Electromechanical coupling system control method, device, medium and vehicle control system

Abstract

The present invention discloses a control method, device, medium and vehicle control system for an electromechanical coupling system, wherein the method part comprises: determining a mode switching duration of a vehicle switching from a parallel hybrid first gear to a parallel hybrid second gear, determining a real-time input shaft input torque in the electromechanical coupling system, determining a real-time vehicle speed and a real-time throttle opening of the vehicle during the mode switching process, and during the mode switching process, performing torque control on the brake according to the mode switching duration and the input shaft input torque, and performing torque control on the clutch according to the real-time vehicle speed and the real-time throttle opening; in the present invention, a torque control strategy for the brake and the clutch is formulated according to the input shaft input torque, the real-time vehicle speed and the real-time throttle opening during the mode switching process, so that the torque control of the brake and the clutch is closer to actual needs, and the accuracy of the torque control of the brake and the clutch during the mode switching process is improved, thereby realizing a smooth switching from the HEV1 mode to the HEV2 mode.

Description

Technical Field

[0001] The present invention relates to the field of vehicle control technology, and in particular to a control method, device, medium and vehicle control system for an electromechanical coupling system. Background Art

[0002] The electromechanical coupling system of existing hybrid vehicles mainly includes an engine, a generator, a drive motor, two clutches, a brake, and a shaft gear system. During the driving process of a hybrid vehicle, it is usually necessary to switch modes to ensure the good performance of the hybrid vehicle. During the mode switching process of a hybrid vehicle, the states of various structures in the electromechanical coupling system will change, and switching setbacks are likely to occur and be perceived by the user.

[0003] For example, in the electromechanical coupling system of a hybrid vehicle, when the hybrid vehicle needs to switch from the parallel hybrid first gear HEV1 to the parallel hybrid second gear HEV2, the brake needs to switch from the locked state to the open state, and the second clutch needs to switch from the open state to the engaged state. At this time, the state changes of the brake and the second clutch are too large, resulting in an unsmooth mode switching process. Therefore, when the hybrid vehicle switches from the parallel hybrid first gear HEV1 to the parallel hybrid second gear HEV2, the torque of the brake and the second clutch needs to be precisely controlled to improve the smoothness of the mode switching process. Summary of the invention

[0004] The present invention provides an electromechanical coupling system control method, device, medium and vehicle control system to solve the problem that in the existing electromechanical coupling system, when a hybrid vehicle switches from HEV1 mode to HEV2 mode, the mode switching process is not smooth enough.

[0005] A control method for an electromechanical coupling system, comprising:

[0006] Determine the mode switching time for the vehicle to switch from parallel hybrid first gear to parallel hybrid second gear;

[0007] determining a real-time input shaft input torque in the electromechanical coupling system;

[0008] Determining the real-time vehicle speed and real-time throttle opening of the vehicle during the mode switching process;

[0009] During the mode switching process, the brake is torque controlled according to the mode switching duration and the input shaft input torque, and the clutch is torque controlled according to the real-time vehicle speed and the real-time throttle opening.

[0010] Further, the performing torque control on the brake according to the mode switching duration and the input torque of the input shaft comprises:

[0011] Acquire characteristic parameters of a planetary gear of an electromechanical coupling system in the vehicle;

[0012] determining the brake torque at different times according to the mode switching duration, the input shaft input torque and the planetary gear characteristic parameter;

[0013] The brake is controlled according to the brake torque.

[0014] Furthermore, the brake torque is determined by the following formula:

[0015]

[0016] Among them, T B is the brake torque at time t; T in is the input torque of the input shaft; K is the absolute value of the characteristic parameter of the planetary gear; T is the mode switching duration.

[0017] Further, the electromechanical coupling system includes a first clutch and a second clutch, and the torque control of the clutch according to the real-time vehicle speed and the real-time throttle opening includes:

[0018] controlling the first clutch to be in an engaged state;

[0019] Acquiring preset torque data, where the preset torque data is torque data required by the second clutch calibrated according to the vehicle speed and throttle opening when the vehicle is switching modes;

[0020] In the preset torque data, query the torque corresponding to the real-time vehicle speed and the real-time throttle opening;

[0021] The corresponding torque is used as the clutch torque, so as to control the second clutch according to the clutch torque.

