Hybrid power system shift control method, device, vehicle and storage medium

Abstract

The present invention relates to the field of vehicle technology, and specifically discloses a hybrid power system shift control method, device, vehicle and storage medium. The hybrid power system shift control method determines a target shift range based on load, slope and acceleration when confirming that the vehicle has a shift demand during travel; evaluates in sequence based on throttle opening and vehicle speed whether the vehicle can remain stable in each preselected gear within the target shift range after switching to the preselected gear, and uses the preselected gear that can remain stable in the gear as the target gear to be selected; when the vehicle performs an upshift operation, the current gear of the vehicle is switched to the highest gear among the target gears to be selected; or, when the vehicle performs a downshift operation, the current gear of the vehicle is switched to the lowest gear among the target gears to be selected, so as to ensure that the vehicle can remain in the gear relatively stably after performing the shift operation, avoid the situation where the gear needs to be shifted again due to gear instability after the shift, and reduce the shift frequency.

Description

Technical Field

[0001] The present invention relates to the field of vehicle technology, and in particular to a hybrid power system shift control method, device, vehicle and storage medium. Background Art

[0002] A hybrid electric vehicle (HEV) is a vehicle whose drive system consists of two or more simultaneously operating individual drive systems. The vehicle's driving power is provided by the individual drive systems individually or collectively, depending on the actual driving conditions. Various classifications exist due to differences in components, layout, and control strategies. The energy-saving and low-emission features of hybrid vehicles have attracted significant attention in the automotive industry and have become a key focus of automotive research and development.

[0003] In order to keep the vehicle in good condition during driving, it is necessary to change gears according to different situations. In the prior art, for example, a previous patent with application number CN102371998A discloses a gear and torque distribution control method for a parallel hybrid vehicle. When the vehicle is in a certain speed range, two or more gears may meet the conditions. In this solution, the highest gear or the lowest gear among the gears that meet the conditions is selected to avoid frequent gear shifting caused by gradual gear shifting of the vehicle. However, it is very likely that the vehicle cannot be guaranteed to remain stable in the highest gear or the lowest gear after switching to the gear that meets the conditions. This will also cause the vehicle to switch gears, and the problem of frequent gear shifting still exists. Summary of the Invention

[0004] The purpose of the present invention is to provide a hybrid power system shift control method, device, vehicle and storage medium to reduce the problem of frequent gear shifting in hybrid power system vehicles, where the highest gear or the lowest gear among the gears that meet the conditions is selected for shifting during the gear shift operation.

[0005] In one aspect, the present invention provides a hybrid power system shift control method, the hybrid power system shift control method comprising:

[0006] S100: Acquiring driving parameters of the vehicle, wherein the driving parameters include acceleration, load, slope, throttle opening, and vehicle speed;

[0007] S200: confirming that there is a need to shift gears while the vehicle is moving;

[0008] S300: determining a target shift range based on the load, the slope, and the acceleration, wherein each gear within the target shift range is defined as a preselected gear;

[0009] S400: evaluating, based on the throttle opening and the vehicle speed, whether the vehicle can remain stable in each preselected gear after being shifted to the preselected gear, and selecting the preselected gear that can remain stable as the target gear to be selected;

[0010] S500: When the vehicle performs an upshift operation, the highest gear among the target gears to be selected is used as the upshift target gear, and the current gear of the vehicle is switched to the upshift target gear; or, when the vehicle performs a downshift operation, the lowest gear among the target gears to be selected is used as the downshift target gear, and the current gear of the vehicle is switched to the downshift target gear.

[0011] As a preferred technical solution of the hybrid power system shift control method, the driving parameter also includes the current gear of the vehicle; the hybrid power system shift control method further includes, after S500:

[0012] S600: Determining vehicle speed point information based on the current gear position and the throttle opening, wherein the vehicle speed point information includes an upshift speed point for the current gear position and a downshift speed point for the current gear position;

[0013] S700: Determining an offset change amount based on the load, the slope, and the acceleration, wherein the offset change amount includes an upshift speed point offset amount and a downshift speed point offset amount;

[0014] S800: Performing an offset correction on the vehicle speed point information and continuing for a first set time, wherein the offset correction on the vehicle speed point information includes: reducing the upshift vehicle speed point of the current gear by the upshift vehicle speed point offset on the existing basis, and increasing the downshift vehicle speed point of the current gear by the downshift vehicle speed point offset on the existing basis.

[0015] As a preferred technical solution of the hybrid power system shift control method, the driving parameter also includes the current gear position of the vehicle; in S200, obtaining the shift demand during vehicle movement includes:

[0016] Confirm that the vehicle started successfully;

[0017] Determining vehicle speed point information based on the current gear and the throttle opening, the vehicle speed point information including an upshift vehicle speed point of the current gear and a downshift vehicle speed point of the current gear;

[0018] determining whether the vehicle speed is between an upshift speed point for the current gear and a downshift speed point for the current gear;

[0019] If not, it is confirmed that there is a gear shift demand during the vehicle's movement.

[0020] As a preferred technical solution of the hybrid power system shift control method, in S200, obtaining the shift demand during vehicle movement also includes, between confirming successful vehicle start and determining vehicle speed point information based on the current gear position and the throttle opening:

[0021] Get the turning radius of the road where the vehicle is located;

[0022] Determining whether the slope is outside a preset slope range and the turning radius is outside a preset radius range;

[0023] If so, confirm that the vehicle can shift freely.

[0024] As a preferred technical solution for the hybrid system shifting control method, if the slope is within the preset slope range, or the turning radius is within the preset radius range, shifting is prohibited, and the vehicle is allowed to shift freely until the slope is outside the preset slope range, the turning radius is outside the preset radius range, and continues for a preset time.

[0025] As a preferred technical solution of the hybrid power system shift control method, in S400, evaluating whether the vehicle can remain stable in the preselected gear after shifting to the preselected gear based on the throttle opening and vehicle speed includes:

[0026] determining, based on the throttle opening and the preselected gear, preselected vehicle speed point information after the vehicle is switched to the preselected gear, the preselected vehicle speed point information including an upshift vehicle speed point of the preselected gear and a downshift vehicle speed point of the preselected gear;

[0027] determining whether the vehicle speed is between an upshift vehicle speed point of the preselected gear and a downshift vehicle speed point of the preselected gear;

[0028] If so, the vehicle can remain stable in the gear after switching to the preselected gear; if not, the vehicle cannot remain stable in the gear after switching to the preselected gear.

