the memory 601, processor 602, and communication interface 603 can communicate with each other through an internal interface.
  • the processor 602 may be a CPU (Central Processing Unit), an ASIC (Application Specific Integrated Circuit), or one or more integrated circuits configured to implement the embodiments of this application.
  • CPU Central Processing Unit
  • ASIC Application Specific Integrated Circuit
  • This application also provides a computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the above-described calibration control method for an automatic transmission.
  • This application also provides a computer program product, including a computer program, which, when executed, provides... A calibration control method for implementing an automatic transmission as described in the above embodiments.
  • references to terms such as “one embodiment,” “some embodiments,” “example,” “specific example,” or “some examples,” etc. indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application.
  • the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example.
  • the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.
  • those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.
  • first and second are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated.
  • a feature defined as “first” or “second” may explicitly or implicitly include at least one of that feature.
  • N means at least two, such as two, three, etc., unless otherwise explicitly specified.
  • the various parts of this application can be implemented using hardware, software, firmware, or a combination thereof.
  • the N steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system.
  • the N steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system.
  • it can be implemented using any one or more of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (FPGAs), field-programmable gate arrays (FPGAs), etc.

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Abstract

一种自动变速器的标定控制方法、装置、车辆、介质及程序，其中，所述方法包括：在液力变矩器选型选定的刚度偏软的情况下，获取自动变速器抑制发动机转速飞升的目标挡位；根据目标挡位调整优化换挡点表中目标挡位及相邻挡位对应的换挡点；在目标挡位控制液力变矩器进入滑摩和闭锁状态，同时增大目标挡位及相邻挡位对应的液力变矩器中闭锁离合器的闭锁压力。由此，解决了如下技术问题：由于车辆开发过程中选型选定的液力变矩器刚度偏软，导致车辆进行加速升挡时在中低挡位出现发动机转速飞升和液力变矩器闭锁晚甚至不闭锁，影响整车经济性、驾驶性及NVH(Noise、Vibration、Harshness)性能，造成用户体验感较差。

Description

自动变速器的标定控制方法、装置、车辆、介质及程序
相关申请的交叉引用
本申请基于申请号为202411001010.7，申请日为2024年07月24日申请的中国专利申请提出，并要求该中国专利申请的优先权，该中国专利申请的全部内容在此引入本申请作为参考。
技术领域
本申请涉及车辆技术领域，特别涉及一种自动变速器的标定控制方法、装置、车辆、介质及程序。
背景技术