[0022] A control device for an electromechanical coupling system, comprising:

[0023] A first determination module is used to determine the mode switching time of the vehicle from the parallel hybrid first gear to the parallel hybrid second gear;

[0024] A second determination module, configured to determine a real-time input shaft input torque in the electromechanical coupling system;

[0025] A third determination module is used to determine the real-time vehicle speed and real-time throttle opening of the vehicle during the mode switching process;

[0026] The control module is used to control the torque of the brake according to the mode switching duration and the input torque of the input shaft during the mode switching process, and to control the torque of the clutch according to the real-time vehicle speed and the real-time throttle opening.

[0027] Further, the electromechanical coupling system includes a first clutch and a second clutch, and the torque control of the brake and the clutch in the electromechanical coupling system according to the mode switching duration, the input torque of the input shaft, the real-time vehicle speed and the real-time throttle opening includes:

[0028] Acquire characteristic parameters of a planetary gear of an electromechanical coupling system in the vehicle;

[0029] determining the brake torque at different times according to the mode switching duration, the input shaft input torque and the planetary gear characteristic parameter;

[0030] The brake is controlled according to the brake torque.

[0031] Further, the controlling the torque of the second clutch according to the real-time vehicle speed and the real-time throttle opening includes:

[0032] Acquiring preset torque data, where the preset torque data is torque data required by the second clutch calibrated according to the vehicle speed and throttle opening when the vehicle is switching modes;

[0033] controlling the first clutch to be in an engaged state;

[0034] In the preset torque data, query the torque corresponding to the real-time vehicle speed and the real-time throttle opening;

[0035] The corresponding torque is used as the clutch torque, so as to control the second clutch according to the clutch torque.

[0036] A control device for an electromechanical coupling system comprises a memory, a processor and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, the steps of the electromechanical coupling system control method are implemented.

[0037] A readable storage medium stores a computer program, and when the computer program is executed by a processor, the steps of the above-mentioned electromechanical coupling system control method are implemented.

[0038] A vehicle control system comprises an electromechanical coupling system and the electromechanical coupling system control device.

[0039] In one solution provided by the above-mentioned electromechanical coupling system control method, device, medium and vehicle control system, by determining the mode switching time of the vehicle switching from the parallel hybrid first gear to the parallel hybrid second gear, the real-time input shaft input torque in the electromechanical coupling system is determined, and the real-time vehicle speed and real-time throttle opening of the vehicle during the mode switching process are determined. During the mode switching process, the brake is torque controlled according to the mode switching time and the input shaft input torque, and the clutch is torque controlled according to the real-time vehicle speed and real-time throttle opening; in the present invention, the torque control strategy of the brake and clutch is formulated according to the input shaft input torque, the real-time vehicle speed and the real-time throttle opening during the mode switching process, so that the torque control of the brake and clutch is closer to actual needs, and the accuracy of the torque control of the brake and clutch during the mode switching process is improved, thereby realizing a smooth switching from HEV1 mode to HEV2 mode. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings required for use in the description of the embodiments of the present invention will be briefly introduced below. Obviously, the accompanying drawings in the following description are only some embodiments of the present invention. For ordinary technicians in this field, other accompanying drawings can be obtained based on these accompanying drawings without paying creative labor.

[0041] Figure 1 is a structural schematic diagram of a vehicle control system in one embodiment of the present invention;

[0042] Figure 2 is a schematic structural diagram of an electric coupling system in one embodiment of the present invention;

[0043] Figure 3 is a flow chart of a method for controlling an electromechanical coupling system in one embodiment of the present invention;

[0044] Figure 4 is a schematic diagram of torque changes of the brake and the clutch when the mode is switched in one embodiment of the present invention;

[0045] Figure 5 is a structural schematic diagram of a control device for an electromechanical coupling system in one embodiment of the present invention;

[0046] Figure 6 Schematic diagram of another structure of the electromechanical coupling system control device in one embodiment of the present invention.

[0047] Among them, the reference numerals in the figures are:

[0048] 1-engine; 2-first clutch; 3-input shaft; 4-sun gear; 5-planet carrier; 6-ring gear; 7-brake; 8-second clutch; 9-first gear; 10-second gear; 11-generator; 12-intermediate shaft; 13-third gear; 14-fourth gear; 15-fifth gear; 16-drive motor; 17-sixth gear; 18-differential. DETAILED DESCRIPTION

[0049] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0050] The electromechanical coupling system control method provided by the embodiment of the present invention can be applied to the vehicle control system of a hybrid vehicle, such as Figure 1 As shown, the hybrid vehicle includes an electromechanical coupling system 101 and an electromechanical coupling system control device 102 , wherein the electromechanical coupling system 101 and the electromechanical coupling system control device 102 can communicate via a bus.

