Hybrid power gear shifting control method

Abstract

The invention discloses a hybrid power gear shifting control method, which comprises the following steps of: receiving a gear shifting instruction, controlling a clutch to be disengaged, and simultaneously controlling a front-end motor to linearly and additionally output a reverse torque in the direction opposite to the torque of an engine; controlling the clutch to be completely disengaged to enter a transmission torque disappearing stage; recombining the clutch, outputting the torque to an input shaft so that the input shaft rotating speed is the same as the engine rotating speed; controlling the clutch to be disengaged again, so that the clutch restores to enter a transmission torque disappearing stage; and finally, controlling the clutch and a synchronizer to be combined in an existingmode. The rotating speed of the engine is controlled through torque change of the front-end motor to replace existing torque limiting closed-loop control over the rotating speed of the engine, and the impact feeling generated when gear shifting starts or ends is avoided; by controlling the speed difference between the rotating speed of the input shaft and the rotating speed of the engine to be reduced, the synchronizer can be engaged smoothly, the service life of the synchronizer can be greatly prolonged, or the synchronizer with lower cost can be adopted.

Description

technical field [0001] The present invention relates to the technical field of automobiles, in particular, to a hybrid power shift control method. Background technique [0002] At present, among new energy vehicles in my country, hybrid vehicles are developing most rapidly. A hybrid vehicle is a vehicle that uses multiple sources of energy, usually a conventional engine using liquid fuel and an electric motor using electrical energy to drive the vehicle simultaneously or separately. [0003] In the hybrid powertrain of new energy vehicles, multiple motors may appear. The front-end motor that is directly connected to the engine at the front end of the clutch and shares the speed is called the front-end motor, and the common ones are commonly called P0 and P1 motors. The motor at the rear end of the clutch and has a solid connection with the transmission / reducer system is called the rear end motor, and the common ones are called P2, P2.5, and P3 motors. [0004] E.g figure...

AI Technical Summary

Problems solved by technology

Because the torque change needs to be carried out when the gear is engaged, and the speed change needs to be carried out when the gear is not engaged, so the torque and speed changes need to be adjusted separately, so there is a serious power interruption in the prior art, specifically as figure 2 Take the upshift shown as an example, the clutch has three states, and they are by the way by time: the stage where the clutch transmits torque and disappears (between numbers 1-2), and the stage where the clutch is fully open and does not transmit power (between numbers 2-3) , Clutch transmission torque recovery stage (between numbers 3-4), the torques transmitted by the clutches in each stage are TC1, TC2, TC3 respectively, when the clutch is fully open and no power is transmitted, it is controlled by reducing the torque TE of the engine The engine speed nE decreases and reaches the target speed after upshifting. In the process, when the synchronizer is completely disengaged, that is, when the gear shift enters neutral, the speed nS of the input shaft gradually decreases and tends to 0. In this way, when the synchronizer When shifting gears and entering the recovery stage of clutch transmission torque, there will be a strong sense of shock and poor ride comfort experience; And the engine torque adjustment range is too large (especially in the recovery stage of clutch transmission torque), so the response speed of the entire shift process is slow and the response accuracy is poor; Change the speed of the input shaft, so the working time of the synchronizer will be longer (the change time of the speed of the input shaft that is linearly decreasing and linearly increasing in the figure is the working time of the synchronizer), and it will also lead to the service life of the synchronizer system is greatly reduced, and its performance declines sharply with the reduction of service life

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