Shift control method, vehicle controller, and hybrid vehicle

Abstract

A shift control method, a vehicle controller and a hybrid vehicle, in a shift speed regulation stage of a shift process, a total speed regulation intervention torque determined according to a target angular acceleration and a moment of inertia is pre-divided into an input shaft intervention torque and a clutch intervention torque, and when the input shaft intervention torque does not exceed a torque intervention capability of a first motor, the input shaft intervention torque is entirely allocated to the first motor. The embodiments of the present disclosure can fully utilize the fast response capability and precision of the motor and improve the shift performance.

Description

Technical Field

[0001] This disclosure relates to, but is not limited to, vehicle shifting technology, and more specifically, to a shifting control method, a vehicle controller, and a hybrid vehicle. Background Technology

[0002] Gear shifting is required during vehicle movement, and this is achieved by simultaneously controlling the disengagement of the offgoing clutch and the engagement of the oncoming clutch. The performance of gear shift control has a significant impact on drivability; however, the performance of the current gear shifting process still needs improvement. Summary of the Invention

[0003] The following is an overview of the subject matter described in detail herein. This overview is not intended to limit the scope of the claims.

[0004] One embodiment of this disclosure provides a shift control method applied to a hybrid vehicle including an engine, a first motor, and a transmission, wherein the transmission receives power transmitted by the engine and the first motor via an input shaft. The method includes: during shifting between adjacent gears, performing the following processing in each control cycle of the shift speed adjustment phase:

[0005] The total speed regulation intervention torque T is determined based on the target angular acceleration and moment of inertia. sum , will T sum Pre-divided into input shaft intervention torque T axis and clutch intervention torque T clutch ;

[0006] In T axis If the torque intervention capability of the first motor is not exceeded, then T axis The torque is allocated to the first motor, and the control of the first motor provides the speed regulation intervention torque allocated to the first motor.

[0007] One embodiment of this disclosure also provides a vehicle controller for a hybrid vehicle, including a processor and a memory storing a computer program, wherein the processor, when executing the computer program, can implement the shift control method described in any embodiment of this disclosure.

[0008] One embodiment of this disclosure also provides a vehicle including the vehicle controller described in any embodiment of this disclosure.

[0009] An embodiment of this disclosure also provides a non-transient computer-readable storage medium storing a computer program, wherein the computer program, when executed by a processor, can implement the shift control method described in any embodiment of this disclosure.

[0010] The shift control method and apparatus of the above embodiments disclosed herein can improve the performance of the shift process by reasonably distributing the speed regulation intervention torque during the shift speed regulation stage and making full use of the accuracy and speed of motor speed regulation.

[0011] After reading and understanding the accompanying diagrams and detailed descriptions, the other aspects can be understood. Attached Figure Description

[0012] Figure 1 This is a schematic diagram of a hybrid vehicle in series mode according to an embodiment of the present disclosure;

[0013] Figure 2 This is a schematic diagram of a hybrid vehicle in parallel mode according to an embodiment of the present disclosure;

[0014] Figure 3 This is a schematic diagram of a hybrid architecture according to an embodiment of the present disclosure;

[0015] Figure 4 This is a flowchart of a shift control method according to an embodiment of the present disclosure;

[0016] Figure 5A A progress percentage graph of the clutch to be engaged without correction;

[0017] Figure 5B A progress percentage graph of the clutch to be engaged, modified according to an embodiment of this disclosure;

[0018] Figure 5C A progress percentage curve of the clutch to be disengaged without correction;

[0019] Figure 5D A progress percentage curve of the clutch to be separated, modified according to an embodiment of this disclosure;

[0020] Figure 6 This is a schematic diagram of the oil pressure change during the oil filling control stage according to an embodiment of the present disclosure;

[0021] Figure 7 This is a flowchart of another embodiment of the gear shift control method disclosed herein;

[0022] Figure 8A This is a schematic diagram of gradient control of angular acceleration when the current shift type is power upshift or non-power upshift, according to an embodiment of this disclosure.

[0023] Figure 8B This is a schematic diagram of gradient control of angular acceleration when the current shift type is power downshift or non-power downshift, according to an embodiment of this disclosure.

[0024] Figure 9 This is a hardware structure diagram of a shift control device according to an embodiment of the present disclosure. Detailed Implementation

[0025] The technical solutions of the embodiments of this disclosure will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this disclosure, and not all of them. Based on the embodiments of this disclosure, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of this disclosure.

[0026] In the description of this disclosure, the words "exemplary" or "for example" are used to indicate that something is an example, illustration, or description. Any embodiment described as "exemplary" or "for example" in this disclosure should not be construed as being more preferred or advantageous than other embodiments. The word "and / or" in this document describes an association relationship between related objects, indicating that three relationships may exist, for example, A and / or B, which can represent: A alone, A and B simultaneously, and B alone. In the description of this disclosure, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0027] It should be noted that the directional indications (such as up, down, left, right, front, and back) in the embodiments of this disclosure are only used to explain the relative positional relationship and movement of the components in a specific posture (as shown in the accompanying drawings), and do not indicate or imply that the structure has a specific orientation, or is constructed and operated in a specific orientation. If the specific posture changes, the directional indication will also change accordingly. Therefore, it should not be construed as a limitation of this disclosure. In addition, the descriptions involving "first," "second," etc., in the embodiments of this disclosure are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Thus, features defined with "first" or "second" may explicitly or implicitly include at least one of those features.

[0028] In this disclosure, unless otherwise expressly specified and limited, the terms "connection," "fixed," etc., should be interpreted broadly. For example, "fixed" can mean a fixed connection, a detachable connection, or an integral part; it can mean a mechanical connection or an electrical connection; it can mean a direct connection or an indirect connection through an intermediate medium; it can mean the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this disclosure according to the specific circumstances.

[0029] The technical solutions of the various embodiments of this disclosure can be combined with each other, but are based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or cannot be implemented, it should be considered that such combination of technical solutions does not exist and is not within the scope of protection claimed by this disclosure.

[0030] With increasingly stringent requirements for fuel efficiency and emissions, and the development of electrification systems, hybrid technology is key to achieving energy conservation and emission reduction. To adapt to and meet emission standards, both OEMs and component suppliers are seeking solutions. Currently, pure electric vehicle battery technology is complex and costly, thus hybrid systems are being vigorously promoted.

[0031] The shift control method of this disclosure can be applied to hybrid vehicles. The dual-motor hybrid system has three modes: pure electric mode, series mode, and parallel mode, and the hybrid vehicle can switch between these modes. For example... Figure 1 and Figure 2 As shown, the hybrid vehicle includes a first power unit and a second power unit. The first power unit includes an engine 1 (represented by ICE in the figure) and a second motor 2 (represented by P1 in the figure, which can be used to generate electricity to charge the battery and start the engine, etc.) connected to each other. The second power unit includes a first motor 3 (represented by P2 in the figure, which can also be called a drive motor). A clutch 4 (represented by C0 in the figure) for mode switching is connected between the first motor 3 and the second motor 2. Figure 1 This is a schematic diagram of the driving mode of a hybrid vehicle in series mode. In series mode, the clutch 4 is disengaged, the engine 1 supplies power to the battery 6 and the first motor 3 through the second motor 2, and the first motor 3 drives the wheels through the transmission 5. Figure 2 This is a schematic diagram of the driving mode of a hybrid vehicle in parallel mode. In parallel mode, clutch 4 is engaged (also known as the coupled state), and engine 1 and the first electric motor 3 jointly drive the wheels through transmission 5.

[0032] The shift control method of this disclosure can be applied to... Figure 3 The hybrid architecture shown is a first power unit, a second power unit, and a transmission architecture. The first power unit includes a connected engine (ICE) and a second electric motor (P1), while the second power unit includes a first electric motor (P2). The transmission architecture includes a fourth clutch (C0) for mode switching, a double-row planetary gear set, and a first clutch (B1), a second clutch (B2), and a third clutch (C3) for gear shifting control. The double-row planetary gear set includes a first planetary gear set consisting of a first sun gear (S1), a first planetary carrier (PC1), and a first ring gear (R1), and a second planetary gear set consisting of a second sun gear (S2), a second planetary carrier (PC2), and a second ring gear (R2).

[0033] As shown in the figure, the output shaft of the second motor P1 can be connected to the second sun gear S2 via the fourth clutch C0 to drive the second sun gear S2. The output shaft of the first motor P2 is also connected to the second sun gear S2 to drive it. The output shaft of the first motor P2 can also be connected to the first sun gear S1 via the third clutch C3 to drive it. The first sun gear S1 is connected to one end of the second clutch B2, and the other end of the second clutch B2 is connected to the hydraulic system. The first planetary carrier PC1 is connected to the second ring gear R2, and both the first planetary carrier PC1 and the second ring gear R2 are connected to one end of the first clutch B1, the other end of which is connected to the hydraulic system. The first ring gear R1 is connected to the second planetary carrier PC2. The power input to the double-row planetary gears is transmitted from the output shafts connected to the first ring gear R1 and the second planetary carrier PC2 to the gear ends.