[0051] Among them, Figure 2 As shown, the hybrid electromechanical coupling system includes an engine 1, a first clutch (C 0 )2, input shaft 3, planetary gear (including sun gear 4, planet carrier 5 and ring gear 6), brake (B) 7, second clutch (C 1 )8, first gear 9, second gear 10, generator 11, intermediate shaft 12, third gear 13, fourth gear 14, fifth gear 15, drive motor 16, sixth gear 17 and differential 18. Among them, the engine 1 is connected to the ring gear 6 through the first clutch 2, and the engine 1 and the generator 11 are connected through the first gear 9 and the second gear 10; the drive motor 16 is coupled to the power output of the engine 1 and the generator 11 through the fifth gear 15.

[0052] In this embodiment, the electromechanical coupling system of the hybrid vehicle includes a brake 7, a first clutch 2 and a second clutch 8, wherein the brake 7 is used to brake the sun gear 4, the first clutch 2 is used to control whether the power of the engine is output to achieve the switch between the pure electric mode and the hybrid mode, and the second clutch 8 and the brake 7 are used to realize the two gears of the engine in combination with the planetary gear. When the brake 7 is engaged, the power of the engine is transmitted to the planetary gear 5 through the ring gear 6, then to the third gear 13 through the planetary gear 5, then to the intermediate shaft 12, then to the sixth gear 17 through the fourth gear 14, and finally to the differential 18 and the wheel end of the hybrid vehicle, which is the first gear of the engine; when the second clutch 8 is engaged, the sun gear 4, the planetary gear 5 and the ring gear 6 of the planetary gear rotate as a whole, are fixedly connected, and the speed ratio is 1 and is transmitted to the first gear 11 through the planetary gear 5, then to the intermediate shaft 10, then to the fourth gear 15 through the second gear 12, and finally to the differential 16 and the wheel end of the hybrid vehicle, which is the second gear of the engine.

[0053] The driving motor 16 transmits power to the third gear 13 through the third gear 14, then to the intermediate shaft 12, and then to the sixth gear 17 through the fourth gear 14, and finally to the differential 18 and the wheel end.

[0054] The electromechanical coupling system of this embodiment can switch between multiple working modes. The working modes of the electromechanical coupling system include engine direct drive mode with two gears, single-motor pure electric mode with one gear, dual-motor pure electric mode with two gears, series extended-range mode, two hybrid power drive modes, as well as multiple working modes such as brake energy recovery and parking power generation.

[0055] Among them, the control requirements of each structure in the above-mentioned multiple working modes are as follows:

[0056]

[0057] In the electromechanical coupling system, when the hybrid vehicle is in the parallel hybrid first gear HEV1, the brake 7 is locked, the first clutch 2 is engaged, and the second clutch 8 is open; when the hybrid vehicle is in the parallel hybrid second gear HEV2, the brake 7 is open, the first clutch 2 is engaged, and the second clutch 8 is engaged. When the hybrid vehicle switches from HEV1 mode to HEV2 mode, the state of the brake 7 and the second clutch 8 will change, causing the torque or speed of other structures to change rapidly, thereby affecting the wheel end torque, resulting in an uneven mode switching process. In order to reduce the impact of the fluctuation of the shaft system torque and speed on the wheel end torque during the switching process, it is necessary to accurately control the torque of the clutch and brake during the switching process to improve the smoothness of the mode switching, thereby improving the driving comfort of the hybrid vehicle.

[0058] In this embodiment, by determining the mode switching duration of the hybrid vehicle from the parallel hybrid first gear to the parallel hybrid second gear, determining the real-time input shaft input torque in the electromechanical coupling system, and determining the real-time vehicle speed and real-time throttle opening of the hybrid vehicle during the mode switching process, during the mode switching process, the brake is torque controlled according to the mode switching duration and the input shaft input torque, and the clutch is torque controlled according to the real-time vehicle speed and real-time throttle opening; the torque control strategy of the brake and clutch is formulated according to the input shaft input torque, the real-time vehicle speed and the real-time throttle opening during the mode switching process, so that the torque control of the brake and clutch is closer to actual needs, and the accuracy of the torque control of the brake and clutch during the mode switching process is improved, thereby achieving smooth switching from HEV1 mode to HEV2 mode.