[0029] As a preferred technical solution of the hybrid power system shift control method, in S300, determining the target shift interval based on the load, the slope, and the acceleration includes:

[0030] Obtaining a first correlation between load, slope, acceleration, and target shift interval;

[0031] A target shift section is determined based on the first association, the load, the slope, and the acceleration.

[0032] On the other hand, the present invention also provides a hybrid power system shift control device, comprising:

[0033] A parameter acquisition module is used to acquire the vehicle's driving parameters, including the vehicle's acceleration, load, slope, throttle opening and speed;

[0034] A gear shift requirement confirmation module is used to confirm whether the vehicle has a gear shift requirement during travel;

[0035] a target shift interval determining module, configured to determine a target shift interval based on the load, the slope, and the acceleration, wherein each gear within the target shift interval is defined as a preselected gear;

[0036] a target gear position determination module for evaluating, based on the throttle opening and vehicle speed, whether the vehicle can remain stable in the gear after switching to each of the preselected gear positions, and selecting the preselected gear position that can remain stable in the gear position as the target gear position for selection;

[0037] The gear shift execution module is used to, when the vehicle performs an upshift operation, use the highest gear among the target gears to be selected as the upshift target gear and switch the current gear of the vehicle to the upshift target gear; or, when the vehicle performs a downshift operation, use the lowest gear among the target gears to be selected as the downshift target gear and switch the current gear of the vehicle to the downshift target gear.

[0038] On the other hand, the present invention also provides a vehicle, comprising an engine, a motor, a battery, a battery controller, and a gearbox, wherein the engine and the motor are drivingly connected, the motor and the gearbox are drivingly connected, and a clutch device is provided between the engine and the motor, the battery is connected to the motor, and the battery controller is used to detect the power level of the battery; the vehicle also includes:

[0039] Driving controller;

[0040] A throttle opening sensor, configured to collect the throttle opening of the vehicle and send the collected throttle opening to the driving controller;

[0041] An acceleration sensor, configured to collect the acceleration of the vehicle and send the collected acceleration to the driving controller;

[0042] A pressure sensor is used to collect the load of the vehicle and send the collected load to the driving controller;

[0043] A vehicle speed sensor, configured to collect the vehicle speed and send the collected vehicle speed to the driving controller;

[0044] A gyroscope, configured to collect the slope of the vehicle and send the collected slope to the driving controller;

[0045] a memory for storing one or more programs;

[0046] When the one or more programs are executed by the driving controller, the driving controller controls the vehicle to implement the hybrid power system shift control method described in any of the above solutions.

[0047] On the other hand, the present invention further provides a storage medium having a computer program stored thereon, which, when executed by a driving controller, enables the vehicle to implement the hybrid power system shift control method as described in any of the above solutions.

[0048] The beneficial effects of the present invention are:

[0049] The present invention provides a hybrid power system shift control method, device, vehicle and storage medium. The hybrid power system shift control method obtains the vehicle's driving parameters, and when it is confirmed that the vehicle has a shift demand during travel, determines a target shift range based on load, slope and acceleration; evaluates in sequence based on throttle opening and vehicle speed whether the vehicle can remain stable in each preselected gear after switching to the target shift range, and uses the preselected gear that can remain stable in gear as the target gear to be selected; when the vehicle performs an upshift operation, the highest gear among the target gears to be selected is used as the upshift target gear, and the current gear of the vehicle is switched to the upshift target gear; or, when the vehicle performs a downshift operation, the lowest gear among the target gears to be selected is used as the downshift target gear, and the current gear of the vehicle is switched to the downshift target gear, so as to ensure that the vehicle can remain in gear relatively stably after performing the shift operation, avoid the situation where the gear needs to be shifted again due to gear instability after shifting, and reduce the shifting frequency. BRIEF DESCRIPTION OF THE DRAWINGS

[0050] Figure 1 The process of the hybrid system shift control method in the embodiment of the present invention is as follows Figure 1 ;

[0051] Figure 2 The process of the hybrid system shift control method in the embodiment of the present invention is as follows Figure 2 ;

[0052] Figure 3 The process of the hybrid system shift control method in the embodiment of the present invention is as follows Figure 3 ;

[0053] Figure 4 The process of the hybrid system shift control method in the embodiment of the present invention is as follows Figure 4 ;

[0054] Figure 5 The process of the hybrid system shift control method in the embodiment of the present invention is as follows Figure 5 ;

[0055] Figure 6 Schematic diagram of the structure of a hybrid power system shift control device according to an embodiment of the present invention;

[0056] Figure 7 Schematic diagram of the structure of a vehicle in an embodiment of the present invention.

[0057] In the picture:

[0058] 10. Parameter acquisition module; 20. Gear shift requirement confirmation module; 30. Target gear shift range determination module; 40. Target gear position determination module; 50. Gear shift execution module;

[0059] 100, engine; 200, motor; 300, battery; 400, gearbox; 500, driving controller; 600, throttle opening sensor; 700, acceleration sensor; 800, pressure sensor; 900, vehicle speed sensor; 1000, gyroscope; 1100, memory. DETAILED DESCRIPTION

[0060] The technical solution of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the embodiments described are only some embodiments of the present invention, not all embodiments. All other embodiments obtained by ordinary technicians in this field based on the embodiments of the present invention without making any creative efforts shall fall within the scope of protection of the present invention.

[0061] The following describes embodiments of the present invention in detail. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended only to explain the present invention and are not to be construed as limiting the present invention.

[0062] The terms involved in this embodiment are explained as follows:

[0063] Gross mass: the sum of the mass of the vehicle when empty and the mass of the cargo loaded.

[0064] Slope: The slope of the road on which the vehicle is traveling can be divided into uphill and downhill. When the vehicle is moving forward, the power required by the vehicle increases when going uphill, and the power required by the vehicle decreases when going downhill.