自动变速器因其能够根据驾驶员的油门和制动操作实现自动换挡，大大降低了驾驶员的操作强度和车辆的驾驶难度，目前已被广泛应用于乘用车中。而在各种自动变速器中，液力机械自动变速器又因其对于整车动力性、驾驶性以及NVH性能等方面的独特优势，而深受各大车企和广大消费者的青睐。
液力机械自动变速器由液力变矩器和齿轮变速机构组成，对于液力变矩器而言，扭矩容量系数是其非常重要的一个性能参数，它表征液力变矩器传递扭矩的能力，对于液力机械自动变速器性能的影响较大。
相关技术中，液力机械自动变速器的标定控制大多均在中高挡位时控制液力变矩器滑摩或闭锁，以保障液力机械自动变速器的传动效率，进而有利于整车经济性，而在低挡位时则控制液力变矩器解锁，以保障整车动力性。然而，当车辆搭载的液力机械自动变速器中的液力变矩器刚度偏软时，则容易导致车辆进行加速升挡时在中低挡位出现发动机转速飞升和液力变矩器闭锁晚甚至无法闭锁的问题，影响整车经济性、驾驶性及NVH性能，用户体验感也会较差。
发明内容
本申请提供一种自动变速器的标定控制方法、装置、车辆、介质及程序，以解决相关技术中由于车辆开发过程中选型选定的液力变矩器刚度偏软，导致车辆进行加速升挡时在中低挡位出现发动机转速飞升和液力变矩器闭锁晚甚至不闭锁，影响整车经济性、驾驶性及NVH性能，造成用户体验感较差等问题。
本申请第一方面实施例提供一种自动变速器的标定控制方法，包括以下步骤：在液力 变矩器选型选定的刚度偏软的情况下，获取自动变速器抑制发动机转速飞升的目标挡位；根据所述目标挡位调整优化换挡点表中目标挡位及相邻挡位对应的换挡点，并根据调整优化后的换挡点表控制自动变速器换挡，其中，所述换挡点表为换挡动作、油门踏板开度与换挡点的对应关系表；根据标定优化后目标挡位的滑摩进入、退出点和解、闭锁点控制自动变速器的液力变矩器在目标挡位进入滑摩状态和闭锁状态，并增大目标挡位及相邻挡位对应的液力变矩器中闭锁离合器的闭锁压力，控制液力变矩器尽早完成闭锁。
可选地，所述换挡点包括升挡点和降挡点，所述调整优化后的换挡点表中目标挡位的前一挡位至目标挡位的升挡点低于调整优化前的换挡点表中目标挡位的前一挡位至目标挡位的升挡点，所述调整优化后的换挡点表中目标挡位至目标挡位的后一挡位的升挡点高于调整优化前的换挡点表中目标挡位至目标挡位的后一挡位的升挡点。
可选地，所述换挡动作包括由第一挡位升挡至第二挡位，或者，由第二挡位降挡至第一挡位。
可选地，所述换挡点表中，同一油门踏板开度下，升挡点和降挡点与换挡动作等级成正相关关系；同一换挡动作下，升挡点和降挡点与油门踏板开度成正相关关系；同一油门踏板开度下，相邻两个挡位间的升挡点高于降挡点。
可选地，所述根据标定优化后目标挡位的滑摩进入、退出点和解、闭锁点控制自动变速器的液力变矩器在目标挡位进入滑摩状态和闭锁状态，包括：获取所述目标挡位的滑摩进入、退出点表和解、闭锁点表，其中，所述滑摩进入、退出点表为滑摩进入、退出点与油门踏板开度的对应关系表，所述解、闭锁点表为解、闭锁点与油门踏板开度的对应关系表；识别车辆当前是否处于目标挡位，若所述车辆当前处于目标挡位，则以所述目标车辆的当前油门踏板开度为索引，查询所述滑摩进入、退出点表和解、闭锁点表得到滑摩进入、退出点和解、闭锁点；根据所述滑摩进入、退出点控制所述自动变速器进入或退出滑摩状态，根据所述解、闭锁点控制所述自动变速器进入解锁或闭锁状态。
可选地，在所述目标挡位下，同一油门踏板开度下的所述自动变速器的滑摩进入点高于所述滑摩退出点，所述闭锁点高于所述解锁点，所述闭锁点高于所述滑摩进入点。
本申请第二方面实施例提供一种自动变速器的标定控制装置，包括：获取模块，用于在液力变矩器选型选定的刚度偏软的情况下，获取自动变速器抑制发动机转速飞升的目标挡位；调整模块，用于根据所述目标挡位调整优化换挡点表中目标挡位及相邻挡位对应的换挡点，并根据调整优化后的换挡点表控制自动变速器换挡，其中，所述换挡点表为换挡动作、油门踏板开度与换挡点的对应关系表；控制模块，用于根据标定优化后目标挡位的滑摩进入、退出点和解、闭锁点控制自动变速器的液力变矩器在目标挡位进入滑摩状态和闭锁状态，并增大目标挡位及相邻挡位对应的液力变矩器中闭锁离合器的闭锁压力，控制液 力变矩器尽早完成闭锁。
本申请第三方面实施例提供一种车辆，包括：存储器、处理器及存储在所述存储器上并可在所述处理器上运行的计算机程序，所述处理器执行所述程序，以实现如上述实施例所述的自动变速器的标定控制方法。
本申请第四方面实施例提供一种计算机可读存储介质，其上存储有计算机程序，该程序被处理器执行，以用于实现如上述实施例所述的自动变速器的标定控制方法。
本申请第五方面实施例提供一种计算机程序产品，包括计算机程序，计算机程序被执行时，用于实现如上述实施例所述的自动变速器的标定控制方法。
由此，本申请至少具有如下有益效果：
本申请实施例可以在液力变矩器选型选定的刚度偏软的情况下，获取自动变速器抑制发动机转速飞升的目标挡位；根据目标挡位调整优化换挡点表中目标挡位及相邻挡位对应的换挡点，并根据调整优化后的换挡点表控制自动变速器换挡；根据标定优化后目标挡位的滑摩进入、退出点和解、闭锁点控制自动变速器的液力变矩器在目标挡位进入滑摩状态和闭锁状态，并增大目标挡位及相邻挡位对应的液力变矩器中闭锁离合器的闭锁压力，控制液力变矩器尽早完成闭锁。从而解决了相关技术中由于车辆开发过程中选型选定的液力变矩器刚度偏软，导致车辆进行加速升挡时在中低挡位出现发动机转速飞升和液力变矩器闭锁晚甚至不闭锁的问题，保障了整车经济性、驾驶性及NVH性能，进而提升了用户体验感。
本申请附加的方面和优点将在下面的描述中部分给出，部分将从下面的描述中变得明显，或通过本申请的实践了解到。
附图说明
本申请上述的和/或附加的方面和优点从下面结合附图对实施例的描述中将变得明显和容易理解，其中：
图1为根据现有技术提供的车辆加速升挡时中低挡位发动机转速飞升的示意图；