[0059] In this embodiment, the vehicle control system includes the electromechanical coupling system and the electromechanical coupling system control device for exemplary purposes only. In other embodiments, the vehicle control system may also include other structures, which will not be described in detail here.

[0060] In one embodiment, if Figure 3 As shown, a control method for an electromechanical coupling system is provided, and the method is applied in Figure 1 The electromechanical coupling system control device in the embodiment is taken as an example to illustrate, and the steps are as follows:

[0061] S10: Determine a mode switching time for the vehicle to switch from a parallel hybrid first gear to a parallel hybrid second gear.

[0062] During the driving of the hybrid vehicle, if the hybrid vehicle needs to switch the working mode from the parallel hybrid first gear HEV1 to the parallel hybrid second gear HEV2, it is necessary to determine the mode switching time of the hybrid vehicle from the parallel hybrid first gear to the parallel hybrid second gear. The mode switching time is the total time required for the mode switching that is pre-calibrated according to different mode switching requirements.

[0063] S20: Determine the real-time input shaft input torque in the electromechanical coupling system.

[0064] At the same time, it is also necessary to obtain the real-time input shaft input torque of the electromechanical coupling system and obtain the planetary gear characteristic parameters of the electromechanical coupling system in the hybrid vehicle. The real-time input shaft input torque can be obtained by detecting the torque sensor installed on the input shaft.

[0065] S30: Determine the real-time vehicle speed and real-time throttle opening of the vehicle during the mode switching process.

[0066] It is also necessary to obtain the real-time vehicle speed and real-time throttle opening of the hybrid vehicle during the mode switching process, wherein the real-time vehicle speed and real-time throttle opening can be directly obtained through the ECU on the hybrid vehicle.

[0067] S40: During the mode switching process, the brake is torque controlled according to the mode switching duration and the input torque of the input shaft, and the clutch is torque controlled according to the real-time vehicle speed and the real-time throttle opening.

[0068] Specifically, the brake is torque controlled according to the mode switching duration and the input torque of the input shaft, including:

[0069] S41: Obtaining characteristic parameters of the planetary gear of the electromechanical coupling system in the vehicle.

[0070] S42: Determine the brake torque at different times according to the mode switching duration, the input shaft input torque and the planetary gear characteristic parameters.

[0071] S43: Control the brake according to the brake torque.

[0072] Among them, the torque of the brake in the electromechanical coupling system is controlled according to the mode switching time, input shaft input torque and planetary gear characteristic parameters, which requires Figure 2 The power configuration of the electromechanical coupling system is then determined according to the speed and torque relationship of each structure in the electromechanical coupling system in HEV1 mode and HEV2 mode, and the torque control strategy of the brake and clutch is determined.

[0073] The speed relationship and torque relationship of each structure in the electromechanical coupling system under steady-state conditions in HEV1 mode are as follows:

[0074] Speed ​​relationship:

[0075]

[0076] Torque relationship:

[0077]

[0078] The speed relationship and torque relationship of each structure in the electromechanical coupling system under steady-state conditions in HEV2 mode are as follows:

[0079] Speed ​​relationship:

[0080]

[0081] Torque relationship:

[0082]

[0083] Among them, W S is the speed of the sun gear, W R is the speed of the ring gear, W PC is the rotation speed of the planet carrier, T S is the torque of the sun gear, TR is the torque of the ring gear, T PC is the torque of the planet carrier, K is the characteristic parameter of the planetary gear (take a positive value);

[0084] W EM1 is the speed of the generator, W EM2 is the speed of the driving motor, T EM1 is the torque of the generator, T EM2 is the torque of the driving motor, J EM1 is the moment of inertia of the generator, J EM2 is the moment of inertia of the drive motor, α EM1 is the angular acceleration of the generator, α EM2 is the angular acceleration of the drive motor, W ICE is the engine speed, T ICE is the torque of the engine;

[0085] i EM1 is the speed ratio from the generator to the input shaft, i EM2 is the speed ratio from the drive motor to the intermediate shaft, i 3 is the speed ratio from the planet carrier to the intermediate shaft, i final Main reduction ratio;

[0086] T B is the brake torque, T C0 The first clutch C 0 Torque, T C1 The second clutch C 1 Torque, T in is the input shaft torque, T whl Output torque to the wheel end.