[0034] The aforementioned hybrid architecture enables shifting between three forward gears. Of the first clutch B1, second clutch B2, and third clutch C3, only the first clutch B1 engages for first gear, only the second clutch B2 engages for second gear, and only the third clutch C3 engages for third gear. Gear shifting is achieved by disengaging one clutch (the clutch to be disengaged) and engaging the other clutch (the clutch to be engaged). The clutch to be disengaged can also be called the active clutch, and the clutch to be engaged can also be called the passive clutch. The change in the state of the clutches to be disengaged and engaged alters the power transmission path, resulting in a change in the gear ratio, thus achieving gear shifting.

[0035] Regardless of whether the hybrid vehicle operates in series or parallel mode, shift control is required. The performance of shift control has a significant impact on drivability, and the performance of the shift process currently needs improvement. Although the above illustrates a hybrid architecture to which this disclosure can be applied, the shift control method of this disclosure is not limited to any specific hybrid architecture.

[0036] The gear shifting process in this embodiment includes three stages. When the gear shift type is a power upshift (Power on up) and a power downshift (Power off down), the order of the three stages is as follows: fuel filling stage, torque exchange stage, and gear shift speed adjustment stage. When the gear shift type is a power downshift (Power on down) and a power offup, the order of the three stages is as follows: fuel filling stage, gear shift speed adjustment stage, and torque exchange stage. Power upshifting can also be referred to as upshifting by pressing the accelerator, and power downshifting can also be referred to as downshifting by pressing the accelerator. Similarly, non-power upshifting can also be referred to as upshifting by releasing the accelerator, and non-power downshifting can also be referred to as downshifting by releasing the accelerator.

[0037] Before the clutch engages, there is a certain gap between the driving part (such as the driving plate) and the driven part (such as the driven plate) of the clutch. During the oil filling stage, the clutch to be engaged is controlled to quickly eliminate this gap, so that the clutch to be engaged can reach the torque transmission state in a short time. The speed of clutch oil filling and the pressure follow-through after oil filling have a significant impact on the drivability and power response during gear shifting.

[0038] During the torque exchange phase, the disengagement of the clutch to be disengaged and the disengagement of the clutch to be engaged occur simultaneously, and the torque of the clutch is transferred from the clutch to be disengaged to the clutch to be engaged.

[0039] During the speed regulation phase, the transmission control unit generates inertial torque, also known as speed regulation intervention torque, by sending requests to reduce or increase torque. Under the action of inertial torque, the speed of the power unit (such as the engine) is changed until the target speed is reached.

[0040] During the torque exchange phase, torque control of the clutches to be disengaged and engaged is performed at set time intervals, which can be based on a progress percentage. The progress percentage is equal to the ratio of the current exchanged time to the torque exchange duration (i.e., the duration of the torque exchange phase), where the current exchanged time is the current moment minus the start time of the torque exchange phase. Typically, during torque exchange, the shift torque allocated to the clutches to be disengaged and engaged changes linearly (i.e., the absolute value of the shift torque gradient remains constant). The shift torque allocated to the clutch to be disengaged decreases linearly with time, while the shift torque allocated to the clutch to be engaged increases linearly with time. However, the shift torque allocated to the clutches is the requested torque, and the actual torque generated during torque control is also related to the response characteristics of the torque control system. For example, the response speed of the torque control system to the same requested torque change varies at different stages of control. This variation in response speed can lead to torque surges and bulges, affecting the smoothness of gear shifts.

[0041] To avoid these problems, one embodiment of this disclosure provides an improved shift control method for torque exchange, such as... Figures 4 to 6 As shown. The shift control method for improving torque exchange in this disclosure is not limited to hybrid vehicles, but can also be used for shift control of fuel vehicles and electric vehicles. It can be used for switching between adjacent gears (such as first gear and second gear, second gear and third gear) or for switching across gears (such as first gear and third gear).

[0042] like Figure 4 As shown, it includes:

[0043] Step 110: Determine the torque exchange duration and the total clutch request torque T0 during the torque exchange phase.

[0044] In this step, the total clutch request torque can be equal to the request torque of the clutch to be disengaged before torque exchange.

[0045] Step 120: During the torque exchange time, gradually reduce the shift torque T allocated to the clutch to be disengaged. off At the same time, gradually increase the shift torque T distributed to the clutch to be engaged. on And satisfy T off +T on =T0;

[0046] Among them, T on and T off The torque exchange duration is set to be nonlinear to suppress the influence of changes in the response speed of the torque control system on the smoothness of torque exchange.

[0047] In an exemplary embodiment of this disclosure, when the torque control system responds quickly at the beginning of torque exchange and then slows down, it can control T... on and T off The absolute value of the gradient first increases over the torque exchange time, where T on and T off The absolute value of the gradient reflects T. on and T off The rate of change. In this situation, although the hydraulic system initially responds quickly, due to T on and T off The slower change in torque can suppress torque surges and prevent bulging, thus improving shift smoothness. In T... on and T off As the absolute value of the gradient increases, the response speed of the torque control system tends to stabilize, at which point T can be maintained. on and T off The rate of change can also reduce T. on and T off The rate of change is such that the torque exchange can end smoothly at the end of its duration. At this point, throughout the entire torque exchange time, T... on and T off The absolute value of the gradient can be set to first increase from small to large, then decrease from large to small, remain unchanged, or change in other ways such as decreasing from large to small and then remaining unchanged, etc.

[0048] In another exemplary embodiment of this disclosure, where the torque control system responds slowly at the beginning of torque exchange and then becomes faster, T can be controlled... on and Toff The absolute value of the gradient first decreases from large to small over the torque exchange time. This can also suppress torque surges caused by changes in the response speed of the torque control system, resulting in smoother torque exchange. In T on and T off After the absolute value of the gradient decreases from large to small, T on and T off The absolute value of the gradient can be set to remain constant, increase from small to large, or change in other ways.

[0049] In this embodiment, the shift control method no longer simply sets the shift torque allocated to the clutch to be disengaged and the clutch to be engaged to a linear change. Instead, it sets it to a non-linear change based on the response characteristics of the torque control system. This suppresses the influence of changes in the response speed of the torque control system on the smoothness of torque exchange, thus improving the smoothness of the shifting process. The torque control system in this embodiment refers to a torque control system used to control the clutch torque, which can be a hydraulic system but is not limited to it.

[0050] In another exemplary embodiment of this disclosure, the torque control system is a hydraulic system control, T on and T off The absolute value of the gradient is set to first increase from small to large (e.g., monotonically increasing) over the torque exchange duration. This setting is for situations where the hydraulic system has a faster response speed at the beginning of torque exchange and then a slower response speed, in order to suppress the influence of changes in the hydraulic system's response speed on the smoothness of torque exchange. This hydraulic system can be a hydraulic system. In T on and T off The absolute value of the gradient can either remain constant after it first increases from small to large, or decrease from large to small again (e.g., monotonically decreasing).

[0051] In an exemplary embodiment of this disclosure, the shift torque T allocated to the clutch to be disengaged is gradually reduced during the torque exchange duration. off At the same time, gradually increase the shift torque T distributed to the clutch to be engaged. on ,include:

[0052] During the torque exchange duration, the following processes are performed at set time intervals: an initial progress percentage is obtained based on the ratio of the current exchange time to the torque exchange duration; and the initial progress percentage is corrected, and T is calculated based on the corrected progress percentage and T0. off and T on During the torque exchange duration, the absolute value of the gradient of the corrected progress percentage either increases from small to large and then decreases, or increases from small to large and then remains constant. The current exchanged time is equal to the current time minus the start time of the torque exchange phase.

[0053] In one example of this embodiment, the correction of the initial progress percentage includes: adding a current correction value to the initial progress percentage to obtain a corrected progress percentage, wherein the current correction value is calculated based on a trigonometric function with the initial progress percentage as the independent variable. For example, the current correction value is calculated using the following formula: X = sin(P0 × 0.0628) × k, where X is the current correction value, P0 is the initial progress percentage, and k represents the correction coefficient, which is determined according to the total clutch request torque as shown in a table. This example corrects the progress percentage of torque exchange by injecting a sine curve, but this sine function can also be replaced with a cosine function, or other function forms that allow the absolute value of the gradient of the corrected progress percentage to first increase from small to large.

[0054] In one example of this embodiment, T is calculated based on the corrected progress percentage and T0. off and T on Satisfy T on =T0×P',T off =T0×(100%-P), where P' is the corrected percentage of progress. off and T on There are many ways to calculate T. For example, you can first calculate T. off Subtract T from T0 off Get T on Alternatively, calculate T first. on Subtract T from T0 on Get T off Alternatively, you can directly use formula T. on =T0×P',T off =T0×(100%-P') to calculate T off and T on P' can also represent the percentage of progress after the clutch to be disengaged is corrected, and (100% - P') represents the percentage of progress after the clutch to be engaged is corrected.

