Power switching method, power switching device, and hybrid vehicle

Abstract

The present application relates to a power switching method, a power switching device, and a hybrid vehicle. The power switching method includes: a vehicle control module, in response to obtaining a first switching instruction, controls a generator and a clutch to perform initialization; controls the current torque of a crankshaft to increase to a first crankshaft torque and completes the closed-loop control of the clutch speed; analyzes a second crankshaft torque required to complete the switching to a parallel mode and target electrical parameters of a clutch control module, and adjusts the current torque of an engine and the current torque of the generator based on the second crankshaft torque, and the target electrical parameters are used to regulate the current pressure of the clutch; wherein, the second crankshaft torque is greater than the first crankshaft torque; in response to the generator, the engine, and the clutch meeting a preset completion condition, it is determined that the torque power switching is completed. Using this method can optimize the power switching process, improve the vehicle's torque switching efficiency, is beneficial to shortening the time to switch to the parallel mode, and improves the timeliness of power response.

Description

Technical Field

[0001] The present application relates to the technical field of hybrid vehicles, and particularly to a power switching method, a power switching device, and a hybrid vehicle. Background Art

[0002] The vehicle working modes of a series-parallel hybrid vehicle may include a series mode, a parallel mode, etc. During the switching process between the series mode and the parallel mode, especially when switching from the series mode to the parallel mode, the vehicle torque switching efficiency can to a certain extent reflect the pros and cons of the vehicle performance. However, in the existing related technologies, problems such as slow vehicle power response are likely to occur. Summary of the Invention

[0003] Based on this, in view of the above technical problems, it is necessary to provide a power switching method, a power switching device, and a hybrid vehicle that can optimize the power switching process, improve the vehicle torque switching efficiency, facilitate shortening the time to switch to the parallel mode, and improve the timeliness of power response.

[0004] On the one hand, a power switching method is provided. The power switching method includes: a vehicle control module responds to obtaining a first switching instruction to control the initialization of a generator and a clutch; wherein, the first switching instruction is used to indicate switching the vehicle working mode to the parallel mode; controlling the current torque of the crankshaft to increase to a first crankshaft torque and completing the clutch speed closed-loop control; analyzing the second crankshaft torque required to complete the switching to the parallel mode and the target electrical parameters of the clutch control module, and adjusting the current torque of the engine and the current torque of the generator based on the second crankshaft torque, and the target electrical parameters are used to regulate the current pressure of the clutch; wherein, the second crankshaft torque is greater than the first crankshaft torque; in response to the generator, the engine, and the clutch meeting the preset completion conditions, it is determined that the torque power switching is completed.

[0005] In an embodiment of the present application, controlling the current torque of the crankshaft to increase to the first crankshaft torque includes: controlling the target working mode of the generator to be torque control; obtaining a combination of vehicle information parameters, searching for a crankshaft pre-torque parameter matching the combination of vehicle information parameters, and using it as the first crankshaft torque; controlling the crankshaft to perform torque recovery and monitoring the current torque of the crankshaft until the current torque of the crankshaft is not less than the first crankshaft torque, then it is determined that the crankshaft torque recovery target is completed.

[0006] In an embodiment of the present application, the clutch speed closed-loop control includes: periodically analyzing the target pressure of the clutch and analyzing the base current value of the clutch control module; using the current speed of the engine to correct the base current value to obtain the target current value of the clutch control module to regulate the current pressure of the clutch until the engine speed difference is not greater than a preset speed difference; wherein, the engine speed difference is the difference between the current speed of the engine and the target speed of the engine.

[0007] In an embodiment of the present application, correcting the base current value using the current engine speed to obtain the target current value of the clutch control module includes: obtaining the transmission oil temperature, finding the control coefficient matching the transmission oil temperature, using the engine speed difference as a control factor, performing a control algorithm process on the control factor using the control coefficient to obtain a current correction value; and adding the base current value and the current correction value as the target current value.

[0008] In an embodiment of the present application, using the engine speed difference as a control factor includes: performing a first constraint on the engine speed difference to form a control factor; and / or, using the result of adding the base current value and the current correction value as the target current value includes: performing a second constraint on the result of adding the base current value and the current correction value to obtain the target current value.