[0065] Hybrid heavy-duty trucks: The mechanical power system of traditional vehicles is fuel tank-engine-transmission-final reducer to wheels. In addition to the traditional mechanical power system, the hybrid vehicle transmission system adds an electric path power system of battery-motor-transmission-final reducer-wheel.

[0066] Gearbox: A variable speed transmission mechanism that can be manipulated by a shift mechanism, which can amplify or reduce the speed and torque of the input shaft or output shaft.

[0067] Skip shift function: When the number of gears in the transmission is small, sequential shifting is generally adopted: 1st gear - 2nd gear - 3rd gear, etc. However, when the number of gears in the transmission is large, in order to avoid frequent gear shifting, skip shifting is required, such as directly shifting from 1st gear to 3rd gear.

[0068] Gear shifting process: The process of the gearbox switching from one gear to another. The process generally consists of clearing torque - disengaging the clutch - disengaging the gear - synchronizing - selecting the gear - engaging the gear - closing the clutch.

[0069] Clutch solenoid valve: It controls the air intake and exhaust of the cylinder to realize the separation and combination of the driving plate and the driven plate of the clutch, which is equivalent to the switch of the cylinder.

[0070] Clutch control: mainly refers to controlling the speed and target position of clutch separation and engagement. This part of the control is achieved through the clutch's intake and exhaust solenoid valves.

[0071] Engine control mode: The engine is controlled with the required torque or required speed as the target. For example, when the engine speed is the control target, it is called the engine speed control mode; when the engine torque is the control target, it is called the engine torque control mode.

[0072] Motor control mode: The motor is controlled based on the required torque or required speed. For example, when the motor speed is the control target, it is called the motor speed control mode; when the motor torque is the control target, it is called the motor torque control mode.

[0073] Vehicle control mode: divided into pure electric control mode, engine control mode and hybrid power control mode. When the motor alone drives the vehicle, it is called pure electric control mode, when the engine alone drives the vehicle, it is called engine control mode, and when both drive the vehicle together, it is called hybrid power control mode.

[0074] Example 1

[0075] In the prior art, in the gear and torque distribution control method of a parallel hybrid vehicle, when the vehicle is in a certain speed range, two or more gears may meet the conditions. In this scheme, the highest gear or the lowest gear among the gears that meet the conditions is selected to avoid frequent gear shifting caused by the vehicle gradually shifting gears. However, it is very likely that the vehicle cannot be guaranteed to be stable in the gear after switching to the highest gear or the lowest gear among the gears that meet the conditions. This will also cause the vehicle to switch gears, and the problem of frequent gear shifting still exists.

[0076] To address this issue, this embodiment provides a hybrid powertrain shift control method to address the aforementioned issues. The hybrid powertrain shift control method can be executed by a hybrid powertrain shift control device, which can be implemented in software and / or hardware and integrated into a vehicle with a hybrid powertrain.

[0077] Specifically, if Figure 1 As shown, the hybrid system shift control method includes the following steps:

[0078] S100: Acquire vehicle driving parameters.

[0079] Among them, driving parameters include the vehicle's acceleration, load, slope, throttle opening and speed; the vehicle's acceleration can be obtained through an acceleration sensor, the vehicle's load can be detected through a pressure sensor, the slope of the vehicle's current road section can be obtained through a gyroscope, the throttle opening can be obtained through a throttle opening sensor, and the vehicle's speed can be obtained through a speed sensor.

[0080] In addition, driving parameters also include the current gear and the battery's SOC. The current gear can be determined by a gear sensor or the ratio between the input speed and output speed of the transmission. The battery's SOC can be obtained through the battery controller.

[0081] S200: Confirming that there is a need to shift gears while the vehicle is moving.

[0082] S300: Determine a target shift range based on load, slope, and acceleration.

[0083] Each gear within the target shift range is defined as a preselected gear.

[0084] The target shift range is a set of gears that can be initially determined to be switchable from the current gear. The target shift range also includes at least one preselected gear. In this embodiment, each gear within the target shift range is defined as a preselected gear. Specifically, S300 includes the following steps:

[0085] S310: Obtaining a first correlation between load, slope, acceleration and target shift range.

[0086] A first correlation between load, slope, acceleration and target shift range may be pre-stored in the driving controller, and the first correlation may be obtained through a large number of experiments in the early stages.

[0087] S320: Determine a target shift range based on the first association relationship, load, slope, and acceleration.

[0088] S400: Based on the throttle opening and the vehicle speed, it is sequentially evaluated whether the vehicle can remain stable in each preselected gear after being switched to the preselected gear, and the preselected gear that can remain stable in the gear is selected as the target gear to be selected.

[0089] Specifically, evaluating whether the vehicle can remain stable in the preselected gear after being switched to the preselected gear based on the throttle opening and the vehicle speed includes the following steps:

[0090] S410: Determine preselected vehicle speed point information after the vehicle is switched to the preselected gear based on the throttle opening and the preselected gear. The preselected vehicle speed point information includes an upshift vehicle speed point of the preselected gear and a downshift vehicle speed point of the preselected gear.

[0091] A map 1 containing the current throttle opening, preselected gear, and preselected speed point information can be pre-stored in the vehicle controller. The corresponding preselected speed point information can be retrieved from the map 1 using the current throttle opening and preselected gear. The map 1 can be obtained through extensive early experiments.

[0092] S420: Determine whether the vehicle speed is between the upshift speed point of the preselected gear and the downshift speed point of the preselected gear.

[0093] If yes, then after the vehicle switches to the pre-selected gear, the vehicle speed can match the pre-selected gear and can remain stable in the gear, and the pre-selected gear can be used as the target gear to be selected. If no, then after the vehicle switches to the pre-selected gear, it will continue to switch gears and will not remain stable in the gear, and the pre-selected gear is not suitable as the target gear to be selected.

[0094] By repeating steps S410-S420 and evaluating each pre-selected gear, all target gears can be selected. When the vehicle is in a certain speed range, two or more gears may meet the shifting conditions, so there may be one or more target gears to be selected, depending on the specific vehicle model and speed.