[0055] In this example, the corrected progress percentage P' of the clutch to be disengaged is calculated as: P' = ((current exchange time / torque exchange duration) × 100 + correction value)%; where (current exchange time / torque exchange duration) × 100 is the initial progress percentage P, and the correction value = sin(initial progress percentage × 0.0628) × correction coefficient. The correction coefficient can be obtained from a table based on the total clutch request torque. The sum of the corrected progress percentages of the clutch to be disengaged and the clutch to be engaged equals 100. Calculating the corrected progress percentage of one clutch allows you to directly subtract the corrected progress percentage of the other clutch.

[0056] Figure 5AIt is a progress percentage curve of the clutch to be engaged without any corrections; Figure 5B This is a progress percentage curve of the clutch to be engaged, modified according to an embodiment of this disclosure; Figure 5C This is a progress percentage curve of the clutch to be separated without any corrections. Figure 5D This is a progress percentage curve of the clutch to be separated, modified according to an embodiment of this disclosure. As can be seen, the modified progress percentage curve of this embodiment incorporates the characteristics of a sine curve: it changes slowly at the beginning, changes rapidly in the middle, and changes slowly again at the end; that is, the absolute value of the gradient exhibits a characteristic of increasing from small to large and then decreasing again. Besides the sine function, other trigonometric functions, as well as continuous functions, discrete functions, or combinations of functions that can achieve this characteristic, can all be used in embodiments of this disclosure.

[0057] In another exemplary embodiment of this disclosure, no correction may be made when calculating the progress percentage. After calculating the shift torque allocated to the clutch to be disengaged and the shift torque allocated to the clutch to be engaged based on the uncorrected progress percentage (i.e., the initial progress percentage mentioned above) and T0, the calculated shift torque allocated to the clutch to be disengaged is then corrected to obtain T. off The calculated shift torque allocated to the clutch to be engaged is corrected to obtain T. on , will T off and T on The torque exchange is achieved by using the requested torques of the clutch to be disengaged and the clutch to be engaged, respectively. This method is equivalent to the method of correcting the progress percentage, and both are within the scope of protection of this disclosure.

[0058] In this embodiment, the progress percentage is obtained based on the ratio of the current exchange time to the torque exchange duration. The obtained progress percentage is then corrected (e.g., by incorporating the characteristics of a sine curve). T is then calculated based on the corrected progress percentage and T0. off and T on This will enable T. on and T off The absolute value of the gradient first increases from small to large during the torque exchange time, so that the shift torque allocated to the clutch to be engaged changes slowly in the initial stage, faster in the middle stage, and slower in the final stage, thereby suppressing the bulging phenomenon caused by the change in the response speed of the torque control system and improving the smoothness of shifting.

[0059] In an exemplary embodiment of this disclosure, the torque exchange duration is obtained according to the following steps:

[0060] Step 1: Obtain the torque exchange duration using the following methods:

[0061] The first method: The torque exchange time is determined by looking up a table based on the total clutch requested torque and the input shaft speed corresponding to the target gear. The higher the total clutch requested torque and the higher the input shaft speed corresponding to the target gear, the shorter the time, to prevent clutch overheating. Specifically, when forward gears include 1st, 2nd, and 3rd gear, the target gear is 2nd or 3rd gear in both power upshifts and non-power downshifts; the target gear is 1st or 2nd gear in both power downshifts and non-power downshifts. Figure 3 Taking the hybrid architecture shown as an example, the shaft that connects to the second sun gear S2 of the double-row planetary gears and realizes power input is called the input shaft.

[0062] The second method is to look up the torque exchange duration in a table based on the hydraulic system's oil temperature. This torque exchange duration is the maximum torque exchange duration allowed at the current oil temperature.

[0063] The third method is to look up the torque exchange duration in a table based on the clutch temperature. This torque exchange duration is the maximum torque exchange duration allowed by the current clutch temperature.

[0064] The fourth method: Calculate the torque exchange time based on the clutch's maximum energy (according to hardware settings). Torque exchange time = clutch maximum energy value / (total clutch requested torque × slip).

[0065] The second step is to take the minimum value among all the obtained torque exchange times as the final torque exchange time, which is used to calculate the shift torque allocated to the clutch to be disengaged and the clutch to be engaged.

[0066] The torque exchange phase is completed when the shift torque of the clutch to be disengaged is equal to the total clutch request torque. To ensure that the torque of the clutch to be disengaged is completely discharged, the speed regulation phase can be entered after a certain period of time.

[0067] In an exemplary embodiment of this disclosure, the method further includes: performing oil filling control in three stages before the torque exchange stage, using a first oil pressure, a second oil pressure, and a third oil pressure to fill the clutch to be engaged in the first, second, and third stages, respectively, wherein the third oil pressure is equal to the half-engagement point pressure of the clutch to be engaged, and the second oil pressure is greater than the third oil pressure and less than the first oil pressure.

[0068] In one example of this embodiment, the difference between the first oil pressure and the second oil pressure is greater than the difference between the second oil pressure and the third oil pressure. Setting the first oil pressure to be larger can speed up the oil filling process and shorten the time required for the oil filling stage.

[0069] In one example of this embodiment, the duration of the first stage is shorter than that of the second and third stages, in order to allow the oil pressure to reach the semi-engagement pressure of the clutch to be engaged as quickly as possible.

[0070] Figure 6 The figure shows the pressure control curve (i.e., oil filling curve, Clutch filling strategy diagram) of the clutch to be engaged in this embodiment. As shown in the figure, the oil filling control process in this embodiment includes the following three stages in sequence:

[0071] The first stage (which can be called the high-pressure oil filling stage) corresponds to Figure 3 The time period t1 is shown in the figure. During the high-pressure oil filling stage, a higher initial oil pressure is used to fill the clutch, activating the solenoid valve and improving the actual clutch pressure response. The duration of the high-pressure oil filling stage is shorter than the other two stages. The oil filling pressure (initial oil pressure) and filling time used in the high-pressure oil filling stage are related to the oil temperature and can be determined based on the current oil temperature and the calibrated oil filling pressure and time at different oil temperatures. The calibrated oil filling pressure and time for this stage at different oil temperatures can be determined based on test results.

[0072] The second stage (which can be called the medium-pressure oil filling stage) corresponds to Figure 3 The time period t2 is shown in the figure. During the medium-pressure filling stage, the second oil pressure is used to fill the clutch, allowing oil to flow into the clutch's oil passage. The second oil pressure is lower than the first oil pressure but slightly higher than the clutch's half-engagement point (i.e., KP point). The difference between the first and second oil pressures is greater than the difference between the second and third oil pressures, ensuring that the clutch's filling pressure quickly approaches the KP point pressure. The filling pressure and time during the medium-pressure filling stage are related to the oil temperature and can be determined based on the current oil temperature and the filling pressure and time calibrated for different oil temperatures during this stage.

[0073] The third stage (which can be called the low-pressure oil filling stage) corresponds to Figure 3 The time period t3 is shown in the figure. During the low-pressure oil filling stage, a third oil pressure is used to fill the clutch. This third oil pressure is equal to the KP point pressure, ensuring the clutch pressure reaches the KP point and preventing overfilling. The KP point pressure varies between different samples and at different ambient temperatures. Initial oil filling calibration can be performed on a single sample, and calibration can be carried out based on the test results. Afterward, the clutch's KP point pressure can be determined through self-learning.

[0074] In each of the above stages, the transmission control unit or other control units can send corresponding oil pressure requests to the hydraulic control system that supplies oil to the clutch, and the hydraulic control system will generate the corresponding oil pressure.

[0075] This embodiment divides the oil filling stage into three stages: high-pressure oil filling, medium-pressure oil filling, and low-pressure oil filling. First, high-pressure oil filling is used to improve the clutch's pressure response. Then, medium-pressure oil filling is used to quickly bring the clutch's oil filling pressure close to the KP point pressure. Finally, low-pressure oil filling is used to bring the clutch pressure to the KP point. The oil filling process in this embodiment is rapid and smooth, preventing overfilling and facilitating smooth torque transmission during the initial shift, eliminating jerking and enabling rapid gear shifting.

[0076] Hydraulic pressure control is still required during the torque exchange and speed adjustment phases of gear shifting, such as... Figure 3 The oil filling curve after time t3 is shown. By controlling the oil pressure at each stage of the shifting process, the clutch to be engaged can be smoothly engaged and pressed until locked. The clutch to be disengaged can be quickly disengaged and released, ensuring stable power during the shifting process.

[0077] During the torque exchange phase, the engagement of the clutch to be engaged and the disengagement of the clutch to be disengaged occur simultaneously. The torque of the clutch to be engaged gradually increases, while the torque of the clutch to be disengaged gradually decreases. By the end of the torque exchange phase, the torque is entirely generated by the clutch to be engaged. The shifting process then enters the speed regulation phase, also known as the inertia phase.

[0078] This disclosure also provides a vehicle controller, such as... Figure 9 As shown, the vehicle controller includes a processor and a memory storing a computer program. When the processor executes the computer program, it can implement the improved shift control method for the torque exchange phase as described in any embodiment of this disclosure. The vehicle controller may also include components such as memory and a network interface. This vehicle controller can be a transmission control module, a system control module, etc., and this disclosure is not limited to these components.