[0087] From the above relationship between the speed and torque of each structure in the electromechanical coupling system, it can be seen that when the hybrid vehicle switches from the HEV1 mode to the HEV2 mode, the changes in the brake torque and the clutch torque at different times t are as follows: Figure 4 As shown, in Figure 4 In, T B0 is the brake torque in HEV1 mode, T B is the brake torque in HEV2 mode, T C is the clutch torque in HEV1 mode, T C1 is the clutch torque in HEV2 mode, that is T is the mode switching time, K is the characteristic parameter of the planetary gear, T in Enter the torque for the input shaft.

[0088] according to Figure 4 The slope r of the brake torque change curve 1 and the slope r of the clutch torque variation curve2 , can directly determine the clutch T during mode switching. C1 and brake T B The torque calculation formula is:

[0089]

[0090] Therefore, during the switch from HEV1 mode to HEV2 mode, the brake torque is determined by the following formula:

[0091]

[0092] Among them, T B is the brake torque at time t; T in is the input torque of the input shaft; K is the absolute value of the characteristic parameter of the planetary gear; T is the mode switching time.

[0093] Specifically, the electromechanical coupling system includes a first clutch and a second clutch, such as Figure 2 As shown, the clutch torque is controlled according to the real-time vehicle speed and the real-time throttle opening, including:

[0094] S44: Control the first clutch to be in an engaged state.

[0095] S45: Obtaining preset torque data, where the preset torque data is torque data required by the second clutch calibrated according to the vehicle speed and throttle opening when the vehicle is switching modes.

[0096] S46: In the preset torque data, query the torque corresponding to the real-time vehicle speed and the real-time throttle opening.

[0097] S47: Using the corresponding torque as the clutch torque to control the second clutch according to the clutch torque.

[0098] Specifically, after obtaining the real-time vehicle speed and real-time throttle opening of the hybrid vehicle during the mode switching process, the preset torque data can be obtained, and then the torque corresponding to the real-time vehicle speed and the real-time throttle opening is queried in the preset torque data, and the corresponding torque is used as the clutch torque to control the second clutch according to the clutch torque. At the same time, during the process of switching from the HEV1 mode to the HEV2 mode, the first clutch needs to be controlled to be in the engaged state. The preset torque data is the torque data required by the second clutch calibrated according to the vehicle speed and throttle opening when the vehicle is switching modes.

[0099] That is, Figure 4 As shown, the torque T of the second clutch during the mode switching process C for:

[0100] T C =fLookup2DTable (V, α);

[0101] Among them, V is the real-time vehicle speed and α is the real-time throttle opening.

[0102] The torque corresponding to the real-time vehicle speed and the real-time throttle opening is directly queried through the pre-calibrated preset torque data, and the corresponding torque is used as the clutch torque to control the second clutch according to the clutch torque. The clutch torque of the mode switching process can be quickly determined, which reduces the amount of calculation and improves the clutch response efficiency.

[0103] In this embodiment, by determining the mode switching duration of the hybrid vehicle from the parallel hybrid first gear to the parallel hybrid second gear, determining the real-time input shaft input torque in the electromechanical coupling system, determining the real-time vehicle speed and real-time throttle opening of the hybrid vehicle during the mode switching process, during the mode switching process, the brake is torque controlled according to the mode switching duration and the input shaft input torque, and the clutch is torque controlled according to the real-time vehicle speed and real-time throttle opening; in the present invention, a torque control strategy for the brake and clutch is formulated based on the input shaft input torque, the real-time vehicle speed and the real-time throttle opening during the mode switching process, so that the torque control of the brake and clutch is closer to actual needs, and the accuracy of the torque control of the brake and clutch during the mode switching process is improved, thereby achieving a smooth switch from the HEV1 mode to the HEV2 mode.

[0104] In one embodiment, the preset torque data needs to be determined according to the speed and torque relationship of each structure in the electromechanical coupling system in different working modes, such as Figure 4 As shown, in the process of switching from HEV1 mode to HEV2 mode, the second clutch torque in the preset torque data needs to be in the torque curve of scheme 1 Compared with the torque curve of Scheme 2

[0105] From the above-mentioned relationship between the speed and torque of each structure in the electromechanical coupling system in the HEV1 mode and the HEV2 mode, it can be known that the torque change of the clutch during the mode switching process can be two schemes, such as Figure 4 As shown:

[0106] Solution 1: When switching from HEV1 mode to HEV2 mode, the torque change formula of the second clutch is: When switching to HEV2 mode, the torque of the second clutch is:

[0107]

[0108] Solution 1: When switching from HEV1 mode to HEV2 mode, the torque change formula of the second clutch is: When switching to HEV2 mode, the clutch torque is:

[0109]

[0110] Among them, T C-1 is the second clutch torque at time t in scheme 1; T C-2 is the second clutch torque at time t in scheme 2; T in is the input torque of the input shaft; K is the absolute value of the characteristic parameter of the planetary gear; T is the mode switching time.

