Hybrid vehicle transmission shifting control method

Abstract

The application discloses a control method for gear shifting of a hybrid vehicle. The method is applied to a transmission control unit (TCU) and comprises the following steps: in response to receiving a vehicle state being a braking state or a coasting state sent by a vehicle control unit (VCU), determining a first target torque value; based on the first target torque value, sending first and second torque control instructions to a first MCU and a second MCU respectively through the VCU every preset time interval; in response to receiving a difference between rotating speeds of an ISG motor and a clutch being within a preset speed difference range sent by the VCU, sending a rotating speed control instruction and a gear shifting instruction to the first MCU and the second MCU respectively through the VCU; and in response to receiving a TM motor gear shifting completion instruction sent by the VCU, based on the first target torque value, sending third and fourth torque control instructions to the first MCU and the second MCU respectively through the VCU every preset time interval. The method can ensure the smoothness of driving during gear shifting.

Description

Technical Field

[0001] This application relates to the field of vehicle electronic control technology, and in particular to a control method for gear shifting in a hybrid electric vehicle. Background Technology

[0002] With the continuous increase in vehicle ownership, the depletion of fossil fuels, and the deterioration of the atmospheric environment, the government has successively issued policies to encourage and require the development of new energy vehicles. However, pure electric new energy vehicles suffer from inconvenient charging and short driving range, resulting in a poor user experience. Hybrid vehicles, also in the new energy vehicle sector, have gradually gained market favor due to their superior energy conservation and emission reduction capabilities, as well as a better user experience.

[0003] Currently, in hybrid vehicles, the TM motor provides negative torque to the wheels during deceleration and braking to achieve vehicle slowdown. However, TM motor shifting is synchronized shifting, which requires passing through neutral. In neutral, the TM motor is temporarily unable to provide negative torque to the wheels. This brief loss of torque can cause hybrid vehicles to lurch forward during gear shifts, affecting driving smoothness. Summary of the Invention

[0004] In view of this, this application provides a control method for gear shifting in a hybrid electric vehicle to solve the problem of forward lurching that may occur during gear shifting and to ensure smooth driving.

[0005] Specifically, the following technical solutions are included:

[0006] This application provides a control method for gear shifting in a hybrid electric vehicle, applied to a transmission control unit (TCU). The TCU is connected to the vehicle controller (VCU), and the VCU is connected to a first MCU (controller unit) for the ISG (Integrated Gas Grid) motor, a second MCU (controller unit) for the TM (Transmission Motor Grid) motor, and a clutch. The control method includes:

[0007] In response to receiving a vehicle status of braking or coasting from the VCU, a first target torque value is determined;

[0008] Based on the first target torque value, every preset time interval, the VCU sends a first torque control command to the first MCU and a second torque control command to the second MCU. The first torque control command includes a torque control mode and a first torque value, and the second torque control command includes a torque control mode and a second torque value. The sum of the first torque value and the second torque value sent each time is equal to the first target torque value.

[0009] In response to the VCU receiving a signal indicating that the difference between the ISG motor speed and the clutch speed is within a preset speed difference range, the VCU sends a speed control command to the first MCU and a shift command to the second MCU. The speed control command includes a speed control mode and a target speed.

[0010] In response to receiving the TM motor shift completion command sent by the VCU, based on the first target torque value, the VCU sends a third torque control command to the first MCU and a fourth torque control command to the second MCU every preset time period. The third torque control command includes a torque control mode and a third torque value, and the fourth torque control command includes a torque control mode and a fourth torque value. The sum of the third torque value and the fourth torque value sent each time is equal to the first target torque value.

[0011] In some embodiments, the difference between the first torque values ​​contained in two adjacent first torque control commands sent from the VCU to the first MCU is the same as the difference between the second torque values ​​contained in the corresponding second torque control commands sent to the second MCU.

[0012] In some embodiments, sending a first torque control command to the first MCU and a second torque control command to the second MCU via the VCU includes:

[0013] In the first torque control command sent by the VCU to the first MCU, the first torque value is the first target torque value, and in the second torque control command sent to the second MCU, the second torque value is 0.

[0014] In some embodiments, sending a third torque control command to the first MCU and a fourth torque control command to the second MCU via the VCU includes:

[0015] The third torque value in the third torque control command sent by the VCU to the first MCU is 0, and the fourth torque value in the fourth torque control command sent to the second MCU is the first target torque value.