[0079] This disclosure also provides a vehicle in one embodiment, including the vehicle controller described in any embodiment of this disclosure. In one example, the vehicle is a hybrid vehicle, and the clutch to be disengaged and the clutch to be engaged are clutches in a hybrid transmission. However, in other examples, the vehicle may also be a gasoline vehicle, an electric vehicle, etc.

[0080] An embodiment of this disclosure also provides a non-transient computer-readable storage medium storing a computer program, wherein the computer program, when executed by a processor, is capable of implementing the improved shift control method for the torque exchange phase described in any embodiment of this disclosure.

[0081] During the gear shifting and speed adjustment phase, the gear ratio increases or decreases due to gear changes, requiring the provision of speed adjustment intervention torque (also known as inertial torque) to adjust the speeds of the engine and the first motor so that the speed of the transmission input shaft equals the target speed, which is the product of the transmission output shaft speed and the transmission ratio of the target gear. During this phase, it is necessary to fully utilize the capabilities of the engine, drive motor, and clutch to achieve rapid and smooth speed adjustment without exceeding the capacity of the equipment (such as the first motor and engine) or affecting the normal lifespan of the equipment (such as the clutch).

[0082] Therefore, this disclosure also provides an improved shift control method for the shift speed adjustment stage. The improved shift control method for the shift speed adjustment stage is applied to hybrid vehicles and is suitable for situations where switching between adjacent gears (such as between first and second gear, or between second and third gear) is achieved by disengaging one clutch and engaging another clutch.

[0083] like Figure 7 As shown, this disclosure provides a gear shift control method applied to a hybrid vehicle including an engine, a first motor, and a transmission. The transmission receives power transmitted by the engine and the first motor via an input shaft. The method includes: during gear shifting between adjacent gears, performing the following processing in each control cycle of the gear shift speed adjustment phase:

[0084] Step 210: Determine the total speed regulation intervention torque T based on the target angular acceleration and moment of inertia. sum , will T sum Pre-divided into input shaft intervention torque T axis and clutch intervention torque T clutch ;

[0085] Step 220, at T axis If the torque intervention capability of the first motor is not exceeded, then T axis The torque is allocated to the first motor, and the control of the first motor provides the speed regulation intervention torque allocated to the first motor.

[0086] The first motor can provide torque intervention capability through increasing or decreasing torque to achieve speed reduction or acceleration. The torque intervention capability of the first motor has a range of values, T. axis The torque intervention capability of the first motor does not exceed T. axisThe value is within this range. The maximum value of this range is equal to max(uninterrupted first motor requested torque, first motor maximum torque capacity) - uninterrupted first motor requested torque. Here, the uninterrupted first motor requested torque is the first motor requested torque without considering the speed regulation intervention torque allocated to the first motor. According to this expression, when the uninterrupted first motor requested torque equals the first motor's maximum torque capacity, the maximum value of this range is 0, and no speed regulation intervention torque can be provided. When the uninterrupted first motor requested torque is less than the first motor's maximum torque capacity, the maximum value is equal to the difference between the first motor's maximum torque capacity and the uninterrupted first motor requested torque, which can provide speed regulation intervention torque for torque increase. The minimum value of this range is min(uninterrupted first motor requested torque, first motor minimum torque capacity) - uninterrupted first motor requested torque. According to this expression, when the uninterrupted first motor requested torque equals the first motor's minimum torque capacity, the minimum value of this range is 0, and no speed regulation intervention torque can be provided. When the requested torque of the first motor without intervention is greater than the minimum torque capacity of the first motor, the minimum value of this range is equal to the difference (negative value) between the minimum torque capacity of the first motor and the requested torque of the first motor without intervention, which can provide speed regulation intervention torque for torque reduction.

[0087] In one example of this embodiment, the overall control module can add the speed regulation intervention torque allocated to the first motor by the transmission control module and the first motor requested torque requested by the engine control module to obtain the final first motor requested torque. The corresponding actuator then performs torque control on the first motor, thereby providing the speed regulation intervention torque allocated to the first motor.

[0088] In this embodiment, the total speed regulation intervention torque T is determined based on the target angular acceleration and moment of inertia. sum After that, T sum Pre-distribution to the input shaft and clutch: the speed regulation intervention torque pre-distributed to the input shaft is provided by the drive mechanism (engine, first motor), and the speed regulation intervention torque pre-distributed to the clutch is provided by the clutch in a slippery state. When the current shift type is power upshift or non-power downshift, the shift speed regulation phase follows the torque exchange phase, and the clutch in a slippery state is the clutch to be engaged; when the current shift type is power downshift or non-power upshift, the shift speed regulation phase precedes the torque exchange phase, and the clutch in a slippery state is the clutch to be disengaged. Pre-distribution can be performed on the T... sum All pre-divided into T axis Or all pre-divided into T clutch Or partially pre-divided into T axis Part of it is pre-divided into T clutch .

[0089] The shift control method of this disclosure embodiment, in Taxis When the torque intervention capability of the first motor is not exceeded, T axis The speed regulation intervention torque T pre-allocated to the input shaft is allocated to the first motor. axis Assigning it to the first motor allows full utilization of the motor's precision and speed, improving the speed and smoothness of the gear shifting process.

[0090] In an exemplary embodiment of this disclosure, the method further includes: in T axis When the torque intervention capability exceeds that of the first motor, but does not exceed the torque intervention capability that both the engine and the first motor can provide, T will be... axis The portion of the torque that does not exceed the torque intervention capability of the first motor is preferentially allocated to the first motor, and then T... axis The remaining portion is allocated to the engine, controlling the engine to provide the speed regulation intervention torque allocated to the engine.

[0091] Similar to the first electric motor, the engine's torque intervention capability has a range of values. The maximum value of this range is equal to max(uninterventional engine requested torque, engine maximum torque capability) - uninterventional engine requested torque, where max(uninterventional engine requested torque, engine maximum torque capability) represents the maximum value between the uninterventional engine requested torque and the engine maximum torque capability. The uninterventional engine requested torque is the engine requested torque without considering the speed regulation intervention torque allocated to the engine. The minimum value of this range is min(uninterventional engine requested torque, engine minimum torque capability) - uninterventional engine requested torque, where the engine minimum torque capability is negative. min(uninterventional engine requested torque, engine minimum torque capability) represents the minimum value between the uninterventional engine requested torque and the engine minimum torque capability.

[0092] The torque intervention capability provided by both the engine and the first motor is the torque intervention capability of the input shaft during the speed regulation phase. The speed regulation torque intervention capability of the input shaft is equal to the sum of the torque intervention capability of the first motor and the torque intervention capability of the engine. That is, the maximum value of the torque intervention capability of the input shaft is equal to the maximum value of the engine's torque intervention capability plus the maximum value of the first motor's torque intervention capability; the minimum value of the torque intervention capability of the input shaft is equal to the minimum value of the engine's torque intervention capability plus the minimum value of the first motor's torque intervention capability.

[0093] Assume the torque intervention capability of the first motor ranges from [T] to [T]. pmin ,T pmax ], in T axis Exceeding the torque intervention capability of the first motor, T axisThe portion of the torque that does not exceed the torque intervention capability of the first motor is preferentially allocated to the first motor, that is, in T axis >T pmax At that time, T axis The mean is equal to T pmax A portion is allocated to the first motor. And in T... axis <T pmin At that time, T axis The mean is equal to T pmin A portion is allocated to the first motor.

[0094] This embodiment will use T axis The portion of the torque that does not exceed the torque intervention capability of the first motor is preferentially allocated to the first motor, and T... axis The remaining portion is allocated to the engine, which can prevent the allocated torque from exceeding the capacity of the engine and the first motor, thus avoiding adverse effects on the equipment. At the same time, it can make full use of the excellent speed regulation performance of the motor to provide speed regulation intervention torque, thereby improving the response speed and accuracy of speed regulation.

[0095] In an exemplary embodiment of this disclosure, the method further includes: the step of transferring T sum Pre-divided into T axis and T clutch ,include:

[0096] When the current shift type is power upshift, non-power upshift, or non-power downshift, T sum All pre-divided into T axis After pre-division T axis =T sum T clutch =0;

[0097] When the current shift type is power downshift, T sum Part of the pre-division is T axis The other part is pre-divided into T clutch After pre-division T axis =R1×T sum T clutch = (1-R1)×T sum R1 is determined based on the maximum torque capacity of the first motor and the requested torque of the first motor without intervention. For example, it can be determined by looking up a table based on the ratio or difference between the maximum torque capacity of the first motor and the requested torque of the first motor without intervention (taking the value at the current moment), or by calculation, or by obtaining it through a network model.

[0098] This embodiment considers the power output requirements of different shift types and adopts different pre-allocation methods. Specifically, during power downshifting, the first motor needs to prioritize meeting the drive requirements to output positive torque. If all the speed regulation intervention torque is allocated to the input shaft and then prioritized for the first motor, the first motor's capacity would be insufficient to simultaneously meet the drive and speed regulation intervention requirements. Therefore, during power downshifting, only a portion of the speed regulation intervention torque is pre-allocated to the input shaft, with the remaining portion provided by the clutch. In other shift types, it is not necessary to prioritize meeting the drive requirements, therefore, T... sum All pre-divided into T axis This pre-allocation method of differential speed control can prioritize the distribution of speed regulation torque to the drive mechanism to provide better speed regulation performance, while meeting the power requirements of the shifting process.