图2为根据本申请实施例提供的一种自动变速器的标定控制方法的流程图；
图3为根据本申请实施例提供的抑制发动机转速飞升的自动变速器标定控制方法的示意图；
图4为根据本申请实施例提供的采用本申请中自动变速器的标定控制方法后的车辆加速升挡时的发动机转速表现示意图；
图5为根据本申请实施例提供的自动变速器的标定控制装置的方框图；
图6为根据本申请实施例提供的车辆的结构示意图。
具体实施方式
下面详细描述本申请的实施例，所述实施例的示例在附图中示出，其中自始至终相同或类似的标号表示相同或类似的元件或具有相同或类似功能的元件。下面通过参考附图描述的实施例是示例性的，旨在用于解释本申请，而不能理解为对本申请的限制。
整车开发过程中，在对液力机械自动变速器的液力变矩器选型时，可能会由于经验不足、参与专业不充分或考虑不全面等原因而最终选定一台刚度较软的液力变矩器进行搭载，当搭载刚度较软的液力变矩器的车辆进行加速升挡时，由于低挡位考虑动力性一般不会控制液力变矩器滑摩或闭锁，因此，很容易出现车辆在低挡位时发动机转速飞升，且与液力变矩器涡轮转速差较大，导致后续在控制液力变矩器本应闭锁的中间挡位，液力变矩器也无法及时闭锁甚至无法闭锁，进而导致在中间挡位时发动机转速仍然保持飞升状态的现象，如图1所示，不利于整车经济性、驾驶性及NVH性能，易引起市场用户抱怨。一般来说，考虑到经济性，中高挡位时应尽可能控制液力变矩器闭锁，图1中，在3挡及以上即全范围控制液力变矩器闭锁，然而在4挡才闭锁成功，即液力变矩器无法及时闭锁。以8挡液力机械自动变速器为例，上述低挡位是指1挡和2挡，中间挡位是指3挡、4挡和5挡。
针对上述由于选型选定的液力变矩器刚度偏软，导致车辆进行加速升挡时在中低挡位出现发动机转速飞升和液力变矩器闭锁晚甚至不闭锁的问题，若对液力变矩器重新选型，则会影响整车开发周期和成本，而现有技术中针对此问题主要是采用限制动力源动力输出的方法，但该方法不能对动力源的动力输出进行大幅限制，否则会严重影响整车动力性，并造成动力源的能力浪费，因此，该方法局限性太明显，无法从根本上解决上述问题。
因此，本申请通过调整中低挡位的换挡点，并控制液力变矩器在低挡位进入滑摩和闭锁，同时增大液力变矩器中闭锁离合器的闭锁压力，能够有效解决上述由于选型选定的液力变矩器刚度偏软，导致车辆进行加速升挡时在中低挡位出现发动机转速飞升和液力变矩器闭锁晚甚至不闭锁的问题。
下面参考附图描述本申请实施例的自动变速器的标定控制方法、装置、车辆、介质及程序。具体而言，图2为本申请实施例所提供的一种自动变速器的标定控制方法的流程示意图。
如图2所示，该自动变速器的标定控制方法包括以下步骤：
在步骤S101中，在液力变矩器选型选定的刚度偏软的情况下，获取自动变速器抑制发动机转速飞升的目标挡位。
其中，目标挡位示例性地可为2挡，可根据实际需求进行设定，本申请不做具体限定。
可以理解的是，本申请实施例可以在液力变矩器选型选定的刚度偏软的情况下，获取 自动变速器抑制发动机转速飞升的目标挡位，进而根据目标挡位调整优化换挡点表中目标挡位及相邻挡位对应的换挡点。
需要说明的是，对于液力变矩器而言，扭矩容量系数(Capacity Factor，简称C系数)是其非常重要的一个性能参数，它表征液力变矩器传递扭矩的能力，对于液力机械自动变速器性能的影响较大。C系数通常与液力变矩器的泵轮扭矩系数、油液密度以及有效工作直径等相关，当一款液力变矩器及其油液规格给定后，其在一定油温下的C系数为一个常值，液力变矩器泵轮的扭矩与C系数和泵轮转速有以下关系：
上式中，Tp为液力变矩器泵轮的扭矩，单位为N·m，np为液力变矩器泵轮的转速，单位为r/min，由于液力变矩器的泵轮与发动机固联，因此，液力变矩器泵轮与发动机的扭矩、转速相同，Tp也是发动机的扭矩，np也是发动机的转速。当C系数较小时，一定转速下的液力变矩器泵轮扭矩也较小，有利于车辆换挡和加减速时的冲击衰减，但另一方面，较小的C系数又不利于车辆的动力性、经济性、驾驶性及NVH性能，因为在同样的车辆阻力下若要保证相同的车辆动力性表现，相比搭载较大C系数的液力变矩器，搭载较小C系数的液力变矩器的泵轮与涡轮间的转速差要更大，即发动机转速要更高，以便利用较小的液力变矩器速比获得较大的传扭比，因此，若一台液力变矩器的C系数较小，在行业内通常也将其称为该台液力变矩器的刚度偏软。
在步骤S102中，根据目标挡位调整优化换挡点表中目标挡位及相邻挡位对应的换挡点，并根据调整优化后的换挡点表控制自动变速器换挡，其中，换挡点表为换挡动作、油门踏板开度与换挡点的对应关系表。
其中，换挡点包括升挡点和降挡点，调整优化后的换挡点表中目标挡位的前一挡位至目标挡位的升挡点低于调整优化前的换挡点表中目标挡位的前一挡位至目标挡位的升挡点，调整优化后的换挡点表中目标挡位至目标挡位的后一挡位的升挡点高于调整优化前的换挡点表中目标挡位至目标挡位的后一挡位的升挡点。具体地，若所述目标挡位为2挡，则所述相邻挡位为1挡和3挡，所述目标挡位的前一挡位为1挡，所述目标挡位的后一挡位为3挡。
其中，换挡动作包括由第一挡位升挡至第二挡位，或者，由第二挡位降挡至第一挡位，具体地，第一挡位示例性地可为1挡，第二挡位示例性地可为2挡，那么换挡动作示例性地则可包括由1挡升挡至2挡，或者，由2挡降挡至1挡。
可以理解的是，本申请实施例可以根据目标挡位调整优化换挡点表中目标挡位及相邻挡位对应的换挡点，并根据调整优化后的换挡点表控制自动变速器换挡，能够有助于避免 车辆进行加速升挡时在中低挡位出现发动机转速飞升的问题，有利于整车经济性、驾驶性及NVH性能。
在本申请实施例中的换挡点表中，同一油门踏板开度下，升挡点和降挡点与换挡动作等级成正相关关系；同一换挡动作下，升挡点和降挡点与油门踏板开度成正相关关系；同一油门踏板开度下，相邻两个挡位间的升挡点高于降挡点。其中，换挡动作等级是指换挡动作所处的等级，例如，1挡升2挡、2挡升3挡及3挡升4挡的换挡动作等级是逐渐升高的，2挡降1挡、3挡将2挡及4挡降3挡的换挡动作等级也是逐渐升高的。