[0016] In some embodiments, the method further includes:

[0017] While sending a first torque control command to the first MCU and a second torque control command to the second MCU through the VCU, a first pressure command is sent to the clutch through the VCU. The first pressure command includes a first pressure value, and the first pressure value in the current first pressure command is greater than the first pressure value in the previous first pressure command.

[0018] In some embodiments, the method further includes:

[0019] While sending a speed control command to the first MCU and a shift command to the second MCU through the VCU, a second pressure command is also sent to the clutch through the VCU. The second pressure command includes a second pressure value.

[0020] In some embodiments, the method further includes:

[0021] When the difference between the ISG motor speed and the clutch speed sent by the VCU is within a preset speed difference range, in response to the vehicle state being in an acceleration state sent by the VCU, a second target torque value is determined.

[0022] Based on the second target torque value, every preset time period, the VCU sends a fifth torque control command to the first MCU and a second pressure command to the clutch. The fifth torque control command includes a torque control mode and a fifth torque value. As the number of times the command is sent increases, the value of the fifth torque value first decreases and then increases.

[0023] In response to receiving the torque value of the ISG motor sent by the VCU as the second target torque value, a fourth pressure command is sent to the clutch during each preset time period. The fourth pressure command includes a fourth pressure value, and the fourth pressure value in the current fourth pressure command is less than the fourth pressure value in the previous fourth pressure command.

[0024] In some embodiments, the method further includes:

[0025] While sending a third torque control command to the first MCU and a fourth torque control command to the second MCU through the VCU, a third pressure command is sent to the clutch through the VCU. The third pressure command includes a third pressure value, and the third pressure value in the current third pressure command is less than the third pressure value in the previous third pressure command.

[0026] In some embodiments, the speed control mode is implemented through PID control.

[0027] In some embodiments, the preset speed difference range is 200 rpm to 400 rpm.

[0028] The hybrid electric vehicle transmission shifting control method provided in this application, when the hybrid electric vehicle is in braking or coasting state, utilizes the transmission control unit (TCU) to control the first MCU controller of the ISG motor and the second MCU controller of the TM motor to replace the torque value. This allows the ISG motor to compensate for the torque lost by the TM motor during shifting and disengaging from neutral. After the TM motor completes the shift, the torque of the ISG motor is transferred back to the TM motor, avoiding torque loss of the TM motor during shifting, solving the potential forward lurch problem during shifting, ensuring smooth driving, and optimizing the driving experience for passengers. Attached Figure Description

[0029] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0030] Figure 1 A schematic diagram illustrating a scenario for a control method for gear shifting in a hybrid electric vehicle, provided in an embodiment of this application.

[0031] Figure 2 A flowchart of a control method for gear shifting in a hybrid electric vehicle provided in this application embodiment;

[0032] Figure 3 A schematic diagram illustrating the changes in torque of the ISG motor and torque of the TM motor over time in a control method for gear shifting in a hybrid electric vehicle provided in the application embodiment;

[0033] Figure 4 This is a schematic diagram illustrating the change of clutch pressure state and ISG motor control mode over time in a hybrid electric vehicle gear shifting control method provided in this application embodiment.

[0034] The reference numerals in the figure are respectively:

[0035] 1-Transmission Control Unit (TCU); 2-Vehicle Control Unit (VCU); 3-ISG Motor; 31-Controller First MCU; 4-TM Motor; 41-Controller Second MCU; 5-Clutch. Detailed Implementation

[0036] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0037] Unless otherwise defined, all technical terms used in the embodiments of this application have the same meaning as commonly understood by those skilled in the art. Some technical terms appearing in the embodiments of this application are described below.

[0038] Figure 1 This is a schematic diagram illustrating a scenario for a control method for gear shifting in a hybrid electric vehicle, provided in an embodiment of this application. See also... Figure 1 It includes: transmission control unit TCU1, vehicle controller VCU2, ISG motor 3, TM motor 4, and clutch 5.

[0039] The ISG motor 3 includes a first MCU 31 controller, and the TM motor 4 includes a second MCU 41 controller. The TCU1 is connected to the VCU2, and the VCU2 is connected to the first MCU 31, the second MCU 41, and the clutch 5.