[0111] During the mode switching process of Scheme 1, the input torque T of the input shaft in the electromechanical coupling system in and wheel end output torque T whl They are:

[0112] T in =(T ICE -J ICE α ICE )+(T EM1 -J EM1 α EM1 )i EM1 ;

[0113]

[0114] From the above formula, it can be seen that in the mode switching process in the first case, the output torque of the electromechanical coupling system (wheel end output torque T whl )for The main reduction ratio i final , Input shaft input torque T in , speed ratio from planet carrier to intermediate shaft i 3 , the absolute value K of the characteristic parameter of the planetary gear. The output torque of the electromechanical coupling system is independent of the torque exchange of the clutch. The output torque of the electromechanical coupling system is stable, but there is a possibility of torque imbalance in the gear train. There is a risk of sudden change in the gear train speed, which makes the mode switching process uncontrollable.

[0115] During the mode switching process of Scheme 2, the input shaft input torque T in and wheel end output torque T whl They are:

[0116] T in =(T ICE -J ICE α ICE )+(T EM1 -J EM1 α EM1 )i EM1 ;

[0117]

[0118] According to the above formula, when t = 0, the mode switching has not started, and the wheel end output torque T whl for When t = T, the mode switching is completed and the wheel end output torque T whl T inp i 3 i final Therefore, when switching from HEV1 mode to HEV2 mode, the output torque of the engine and the generator changes due to the change in speed ratio. The output torque of the electromechanical coupling system (i.e., the wheel-end output torque T whl ) decreases with time, and the decreasing torque is It is related to the torque change of the clutch. During the mode switching process, the torque transmitted to the wheel end is lost. If the drive motor is not used for torque compensation, the total output torque of the system (wheel end output torque) will be reduced, and the torque of the whole vehicle will decrease.

[0119] Therefore, in the process of switching from HEV1 mode to HEV2 mode, in order to reduce the sudden change in gear train speed caused by gear train torque imbalance and control the decrease in the output torque of the electromechanical coupling system within a reasonable range, after calibrating the torque of the second clutch according to the vehicle speed and the throttle opening to form the preset torque data, it is necessary to limit the second clutch torque data at the corresponding time in the preset torque data according to the second clutch torque at time t in Scheme 1 and Scheme 2, so that the second clutch torque data at different times in the preset torque data are less than or equal to the second clutch torque at the corresponding time in Scheme 1, and greater than or equal to the second clutch torque at the corresponding time in Scheme 2, so that during the mode switching process, the torque drop of the wheel-end output torque can be accepted, and at the same time, the problem of sudden change in speed caused by gear train imbalance will not occur.

[0120] That is, in the process of switching from the HEV1 mode to the HEV2 mode, the preset torque data is queried according to the real-time vehicle speed and the real-time throttle opening to obtain the second clutch torque T at the current moment. C When T C The following formula must be satisfied:

[0121]

[0122] Among them, T C is the second clutch torque obtained by querying the preset torque data according to the real-time vehicle speed and the real-time throttle opening, T in is the input torque of the input shaft; K is the absolute value of the characteristic parameter of the planetary gear; T is the mode switching time.

[0123] It should be understood that the order of execution of the steps in the above embodiment does not necessarily mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiment of the present invention.

[0124] In one embodiment, a control device for an electromechanical coupling system is provided, and the control device for the electromechanical coupling system corresponds one-to-one with the control method for the electromechanical coupling system in the above embodiment. Figure 5 As shown, the electromechanical coupling system control device includes a first determination module 501, a second determination module 502, a third determination module 503 and a control module 504. Each functional module is described in detail as follows:

[0125] A first determining module 501 is used to determine a mode switching time for a vehicle to switch from a parallel hybrid first gear to a parallel hybrid second gear;

[0126] A second determination module 502 is used to determine the real-time input torque of the input shaft in the electromechanical coupling system;

[0127] The third determination module 503 is used to determine the real-time vehicle speed and real-time throttle opening of the vehicle during the mode switching process;

[0128] The control module 504 is used to perform torque control on the brake according to the mode switching duration and the input torque of the input shaft during the mode switching process, and to perform torque control on the clutch according to the real-time vehicle speed and the real-time throttle opening.