[0099] In an exemplary embodiment of this disclosure, the gear shifting and speed regulation stage sequentially includes an increasing segment, a maximum segment, and a decreasing segment of the angular acceleration value;

[0100] The method further includes: at the beginning of the gear shifting and speed adjustment phase, determining the gradient value G of the angular acceleration value in the rising segment. inc The value A in the maximum segment max And the gradient value G in the descent segment dec ;

[0101] The target angular acceleration is calculated as follows: During the ascent phase, based on the difference between the current time and the start time of the ascent phase, and G... inc Determine the target angular acceleration; in the maximum segment, A max As the target angular acceleration; during the descent phase, according to A max The difference between the current time and the start time of the descent segment, and G dec Determine the target angular acceleration.

[0102] When the current shift type is power upshift or non-power upshift, the actual speed of the input shaft is higher than the target speed, requiring speed regulation intervention to reduce torque. At this time, the angular acceleration of the input shaft is negative, and its gradient control method is as follows: Figure 8A As shown in the figure, the segment marked with 'a' represents the rising segment of the angular acceleration value (the angular acceleration value refers to the absolute value of the angular acceleration). The absolute value of the slope of the rising segment of angular acceleration is the gradient value G of the angular acceleration in the rising segment. inc The value marked with 'b' is the angular acceleration value A during the maximum segment. max The segment marked with 'c' represents the descending segment of the angular acceleration value. The absolute value of the slope of the descending segment of angular acceleration is the gradient value G of the angular acceleration in the ascending segment. decWhen the current shift type is power downshift or non-power downshift, the actual speed of the input shaft is lower than the target speed, requiring speed regulation intervention to increase torque. At this time, the angular acceleration of the input shaft is positive, and its gradient control method is as follows: Figure 8B As shown. Figure 8B The symbols a, b, and c represent the rising segment, maximum segment, and falling segment of the angular acceleration value, respectively. Figure 8A Similarly, I will not go into details here.

[0103] This embodiment determines G inc A max and G dec Then, by combining the current moment with the start moments of the ascending and descending segments, the angular acceleration value at each moment of the gear shifting speed regulation phase can be calculated. This three-segment speed regulation method facilitates control during the gear shifting speed regulation phase.

[0104] In an exemplary embodiment of this disclosure, the G inc Determined according to one or more of the following methods:

[0105] When the current shift type is power upshift, G onu and G tem The minimum value in G is determined to be G. inc G onu Based on the requested torque T of the clutch in a slipping state at the start of speed regulation. req0 Confirmed, G onu With T req0 Positive correlation;

[0106] When the current shift type is power downshift, G ond and G tem The minimum value in G is determined to be G. inc G ond Determined based on the current driving mode;

[0107] When the current shift type is non-power downshift, G ofd and G tem The minimum value in G is determined to be G. inc G ofd Determined based on the current throttle and the maximum power of the first motor, and G ofd It is positively correlated with both the throttle and the maximum power of the first motor;

[0108] When the current shift type is non-power upshift, G ofu and G tem The minimum value in G is determined to be G. inc G ofu Determined based on the current driving mode;

[0109] Among them, G temThe speed regulation gradient value is determined based on the current temperature of the clutch, representing the maximum allowable gradient value. If it exceeds this value, the angular acceleration changes too quickly, which will cause the clutch to overheat.

[0110] The gradient value G mentioned above ofd When the gradient is determined based on one or more parameters, it can be obtained by looking up a table (which can be created based on the test data), calculating the gradient based on the parameters, or inputting the parameters into a trained model (such as a neural network model) and obtaining the gradient value G from the model's output. ofd This disclosure is not limited to this. When other gradient values, speed adjustment durations, etc., are determined based on one or more parameters, these methods can also be used, and will not be elaborated further.

[0111] This embodiment uses different methods to determine the gradient value G of angular acceleration during the ascending segment for different shift types. inc This allows for optimized speed control performance tailored to the characteristics of different shift types. For example, when the current shift type is non-power downshift, after determining G... inc The throttle position and the maximum power of the first motor were taken into account, with the throttle position representing the driver's intention, due to G... ofd Positively correlated with throttle, the greater the throttle, the higher the G. ofd The larger the value, the faster the speed adjustment, allowing for quicker gear shifts to meet the driver's intentions. The maximum power of the first motor represents its capability; the greater the capability of the first motor, the faster the speed adjustment, thus fully utilizing its capacity to expedite the speed adjustment process.

[0112] In other embodiments, for the four shift types, G can also be determined using the same method as the corresponding shift types in this embodiment, but only for a portion of the shift types. inc In other shift types, G is determined in a different way than in this embodiment. inc .

[0113] In an exemplary embodiment of this disclosure, the A max Determine A according to the following method: c and A clu The maximum value in is determined to be A. max , where A c The speed difference between the target speed and the actual speed of the input shaft at the start of speed regulation is divided by the target speed regulation duration T. v Confirmed, A max The angular acceleration value is determined based on the current temperature of the clutch in a slipping state.

[0114] In this embodiment, the target speed adjustment duration T v Determined according to one or more of the following methods:

[0115] When the current shift type is power upshift, T onu and T clu The minimum value in is determined as T. v T onu T is determined based on at least one of the current driving mode, the speed difference, and the uninterrupted torque of the input shaft. onu It is positively correlated with the speed difference and negatively correlated with the uninterrupted torque of the input shaft;

[0116] When the current shift type is power downshift, T ond and T clu The minimum value in is determined as T. v T ond The duration determined by multiplying a first coefficient by at least one of the current driving mode, the speed difference, and the uninterrupted torque of the input shaft, is obtained by the first coefficient being determined based on the ratio of the maximum torque to the actual torque of the first motor. onu It is positively correlated with the speed difference and negatively correlated with the uninterrupted torque of the input shaft and the ratio.

[0117] When the current shift type is non-power upshift, T ofd and T clu The minimum value in is determined as T. v T ofd T is determined based on at least one of the current driving mode, the speed difference, and the uninterrupted torque of the input shaft. ofd It is positively correlated with the speed difference and negatively correlated with the uninterrupted torque of the input shaft;

[0118] When the current shift type is non-power downshift, T ofu and T clu The minimum value in is determined as T. v T ofu The duration is determined by dividing by a second coefficient, which is based on at least one of the current driving mode, the speed difference, and the uninterrupted torque of the input shaft. The second coefficient is determined based on the current throttle position and the maximum power of the first motor. T ofu It is positively correlated with the speed difference and negatively correlated with the uninterrupted torque of the input shaft, the throttle, and the maximum power of the first motor;

[0119] Among them, T clu This refers to the maximum speed regulation duration determined based on the maximum energy value of the clutch. For example, the maximum speed regulation duration = maximum energy value of the clutch / (requested torque of the clutch * slip of the clutch), where the requested torque and slip of the clutch can be taken as values ​​at the start of speed regulation. The maximum energy value of the clutch is set by hardware.

[0120] The positive correlation described in the embodiments of this disclosure, such as T ofu It is positively correlated with the speed difference, and in other respects with T ofu With the relevant parameters remaining unchanged, it is not required that the speed difference T increase. ofu It will definitely increase (T) ofu (It can also remain unchanged), when the speed difference causes T ofu When it changes, a larger T ofu A large difference in rotational speed indicates a positive correlation between the two. The same applies to positive correlations between other parameters.

[0121] This embodiment uses different methods to determine the target speed adjustment duration T for different shift types. v This allows for optimized speed control performance, taking into full account the characteristics of different shift types. For example, during power downshifting, the ratio of the maximum torque to the actual torque of the first motor is considered. This ratio represents the capability of the first motor, so its capability must prioritize meeting the drive requirements during power downshifting. Therefore, the capability of the first motor is considered when calculating T. onu This can prevent speed adjustment from affecting the drive, such as avoiding jerking of vehicle speed during gear shifts. For example, when the current shift type is non-power downshift, after determining T... v The calculation takes into account both the throttle position and the maximum power of the first motor. As mentioned earlier, the throttle position represents the driver's intention, and the maximum power of the first motor represents its capability. In the calculation, T... ofu It is negatively correlated with the throttle and the maximum power of the first motor, which can satisfy the driver's intentions and make full use of the first motor's capabilities to speed up the speed adjustment process.

[0122] In other embodiments, for the four shift types, T can also be determined by using the same method as the corresponding shift types in this embodiment for only some of the shift types. v Other shift types determine T in a different way than in this embodiment. v .

[0123] In an exemplary embodiment of this disclosure, the gradient value G of the descent segment dec Determine G in the following manner: con and G tem The minimum value in G is determined to be G. dec Among them, G con G is determined based on the speed difference between the target speed and the actual speed of the input shaft at the start of speed regulation, and the uninterrupted torque of the input shaft. tem The speed gradient value is determined based on the current temperature of the clutch in a slipping state.