[0040] In some embodiments, TCU1 receives information from VCU2, processes the information accordingly, and then sends it back to VCU2. VCU2 connects to various components on the vehicle, such as ISG motor 3, TM motor 4, and clutch 5, and can control these components to perform corresponding actions. ISG motor 3 and TM motor convert electrical energy into mechanical energy when in operation, convert mechanical energy into electrical energy when in power generation mode, and neither convert electrical energy into mechanical energy nor mechanical energy into electrical energy when not in operation. Clutch 5 cooperates with TM motor and ISG motor to transmit torque.

[0041] Figure 2 A flowchart of a control method for gear shifting in a hybrid electric vehicle provided in this application embodiment is shown below. Figure 2 This method is applied to the transmission control unit TCU1, and includes the following steps:

[0042] Step 201: In response to receiving a vehicle status of braking or coasting from the vehicle controller VCU2, determine the first target torque value.

[0043] When TCU1 receives a vehicle status message from VCU2 indicating braking or coasting, it means that the TM motor currently in operation needs to downshift and a first target torque value needs to be determined to meet the torque required by the vehicle's wheel ends during the shifting process.

[0044] Step 202: Based on the first target torque value, every preset time interval, a first torque control command is sent to the first MCU31 and a second torque control command is sent to the second MCU41 via VCU2. The first torque control command includes a torque control mode and a first torque value, and the second torque control command includes a torque control mode and a second torque value. The sum of the first torque value and the second torque value sent each time is equal to the first target torque value, so that the torque of the TM motor 4 and the torque of the ISG motor 3 are always in a complementary state.

[0045] Because rapid changes in motor torque during gear shifts can lead to unstable driving and negatively impact the driving experience, when the vehicle is in braking or coasting mode, TCU1 sends a first torque control command to the first MCU31 of the ISG motor via VCU2 at preset time intervals to gradually increase the torque of the ISG motor 3; and sends a second torque control command to the second MCU41 of the TM motor via VCU2 to gradually decrease the torque of the TM motor 4. During this phase, the ISG motor 3 can gradually replace the TM motor 4 in providing negative torque to the wheels, maintaining the continuity of the negative torque acting on the vehicle's wheel ends, thus ensuring smooth vehicle operation.

[0046] It should be noted that the first MCU31 and the second MCU41 have preset control modes. When TCU1 sends instructions to the first MCU31 and the second MCU41, the instructions need to include control information to determine the control mode of the ISG motor and the TM motor.

[0047] In some embodiments, the control modes include torque control mode and speed control mode.

[0048] It should be noted that when the ISG motor 3 or the TM motor 4 is operating in torque control mode, the first MCU31 or the second MCU41 of the motor controller can obtain the difference between the target speed and the current speed of the ISG motor 3 or the TM motor 4. Based on the "voltage-speed-current" MAP data, the corresponding required current value is determined, and then the current value is output to the stator of the ISG motor 3 or the TM motor 4 through the current control module IGBT to make it achieve the required torque.

[0049] In some embodiments, to ensure that the torque change trends of the TM motor and the ISG motor are the same, the difference between the first torque values ​​contained in two adjacent first torque control commands sent to the first MCU31 via VCU2 is the same as the difference between the second torque values ​​contained in the corresponding second torque control commands sent to the second MCU41. That is, the increase in the torque value of the ISG motor 3 is the same as the decrease in the torque value of the TM motor 4.

[0050] For example, Figure 3 This diagram illustrates the time-varying torque of the ISG motor and the TM motor in a hybrid electric vehicle transmission shifting control method provided in this embodiment of the application. See also... Figure 3 In the time period before the first vertical dotted line, from left to right, in the negative direction, the torque value of TM motor 4 gradually decreases, while the torque value of ISG motor 3 gradually increases, and the decrease in torque value of TM motor 4 is the same as the increase in torque value of ISG motor 3.

[0051] In some embodiments, sending a first torque control command to the first MCU31 and a second torque control command to the second MCU41 via VCU2 includes: the first torque value in the first torque control command sent to the first MCU31 via VCU2 is a first target torque value, and the second torque value in the second torque control command sent to the second MCU41 is 0. At this time, the ISG motor 3 can completely replace the TM motor 4 to provide negative torque to the wheels, facilitating subsequent neutral shifting and speed adjustment by the TM motor 4.