[0009] In an embodiment of the present application, parsing the clutch target pressure and parsing the base current value of the clutch control module includes: obtaining a combination of vehicle information parameters, finding the clutch target pressure matching the combination of vehicle information parameters; and finding the current value of the clutch control module matching the clutch target pressure and the transmission oil temperature as the base current value.

[0010] In an embodiment of the present application, adjusting the current torque of the generator includes: obtaining the vehicle demand torque and the current speed of the generator; parsing a combination of generator constraint parameters using the vehicle demand torque and the current speed of the generator; wherein the combination of generator constraint parameters is used to constrain the generator torque reduction gradient; and controlling the current torque of the generator to gradually decrease to zero by constraining the current torque reduction gradient of the generator using the combination of generator constraint parameters.

[0011] In an embodiment of the present application, adjusting the current torque of the engine includes: obtaining the current driving mode of the vehicle, the vehicle demand torque, and the current speed of the engine; parsing the base torque of the engine using the vehicle demand torque and the current speed of the engine; parsing a combination of engine constraint parameters using the current driving mode of the vehicle; wherein the combination of engine constraint parameters is used to indicate the economic constraint of the engine torque; and obtaining the target torque of the engine by constraining the base torque of the engine using the combination of engine constraint parameters.

[0012] In an embodiment of the present application, parsing the second crankshaft torque for completing the switching to the parallel mode demand and the target electrical parameters of the clutch control module includes: parsing the second crankshaft torque based on the vehicle demand torque and the actual engine speed; parsing the clutch target pressure matching the current crankshaft torque and the vehicle speed and constrained by the clutch constraint parameter combination; wherein the clutch constraint parameter combination is used to indicate the clutch pressure change gradient constraint; and parsing the target current value of the clutch control module matching the clutch target pressure and the transmission oil temperature in combination with the clutch target pressure and the transmission oil temperature.

[0013] In one embodiment of the present application, the power switching method further includes: the vehicle control module controls the acquisition of at least one switching influencing factor in response to obtaining a switching instruction; wherein, the at least one switching influencing factor includes at least one of an accelerator pedal opening factor, a transmission oil temperature factor, and / or a clutch friction plate temperature factor, and a system fault status factor; determining whether the at least one collected switching influencing factor meets the activation condition; in response to meeting the activation condition, it is determined that a first switching instruction is obtained; in response to not meeting the activation condition, it is determined that a second switching instruction is obtained; wherein, the second switching instruction is used to instruct to use the generator to switch the vehicle operating mode by means of a conventional torque switching method.

[0014] On the other hand, a power switching device is provided. The power switching device includes: a communication module and a vehicle control module; the communication module is used to connect to each component of the hybrid vehicle; the vehicle control module is connected to the communication module and is used to implement the power switching method in any of the above embodiments.

[0015] On yet another aspect, a hybrid vehicle is provided. The hybrid vehicle includes: a vehicle body and the above-mentioned power switching device; and is used to perform torque power switching by means of the power switching method in any of the above embodiments.

[0016] For the above-mentioned power switching method, power switching device, and hybrid vehicle, different from the related art, when the vehicle operating mode needs to be switched to the parallel mode in the present application, the vehicle control module can control the current torque of the crankshaft to be increased to the first crankshaft torque and complete the closed-loop control of the clutch speed. In response to the current torque of the crankshaft being increased to the first torque, while increasing the current torque of the crankshaft to the second crankshaft torque, the output electric energy of the clutch control module is adjusted to simultaneously adjust the current pressure and related speed of the clutch. That is to say, the present application can first establish a certain torque capacity, and when a certain torque is reached, while increasing the torque, the speed is regulated, so as to shorten the time to reach the target torque and target speed. At the same time, during the power switching process, the generator and the clutch are combined for switching, which is beneficial to improving the overall vehicle torque power switching efficiency. In other words, the present application can optimize the power switching process, improve the overall vehicle torque switching efficiency, is beneficial to shortening the time to switch to the parallel mode, and further improves the timeliness of power response. At the same time, the present application also checks the generator, engine, clutch, etc., which is beneficial to ensuring the completion of torque power switching and improving the reliability of the power switching process. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 It is a schematic flow chart of an embodiment of the power switching method of the present application;