[0124] In the above embodiment, when calculating the gradient value and speed regulation time, the relevant states of the clutch, such as oil temperature and the requested torque of the clutch, are taken into account, which can prevent the clutch from overheating and causing damage to the clutch.

[0125] In an exemplary embodiment of this disclosure, the method further includes:

[0126] When the current shift type is power upshift or non-power upshift, and the speed adjustment timeout or V is satisfied... in <V out In the case of ×I–Offset1, confirm that the speed adjustment is complete;

[0127] When the current shift type is power downshift or non-power downshift, and the speed adjustment timeout or V is satisfied... in >V out Under the condition of ×I+Offset2, confirm that the speed adjustment is complete;

[0128] Among them, V in V is the rotational speed of the input shaft. out I is the rotational speed of the output shaft of the transmission, I is the transmission ratio of the target gear, and Offset1 and Offset2 are positive values, representing the set offsets.

[0129] In this embodiment, when the current shift type is power upshift or non-power upshift, the speed adjustment phase requires deceleration. Therefore, when the input shaft speed is lower than the target speed and differs by a set offset 1, the speed adjustment can be determined to be complete. Conversely, when the current shift type is power downshift or non-power downshift, the speed adjustment phase requires acceleration. Therefore, when the input shaft speed is higher than the target speed and differs by a set offset 2, the speed adjustment can be determined to be complete.

[0130] In this embodiment, the speed regulation timeout refers to the speed regulation duration reaching the maximum permissible speed regulation duration. The maximum permissible speed regulation duration can be determined based on the maximum energy value of the clutch in a slipping state and the requested torque and slip difference of the clutch at the start of speed regulation. It is positively correlated with the maximum energy value of the clutch in a slipping state and negatively correlated with the requested torque and slip difference of the clutch at the start of speed regulation. For example, the maximum permissible speed regulation duration = maximum energy value of the clutch in a slipping state / (requested torque of the clutch * slip difference of the clutch), where the requested torque and slip difference can be taken as values ​​at the start of speed regulation.

[0131] In an exemplary embodiment of this disclosure, the method further includes: during the gear shifting phase, determining the requested torque of the clutch in a slipping state according to the following manner:

[0132] Calculate the clutch intervention torque T assigned to the clutch. clutchThe initial requested torque of the clutch is obtained by summing the feedforward torque of the clutch and the I-term adjustment torque of the clutch.

[0133] The initial requested torque of the clutch is obtained by calculating the product of the initial requested torque and the efficiency; wherein the efficiency is determined based on the current shift type, the current slip of the clutch, and the uninterrupted torque of the input shaft.

[0134] In an exemplary embodiment of this disclosure, the method further includes:

[0135] If a shift request is received during mode switching, the mode switching process is paused, the shift process is executed, and the mode switching process resumes after the shift process is completed.

[0136] If a mode switching request is received during the gear shifting speed adjustment phase or torque exchange phase of the gear shifting process, the mode switching process will not be executed temporarily, and will be executed after the gear shifting process is completed.

[0137] The aforementioned mode switching process can be a switch between parallel mode, series mode, and pure electric mode for hybrid vehicles. In this embodiment, gear shifting is prioritized between mode switching and gear shifting because a faster shift response is more important for the driving experience and can improve it.

[0138] One embodiment of this disclosure also provides a gear shifting control method, which employs gradient control during the gear shifting speed adjustment phase. The entire gear shifting speed adjustment phase is divided into three segments according to the change in angular acceleration value: the rising segment, the maximum segment, and the falling segment.

[0139] The diagram illustrating the gradient control of angular acceleration when the current shift type is power upshift or non-power upshift is shown below. Figure 8A As shown; when the current shift type is power downshift or non-power downshift, the schematic diagram of the gradient control of angular acceleration is as follows. Figure 8B As shown.

[0140] In this embodiment, in order to determine the target angular acceleration at each moment during the gear shifting and speed adjustment phase, it is necessary to determine the gradient value of the ascending segment to calculate the target angular acceleration of the ascending segment; determine the angular acceleration of the maximum segment, which can be directly used as the target angular acceleration of the maximum segment; and determine the gradient of the descending segment to calculate the target angular acceleration of the descending segment.

[0141] The increase rate during the upward shift is calculated separately for different shift types as follows:

[0142] When the shift type is power up, the increase rate is initially initialized to 0. An increase rate is then determined from a table based on the clutch requested torque. The higher the clutch requested torque, the higher this increase rate, representing a higher target speed adjustment rate. The minimum value between this increase rate and the increase rate determined from a table based on clutch temperature is then taken as the final increase rate to prevent clutch overheating. In this embodiment, the clutch refers to a clutch in a slipping state.

[0143] When the shift type is power on down, the increase rate is initially initialized to 0. An increase rate is then determined by looking up a table based on the driver's requested mode (such as sport mode, normal mode, economy mode, etc.). The minimum value between this increase rate and the increase rate determined by looking up a table based on the clutch temperature is then taken as the final increase rate to prevent the clutch from overheating.

[0144] When the shift type is non-power downshift (power off down), the increase rate is initially initialized to 0. An increase rate is then determined from a table based on the throttle and the maximum power of the first motor. The higher the maximum power of the first motor, the higher the increase rate and the faster the speed adjustment; conversely, the lower the throttle, the lower the increase rate and the lower the target speed adjustment. The minimum value between this maximum increase rate and the increase rate determined from a table based on clutch temperature is then taken as the final increase rate to prevent clutch overheating. In one example, the relationship between the throttle, the maximum power of the first motor, and the increase rate is shown in the table below:

[0145] x: Throttle position, y: Maximum power of the first motor

[0146] y / x 0 30 50 80 0 3500 7000 10000 70000 50 7000 14000 20000 70000 80 14000 21000 42000 70000

[0147] When the shift type is non-power upshift (Power off up), the increase rate is initially initialized to 0. An increase rate is determined by looking up a table based on the mode requested by the driver. Then, the minimum value between this increase rate and the increase rate determined by looking up a table based on the clutch temperature is taken as the final increase rate to prevent the clutch from overheating.

[0148] In this embodiment, the maximum angular acceleration (max rate) of the segment is calculated in the following way:

[0149] Step one: Upon receiving a shift request, calculate the target speed of the input shaft by multiplying the output shaft speed of the transmission by the gear ratio of the target gear. Then, subtract the input shaft speed at the moment the shift request was received (i.e., the actual input shaft speed) from this target speed to obtain the input shaft speed difference.

[0150] Step 2: Calculate the target speed adjustment time based on different shift types:

[0151] When the shift type is Power on up, different driving modes (Sport, Normal, Eco, etc.) are distinguished. A speed adjustment duration is then determined by referring to a table based on the input shaft speed difference and the uninterrupted input shaft torque. The larger the uninterrupted input shaft torque (i.e., the input shaft torque not included in the speed adjustment intervention torque), the shorter the speed adjustment duration; the smaller the speed difference, the shorter the speed adjustment duration. The minimum value between this speed adjustment duration and the maximum speed adjustment duration calculated based on the clutch's maximum energy value is taken as the target speed adjustment duration to prevent clutch overheating. The clutch's maximum energy value is set by the hardware. The maximum speed adjustment time = clutch maximum energy value / (clutch requested torque * clutch slip), where "*" indicates multiplication and " / " indicates division. The clutch requested torque and clutch slip in the formula can be the clutch's requested torque and clutch slip at the start of speed adjustment.

[0152] When the shift type is Power on down, different driving modes are distinguished, and a speed adjustment duration is determined by referring to a table based on the input shaft speed difference and the uninterrupted input shaft torque. The minimum value between this speed adjustment duration multiplied by a first coefficient (resulting in a speed adjustment duration correction value) and the maximum speed adjustment duration calculated based on the clutch's maximum energy value is taken as the target speed adjustment duration to prevent clutch overheating. The first coefficient is determined by referring to a table based on the ratio of the first motor's maximum torque to its actual torque. A larger ratio indicates a stronger first motor, and a smaller first coefficient results in a smaller speed adjustment duration correction value. In one example, the relationship between this ratio and the first coefficient is shown in the table below:

[0153] ratio 10 5 2 1 0.5 coefficient 0.5 0.6 0.9 1 1.2

[0154] When the shift type is Power off up, it is differentiated according to different driving modes. Then, a speed adjustment duration is obtained by looking up a table based on the speed difference of the input shaft and the torque of the uninterrupted input shaft. The minimum value between this speed adjustment duration and the maximum speed adjustment duration calculated based on the maximum energy value of the clutch is taken as the target speed adjustment duration to prevent the clutch from overheating.