[0095] S500: When the vehicle performs an upshift operation, the highest gear among the target gears to be selected is used as the upshift target gear, and the current gear of the vehicle is switched to the upshift target gear; or, when the vehicle performs a downshift operation, the lowest gear among the target gears to be selected is used as the downshift target gear, and the current gear of the vehicle is switched to the downshift target gear.

[0096] In step S500, if an upshift operation is being performed, if there are multiple gears between the current gear and the target gear, sequential upshifting can be avoided, thereby reducing the upshift frequency. Similarly, if a downshift operation is being performed, if there are multiple gears between the current gear and the target gear, sequential downshifting can be avoided, thereby also reducing the upshift frequency.

[0097] The hybrid system shift control method provided in this embodiment obtains the vehicle's driving parameters, and when it is confirmed that the vehicle has a shift demand during travel, determines the target shift range based on load, slope and acceleration; evaluates in sequence based on throttle opening and vehicle speed whether the vehicle can remain stable in each preselected gear after switching to the target shift range, and uses the preselected gear that can remain stable in gear as the to-be-selected target gear; when the vehicle performs an upshift operation, the highest gear among the to-be-selected target gears is used as the upshift target gear, and the current gear of the vehicle is switched to the upshift target gear; or, when the vehicle performs a downshift operation, the lowest gear among the to-be-selected target gears is used as the downshift target gear, and the current gear of the vehicle is switched to the downshift target gear, which can ensure that the vehicle can remain in gear relatively stably after performing the shift operation, avoid the situation where the vehicle needs to shift gear again due to gear instability after shifting, and reduce the shifting frequency.

[0098] Optionally, the hybrid system shift control method further includes the following steps after S500:

[0099] S600: Determine vehicle speed point information based on the current gear position and throttle opening.

[0100] The vehicle speed point information includes the vehicle speed point for upshifting the current gear and the vehicle speed point for downshifting the current gear.

[0101] It is understandable that the current gear position in S600 refers to the upshift target gear position after the upshift operation, or the downshift target gear position after the downshift operation.

[0102] S700: Determine an offset change amount based on the load, the slope, and the acceleration. The offset change amount includes an upshift vehicle speed point offset amount and a downshift vehicle speed point offset amount.

[0103] The offset change includes the upshift speed point offset and the downshift speed point offset. A map2 of load, slope, acceleration, and offset change can be pre-stored in the vehicle controller. The corresponding offset change can be retrieved from the acquired load, slope, and acceleration map2. This map2 can be obtained through extensive early experimentation.

[0104] S800: Perform offset correction on the vehicle speed point information and continue for a first set time.

[0105] The offset correction of the vehicle speed point information includes: reducing the upshift vehicle speed point of the current gear by the upshift vehicle speed point offset on an existing basis, and increasing the downshift vehicle speed point of the current gear by the downshift vehicle speed point offset on an existing basis.

[0106] The gear position one higher than the target gear position is defined as the first gear position, and the gear position one lower than the target gear position is defined as the second gear position. Through steps S600 to S210, after the gear shift operation, the overlap between the vehicle speed point information of the current gear position and the vehicle speed point information of the first gear position can be reduced or eliminated, and the overlap between the vehicle speed point information of the current gear position and the vehicle speed point information of the second gear position can be reduced or eliminated. This further avoids the problem of upshifting and downshifting after the gear shift, and the problem can be maintained for at least a first set time. The first set time can be set as needed.

[0107] Alternatively, as Figure 2 As shown, in step S200, confirming that there is a shift requirement during the vehicle's travel includes the following steps:

[0108] S210: Confirm that the vehicle has started successfully.

[0109] Specifically, whether the vehicle has successfully started can be determined by whether the vehicle speed exceeds a preset speed. When the vehicle speed exceeds the preset speed, the vehicle is confirmed to have successfully started. The preset speed can be set as needed.

[0110] S220: Determine vehicle speed point information based on the current gear position and the throttle opening, where the vehicle speed point information includes an upshift vehicle speed point for the current gear position and a downshift vehicle speed point for the current gear position.

[0111] The speed point information includes the current gear's upshift speed point and the current gear's downshift speed point. Both the current gear's upshift speed point and the current gear's downshift speed point are speed point values, and the current gear's downshift speed point value is smaller than the current gear's upshift speed point value. In this embodiment, the driving controller pre-stores a Map3 containing the current gear, throttle opening, and speed point information. The corresponding previous speed point information can be retrieved from Map3 using the current gear and throttle opening. Map3 can be obtained through extensive prior experimentation.

[0112] S230: Determine whether the vehicle speed is between the upshift speed point of the current gear and the downshift speed point of the current gear.

[0113] If not, it is determined that there is a gear shift requirement during the vehicle's travel; if so, it is determined that there is no gear shift requirement during the vehicle's travel, and S210 is repeated.

[0114] Among them, when the vehicle speed is between the upshift speed point of the current gear and the downshift speed point of the current gear, it indicates that the vehicle speed and the current gear are matched, the gear shifting condition is not met and there is no need to shift; when the vehicle speed is less than the downshift speed point of the current gear, it indicates that the vehicle speed and the current gear are not matched, the gear shifting condition is met and the vehicle needs to downshift, and the downshift operation will be performed in the subsequent step S500; when the vehicle speed is greater than the upshift speed point of the current gear, it indicates that the vehicle speed and the current gear are also not matched, the gear shifting condition is met and the vehicle needs to upshift, and the upshift operation will be performed in the subsequent step S500.

[0115] Optionally, S200 further includes the following steps between S210 and S220:

[0116] S211: Obtain the turning radius of the road on which the vehicle is located.

[0117] The turning radius of the road on which the vehicle is located can be determined by the navigation system.

[0118] S212: Determine whether the slope is outside a preset slope range and the turning radius is outside a preset radius range;

[0119] If yes, execute S213; if no, execute S214.

[0120] S213: Confirm that the vehicle can shift gears freely, and execute S220.

[0121] S214: Gear shifting prohibited.

[0122] S215: Determine whether the slope is outside the preset slope range and the turning radius is outside the preset radius range, and whether the conditions last for at least a preset time.

[0123] If yes, execute S213; if no, repeat S214.