[0018] Figure 2It is a schematic flowchart of another embodiment of the power switching method of the present application;

[0019] Figure 3 It is a schematic flowchart of an embodiment of the clutch speed closed-loop control method of the present application;

[0020] Figure 4 It is a schematic curve diagram of an embodiment of the engine universal characteristic curve of the present application;

[0021] Figure 5 It is a schematic structural diagram of an embodiment of the power switching device of the present application;

[0022] Figure 6 It is a schematic structural diagram of an embodiment of the hybrid vehicle of the present application. Detailed Description of the Invention

[0023] In order to make the objectives, technical solutions and advantages of the present application clearer, the present application will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and are not used to limit the present application.

[0024] To solve the technical problem of slow response during the power switching process in related technologies, the present application provides a power switching method. The power switching method can be applied to environments such as vehicle test fixtures and hybrid vehicles. In the present application, the power switching method applied to a hybrid vehicle is taken as an example for elaboration.

[0025] The hybrid vehicle can specifically be a series-parallel hybrid vehicle. The vehicle working modes can at least include a series mode and a parallel mode, and can also include a pure electric mode, a pure engine mode, etc., which are not limited herein. And, the hybrid vehicle can switch between multiple vehicle working modes in series.

[0026] Among them, in the series mode, the engine drives the generator, the generator drives the motor, and the motor drives the vehicle drive wheels connected thereto to rotate, so as to drive the hybrid vehicle to travel.

[0027] In the parallel mode, the engine and the power battery - motor output mechanical energy simultaneously to drive the vehicle drive wheels to rotate, so as to drive the hybrid vehicle to travel.

[0028] The following elaborates in detail on switching from the series mode to the parallel mode using the power switching method of the present application.

[0029] In one embodiment, as Figure 1 shown, a power switching method is provided, Figure 1 which is a schematic flowchart of an embodiment of the power switching method of the present application.

[0030] S101: In response to obtaining the first switching instruction, the vehicle control module controls the initialization of the generator and the clutch; wherein, the first switching instruction is used to indicate switching the vehicle working mode to the parallel mode.

[0031] In this embodiment, the first switching instruction may specifically be used to indicate that the vehicle working mode switches from the series mode to the parallel mode.

[0032] In response to obtaining the first switching instruction, entering the initialization stage, the vehicle control module controls the initialization of the generator and the clutch. In the initialization stage, pre-speed regulation of the generator and oil filling of the clutch can be respectively achieved.

[0033] S102: Control the current torque of the crankshaft to increase to the first crankshaft torque and complete the clutch speed closed-loop control.

[0034] In this embodiment, the crankshaft is one of the components of the engine. The crankshaft can bear the force transmitted by the connecting rod and convert it into torque, which is output through the crankshaft and drives other accessories on the engine to work.

[0035] In response to completing the initialization stage, enter the torque recovery stage. In the torque recovery stage, the vehicle control module controls to complete the crankshaft torque recovery target and the clutch speed closed-loop control target.

[0036] As the name implies, the crankshaft torque recovery target is to control and change the current torque of the crankshaft. Specifically, the current torque of the crankshaft can be increased to the first crankshaft torque.

[0037] Clutch speed closed-loop control means that the clutch and the speed can form feedback and control each other to achieve the closed-loop control between the clutch and the speed. Among them, the speed can be the current engine speed, vehicle speed, etc.

[0038] In this stage, the current torque of the crankshaft can be increased to the first crankshaft torque in advance and the torque capacity can be established to facilitate subsequent speed synchronization.

[0039] S103: Analyze the second crankshaft torque for completing the switching to the parallel mode requirement and the target electrical parameters of the clutch control module, and adjust the current torque of the engine and the current torque of the generator based on the second crankshaft torque. The target electrical parameters are used to regulate the current pressure of the clutch; wherein, the second crankshaft torque is greater than the first crankshaft torque.

[0040] In this embodiment, as the name implies, the clutch control module is used to control the clutch. The clutch control module can be a solenoid valve, an oil pump, etc., which is not limited here.