可以理解的是，在本申请实施例的换挡点表中，同一油门踏板开度下，升挡点和降挡点与换挡动作等级成正相关关系；同一换挡动作下，升挡点和降挡点与油门踏板开度成正相关关系；同一油门踏板开度下，相邻两个挡位间的升挡点高于降挡点，有利于整车经济性、驾驶性及NVH性能。
具体而言，所述根据目标挡位调整优化换挡点表中目标挡位及相邻挡位对应的换挡点，具体为目标挡位为2挡，适当降低1挡升2挡的换挡点，同时适当提高2挡升3挡和3挡升4挡的换挡点，以达到早点儿由1挡升至2挡、晚点儿由2挡升至3挡、晚点儿由3挡升至4挡，为2挡和3挡预留更长的时间和更大的发动机转速范围进入滑摩或闭锁，进而利用滑摩和闭锁控制发动机转速避免其飞升的目的。换挡点即为根据车速和油门控制车辆进行升挡和降挡的换挡车速点，其单位为km/h，以8挡液力机械自动变速器的舒适换挡模式为例，其换挡点如表1所示。
表1换挡点表



某一油门下，若车辆当前处于X(X＝1,2,……,8)挡，当车速高于v(i)(j)(i＝1,2,……,7；j＝1,2,……,11)时，车辆由X挡升至X+1挡，当然，当车辆处于最高挡8挡，即X＝8时，车辆不会再升挡，当车速低于v(i)(j)(i＝8,9,……,14；j＝1,2,……,11)时，车辆由X挡降至X-1挡，当然，当车辆处于最低挡1挡，即X＝1时，车辆也不会再降挡。
需要说明的是，同一油门下，换挡动作等级越高，其升挡点和降挡点就越高，具体地，以10％油门下的升挡点和降挡点为例，有v(1)(2)＜v(2)(2)＜v(3)(2)＜v(4)(2)＜v(5)(2)＜v(6)(2)＜v(7)(2)和v(8)(2)＜v(9)(2)＜v(10)(2)＜v(11)(2)＜v(12)(2)＜v(13)(2)＜v(14)(2)，同一换挡动作下，油门越大，其升挡点或降挡点就越高，具体地，以1挡升2挡和2挡降1挡为例，有v(1)(1)＜v(1)(2)＜v(1)(3)＜v(1)(4)＜v(1)(5)＜v(1)(6)＜v(1)(7)＜v(1)(8)＜v(1)(9)＜v(1)(10)＜v(1)(11)和v(8)(1)＜v(8)(2)＜v(8)(3)＜v(8)(4)＜v(8)(5)＜v(8)(6)＜v(8)(7)＜v(8)(8)＜v(8)(9)＜v(8)(10)＜v(8)(11)，并且同一油门下，相邻两个挡位间的升挡点要高于降挡点，具体地，同样以10％油门下的升挡点和降挡点为例，有v(1)(2)＞v(8)(2)，v(2)(2)＞v(9)(2)，v(3)(2)＞v(10)(2)，v(4)(2)＞v(11)(2)，v(5)(2)＞v(12)(2)，v(6)(2)＞v(13)(2)，v(7)(2)＞v(14)(2)。
进一步地，适当降低1挡升2挡的换挡点，同时适当提高2挡升3挡和3挡升4挡的换挡点，具体是指在兼顾整车起步动力性、经济性、驾驶性以及NVH性能的前提下，适当降低表1中1挡升2挡的换挡点v(i)(j)(i＝1；j＝1,2,……,11)，适当提高2挡升3挡和3挡升4挡的换挡点v(i)(j)(i＝2,3；j＝1,2,……,11)，同时，应注意适应性地适当调整剩余中高挡位升挡的换挡点以及各挡位降挡的换挡点，以保障整车具有相对一致的定油门升挡发动机转速、合适的换挡间隔时间以及平滑的车速变化历程，避免出现循环换挡等问题，对于换挡点的调整，具体可根据实车换挡表现进行标定确定。
在步骤S103中，根据标定优化后目标挡位的滑摩进入、退出点和解、闭锁点控制自动变速器的液力变矩器在目标挡位进入滑摩状态和闭锁状态，并增大目标挡位及相邻挡位对应的液力变矩器中闭锁离合器的闭锁压力，控制液力变矩器尽早完成闭锁。
可以理解的是，本申请实施例可以根据标定优化后目标挡位的滑摩进入、退出点和解、闭锁点控制自动变速器的液力变矩器在目标挡位进入滑摩状态和闭锁状态，并增大目标挡位及相邻挡位对应的液力变矩器中闭锁离合器的闭锁压力，控制液力变矩器尽早完成闭锁，从而解决了相关技术中由于车辆开发过程中选型选定的液力变矩器刚度偏软，导致车辆进行加速升挡时在中低挡位出现发动机转速飞升和液力变矩器闭锁晚甚至不闭锁的问题，保障了整车经济性、驾驶性及NVH性能，进而提升了用户体验感。
需要说明的是，增大目标挡位及相邻挡位对应的液力变矩器中闭锁离合器的闭锁压力，具体是指在基于控制液力变矩器在2挡进入滑摩和闭锁的基础上，增大2挡和3挡对应的液力变矩器中闭锁离合器的闭锁压力，以进一步加快液力变矩器在2挡及后续中间挡位的 滑摩和闭锁动作，使得液力变矩器在2挡及后续中间挡位尽早进入滑摩或闭锁状态，利用滑摩和闭锁控制发动机转速维持在液力变矩器涡轮转速附近，达到避免发动机转速飞升和液力变矩器闭锁晚甚至不闭锁的目的。
在本申请实施例中，根据标定优化后目标挡位的滑摩进入、退出点和解、闭锁点控制自动变速器的液力变矩器在目标挡位进入滑摩状态和闭锁状态，包括：获取目标挡位的滑摩进入、退出点表和解、闭锁点表，其中，滑摩进入、退出点表为滑摩进入、退出点与油门踏板开度的对应关系表，解、闭锁点表为解、闭锁点与油门踏板开度的对应关系表；识别车辆当前是否处于目标挡位，若车辆当前处于目标挡位，则以目标车辆的当前油门踏板开度为索引，查询滑摩进入、退出点表和解、闭锁点表得到滑摩进入、退出点和解、闭锁点；根据滑摩进入、退出点控制自动变速器进入或退出滑摩状态，根据解、闭锁点控制自动变速器进入解锁或闭锁状态。
其中，在目标挡位下，同一油门踏板开度下的自动变速器的滑摩进入点高于滑摩退出点，闭锁点高于解锁点，闭锁点高于滑摩进入点。
可以理解的是，本申请实施例可以在车辆处于目标挡位时，以目标车辆的当前油门踏板开度为索引，查询滑摩进入、退出点表和解、闭锁点表得到滑摩进入、退出点和解、闭锁点，并根据滑摩进入、退出点控制自动变速器进入或退出滑摩状态，根据解、闭锁点控制自动变速器进入解锁或闭锁状态，利用滑摩和闭锁控制发动机转速维持在液力变矩器涡轮转速附近，达到避免发动机转速飞升和液力变矩器闭锁晚甚至不闭锁的目的。