[0124] When the slope is outside the preset slope range and the turning radius is outside the preset radius range, the vehicle can now travel normally. When the slope is within the preset slope range or the turning radius is within the preset radius range, it indicates that the vehicle is currently traveling on a curve and / or a slight slope, which may lead to frequent gear shifting. Shifting is prohibited to avoid frequent shifting when the vehicle is traveling on a curve and / or a slight slope. After shifting is prohibited, if the slope and turning radius are again outside the preset slope range and remain outside the preset radius range for at least a preset time, it indicates that the vehicle has exited the curve and / or the slight slope, and free shifting is allowed again.

[0125] In other embodiments, step S200 may also be obtained by interacting with the vehicle controller.

[0126] Alternatively, as Figure 3 and Figure 4 As shown, in step S210, confirming that the vehicle has started successfully includes the following steps:

[0127] S1000: Acquire the driver's driving intention, the battery's SOC, and the required torque for vehicle starting.

[0128] When the driver's driving intention is the power mode, or the SOC of the battery is less than the set power, or the required torque for starting the vehicle is greater than the set torque, S1100 is executed.

[0129] When the driver's driving intention is the economy mode, the SOC of the battery is not less than the set power, and the required torque for starting the vehicle is not greater than the set torque, S1010 is executed.

[0130] The driver's driving intention includes starting in economy mode and starting in power mode. The vehicle is equipped with a toggle button for starting in economy mode and power mode, and the driver's driving intention can be determined by the position of the toggle button. Starting in economy mode corresponds to pure electric mode, while starting in power mode corresponds to hybrid mode. The battery's state of charge (SOC) can be obtained through interaction with the vehicle's battery controller. The required torque for starting the vehicle can be queried through a map 4 of the vehicle's load, slope, and required torque. This map 4 was obtained through extensive preliminary experiments. The set power and set torque can be set as needed.

[0131] S1100: Determine whether the vehicle starts in hybrid mode.

[0132] In this embodiment, the hybrid vehicle specifically adopts a P2 configuration, with the electric motor located between the engine and transmission, and a clutch device interposed between the engine and motor. The clutch device engages and disengages to distribute torque between the engine and motor, enabling both pure electric and hybrid mode starts. When the vehicle starts in hybrid mode, both the electric motor and the engine provide torque.

[0133] S1200: Obtain the vehicle's load and the slope of the road on which the vehicle is located.

[0134] S1300: Determine a first starting gear and a first gear range based on the load and the slope, the first starting gear being within the first gear range.

[0135] The vehicle controller can pre-store a map 4 for load, slope, and first starting gear, as well as a map 5 for load, slope, and first gear range. The corresponding first starting gear can be found in map 4 based on the collected load and slope, and the corresponding first gear range can be found in map 5. Both map 4 and map 5 can be obtained through extensive early experiments.

[0136] The first gear range includes at least two gears. For example, the first gear range includes three gears, namely low gear, middle gear, and high gear. The first starting gear can be one of the low gear, middle gear, and high gear, which is related to the vehicle load and slope.

[0137] S1400: Determine a first torque step of the motor based on the load and the slope.

[0138] A second correlation between the load, slope, and the first torque step of the motor can be pre-stored in the vehicle controller, and the corresponding first torque step of the motor can be queried from the second correlation using the collected load and slope. The second correlation can be obtained through a large number of early experiments.

[0139] S1500: Determine a duty cycle of a solenoid valve of a clutch for a first starting gear based on the load and the slope.

[0140] The solenoid valve of the first starting gear clutch controls the engagement and disengagement of the first starting gear clutch. A map 6 for load, slope, first starting gear, and duty cycle can be pre-stored in the vehicle controller. The corresponding duty cycle can be retrieved from the map 6 using the collected load, slope, and first starting gear. The map 6 can be obtained through extensive early experimentation.

[0141] S1600: Acquire the accelerator pedal opening of the vehicle, and determine a virtual throttle signal value based on the accelerator pedal opening.

[0142] The virtual throttle signal value is used to indicate the driver's driving intention. A map (7) of throttle pedal opening and virtual throttle signal values ​​can be pre-stored in the vehicle controller. The corresponding virtual throttle signal value can be retrieved from the map (7) using the acquired throttle pedal opening. The throttle pedal opening can be obtained using a position sensor installed on the throttle pedal. The map (7) can be obtained through extensive early experiments.

[0143] S1700: Determine the target speed of the engine and the target torque of the motor based on the load, slope, and virtual throttle signal value.

[0144] The target speed of the engine is the speed of the engine before the clutch of the first starting gear is engaged, but the target speed of the engine will decrease due to the influence of the load during the engagement process of the clutch of the first starting gear. The target torque of the motor is the output torque that the motor can achieve after the clutch of the first starting gear is engaged. A third relationship diagram of the load, slope, virtual throttle signal value and the target speed of the engine, as well as a fourth relationship diagram of the load, slope, virtual throttle signal value and the target torque of the motor can be pre-stored in the driving controller. The corresponding target speed of the engine can be queried from the third relationship diagram through the collected load, slope and virtual throttle signal value. The corresponding target torque of the motor can be queried from the fourth relationship diagram through the collected load, slope and virtual throttle signal value. Both the third relationship diagram and the fourth relationship diagram can be obtained through a large number of preliminary experiments.

[0145] S1800: The engine rotates at the target speed.

[0146] S1900: Starting the vehicle in the first starting gear.

[0147] The method of starting the vehicle in the first starting gear comprises the following steps:

[0148] The clutch of the first starting gear is engaged to the slip point; the solenoid valve is operated at a duty cycle to make the clutch of the first starting gear continue to engage toward the full engagement point, and at the same time, the torque of the motor is increased by a first torque step per unit time.

[0149] In the process of engaging the clutch of the first starting gear to the slip point, the driving plate and the driven plate of the clutch have not yet contacted, so the clutch of the first starting gear can be engaged at the fastest speed to reduce the gear selection time.

[0150] S2000: Get the engine speed.

[0151] The real-time engine speed can be obtained through the speed sensor.

[0152] S2100: Determine whether the difference between the rotational speed and the target rotational speed is less than a preset difference.

[0153] The preset difference value can be set according to actual needs.

[0154] If it is less than, execute S2200. If it is not less than, execute S2700.