[0052] For example, see Figure 3 Following the order from left to right, at the moment corresponding to the first vertical dashed line, the torque value of the ISG motor is the first target torque value, and the torque value of the TM motor is 0.

[0053] In some embodiments, while sending a first torque control command to the first MCU31 and a second torque control command to the second MCU41 via VCU2, a first pressure command is also sent to the clutch 5 via VCU2. The first pressure command includes a first pressure value, and the first pressure value in the current first pressure command is greater than the first pressure value in the previous first pressure command.

[0054] While controlling the ISG motor 3 and the TM motor 4, the TCU1 also needs to control the torque of the clutch 5. Therefore, by sending a first torque control command to the first MCU 31 and a second torque control command to the second MCU 41 at preset time intervals, the TCU1 sends a first pressure command to the clutch 5, so that the pressure on the clutch 5 gradually increases, thereby increasing the torque transmission capability.

[0055] For example, Figure 4 This diagram illustrates the change over time in the clutch pressure state and ISG motor control mode of a hybrid electric vehicle transmission shifting control method provided in this embodiment of the application. (See also...) Figure 4 In the time period before the first vertical dotted line, from left to right, when the ISG motor 3 is in torque control mode, the pressure on the clutch 5 gradually increases.

[0056] Step 203: In response to the received information from VCU2 that the difference between the speed of the ISG motor 3 and the speed of the clutch 5 is within a preset speed difference range, a speed control command is sent to the first MCU31 and a shift command is sent to the second MCU41 via VCU2. The speed control command includes the speed control mode and the target speed.

[0057] When there is a speed difference between the ISG motor 3 and the clutch 5, and this speed difference is within a preset range, the torque control mode is no longer suitable for the ISG motor operating at this time. The ISG motor needs to provide the negative torque independently. Therefore, TCU1 needs to change the control mode of the ISG motor 3 via VCU2 and control the TM motor to perform gear shifting and disengagement operations. During this stage, the negative torque carried by the TM motor is completely transferred to the ISG motor, allowing the TM motor to disengage into neutral and then shift gears.

[0058] It should be noted that the speed difference between the ISG motor 3 and the clutch 5 is within a preset range. This allows the ISG motor 3 to provide corresponding negative torque even in speed control mode, maintaining a slip-wearing state with the clutch 5. Understandably, the clutch 5, when compressed, possesses the torque transmission capability corresponding to that pressure. Furthermore, the required torque transmission capability is calculated based on the wheel-end torque demand divided by the transmission ratio. The ISG motor 3 needs to output a torque that is opposite in magnitude and direction to the torque of the clutch 5 to achieve speed control.

[0059] In some embodiments, the speed control mode can be implemented using PID control.

[0060] It should be noted that PID control, also known as a PID control system, is a control system used in industrial process control that uses the proportional, integral, and derivative of the error generated by comparing the real-time data of the controlled object with the given value to control the object. PID control has advantages such as simple principle, strong robustness, and wide applicability. PID control is a linear control that uses a linear combination of the proportional (P), integral (I), and derivative (D) of the deviation between the given value r(t) and the actual output value y(t) as inclusion coefficients to form the control quantity, thereby controlling the controlled object.

[0061] In some embodiments, the first MCU31 or the second MCU41 can obtain the difference between the target speed and the current speed of the ISG motor 3 or TM motor 4, and calculate the required torque value of the ISG motor or TM motor 4 by using the proportional coefficient, integral time constant, and derivative time constant. By looking up the "voltage-speed-current" MAP data, the corresponding required current value is determined, and then the IGBT module is controlled to output the current value to the stator of the ISG motor 3 or TM motor 4 to achieve the required torque. During this process, the increase in torque of the ISG motor 3 or TM motor 4 will increase the speed of the motor, while the decrease in torque will slow down the increase in speed of the ISG motor 3 or TM motor 4. Through PID adjustment, the required torque will be automatically calculated based on the difference between the actual speed and the target speed, thereby realizing speed control and quickly and stably reaching the target speed.

[0062] For example, see Figure 3 In the order from left to right, during the time period between the first vertical dashed line and the second vertical dashed line, in the negative direction, the torque value of TM motor 4 is 0, and the torque value of ISG motor 3 is the target torque value.