具体而言，本申请以液力变矩器刚度偏软的情况下，控制液力变矩器在2挡进入滑摩和闭锁进行阐述，具体通过标定优化2挡的滑摩进入、退出点和解、闭锁点，即开启并设定合适的2挡滑摩进入、退出点和解、闭锁点实现，具体如下：
如前所述，一般低挡位考虑到动力性原因不会控制液力变矩器滑摩或闭锁，但当遇到本申请中所述的由于选型选定的液力变矩器刚度偏软，导致车辆进行加速升挡时在中低挡位出现发动机转速飞升和液力变矩器闭锁晚甚至不闭锁的问题时，会导致整车经济性、驾驶性以及NVH性能变差，易引起市场用户抱怨。此外，由于发动机与液力变矩器涡轮间的转速差较大时，液力变矩器的速比就较小，其传动效率就较低，动力损失就较大，也不利于整车动力性，若控制液力变矩器在2挡进入滑摩或闭锁，可获得较高的传动效率，且考虑到2挡速比仅小于1挡速比，相对较大，因此，仍可获得较好的动力性。进一步地，2挡滑摩进入、退出点和解、闭锁点是指液力变矩器在2挡进入、退出滑摩状态和闭锁状态的车速点，其单位为km/h，如表2和表3所示。
表2 2挡滑摩进入、退出点

表3 2挡解、闭锁点
对于液力机械自动变速器而言，液力变矩器中的闭锁离合器若要维持在滑摩或闭锁状态，其对于发动机转速具有最低转速要求，例如，滑摩状态对应的最低发动机转速要求为1000r/min，闭锁状态对应的最低发动机转速要求为1100r/min，且液力机械自动变速器各挡位的闭锁点要高于解锁点，滑摩进入点要高于滑摩退出点。
具体地，以2挡10％油门下的解、闭锁点和滑摩进入、退出点为例，有vL2＞vU2和vin2＞vout2，因此，上述液力变矩器滑摩和闭锁状态对于发动机转速的最低转速要求即为滑摩退出点通过速比换算得到的发动机转速不应低于1000r/min，解锁点通过速比换算得到的发动机转速不应低于1100r/min。在对液力机械自动变速器某一挡位同一油门下的解、闭锁点和滑摩进入、退出点进行标定时，通常是将闭锁点标定得高于滑摩进入点，因此由闭锁点通过速比换算得到的对应发动机转速通常要高于由滑摩进入点通过速比换算得到的对应发动机转速，例如，10％油门下，2挡解锁点对应的发动机转速为1100r/min，闭锁点对应的发动机转速为1200r/min，滑摩进入点对应的发动机转速为1100r/min，滑摩退出点对应的发动机转速为1000r/min。若车辆处于2挡，某一油门下，当车速高于vinj(j＝1,2,……,11)时，液力变矩器进入滑摩状态，当车速进一步升高至高于vLj(j＝1,2,……,11)时，液力变矩器进入闭锁状态，当车速低于vUj(j＝1,2,……,11)但仍高于vinj(j＝1,2,……,11)时，液力变矩器由闭锁状态进入滑摩状态，当车速低于vUj(j＝1,2,……,11)并低于vinj(j＝1,2,……,11)但仍高于voutj(j＝1,2,……,11)时，液力变矩器依然维持滑摩状态，当车速进一步降低至低于voutj(j＝1,2,……,11)时，液力变矩器进入解锁状态。
根据本申请实施例提出的自动变速器的标定控制方法，在液力变矩器选型选定的刚度偏软的情况下，获取自动变速器抑制发动机转速飞升的目标挡位；根据目标挡位调整优化换挡点表中目标挡位及相邻挡位对应的换挡点，并根据调整优化后的换挡点表控制自动变速器换挡；根据标定优化后目标挡位的滑摩进入、退出点和解、闭锁点控制自动变速器的液力变矩器在目标挡位进入滑摩状态和闭锁状态，并增大目标挡位及相邻挡位对应的液力 变矩器中闭锁离合器的闭锁压力，控制液力变矩器尽早完成闭锁。从而解决了相关技术中由于车辆开发过程中选型选定的液力变矩器刚度偏软，导致车辆进行加速升挡时在中低挡位出现发动机转速飞升和液力变矩器闭锁晚甚至不闭锁的问题，保障了整车经济性、驾驶性及NVH性能，进而提升了用户体验感。
下面将结合图3和图4以一个具体实施例对本申请的自动变速器的标定控制方法进行详细阐述，具体如下：
本申请针对车辆开发过程中选型选定的液力变矩器刚度偏软的情况，确定液力机械自动变速器在2挡进入滑摩和闭锁状态，通过调整中低挡位的换挡点，并控制液力变矩器在2挡进入滑摩和闭锁，同时增大液力变矩器中闭锁离合器的闭锁压力，能够有效解决上述由于选型选定的液力变矩器刚度偏软，导致车辆进行加速升挡时在中低挡位出现发动机转速飞升和液力变矩器闭锁晚甚至不闭锁的问题，具体步骤如下：
步骤一，调整中低挡位的换挡点。
具体为适当降低1挡升2挡的换挡点，同时适当提高2挡升3挡和3挡升4挡的换挡点，以达到早点儿由1挡升至2挡、晚点儿由2挡升至3挡、晚点儿由3挡升至4挡，为2挡和3挡预留更长的时间和更大的发动机转速范围进入滑摩或闭锁，进而利用滑摩和闭锁控制发动机转速避免其飞升的目的。换挡点即为根据车速和油门控制车辆进行升挡和降挡的换挡车速点，其单位为km/h，以8挡液力机械自动变速器的舒适换挡模式为例，其换挡点如表1所示。
表1换挡点表

某一油门下，若车辆当前处于X(X＝1,2,……,8)挡，当车速高于v(i)(j)(i＝1,2,……,7；j＝1,2,……,11)时，车辆由X挡升至X+1挡，当然，当车辆处于最高挡8挡，即X＝8时，车辆不会再升挡，当车速低于v(i)(j)(i＝8,9,……,14；j＝1,2,……,11)时，车辆由X挡降至X-1挡，当然，当车辆处于最低挡1挡，即X＝1时，车辆也不会再降挡。