[0155] S2200: There is no risk of engine stalling.

[0156] When the difference between the speed and the target speed is less than the preset difference, it indicates that the engine speed reduction is normal, which is within the range of the influence of the load on the engine speed during normal vehicle starting, which means that there is no risk of the engine stalling.

[0157] S2300: Obtain vehicle speed.

[0158] S2400: Determine whether the vehicle speed is less than a first preset vehicle speed.

[0159] The first preset vehicle speed can be set according to actual needs.

[0160] If it is not less than, it is confirmed that the vehicle has started successfully; if it is less than, execute S2500.

[0161] When the vehicle speed is not less than the first preset speed, it indicates that the vehicle speed has increased to within the normal driving range, indicating that the vehicle has successfully started. When the vehicle speed is less than the first preset speed, it indicates that the vehicle speed is too low, indicating that the vehicle has not successfully started. This may be because the first starting gear is too high and the starting gear needs to be lowered.

[0162] S2500: Determine whether there is a first backup gear lower than the first starting gear in the first gear range.

[0163] If it exists, execute S2600; if it does not exist, end.

[0164] When there is a first backup gear lower than the first starting gear in the first gear range, it indicates that the vehicle can continue to downshift and start. If not, it indicates that the vehicle cannot start normally at this time, which may be caused by excessive load and / or excessive slope.

[0165] S2600: The first standby gear is used as the new first starting gear, and S1900 is executed again.

[0166] S2700: There is a risk of engine stalling, and the number of times the engine has been at risk of stalling is accumulated.

[0167] S2800: Quickly disengage the clutch in the first starting gear.

[0168] The clutch can be quickly separated by the quick separation solenoid valve.

[0169] S2900: Determine whether the number of times the engine is at risk of stalling exceeds a set number.

[0170] If not, execute S3000; if exceeded, end.

[0171] It is understood that the vehicle downshift start cannot be repeated indefinitely, otherwise there will be certain safety hazards. Therefore, the number of times the engine is at risk of stalling can be limited. For example, the set number of times can be set to 2. In other embodiments, it can also be set as needed.

[0172] S3000: Reduce the duty cycle of the solenoid valve of the clutch in the first starting gear by a set value on the existing basis, increase the virtual throttle signal value by a set multiple on the existing basis, increase the first torque step by a set value on the existing basis, and re-execute S1700.

[0173] like Figure 5 As shown, in step S1000, when the driver's driving intention is the economy mode, the SOC parameter of the battery is not less than the set power, and the required torque for starting the vehicle is not greater than the set torque, the following steps are performed:

[0174] S1010: Determine that the vehicle starts in pure electric mode.

[0175] S1011: Obtain the vehicle's load and the slope of the road.

[0176] S1012: Determine a second starting gear and a second gear range based on the load and the slope.

[0177] Among them, the second starting gear is located in the second gear range.

[0178] The vehicle controller can pre-store a map 8 for load, slope, and second starting gear, as well as a map 9 for load, slope, and second gear range. The collected load and slope can be used to query the corresponding second starting gear from map 8, and the corresponding second gear range from map 9. Both map 8 and map 9 can be obtained through extensive early experiments.

[0179] S1013: Determine a second torque step of the motor based on the load and the slope.

[0180] A map 10 of load, slope, and the second torque step of the motor can be pre-stored in the vehicle controller. The corresponding second torque step of the motor can be queried from the map 10 based on the collected load and slope. The map 10 can be obtained through a large number of early experiments.

[0181] S1014: Control the vehicle to start at the second starting gear, and increase the torque of the motor by a second torque step per unit time.

[0182] S1015: Obtain the vehicle speed after the second set time.

[0183] S1016: Determine whether the vehicle speed is not less than a second preset vehicle speed.

[0184] The second set time and the second preset vehicle speed can be set according to actual needs.

[0185] If yes, confirm that the vehicle started successfully; if no, execute S1017.

[0186] S1017: Determine whether there is a second standby gear lower than the second starting gear in the second gear range.

[0187] If it exists, execute S1018; if it does not exist, execute S1100.

[0188] S1018: Set the second standby gear as the new second starting gear, and execute S1014 again.

[0189] Steps S1010 to S1018 enable the vehicle to start in pure power mode in the second starting gear that matches the load and slope, ensuring the reliability of the starting gear selection. If normal start is not possible, a downshift can be performed within the second gear range if conditions permit. If not, the vehicle can start in hybrid mode.

[0190] Example 2

[0191] This embodiment provides a hybrid power system shift control device, which is used to execute the hybrid power system shift control method in the first embodiment.

[0192] like Figure 6 As shown, the hybrid system shift control device includes a parameter acquisition module 10 , a shift demand confirmation module 20 , a target shift interval determination module 30 , a target gear position determination module 40 and a shift execution module 50 .

[0193] Among them, the parameter acquisition module 10 is used to obtain the driving parameters of the vehicle; the gear shifting requirement confirmation module 20 is used to confirm whether the vehicle has a gear shifting requirement during its travel; the target gear shifting interval determination module 30 is used to determine the target gear shifting interval based on load, slope and acceleration, and each gear in the target gear shifting interval is defined as a pre-selected gear; the target gear to be selected determination module 40 is used to evaluate in sequence based on the throttle opening and vehicle speed whether the vehicle can remain stable in the gear after switching to each pre-selected gear, and use the pre-selected gear that can remain stable in the gear as the target gear to be selected; the gear shifting execution module 50 is used to use the highest gear among the target gears to be selected as the target gear to be upshifted when the vehicle performs an upshift operation, and switch the current gear of the vehicle to the target gear to be upshifted; or, to use the lowest gear among the target gears to be selected as the target gear to be downshifted when the vehicle performs a downshift operation, and switch the current gear of the vehicle to the target gear to be downshifted.