[0063] In some embodiments, the preset speed difference range can be 200 rpm to 400 rpm.

[0064] The vehicle's smoothness is best when the speed difference between the ISG motor 3 and the clutch 3 is in the range of 200 rpm to 400 rpm.

[0065] In some embodiments, while sending a speed control command to the first MCU31 and a shift command to the second MCU41 via VCU2, a second pressure command is sent to the clutch 5 via VCU2. The second pressure command includes a second pressure value.

[0066] During this stage, while controlling the ISG motor 3 and the TM motor 4, the TCU1 also needs to control the torque of the clutch 5. Therefore, the VCU2 sends a second pressure command to the clutch 5 so that the pressure value of the clutch 5 is maintained at the second pressure value, which can ensure that there is a speed difference between the speed of the ISG motor and the speed of the clutch 5.

[0067] For example, see Figure 4 In the order from left to right, during the time period between the first vertical dashed line and the second vertical dashed line, the ISG motor 3 is in speed control mode, and the pressure on the clutch 5 is maintained at the second pressure value.

[0068] In some embodiments, when the driver needs to accelerate during gear shifting, the hybrid vehicle gear shifting control method provided in this application further includes the following steps:

[0069] The first step is to determine the second target torque value when the difference between the speed of the ISG motor 3 and the speed of the clutch 5 is within a preset speed difference range as sent by the VCU2, in response to the vehicle state being in an acceleration state sent by the VCU2.

[0070] The TCU1 receives a vehicle status message from the VCU2 indicating that the vehicle is in an acceleration state. This means that the driver has an acceleration requirement during gear shifting and the second target torque value needs to be redefined.

[0071] Understandably, in this step, the negative torque carried by the TM motor 4 has been completely transferred to the ISG motor 3, so the target torque value at this time is applied to the ISG motor 3.

[0072] The second step involves sending a fifth torque control command to the first MCU31 via VCU2 every preset time interval, based on the second target torque value, and sending a second pressure command to the clutch 5. The fifth torque control command includes the torque control mode and the fifth torque value, and as the number of times it is sent increases, the value of the fifth torque value first decreases and then increases.

[0073] When TCU1 receives a throttle status indicating a pressurized state (i.e., the driver is pressing the accelerator to accelerate), ISG motor 3 is no longer suitable for speed control mode and needs to switch back to torque control mode. Therefore, TCU1 sends a fifth torque control command to the first MCU 31 via VCU2, causing the ISG motor to switch from speed control mode to torque control mode, changing from negative torque to positive torque to drive the vehicle. At the same time, in order to cooperate with ISG motor 3, TCU1 also needs to send a second pressure command to clutch 5 via VCU2, causing clutch 5 to be pressed and closed to quickly complete the synchronization action.

[0074] Third, in response to receiving the torque value of the ISG motor 3 sent by VCU2 as the second target torque value, a fourth pressure command is sent to the clutch 5 every preset time period. The fourth pressure command includes a fourth pressure value, and the fourth pressure value in the current fourth pressure command is less than the fourth pressure value in the previous fourth pressure command.

[0075] When the torque value of ISG motor 3 is the second target torque value, the pressure value of clutch 5 is gradually reduced, so that the speed of ISG motor is synchronized with the speed of clutch 5.

[0076] Step 204: In response to receiving the shift completion command of TM motor 4 sent by VCU2, based on the first target torque value, a third torque control command is sent to the first MCU31 and a fourth torque control command is sent to the second MCU41 through VCU2 every preset time period. The third torque control command includes a torque control mode and a third torque value, and the fourth torque control command includes a torque control mode and a fourth torque value. The sum of the third torque value and the fourth torque value sent each time is equal to the first target torque value.

[0077] After the TM motor 4 completes its shift, it can then replace the ISG motor 3 and resume providing negative torque to the wheels. At this point, the TCU1 needs to send a third torque control command to the first MCU 31 via the VCU2 at preset time intervals to gradually reduce the torque of the ISG motor 3; and a fourth torque control command to the second MCU 41 of the TM motor via the VCU2 to gradually increase the torque of the TM motor 4. During this stage, the TM motor 4 can gradually replace the ISG motor 3 in providing negative torque to the wheels, maintaining the continuity of the negative torque applied to the vehicle's wheel ends, thus ensuring a smooth vehicle ride.