需要说明的是，同一油门下，换挡动作等级越高，其升挡点和降挡点就越高，具体地，以10％油门下的升挡点和降挡点为例，有v(1)(2)＜v(2)(2)＜v(3)(2)＜v(4)(2)＜v(5)(2)＜v(6)(2)＜v(7)(2)和v(8)(2)＜v(9)(2)＜v(10)(2)＜v(11)(2)＜v(12)(2)＜v(13)(2)＜v(14)(2)，同一换挡动作下，油门越大，其升挡点或降挡点就越高，具体地，以1挡升2挡和2挡降1挡为例，有v(1)(1)＜v(1)(2)＜v(1)(3)＜v(1)(4)＜v(1)(5)＜v(1)(6)＜v(1)(7)＜v(1)(8)＜v(1)(9)＜v(1)(10)＜v(1)(11)和v(8)(1)＜v(8)(2)＜v(8)(3)＜v(8)(4)＜v(8)(5)＜v(8)(6)＜v(8)(7)＜v(8)(8)＜v(8)(9)＜v(8)(10)＜v(8)(11)，并且同一油门下，相邻两个挡位间的升挡点要高于降挡点，具体地，同样以10％油门下的升挡点和降挡点为例，有v(1)(2)＞v(8)(2)，v(2)(2)＞v(9)(2)，v(3)(2)＞v(10)(2)，v(4)(2)＞v(11)(2)，v(5)(2)＞v(12)(2)，v(6)(2)＞v(13)(2)，v(7)(2)＞v(14)(2)。
进一步地，适当降低1挡升2挡的换挡点，同时适当提高2挡升3挡和3挡升4挡的换挡点，具体是指在兼顾整车起步动力性、经济性、驾驶性以及NVH性能的前提下，适当降低表1中1挡升2挡的换挡点v(i)(j)(i＝1；j＝1,2,……,11)，适当提高2挡升3挡和3挡升4挡的换挡点v(i)(j)(i＝2,3；j＝1,2,……,11)，同时，应注意适应性地适当调整剩余中高挡位升挡的换挡点以及各挡位降挡的换挡点，以保障整车具有相对一致的定油门升挡发动机转速、合适的换挡间隔时间以及平滑的车速变化历程，避免出现循环换挡等问题，对于换挡点的调整，具体可根据实车换挡表现进行标定确定。
步骤二，控制液力变矩器在2挡进入滑摩和闭锁
滑摩和闭锁是指液力机械自动变速器中液力变矩器的工作状态，通过控制液力变矩器中的闭锁离合器实现，具体地，液力变矩器的工作状态一般包括解锁、滑摩和闭锁，当液力变矩器处于解锁状态时，液力变矩器中闭锁离合器的压力相对较小或为0，当控制液力变矩器由解锁状态向滑摩状态切换时，通过控制液力变矩器中闭锁离合器的压力逐渐增大，使液力变矩器的泵轮与涡轮间的转速差逐渐减小，当二者转速差减小至一定转速差阈值时，根据车辆运行工况将二者转速差一直控制在此转速差阈值附近，此时液力变矩器即进入滑摩状态，具体地，该转速差阈值由液力机械自动变速器生产商设定，例如，可为50r/min。当控制液力变矩器由滑摩状态向闭锁状态切换时，通过控制液力变矩器中闭锁离合器的压力进一步增大，以消除液力变矩器的泵轮与涡轮间的转速差直至二者转速相同，此时液力变矩器相当于刚性传递动力，没有增扭作用。可以理解的是，当控制液力变矩器由闭锁状态进入滑摩状态或由滑摩状态进入解锁状态时，具体是通过控制液力变矩器中闭锁离合器的压力逐渐减小实现的，当然，也可以控制液力变矩器由闭锁状态直接进入解锁状态。
控制液力变矩器在2挡进入滑摩和闭锁，具体通过开启并设定合适的2挡滑摩进入、退出点和解、闭锁点实现，如前，一般低挡位考虑到动力性原因不会控制液力变矩器滑摩或闭锁，但当遇到本申请中的由于选型选定的液力变矩器刚度偏软，导致车辆进行加速升挡时在中低挡位出现发动机转速飞升和液力变矩器闭锁晚甚至不闭锁的问题时，会导致整车经济性、驾驶性以及NVH性能变差，易引起市场用户抱怨。此外，发动机与液力变矩器涡轮间的转速差较大时，液力变矩器的速比就较小，其传动效率就较低，动力损失就较大，也不利于整车动力性，若控制液力变矩器在2挡进入滑摩或闭锁，可获得较高的传动效率，且考虑到2挡速比仅小于1挡速比，相对较大，因此，仍可获得较好的动力性。进一步地，2挡滑摩进入、退出点和解、闭锁点是指液力变矩器在2挡进入、退出滑摩状态和闭锁状态的车速点，其单位为km/h，如表2和表3所示。
表2 2挡滑摩进入、退出点

表3 2挡解、闭锁点
对于液力机械自动变速器而言，液力变矩器中的闭锁离合器若要维持在滑摩或闭锁状态，其对于发动机转速具有最低转速要求，例如，滑摩状态对应的最低发动机转速要求为1000r/min，闭锁状态对应的最低发动机转速要求为1100r/min，且液力机械自动变速器各挡位的闭锁点要高于解锁点，滑摩进入点要高于滑摩退出点。
具体地，以2挡10％油门下的解、闭锁点和滑摩进入、退出点为例，有vL2＞vU2和vin2＞vout2，因此，上述液力变矩器滑摩和闭锁状态对于发动机转速的最低转速要求即为滑摩退出点通过速比换算得到的发动机转速不应低于1000r/min，解锁点通过速比换算得到的发动机转速不应低于1100r/min。在对液力机械自动变速器某一挡位同一油门下的解、闭锁点和滑摩进入、退出点进行标定时，通常是将闭锁点标定得高于滑摩进入点，因此由闭锁点通过速比换算得到的对应发动机转速通常要高于由滑摩进入点通过速比换算得到的对应发动机转速，例如，10％油门下，2挡解锁点对应的发动机转速为1100r/min，闭锁点对应的发动机转速为1200r/min，滑摩进入点对应的发动机转速为1100r/min，滑摩退出点对应的发动机转速为1000r/min。若车辆处于2挡，某一油门下，当车速高于vinj(j＝1,2,……,11)时，液力变矩器进入滑摩状态，当车速进一步升高至高于vLj(j＝1,2,……,11)时，液力变矩器进入闭锁状态，当车速低于vUj(j＝1,2,……,11)但仍高于vinj(j＝1,2,……,11)时，液力变矩器由闭锁状态进入滑摩状态，当车速低于vUj(j＝1,2,……,11)并低于vinj(j＝1,2,……,11)但仍高于voutj(j＝1,2,……,11)时，液力变矩器依然维持滑摩状态，当车速进一步降低至低于voutj(j＝1,2,……,11)时，液力变矩器进入解锁状态。
当然，本发明只是展示了通常将液力变矩器的闭锁点标定得高于滑摩进入点的情况，也可以将滑摩进入点标定得高于闭锁点，具体情况可视实车性能表现进行标定，但一般应遵循避免频繁进入、退出滑摩或频繁解、闭锁的现象，以避免发动机转速波动。