[0194] The hybrid system shift control device provided in this embodiment obtains the vehicle's driving parameters through the parameter acquisition module 10; confirms that the vehicle has a shift demand during travel through the shift demand confirmation module 20; determines the target shift range based on load, slope and acceleration through the target shift range determination module 30, and each gear within the target shift range is defined as a pre-selected gear; evaluates whether the vehicle can remain stable in each pre-selected gear after switching to each pre-selected gear based on the throttle opening and vehicle speed through the to-be-selected target gear determination module 40, and uses the pre-selected gear that can remain stable in gear as the to-be-selected target gear; when the vehicle performs an upshift operation, the shift execution module 50 uses the highest gear among the to-be-selected target gears as the upshift target gear, and switches the vehicle's current gear to the upshift target gear; or, when the vehicle performs a downshift operation, uses the lowest gear among the to-be-selected target gears as the downshift target gear, and switches the vehicle's current gear to the downshift target gear. It can ensure that the vehicle can maintain the gear relatively stably after the gear shift operation, avoid the need to shift gears again due to gear instability after shifting, and reduce the frequency of gear shifting.

[0195] Example 3

[0196] like Figure 7 As shown, this embodiment provides a vehicle, which includes an engine 100, a motor 200, a battery 300, a gearbox 400, a driving controller 500, a throttle opening sensor 600, an acceleration sensor 700, a pressure sensor 800, a vehicle speed sensor 900, a gyroscope 1000, and a memory 1100. The engine 100, the motor 200, the battery 300, the gearbox 400, the driving controller 500, the throttle opening sensor 600, the acceleration sensor 700, the pressure sensor 800, the vehicle speed sensor 900, the gyroscope 1000, and the memory 1100 can be connected via a bus.

[0197] Specifically, the engine 100 and the motor 200 are transmission-connected, the motor 200 and the gearbox 400 are transmission-connected, and a clutch device is provided between the engine 100 and the motor 200, the battery 300 is connected to the motor 200, the throttle opening sensor 600 is used to collect the throttle opening of the vehicle and send the collected throttle opening to the driving controller 500; the acceleration sensor 700 is used to collect the acceleration of the vehicle and send the collected acceleration to the driving controller 500; the pressure sensor 800 is used to collect the load of the vehicle and send the collected load to the driving controller 500; the vehicle speed sensor 900 is used to collect the speed of the vehicle and send the collected speed to the driving controller 500; the gyroscope 1000 is used to collect the slope of the vehicle and send the collected slope to the driving controller 500.

[0198] In addition, the vehicle also includes a gear sensor and a battery controller. The gear sensor is used to detect the current gear position of the vehicle and send the detected current gear position to the driving controller 500; the battery controller is used to detect the state of charge (SOC) of the battery and send the detected battery SOC to the driving controller 500.

[0199] Memory 1000, as a computer-readable storage medium, can be used to store software programs, computer-executable programs, and modules, such as the program instructions / modules corresponding to the hybrid powertrain shift control method in the embodiments of the present invention. The vehicle controller 500 executes the software programs, instructions, and modules stored in memory 1000 to perform various vehicle functions and data processing, thereby implementing the hybrid powertrain shift control method in the embodiments described above.

[0200] Memory 1000 primarily includes a program storage area and a data storage area. The program storage area can store an operating system and at least one application required for a function; the data storage area can store data generated based on the terminal's usage. Furthermore, memory 1000 can include high-speed random access memory and non-volatile memory, such as at least one disk storage device, flash memory device, or other non-volatile solid-state memory device. In some instances, memory 1000 may further include memory remotely located from the vehicle controller 500, and these remote memories can be connected to the vehicle via a network. Examples of such networks include, but are not limited to, the Internet, corporate intranets, local area networks, mobile communication networks, and combinations thereof.

[0201] The vehicle provided in the third embodiment of the present invention and the hybrid power system shift control method provided in the above embodiment belong to the same inventive concept. For technical details not fully described in this embodiment, please refer to the above embodiment, and this embodiment has the same beneficial effects as executing the hybrid power system shift control method.

[0202] Example 4

[0203] The fourth embodiment of the present invention further provides a storage medium on which a computer program is stored. When the program is executed by a driving controller, the vehicle implements the hybrid power system shift control method as described in the above embodiment of the present invention.

[0204] Of course, the storage medium containing computer-executable instructions provided in an embodiment of the present invention is not limited to the operations in the hybrid power system shift control method described above, but can also execute related operations in the hybrid power system shift control method provided in an embodiment of the present invention, and has corresponding functions and beneficial effects.

[0205] Through the above description of the embodiments, those skilled in the art can clearly understand that the present invention can be implemented with the help of software and necessary general-purpose hardware. Of course, it can also be implemented with hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of the present invention, or the part that contributes to the existing technology, can be embodied in the form of a software product. The computer software product can be stored in a computer-readable storage medium, such as a computer floppy disk, read-only memory (ROM), random access memory (RAM), flash memory (FLASH), hard disk or optical disk, etc., and includes a number of instructions for enabling a computer device (which can be a robot, personal computer, server, or network device, etc.) to execute the hybrid power system shift control method described in each embodiment of the present invention.

[0206] Obviously, the above embodiments of the present invention are merely examples for the purpose of clearly illustrating the present invention, and are not intended to limit the embodiments of the present invention. Those skilled in the art will appreciate that other variations or modifications can be made based on the above description. It is not necessary and impossible to enumerate all embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention shall be included within the scope of protection of the claims of the present invention.