[0078] In some embodiments, to ensure that the torque change trends of the TM motor and the ISG motor are the same, the difference between the third torque values ​​contained in two adjacent third torque control commands sent to the first MCU31 via VCU2 is the same as the difference between the fourth torque values ​​contained in the corresponding fourth torque control commands sent to the second MCU41. That is, the decrease in the torque value of the ISG motor 3 is the same as the increase in the torque value of the TM motor 4.

[0079] In some embodiments, sending a third torque control command to the first MCU 31 and a fourth torque control command to the second MCU 41 via VCU2 includes: the third torque value in the third torque control command sent to the first MCU 31 via VCU2 is 0, and the fourth torque value in the fourth torque control command sent to the second MCU 41 is the first target torque value. At this time, the TM motor 4 can completely replace the ISG motor 3 to provide negative torque to the wheels, that is, the shifting operation of the TM motor 4 is completed.

[0080] For example, see Figure 3 In the order from left to right, during the time period between the second and third vertical dashed lines, in the negative direction, the torque value of TM motor 4 gradually increases, while the torque value of ISG motor 3 gradually decreases, and the amount of decrease in the torque value of TM motor 4 is the same as the amount of increase in the torque value of ISG motor 3.

[0081] In some embodiments, while sending a third torque control command to the first MCU31 and a fourth torque control command to the second MCU41 via VCU2, a third pressure command is sent to the clutch 5 via VCU2. The third pressure command includes a third pressure value, and the third pressure value in the current third pressure command is less than the third pressure value in the previous third pressure command.

[0082] During this stage, while controlling the ISG motor 3 and the TM motor 4, the TCU1 also needs to control the torque of the clutch 5. Therefore, by sending a third torque control command to the first MCU 31 and a fourth torque control command to the second MCU 41 at preset time intervals, a third pressure command is sent to the clutch 5 to gradually reduce the pressure on the clutch 5, so as to reduce the torque transmission capability until the clutch 5 is disengaged from the ISG motor 3.

[0083] For example, see Figure 4 In the order from left to right, during the time period between the second and third vertical dashed lines, the ISG motor 3 is in torque control mode, and the pressure on the clutch 5 gradually decreases.

[0084] Therefore, the hybrid electric vehicle transmission shifting control method provided in this application embodiment, when the hybrid electric vehicle is in braking or coasting state, utilizes the TCU1 to control the first MCU31 of the ISG motor 3 and the second MCU41 of the TM4 motor to replace the torque value. This allows the ISG motor 3 to promptly compensate for the torque lost by the TM motor 4 during shifting and disengaging from neutral. After the TM motor 4 completes the shift, the torque of the ISG motor 3 is transferred back to the TM motor 4, avoiding the loss of torque by the TM motor 4 during shifting, solving the problem of vehicle lurching during shifting, ensuring smooth driving, and optimizing the driving experience for passengers.

[0085] In this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance. The term "multiple" refers to two or more unless otherwise expressly defined.

[0086] Other embodiments of this application will readily occur to those skilled in the art upon consideration of the specification and practice of the application disclosed herein. This application is intended to cover any variations, uses, or adaptations of this application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed herein. The specification and examples are to be considered exemplary only.

[0087] It should be understood that this application is not limited to the precise structure described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this application is limited only by the appended claims.

Claims

1. A control method of a hybrid vehicle gear shift, characterized by, The application is applied to a transmission control unit TCU (1), the TCU (1) is connected with a vehicle controller VCU (2), the VCU (2) is connected with a controller first MCU (31) of an ISG motor (3), a controller second MCU (41) of a TM motor (4) and a clutch (5) respectively, and the method comprises: In response to receiving the vehicle state sent by the VCU (2) as a braking state or a coasting state, determining a first target torque value; Based on the first target torque value, every time a first torque control instruction is sent to the first MCU (31) and a second torque control instruction is sent to the second MCU (41) through the VCU (2) at a preset time interval, wherein the first torque control instruction comprises a torque control mode and a first torque value, and the second torque control instruction comprises a torque control mode and a second torque value, and the sum of the first torque value and the second torque value sent each time is equal to the first target torque value; In response to receiving the difference between the speed of the ISG motor (3) and the speed of the clutch (5) sent by the VCU (2) within a preset speed difference range, sending a speed control instruction to the first MCU (31) and a shift instruction to the second MCU (41) through the VCU (2), the speed control instruction comprising a speed control mode and a target speed; In response to receiving the TM motor (4) shift completion instruction sent by the VCU (2), based on the first target torque value, every time a third torque control instruction is sent to the first MCU (31) and a fourth torque control instruction is sent to the second MCU (41) through the VCU (2) at a preset time interval, wherein the third torque control instruction comprises a torque control mode and a third torque value, and the fourth torque control instruction comprises a torque control mode and a fourth torque value, and the sum of the third torque value and the fourth torque value sent each time is equal to the first target torque value.