步骤三，增大液力变矩器中闭锁离合器的闭锁压力
增大液力变矩器中闭锁离合器的闭锁压力，具体是指在基于步骤二控制液力变矩器在 2挡进入滑摩和闭锁的基础上，增大2挡和3挡对应的液力变矩器中闭锁离合器的闭锁压力，以进一步加快液力变矩器在2挡及后续中间挡位的滑摩和闭锁动作，使得液力变矩器在2挡及后续中间挡位尽早进入滑摩或闭锁状态，利用滑摩和闭锁控制发动机转速维持在液力变矩器涡轮转速附近，达到避免发动机转速飞升和液力变矩器闭锁晚甚至不闭锁的目的。
综合上述，通过本申请能够使得液力变矩器在2挡时即尽早进入滑摩或闭锁，利用滑摩和闭锁控制发动机转速维持在液力变矩器涡轮转速附近，有效解决上述由于选型选定的液力变矩器刚度偏软，导致车辆进行加速升挡时在中低挡位出现发动机转速飞升和液力变矩器闭锁晚甚至不闭锁的问题。采用本申请后车辆加速升挡时的发动机转速表现如图4所示。
综上，本申请通过自动变速器标定控制的方法能够及时、有效解决上述技术问题，避免了液力变矩器的重新选型，从而有效保障整车开发周期，避免因液力变矩器重新选型带来的开发成本增加，同时，有利于整车经济性、驾驶性及NVH性能，避免引起市场用户抱怨，且仅需调整、优化液力机械自动变速器的控制软件及标定数据，无需更改硬件，工作量小，成本低，易于实现，简便实用，能够有效应用于工程实践，对于整车开发具有重要的应用指导意义。
其次参照附图描述根据本申请实施例提出的自动变速器的标定控制装置。
图5是本申请实施例的自动变速器的标定控制装置的方框示意图。
如图5所示，该自动变速器的标定控制装置10包括：获取模块100、调整模块200和控制模块300。
其中，获取模块100用于在液力变矩器选型选定的刚度偏软的情况下，获取自动变速器抑制发动机转速飞升的目标挡位；调整模块200用于根据目标挡位调整优化换挡点表中目标挡位及相邻挡位对应的换挡点，并根据调整优化后的换挡点表控制自动变速器换挡，其中，换挡点表为换挡动作、油门踏板开度与换挡点的对应关系表；控制模块300用于根据标定优化后目标挡位的滑摩进入、退出点和解、闭锁点控制自动变速器的液力变矩器在目标挡位进入滑摩状态和闭锁状态，并增大目标挡位及相邻挡位对应的液力变矩器中闭锁离合器的闭锁压力，控制液力变矩器尽早完成闭锁。
需要说明的是，前述对自动变速器的标定控制方法实施例的解释说明也适用于该实施例的自动变速器的标定控制装置，此处不再赘述。
根据本申请实施例提出的自动变速器的标定控制装置，在液力变矩器选型选定的刚度偏软的情况下，获取自动变速器抑制发动机转速飞升的目标挡位；根据目标挡位调整优化 换挡点表中目标挡位及相邻挡位对应的换挡点，并根据调整优化后的换挡点表控制自动变速器换挡；根据标定优化后目标挡位的滑摩进入、退出点和解、闭锁点控制自动变速器的液力变矩器在目标挡位进入滑摩状态和闭锁状态，并增大目标挡位及相邻挡位对应的液力变矩器中闭锁离合器的闭锁压力，控制液力变矩器尽早完成闭锁。从而解决了相关技术中由于车辆开发过程中选型选定的液力变矩器刚度偏软，导致车辆进行加速升挡时在中低挡位出现发动机转速飞升和液力变矩器闭锁晚甚至不闭锁的问题，保障了整车经济性、驾驶性及NVH性能，进而提升了用户体验感。
图6为本申请实施例提供的车辆的结构示意图。该车辆包括：
存储器601、处理器602及存储在存储器601上并可在处理器602上运行的计算机程序。
处理器602执行程序时实现上述实施例中提供的自动变速器的标定控制方法。
进一步地，车辆还包括：
通信接口603，用于存储器601和处理器602之间的通信。
存储器601，用于存放可在处理器602上运行的计算机程序。
存储器601可能包含高速RAM(Random Access Memory，随机存取存储器)，也可能还包括非易失性存储器，例如至少一个磁盘存储器。
如果存储器601、处理器602和通信接口603独立实现，则通信接口603、存储器601和处理器602可以通过总线相互连接并完成相互间的通信。总线可以是ISA(Industry Standard Architecture，工业标准体系结构)总线、PCI(Peripheral Component，外部设备互连)总线或EISA(Extended Industry Standard Architecture，扩展工业标准体系结构)总线等。总线可以分为地址总线、数据总线、控制总线等。为便于表示，图6中仅用一条粗线表示，但并不表示仅有一根总线或一种类型的总线。
可选的，在具体实现上，如果存储器601、处理器602及通信接口603集成在一块芯片上实现，则存储器601、处理器602及通信接口603可以通过内部接口完成相互间的通信。
处理器602可能是一个CPU(Central Processing Unit，中央处理器)，或者是ASIC(Application Specific Integrated Circuit，特定集成电路)，或者是被配置成实施本申请实施例的一个或多个集成电路。
本申请实施例还提供一种计算机可读存储介质，其上存储有计算机程序，该程序被处理器执行时实现如上的自动变速器的标定控制方法。
本申请实施例还提供一种计算机程序产品，包括计算机程序，计算机程序被执行时， 用于实现如上述实施例的自动变速器的标定控制方法。
在本说明书的描述中，参考术语“一个实施例”、“一些实施例”、“示例”、“具体示例”、或“一些示例”等的描述意指结合该实施例或示例描述的具体特征、结构、材料或者特点包含于本申请的至少一个实施例或示例中。在本说明书中，对上述术语的示意性表述不是必须针对的是相同的实施例或示例。而且，描述的具体特征、结构、材料或者特点可以在任一个或N个实施例或示例中以合适的方式结合。此外，在不相互矛盾的情况下，本领域的技术人员可以将本说明书中描述的不同实施例或示例以及不同实施例或示例的特征进行结合和组合。