Claims

1. A hybrid power system shift control method, characterized in that: include: S100: Acquiring driving parameters of the vehicle, wherein the driving parameters include acceleration, load, slope, throttle opening, and vehicle speed; S200: confirming that there is a need to shift gears while the vehicle is moving; S300: determining a target shift range based on the load, the slope, and the acceleration, wherein each gear within the target shift range is defined as a preselected gear; S400: evaluating, based on the throttle opening and the vehicle speed, whether the vehicle can remain stable in each preselected gear after being shifted to the preselected gear, and selecting the preselected gear that can remain stable as the target gear to be selected; S500: When the vehicle is performing an upshift operation, the highest gear among the target gears to be selected is used as the upshift target gear, and the current gear of the vehicle is switched to the upshift target gear; or, when the vehicle is performing a downshift operation, the lowest gear among the target gears to be selected is used as the downshift target gear, and the current gear of the vehicle is switched to the downshift target gear; The driving parameters also include the current gear position of the vehicle. In S200, obtaining the gear shifting requirement during vehicle movement includes: Confirm that the vehicle started successfully; Determining vehicle speed point information based on the current gear and the throttle opening, the vehicle speed point information including an upshift vehicle speed point of the current gear and a downshift vehicle speed point of the current gear; determining whether the vehicle speed is between an upshift speed point for the current gear and a downshift speed point for the current gear; If not, it is confirmed that there is a need to shift gears while the vehicle is moving; In S400, evaluating whether the vehicle can remain stable in the preselected gear after being switched to the preselected gear based on the throttle opening and the vehicle speed includes: determining, based on the throttle opening and the preselected gear, preselected vehicle speed point information after the vehicle is switched to the preselected gear, the preselected vehicle speed point information including an upshift vehicle speed point of the preselected gear and a downshift vehicle speed point of the preselected gear; determining whether the vehicle speed is between an upshift vehicle speed point of the preselected gear and a downshift vehicle speed point of the preselected gear; If so, the vehicle can remain stable in the gear after switching to the preselected gear; if not, the vehicle cannot remain stable in the gear after switching to the preselected gear.

2. The hybrid power system shift control method according to claim 1, characterized in that: The driving parameters also include the current gear position of the vehicle; the hybrid system shift control method further includes the following steps after S500: S600: Determining vehicle speed point information based on the current gear position and the throttle opening, wherein the vehicle speed point information includes an upshift speed point for the current gear position and a downshift speed point for the current gear position; S700: Determining an offset change amount based on the load, the slope, and the acceleration, wherein the offset change amount includes an upshift speed point offset amount and a downshift speed point offset amount; S800: Performing an offset correction on the vehicle speed point information and continuing for a first set time, wherein the offset correction on the vehicle speed point information includes: reducing the upshift vehicle speed point of the current gear by the upshift vehicle speed point offset on the existing basis, and increasing the downshift vehicle speed point of the current gear by the downshift vehicle speed point offset on the existing basis.

3. The hybrid system shift control method according to claim 1, characterized in that: In S200, obtaining the gear shift requirement during vehicle movement also includes the following between confirming successful vehicle start and determining vehicle speed point information based on the current gear position and the throttle opening: Get the turning radius of the road where the vehicle is located; Determining whether the slope is outside a preset slope range and the turning radius is outside a preset radius range; If so, confirm that the vehicle can shift freely.

4. The hybrid power system shift control method according to claim 3, characterized in that: If the slope is within the preset slope range, or the turning radius is within the preset radius range, gear shifting is prohibited, and the vehicle is allowed to shift freely until the slope is outside the preset slope range, or the turning radius is outside the preset radius range, and continues for a preset time.

5. The hybrid power system shift control method according to claim 1, characterized in that: In S300, determining the target shift range based on the load, the slope, and the acceleration includes: Obtaining a first correlation between load, slope, acceleration, and target shift interval; A target shift section is determined based on the first association, the load, the slope, and the acceleration.

6. A hybrid power system shift control device, characterized in that: include: A parameter acquisition module is used to acquire the vehicle's driving parameters, including the vehicle's acceleration, load, slope, throttle opening and speed; A gear shift requirement confirmation module is used to confirm whether the vehicle has a gear shift requirement during travel; a target shift interval determining module, configured to determine a target shift interval based on the load, the slope, and the acceleration, wherein each gear within the target shift interval is defined as a preselected gear; a target gear position determination module for evaluating, based on the throttle opening and vehicle speed, whether the vehicle can remain stable in the gear after switching to each of the preselected gear positions, and selecting the preselected gear position that can remain stable in the gear position as the target gear position for selection; a gear shift execution module, configured to, when the vehicle is performing an upshift operation, use the highest gear among the target gears to be selected as the upshift target gear and switch the vehicle's current gear to the upshift target gear; or, when the vehicle is performing a downshift operation, use the lowest gear among the target gears to be selected as the downshift target gear and switch the vehicle's current gear to the downshift target gear; The driving parameters also include the current gear of the vehicle; Obtaining the gear shift requirements during vehicle movement includes: Confirm that the vehicle started successfully; Determining vehicle speed point information based on the current gear and the throttle opening, the vehicle speed point information including an upshift vehicle speed point of the current gear and a downshift vehicle speed point of the current gear; determining whether the vehicle speed is between an upshift speed point for the current gear and a downshift speed point for the current gear; If not, it is confirmed that there is a need to shift gears while the vehicle is moving; Evaluating whether the vehicle can remain stable in the preselected gear after being switched to the preselected gear based on the throttle opening and the vehicle speed includes: determining, based on the throttle opening and the preselected gear, preselected vehicle speed point information after the vehicle is switched to the preselected gear, the preselected vehicle speed point information including an upshift vehicle speed point of the preselected gear and a downshift vehicle speed point of the preselected gear; determining whether the vehicle speed is between an upshift vehicle speed point of the preselected gear and a downshift vehicle speed point of the preselected gear; If so, the vehicle can remain stable in the gear after switching to the preselected gear; if not, the vehicle cannot remain stable in the gear after switching to the preselected gear.

7. A vehicle comprising an engine, a motor, a battery and a gearbox, wherein the engine and the motor are in driving connection, the motor and the gearbox are in driving connection, a clutch device is provided between the engine and the motor, and the battery is connected to the motor; characterized in that: The vehicle further comprises: Driving controller; A throttle opening sensor, configured to collect the throttle opening of the vehicle and send the collected throttle opening to the driving controller; An acceleration sensor, configured to collect the acceleration of the vehicle and send the collected acceleration to the driving controller; A pressure sensor is used to collect the load of the vehicle and send the collected load to the driving controller; A vehicle speed sensor, configured to collect the vehicle speed and send the collected vehicle speed to the driving controller; A gyroscope, configured to collect the slope of the vehicle and send the collected slope to the driving controller; a memory for storing one or more programs; When the one or more programs are executed by the driving controller, the driving controller controls the vehicle to implement the hybrid power system shift control method according to any one of claims 1 to 5.

8. A storage medium having a computer program stored thereon, characterized in that: When the program is executed by the driving controller, the vehicle implements the hybrid power system shift control method according to any one of claims 1 to 5.

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