[0129] Furthermore, the control module 504 is specifically used for:

[0130] Acquire characteristic parameters of a planetary gear of an electromechanical coupling system in the vehicle;

[0131] determining the brake torque at different times according to the mode switching duration, the input shaft input torque and the planetary gear characteristic parameter;

[0132] The brake is controlled according to the brake torque.

[0133] Furthermore, the control module 504 is further configured to determine the brake torque according to the following formula:

[0134]

[0135] Among them, T B is the brake torque at time t; T in is the input torque of the input shaft; K is the absolute value of the characteristic parameter of the planetary gear; T is the mode switching duration.

[0136] Further, the electromechanical coupling system includes a first clutch and a second clutch, and the control module 504 is specifically further used for:

[0137] controlling the first clutch to be in an engaged state;

[0138] Acquiring preset torque data, where the preset torque data is torque data required by the second clutch calibrated according to the vehicle speed and throttle opening when the vehicle is switching modes;

[0139] In the preset torque data, query the torque corresponding to the real-time vehicle speed and the real-time throttle opening;

[0140] The corresponding torque is used as the clutch torque, so as to control the second clutch according to the clutch torque.

[0141] For the specific definition of the electromechanical coupling system control device, please refer to the definition of the electromechanical coupling system control method above, which will not be repeated here. Each module in the above-mentioned electromechanical coupling system control device can be implemented in whole or in part by software, hardware and a combination thereof. The above-mentioned modules can be embedded in or independent of the processor in the computer device in the form of hardware, or can be stored in the memory of the computer device in the form of software, so that the processor can call and execute the operations corresponding to the above modules.

[0142] In one embodiment, a mechatronic coupling system control device is provided, and the mechatronic coupling system control device includes a processor and a memory connected through a system bus. The processor of the mechatronic coupling system control device is used to provide computing and control capabilities. The memory of the mechatronic coupling system control device includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system and a computer program. The internal memory provides an environment for the operation of the operating system and the computer program in the non-volatile storage medium. When the computer program is executed by the processor, a mechatronic coupling system control method is implemented.

[0143] In one embodiment, Figure 6 As shown, a control device for an electromechanical coupling system is provided, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, the following steps are implemented:

[0144] Determine the mode switching time for the vehicle to switch from parallel hybrid first gear to parallel hybrid second gear;

[0145] determining a real-time input shaft input torque in the electromechanical coupling system;

[0146] Determining the real-time vehicle speed and real-time throttle opening of the vehicle during the mode switching process;

[0147] During the mode switching process, the brake is torque controlled according to the mode switching duration and the input shaft input torque, and the clutch is torque controlled according to the real-time vehicle speed and the real-time throttle opening.

[0148] In one embodiment, a readable storage medium is provided, on which a computer program is stored, and when the computer program is executed by a processor, the following steps are implemented:

[0149] Determine the mode switching time for the vehicle to switch from parallel hybrid first gear to parallel hybrid second gear;

[0150] determining a real-time input shaft input torque in the electromechanical coupling system;

[0151] Determining the real-time vehicle speed and real-time throttle opening of the vehicle during the mode switching process;

[0152] During the mode switching process, the brake is torque controlled according to the mode switching duration and the input shaft input torque, and the clutch is torque controlled according to the real-time vehicle speed and the real-time throttle opening.

[0153] Those skilled in the art can understand that all or part of the processes in the above-mentioned embodiment methods can be completed by instructing the relevant hardware through a computer program, and the computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it can include the processes of the embodiments of the above-mentioned methods. Among them, any reference to memory, storage, database or other media used in the embodiments provided in this application can include non-volatile and / or volatile memory. Non-volatile memory can include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM) or flash memory. Volatile memory can include random access memory (RAM) or external cache memory. As an illustration and not limitation, RAM is available in many forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link (Synchlink) DRAM (SLDRAM), memory bus (Rambus) direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM).

[0154] Those skilled in the art can clearly understand that for the convenience and simplicity of description, only the division of the above-mentioned functional units and modules is used as an example. In actual applications, the above-mentioned functions can be distributed and completed by different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above.