[0155] When the shift type is Power off down, different driving modes are distinguished, and a speed adjustment duration is obtained by referring to a table based on the input shaft speed difference and the uninterrupted input shaft torque. The minimum value between this speed adjustment duration (divided by a second coefficient) and the maximum speed adjustment duration calculated based on the clutch's maximum energy value is taken as the target speed adjustment duration to prevent clutch overheating. The second coefficient is determined by referring to a table based on the throttle and the maximum power of the first motor. The larger the throttle, the larger the second coefficient, the smaller the speed adjustment duration correction value, and the faster the speed adjustment (when using the speed adjustment duration correction value as the target speed adjustment duration); the larger the maximum power of the first motor, the larger the second coefficient, the smaller the speed adjustment duration correction value, and the faster the speed adjustment. In one example, the relationship between the maximum power of the first motor, the throttle, and the second coefficient is shown in the table below:

[0156] x: Maximum power of the first motor, y: Throttle

[0157]

[0158]

[0159] Step 3: After calculating the target speed adjustment time, a maximum rate is obtained using the formula: maximum angular acceleration (max rate) = input shaft speed difference / target speed adjustment time. The maximum value is taken between this maximum rate and the maximum rate determined by looking up the clutch temperature in a table to prevent clutch overheating. In one example, the relationship between clutch temperature and maximum rate is shown in the table below:

[0160] Clutch temperature 150 200 280 380 max rate 12000 12000 36000 10000

[0161] Step four: Calculate the gradient rate of the descent segment of the angular acceleration value.

[0162] A decrease rate is determined by referring to a table based on the speed difference between the target speed and the actual speed of the input shaft at the start of speed regulation, and the uninterrupted input shaft torque. The larger the speed difference and the larger the uninterrupted input shaft torque, the larger the decrease rate. Then, the minimum value is taken between this decrease rate and the decrease rate (maximum allowable gradient value) determined by referring to a table based on the clutch temperature to prevent clutch overheating. The higher the clutch temperature, the larger the determined decrease rate.

[0163] Step 5: Calculation of speed regulation intervention torque. During the gear shifting speed regulation phase, the speed regulation intervention torque needs to be calculated once per processing cycle. The duration of this processing cycle can be a fixed value, but this disclosure is not limited to this. After calculating the gradient values ​​of angular acceleration in the rising segment, the maximum value, and the falling segment, the angular acceleration value at each moment during the gear shifting speed regulation phase can be calculated. The sign of the angular acceleration can be determined according to the gear shift type, thus obtaining the angular acceleration at that moment. Multiplying the angular acceleration by the input shaft's moment of inertia yields the speed regulation intervention torque at that moment.

[0164] In this embodiment, the speed regulation intervention torque is distributed in the following manner:

[0165] When the current shift type is power on down, based on the ratio of the maximum torque capacity of the first motor (the maximum torque it can provide) to the actual torque of the current engine, a portion of the speed regulation intervention torque is pre-allocated to the input shaft speed regulation intervention torque, and the remainder is pre-allocated to the clutch speed regulation intervention torque. When the current shift type is any other shift type, the entire speed regulation intervention torque is pre-allocated to the input shaft speed regulation intervention torque.

[0166] The speed regulation torque pre-distributed to the input shaft is allocated as follows:

[0167] If the input shaft speed regulation intervention torque exceeds the input shaft's torque intervention capability, the excess is allocated to the clutch for speed regulation intervention. In this case, the clutch's requested torque = clutch speed regulation torque intervention + clutch feedforward torque (equal to input shaft torque) + I-term adjustment torque. The I-term adjustment torque is obtained by summing the product of the difference in the input shaft speed change rate and the I-term adjustment coefficient. The difference in the input shaft speed change rate equals the target speed change rate of the input shaft minus the actual speed change rate of the input shaft. The I-term adjustment coefficient can be determined by looking up a table based on the mode, shift type, gear, and this difference.

[0168] If the input shaft speed regulation intervention torque does not exceed the input shaft's torque intervention capability and is less than the first motor's torque intervention capability, then due to the motor's fast response and high precision, the input shaft speed regulation intervention torque will be preferentially allocated to the first motor for torque increase and decrease. In this case, the total requested torque of the first motor is equal to the sum of the speed regulation intervention torque allocated to the first motor and the un-intervention requested torque of the first motor, which is the same as the first motor torque requested by the engine control module (ECM).

[0169] If the input shaft speed regulation intervention torque does not exceed the input shaft's torque intervention capability, but the input shaft speed regulation intervention torque exceeds the first motor's torque intervention capability, then the portion of the input shaft speed regulation intervention torque exceeding the first motor's torque intervention capability is allocated to the engine. In this case, the total engine requested torque equals the speed regulation intervention torque allocated to the engine plus the engine torque requested by the ECM.

[0170] In this embodiment, the conditions for speed adjustment completion can be determined in the following way:

[0171] When the current shift type is upshift (including power upshift and non-power upshift), the speed adjustment is completed before the speed adjustment timeout if the following condition is met: the input shaft speed is less than the input shaft target speed minus the first offset.

[0172] When the current shift type is downshift (including power downshift and non-power downshift), the speed adjustment is completed before the speed adjustment timeout if the following condition is met: the input shaft speed is greater than the input shaft target speed plus the second offset.

[0173] To prevent the clutch from overheating, the speed adjustment timeout can be determined as follows: Calculate the maximum speed adjustment time based on the maximum clutch energy value set by the hardware = maximum clutch energy value / (clutch requested torque * clutch slip). If the above condition is not met even after the maximum speed adjustment time has been exceeded, the speed adjustment is considered to have timed out, and the speed adjustment is completed.

[0174] After speed adjustment is completed, perform the clutch locking operation.

[0175] In this embodiment, during the gear shifting and speed adjustment phase, efficiency compensation can be performed when calculating the clutch torque. The efficiency value is obtained by looking up a table based on the shift type, clutch slip, and input shaft torque. If the current shift type is a power upshift or power downshift, the calculated clutch request torque is multiplied by this efficiency value to obtain the final clutch request torque. If the current shift type is a power downshift or non-power downshift, the calculated clutch request torque is divided by this efficiency value to obtain the final clutch request torque.

[0176] In this embodiment, when gear shifting and mode switching occur simultaneously, gear shifting takes priority. If a mode switching request is received during the gear shifting phase, mode switching is not performed; it occurs after the gear shift is completed. If a mode switching request is received during the gear shifting speed adjustment process, mode switching is not performed; it occurs after the gear shift is completed. If a gear shift request is received during the mode switching speed adjustment process, the gear shifting process is processed, and the mode switching speed adjustment process continues after the gear shift is completed. If a gear shift request is received during the C0 process of mode switching, the gear shifting process is processed, and C0 engagement continues after the gear shift is completed.

[0177] This disclosure also provides a vehicle controller for use in hybrid vehicles, such as... Figure 9 As shown, the vehicle controller includes a processor and a memory storing a computer program. When the processor executes the computer program, it can implement an improved shift control method for the shift speed adjustment stage as described in any embodiment of this disclosure. The vehicle controller may also include components such as memory and a network interface. This vehicle controller can be a transmission control module, a system control module, etc., and this disclosure is not limited to these components.

[0178] One embodiment of this disclosure also provides a hybrid vehicle, including the vehicle controller for hybrid vehicles described in the above embodiments.

[0179] An embodiment of this disclosure also provides a non-transient computer-readable storage medium storing a computer program that, when executed by a processor, can implement the improved shift control method for the shift speed adjustment stage described in any embodiment of this disclosure.

[0180] The processor in the embodiments of this disclosure can be a general-purpose processor, including a central processing unit (CPU), a network processor (NP), a microprocessor, etc., or other conventional processors. The processor can also be a digital signal processor (DSP), an application-specific integrated circuit (ASIC), an off-the-shelf programmable gate array (FPGA), discrete logic or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, or other equivalent integrated or discrete logic circuits, or a combination of the above devices. That is, the processor in the embodiments described above can be any processing device or combination of devices that implements the methods, steps, and logic block diagrams disclosed in the embodiments of this invention. If the embodiments of this disclosure are implemented in part in software, then instructions for software can be stored in a suitable non-volatile computer-readable storage medium, and one or more processors can be used to execute the instructions in hardware to implement the methods of the embodiments of this disclosure. The term "processor" as used herein can refer to the above-described structure or any other structure suitable for implementing the techniques described herein.

[0181] In one or more exemplary embodiments described above, the described functionality may be implemented in hardware, software, firmware, or any combination thereof. If implemented in software, the functionality may be stored as one or more instructions or code on or transmitted via a computer-readable medium and executed by a hardware-based processing unit. The computer-readable medium may comprise a computer-readable storage medium corresponding to a tangible medium, such as a data storage medium, or a communication medium comprising any medium facilitating the transfer of a computer program from one place to another, such as according to a communication protocol. In this manner, the computer-readable medium may generally correspond to a non-transitory tangible computer-readable storage medium or a communication medium, such as a signal or carrier wave. The data storage medium may be any available medium accessible by one or more computers or one or more processors to retrieve instructions, code, and / or data structures for implementing the techniques described in this disclosure. Computer program products may comprise computer-readable media.