2. The control method of a hybrid vehicle transmission shift according to claim 1, characterized by, The difference between the first torque value contained in the first torque control instruction sent by the VCU (2) to the first MCU (31) and the second torque value contained in the second torque control instruction sent to the second MCU (41) is the same.

3. The control method of a hybrid vehicle transmission shift according to claim 1, characterized by, The first torque control instruction sent by the VCU (2) to the first MCU (31) and the second torque control instruction sent to the second MCU (41) comprise: The first torque value in the first torque control instruction sent by the VCU (2) to the first MCU (31) is the first target torque value, and the second torque value in the second torque control instruction sent to the second MCU (41) is 0.

4. The control method of a hybrid vehicle transmission shift according to claim 1, characterized by, The third torque control instruction sent by the VCU (2) to the first MCU (31) and the fourth torque control instruction sent to the second MCU (41) comprise: The third torque value in the third torque control instruction sent by the VCU (2) to the first MCU (31) is 0, and the fourth torque value in the fourth torque control instruction sent to the second MCU (41) is the first target torque value.

5. The control method of a hybrid vehicle transmission shift according to claim 1, characterized by, The method further comprises: When the VCU (2) sends a first torque control instruction to the first MCU (31) and a second torque control instruction to the second MCU (41) at the same time, the VCU (2) sends a first pressure instruction to the clutch (5), the first pressure instruction includes a first pressure value, and the first pressure value in the current first pressure instruction is greater than the first pressure value in the last first pressure instruction.

6. The control method of a hybrid vehicle transmission shift according to claim 1, characterized by, The method further comprises: When the VCU (2) sends a speed control instruction to the first MCU (31) and a shift instruction to the second MCU (41) at the same time, the VCU (2) sends a second pressure instruction to the clutch (5), the second pressure instruction includes a second pressure value.

7. The control method of a hybrid vehicle transmission shift according to claim 6, characterized by, The method further comprises: Upon receiving that the difference between the speed of the ISG motor (3) and the speed of the clutch (5) sent by the VCU (2) is within a preset speed difference range, in response to receiving that the vehicle state sent by the VCU (2) is an acceleration state, a second target torque value is determined; Based on the second target torque value, every preset time period, the VCU (2) sends a fifth torque control instruction to the first MCU (31) and a second pressure instruction to the clutch (5), the fifth torque control instruction includes a torque control mode and a fifth torque value, and as the number of transmissions increases, the value of the fifth torque value first decreases and then increases; In response to receiving that the torque value of the ISG motor (3) sent by the VCU (2) is the second target torque value, every preset time period, a fourth pressure instruction is sent to the clutch (5), the fourth pressure instruction includes a fourth pressure value, and the fourth pressure value in the current fourth pressure instruction is less than the fourth pressure value in the last fourth pressure instruction.

8. The control method of a hybrid vehicle transmission shift according to claim 1, characterized by, The method further comprises: When the VCU (2) sends a third torque control instruction to the first MCU (31) and a fourth torque control instruction to the second MCU (41) at the same time, the VCU (2) sends a third pressure instruction to the clutch (5), the third pressure instruction includes a third pressure value, and the third pressure value in the current third pressure instruction is less than the third pressure value in the last third pressure instruction.

9. The control method of a hybrid vehicle transmission shift according to claim 1, characterized by, The speed control mode is achieved by PID control.

10. The control method of a hybrid vehicle transmission shift according to claim 1, characterized by, The preset speed difference range is 200rmp-400rmp.

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