此外，术语“第一”、“第二”仅用于描述目的，而不能理解为指示或暗示相对重要性或者隐含指明所指示的技术特征的数量。由此，限定有“第一”、“第二”的特征可以明示或者隐含地包括至少一个该特征。在本申请的描述中，“N个”的含义是至少两个，例如两个、三个等，除非另有明确具体的限定。
流程图中或在此以其他方式描述的任何过程或方法描述可以被理解为，表示包括一个或N个用于实现定制逻辑功能或过程的步骤的可执行指令的代码的模块、片段或部分，并且本申请的优选实施方式的范围包括另外的实现，其中可以不按所示出或讨论的顺序，包括根据所涉及的功能按基本同时的方式或按相反的顺序，来执行功能，这应被本申请的实施例所属技术领域的技术人员所理解。
应当理解，本申请的各部分可以用硬件、软件、固件或它们的组合来实现。在上述实施方式中，N个步骤或方法可以用存储在存储器中且由合适的指令执行系统执行的软件或固件来实现。如，如果用硬件来实现和在另一实施方式中一样，可用本领域公知的下列技术中的任一项或多项的组合来实现：具有用于对数据信号实现逻辑功能的逻辑门电路的离散逻辑电路，具有合适的组合逻辑门电路的专用集成电路，可编程门阵列，现场可编程门阵列等。
本技术领域的普通技术人员可以理解实现上述实施例方法携带的全部或部分步骤可以通过程序来指令相关的硬件完成，所述的程序可以存储于一种计算机可读存储介质中，该程序在执行时，包括方法实施例的步骤之一或其组合。
尽管上面已经示出和描述了本申请的实施例，可以理解的是，上述实施例是示例性的，不能理解为对本申请的限制，本领域的普通技术人员在本申请的范围内可以对上述实施例进行变化、修改、替换和变型。

Claims (10)

  1. 一种自动变速器的标定控制方法，其特征在于，包括以下步骤：
    在液力变矩器选型选定的刚度偏软的情况下，获取自动变速器抑制发动机转速飞升的目标挡位；
    根据所述目标挡位调整优化换挡点表中目标挡位及相邻挡位对应的换挡点，并根据调整优化后的换挡点表控制自动变速器换挡，其中，所述换挡点表为换挡动作、油门踏板开度与换挡点的对应关系表；
    根据标定优化后目标挡位的滑摩进入、退出点和解、闭锁点控制自动变速器的液力变矩器在目标挡位进入滑摩状态和闭锁状态，并增大目标挡位及相邻挡位对应的液力变矩器中闭锁离合器的闭锁压力，控制液力变矩器尽早完成闭锁。
  2. 根据权利要求1所述的自动变速器的标定控制方法，其特征在于，所述换挡点包括升挡点和降挡点，所述调整优化后的换挡点表中目标挡位的前一挡位至目标挡位的升挡点低于调整优化前的换挡点表中目标挡位的前一挡位至目标挡位的升挡点，所述调整优化后的换挡点表中目标挡位至目标挡位的后一挡位的升挡点高于调整优化前的换挡点表中目标挡位至目标挡位的后一挡位的升挡点。
  3. 根据权利要求1所述的自动变速器的标定控制方法，其特征在于，所述换挡动作包括由第一挡位升挡至第二挡位，或者，由第二挡位降挡至第一挡位。
  4. 根据权利要求1所述的自动变速器的标定控制方法，其特征在于，所述换挡点表中，同一油门踏板开度下，升挡点和降挡点与换挡动作等级成正相关关系；同一换挡动作下，升挡点和降挡点与油门踏板开度成正相关关系；同一油门踏板开度下，相邻两个挡位间的升挡点高于降挡点。
  5. 根据权利要求1所述的自动变速器的标定控制方法，其特征在于，所述根据标定优化后目标挡位的滑摩进入、退出点和解、闭锁点控制自动变速器的液力变矩器在目标挡位进入滑摩状态和闭锁状态，包括：
    获取所述目标挡位的滑摩进入、退出点表和解、闭锁点表，其中，所述滑摩进入、退出点表为滑摩进入、退出点与油门踏板开度的对应关系表，所述解、闭锁点表为解、闭锁点与油门踏板开度的对应关系表；
    识别车辆当前是否处于目标挡位，若所述车辆当前处于目标挡位，则以所述目标车辆的当前油门踏板开度为索引，查询所述滑摩进入、退出点表和解、闭锁点表得到滑摩进入、退出点和解、闭锁点；
    根据所述滑摩进入、退出点控制所述自动变速器进入或退出滑摩状态，根据所述解、闭锁点控制所述自动变速器进入解锁或闭锁状态。
  6. 根据权利要求5所述的自动变速器的标定控制方法，其特征在于，在所述目标挡位下，同一油门踏板开度下的所述自动变速器的滑摩进入点高于所述滑摩退出点，所述闭锁点高于所述解锁点，所述闭锁点高于所述滑摩进入点。
  7. 一种自动变速器的标定控制装置，其特征在于，包括：
    获取模块，用于在液力变矩器选型选定的刚度偏软的情况下，获取自动变速器抑制发动机转速飞升的目标挡位；
    调整模块，用于根据所述目标挡位调整优化换挡点表中目标挡位及相邻挡位对应的换挡点，并根据调整优化后的换挡点表控制自动变速器换挡，其中，所述换挡点表为换挡动作、油门踏板开度与换挡点的对应关系表；
    控制模块，用于根据标定优化后目标挡位的滑摩进入、退出点和解、闭锁点控制自动变速器的液力变矩器在目标挡位进入滑摩状态和闭锁状态，并增大目标挡位及相邻挡位对应的液力变矩器中闭锁离合器的闭锁压力，控制液力变矩器尽早完成闭锁。
  8. 一种车辆，其特征在于，包括：存储器、处理器及存储在所述存储器上并可在所述处理器上运行的计算机程序，所述处理器执行所述程序，以实现如权利要求1-6任一项所述的自动变速器的标定控制方法。
  9. 一种计算机可读存储介质，其上存储有计算机程序，其特征在于，该程序被处理器执行，以用于实现如权利要求1-6任一项所述的自动变速器的标定控制方法。
  10. 一种计算机程序产品，包括计算机程序，其特征在于，所述计算机程序被执行时，用于实现权利要求1-6任一项所述的自动变速器的标定控制方法。
PCT/CN2024/121940 2024-07-24 2024-09-27 自动变速器的标定控制方法、装置、车辆、介质及程序 Pending WO2026020587A1 (zh)

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