[0182] For example, and not as a limitation, such computer-readable storage media may include RAM, ROM, EEPROM, CD-ROM or other optical disc storage devices, magnetic disk storage devices or other magnetic storage devices, flash memory, or any other medium that can be used to store desired program code in the form of instructions or data structures and is accessible by a computer. Furthermore, any connection may also be referred to as a computer-readable medium. For example, if instructions are transmitted from a website, server, or other remote source using coaxial cable, fiber optic cable, twisted pair, digital subscriber line (DSL), or wireless technologies such as infrared, radio, and microwave, then coaxial cable, fiber optic cable, twisted pair, DSL, or wireless technologies such as infrared, radio, and microwave are included in the definition of medium. However, it should be understood that computer-readable storage media and data storage media do not include connections, carrier waves, signals, or other transient media, but rather refer to non-transient tangible storage media. As used herein, disks and optical discs include compact optical discs (CDs), laser discs, optical discs, digital versatile discs (DVDs), floppy disks, or Blu-ray discs, where disks typically reproduce data magnetically, while optical discs use lasers to reproduce data optically. The combinations described above should also be included within the scope of computer-readable media. While the embodiments disclosed herein are as described above, the content is merely for the purpose of understanding this disclosure and is not intended to limit this disclosure. Any person skilled in the art to which this disclosure pertains may make any modifications and changes in the form and details of the implementation without departing from the spirit and scope disclosed herein; however, the scope of patent protection of this disclosure shall still be defined by the appended claims.

Claims

1. A shift control method applied to a hybrid vehicle including an engine, a first motor, and a transmission, wherein the transmission receives power transmitted from the engine and the first motor via an input shaft, the method comprising: During gear shifting between adjacent gears, the following processing is performed in each control cycle of the gear shifting speed adjustment phase: The total speed regulation intervention torque T is determined based on the target angular acceleration and moment of inertia. sum , will T sum Pre-divided into input shaft intervention torque T axis and clutch intervention torque T clutch ; In T axis If the torque intervention capability of the first motor is not exceeded, then T axis The torque is allocated to the first motor, and the control of the first motor provides the speed regulation intervention torque allocated to the first motor; The T sum Pre-divided into T axis and T clutch ,include: When the current shift type is power upshift, non-power upshift, or non-power downshift, T sum All pre-divided into T axis After pre-division T axis =T sum T clutch =0; When the current shift type is power downshift, T sum Part of the pre-division is T axis The other part is pre-divided into T clutch After pre-division T axis =R1×T sum T clutch =(1-R1)×T sum R1 is determined based on the maximum torque capacity of the first motor and the torque requested by the first motor without intervention.

2. The method as described in claim 1, characterized in that: The method further includes: in T axis When the torque intervention capability exceeds that of the first motor, but does not exceed the torque intervention capability that both the engine and the first motor can provide, then, without exceeding the torque intervention capability of the first motor, T... axis Prioritize allocating to the first motor, and T axis The remaining portion is allocated to the engine, controlling the engine to provide the speed regulation intervention torque allocated to the engine.

3. The method as described in claim 2, characterized in that: The method further includes: in T axis When the torque intervention capability exceeds that of the first motor, but does not exceed the torque intervention capability that both the engine and the first motor can provide, T will be... axis The portion of the torque that does not exceed the torque intervention capability of the first motor is preferentially allocated to the first motor, and T... axis The remaining portion is allocated to the engine, controlling the engine to provide the speed regulation intervention torque allocated to the engine.

4. The method as described in claim 1, characterized in that: The gear shifting and speed adjustment phase includes, in sequence, the rising segment, the maximum segment, and the falling segment of the angular acceleration value; The method further includes: at the beginning of the gear shifting and speed adjustment phase, determining the gradient value G of the angular acceleration value in the rising segment. inc The value A in the maximum segment max And the gradient value G in the descent segment dec ; The target angular acceleration is calculated as follows: During the ascent phase, based on the difference between the current time and the start time of the ascent phase, and G... inc Determine the target angular acceleration; in the maximum segment, A max As the target angular acceleration; during the descent phase, according to A max The difference between the current time and the start time of the descent segment, and G dec Determine the target angular acceleration.

5. The method as described in claim 4, characterized in that: The G inc Determined according to one or more of the following methods: When the current shift type is power upshift, G onu and G tem The minimum value in G is determined to be G. inc G onu Based on the requested torque T of the clutch in a slipping state at the start of speed regulation. req0 Confirmed, G onu With T req0 Positive correlation; When the current shift type is power downshift, G ond and G tem The minimum value in G is determined to be G. inc G ond Determined based on the current driving mode; When the current shift type is non-power upshift, G ofu and G tem The minimum value in G is determined to be G. inc G ofu Determined based on the current driving mode; When the current shift type is non-power downshift, G ofd and G tem The minimum value in G is determined to be G. inc G ofd Determined based on the current throttle and the maximum power of the first motor, and G ofd It is positively correlated with both the throttle and the maximum power of the first motor; Among them, G tem This is the speed gradient value determined based on the current temperature of the clutch.

6. The method as described in claim 4, characterized in that: The A max Determine A according to the following method: c and A clu The maximum value in is determined to be A. max , where A c The speed difference between the target speed and the actual speed of the input shaft at the start of speed regulation is divided by the target speed regulation duration T. v Confirmed, A clu The angular acceleration value is determined based on the current temperature of the clutch in a slipping state.

7. The method as described in claim 6, characterized in that: The target speed adjustment duration T v Determined according to one or more of the following methods: When the current shift type is power upshift, T onu and T clu The minimum value in is determined as T. v T onu T is determined based on at least one of the current driving mode, the speed difference, and the uninterrupted torque of the input shaft. onu It is positively correlated with the speed difference and negatively correlated with the uninterrupted torque of the input shaft; When the current shift type is power downshift, T ond and T clu The minimum value in is determined as T. v T ond The duration determined by multiplying a first coefficient by at least one of the current driving mode, the speed difference, and the uninterrupted torque of the input shaft, is obtained by the first coefficient being determined based on the ratio of the maximum torque to the actual torque of the first motor. onu It is positively correlated with the speed difference and negatively correlated with the uninterrupted torque of the input shaft and the ratio. When the current shift type is non-power upshift, T ofd and T clu The minimum value in is determined as T. v T ofd T is determined based on at least one of the current driving mode, the speed difference, and the uninterrupted torque of the input shaft. ofd It is positively correlated with the speed difference and negatively correlated with the uninterrupted torque of the input shaft; When the current shift type is non-power downshift, T ofu and T clu The minimum value in is determined as T. v T ofu The duration is determined by dividing by a second coefficient, which is based on at least one of the current driving mode, the speed difference, and the uninterrupted torque of the input shaft. The second coefficient is determined based on the current throttle position and the maximum power of the first motor. T ofu It is positively correlated with the speed difference and negatively correlated with the uninterrupted torque of the input shaft, the throttle, and the maximum power of the first motor; Among them, T clu The maximum speed regulation duration is determined based on the maximum energy value of the clutch.

8. The method as described in claim 4, characterized in that: The G dec Determine G in the following manner: con and G tem The minimum value in G is determined to be G. dec Among them, G con Based on the speed difference between the target speed and the actual speed of the input shaft at the start of speed regulation, and the uninterrupted torque of the input shaft, G is determined. tem The speed gradient value is determined based on the current temperature of the clutch in a slipping state.

9. The method as described in claim 1, characterized in that, The method further includes: When the current shift type is power upshift or non-power upshift, and the speed adjustment timeout or V is satisfied... in < V out In the case of ×I –Offset1, confirm that the speed adjustment is complete; When the current shift type is power downshift or non-power downshift, and the speed adjustment timeout or V is satisfied... in > V out Under the condition of ×I +Offset2, confirm that the speed adjustment is complete; Among them, V in V is the rotational speed of the input shaft. out I is the rotational speed of the output shaft of the transmission, I is the transmission ratio of the target gear, and Offset1 and Offset2 are positive values, representing the set offsets.

10. The method as described in claim 1, characterized in that, The method further includes: The speed regulation timeout refers to the speed regulation duration reaching the maximum allowable speed regulation duration. The maximum allowable speed regulation duration is determined based on the maximum energy value of the clutch in the slipping state and the requested torque and slip difference of the clutch at the start of speed regulation. It is positively correlated with the maximum energy value of the clutch in the slipping state and negatively correlated with the requested torque and slip difference of the clutch at the start of speed regulation.

11. The method as described in claim 10, characterized in that: If a shift request is received during mode switching, the mode switching process is paused, the shift process is executed, and the mode switching process resumes after the shift process is completed. If a mode switching request is received during the gear shifting speed adjustment phase or torque exchange phase of the gear shifting process, the mode switching process will not be executed temporarily, and will be executed after the gear shifting process is completed.

12. A vehicle controller for a hybrid vehicle, comprising a processor and a memory storing a computer program, wherein, When the processor executes the computer program, it can implement the shift control method as described in any one of claims 1 to 11.

13. A hybrid vehicle, comprising the shift control device as described in claim 12.

14. A non-transient computer-readable storage medium storing a computer program, wherein, When the computer program is executed by the processor, it can implement the shift control method as described in any one of claims 1 to 11.

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