[0155] The embodiments described above are only used to illustrate the technical solutions of the present invention, rather than to limit the same. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that the technical solutions described in the aforementioned embodiments may still be modified, or some of the technical features may be replaced by equivalents. Such modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present invention, and should all be included in the protection scope of the present invention.

Claims

1. A control method for an electromechanical coupling system, characterized in that: include: Determine the mode switching time for the vehicle to switch from parallel hybrid first gear to parallel hybrid second gear; determining a real-time input shaft input torque in the electromechanical coupling system; Determining the real-time vehicle speed and real-time throttle opening of the vehicle during the mode switching process; During a mode switching process in which the vehicle switches from a parallel hybrid first gear to a parallel hybrid second gear, the brake is torque-controlled according to the mode switching duration and the input torque of the input shaft, and the clutch is torque-controlled according to the real-time vehicle speed and the real-time throttle opening; The step of controlling the torque of the brake according to the mode switching duration and the input torque of the input shaft includes: Calculating according to a brake torque calculation formula, the mode switching duration and the input shaft input torque to obtain a brake torque; and controlling the brake according to the brake torque; The electromechanical coupling system includes a first clutch and a second clutch, and the torque control of the clutch according to the real-time vehicle speed and the real-time throttle opening includes: controlling the first clutch to be in an engaged state; Acquiring preset torque data, where the preset torque data is torque data required by the second clutch calibrated according to the vehicle speed and throttle opening when the vehicle is switching modes; In the preset torque data, query the second clutch torque corresponding to the real-time vehicle speed and the real-time throttle opening; The corresponding second clutch torque is used as the clutch torque, and the second clutch is controlled according to the clutch torque.

2. The electromechanical coupling system control method according to claim 1, characterized in that: The step of controlling the torque of the brake according to the mode switching duration and the input torque of the input shaft comprises: Acquire characteristic parameters of a planetary gear of an electromechanical coupling system in the vehicle; determining the brake torque at different times according to the mode switching duration, the input shaft input torque and the planetary gear characteristic parameter; The brake is controlled according to the brake torque.

3. The electromechanical coupling system control method according to claim 2, characterized in that: The brake torque is determined by the following formula: Among them, T B is the brake torque at time t; T in is the input torque of the input shaft; K is the absolute value of the characteristic parameter of the planetary gear; T is the mode switching duration.

4. A control device for an electromechanical coupling system, characterized in that: include: A first determination module is used to determine the mode switching time of the vehicle from the parallel hybrid first gear to the parallel hybrid second gear; A second determination module, configured to determine a real-time input shaft input torque in the electromechanical coupling system; A third determination module is used to determine the real-time vehicle speed and real-time throttle opening of the vehicle during the mode switching process; a control module, used for, during the mode switching process, performing torque control on the brake according to the mode switching duration and the input torque of the input shaft, and performing torque control on the clutch according to the real-time vehicle speed and the real-time throttle opening; The control module is specifically used to calculate the brake torque according to the brake torque calculation formula, the mode switching duration and the input shaft input torque, and to control the brake according to the brake torque; Among them, the electromechanical coupling system includes a first clutch and a second clutch, and the control module is specifically used to control the first clutch to be in an engaged state; obtain preset torque data, the preset torque data is the torque data of the second clutch required by the vehicle calibrated according to the vehicle speed and throttle opening when the vehicle is switching modes; in the preset torque data, query the second clutch torque corresponding to the real-time vehicle speed and the real-time throttle opening; use the corresponding second clutch torque as the clutch torque, and control the second clutch according to the clutch torque.

5. The electromechanical coupling system control device according to claim 4, characterized in that: The step of controlling the torque of the brake according to the mode switching duration and the input torque of the input shaft comprises: Acquire characteristic parameters of a planetary gear of an electromechanical coupling system in the vehicle; determining the brake torque at different times according to the mode switching duration, the input shaft input torque and the planetary gear characteristic parameter; The brake is controlled according to the brake torque.

6. A control device for an electromechanical coupling system, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that: When the processor executes the computer program, the steps of the electromechanical coupling system control method according to any one of claims 1 to 3 are implemented.

7. A readable storage medium storing a computer program, characterized in that: When the computer program is executed by a processor, the steps of the electromechanical coupling system control method according to any one of claims 1 to 3 are implemented.

8. A vehicle control system, characterized in that: The vehicle control system includes an electromechanical coupling system and the electromechanical coupling system control device as claimed in claim 6.

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