[0041] The vehicle control module can analyze the second crankshaft torque and the target parameters of the clutch control module in combination with the vehicle information parameter combination and the requirement to switch to the parallel mode. Adjust the current torque of the generator and the current torque of the engine based on the second crankshaft torque. The vehicle control module can feedback the target electrical parameters of the clutch control module to the clutch control module, so that the clutch control module adjusts its own output to the target electrical parameters to control the current pressure of the clutch. In this way, this embodiment can achieve clutch engagement control while increasing the current crankshaft torque to the second crankshaft torque. Compared with the switching method that only relies on the generator, it can optimize the torque power switching process and is beneficial to improving the power switching efficiency.

[0042] In response to the established torque capacity, when increasing the current crankshaft torque to the second crankshaft torque, the synchronous rotation of the clutch driving and driven disks can be carried out simultaneously, so as to achieve the rapid synchronous rotation of the clutch driving and driven disks. Compared with the method of sequentially adjusting the speed item and the torque item, the idea of first establishing the torque and then controlling the speed synchronization while increasing the torque in this embodiment can effectively improve the efficiency of the switching process and shorten the time required for the switching process. At the same time, it can also reduce the risks of clutch ablation and engine runaway, and reduce the risk of functional failures, which is beneficial to improving the reliability of hybrid vehicles.

[0043] S104: Determine that the torque power switching is completed in response to the generator, the engine, and the clutch meeting the preset completion conditions.

[0044] In this embodiment, in response to the generator, the engine, and the clutch meeting the working conditions of the parallel mode, that is, meeting the preset completion conditions, it is determined that the torque power switching is completed.

[0045] Optionally, it can be directly considered that the generator, the engine, and the clutch meet the preset completion conditions after performing steps S101 to S103. It can also be that after performing steps S101 to S103, the states of the generator, the engine, and the clutch are verified again to determine whether they meet the preset completion conditions, so as to further ensure that the hybrid vehicle has been switched to the parallel mode and can work reliably in the parallel mode.

[0046] In the above power switching method, a certain torque capacity can be established first, and when a certain torque is reached, while continuing to increase the torque, the rotational speed is regulated, thereby shortening the time to reach the target torque and the target rotational speed. At the same time, during the power switching process, the generator and the clutch are combined for switching, which is beneficial to improving the overall vehicle torque power switching efficiency. In other words, the present application can optimize the power switching process, improve the overall vehicle torque switching efficiency, shorten the time to switch to the parallel mode, and thus improve the timeliness of power response. At the same time, the present application also checks the generator, the engine, the clutch, etc., so as to ensure the completion of the torque power switching and improve the reliability of the power switching process.

[0047] In one embodiment, as Figure 2 shown, another power switching method is provided, Figure 2 which is a schematic flowchart of another embodiment of the power switching method of the present application.

[0048] S201: Obtain a switching instruction.

[0049] In this embodiment, the switching instruction is used to indicate switching the vehicle working module to the parallel mode. Specifically, the switching instruction can be to indicate that the vehicle working mode switches from the series mode to the parallel mode to meet the driving needs of the user.

[0050] Optionally, in this embodiment, there can be at least two switching methods to switch from the series mode to the parallel mode. The at least two switching methods include fast torque switching and conventional torque switching.

[0051] As the name implies, fast torque switching can enable a hybrid vehicle (the vehicle in the same text) to quickly switch to the parallel mode. To ensure the reliability of the vehicle, the environment for performing fast torque switching is limited in this embodiment, that is, a preset activation condition is set, so as to realize the automation of selecting the torque power switching method, which is beneficial to improving the functionality of the vehicle and is also beneficial to improving the performance of the vehicle. When the vehicle environment does not meet the activation condition, the torque power is switched through the conventional mode, which can ensure that the vehicle is reliably switched to the parallel mode. In this embodiment, an implementation manner of automatically selecting fast torque switching and conventional torque switching is illustrated by way of example.

[0052] Further, the fast torque switching method includes an initialization stage, a torque recovery stage, and a rotational speed synchronization stage that are performed in sequence. The conventional torque switching method includes an initialization stage, a rotational speed increase stage, and a torque establishment stage that are performed in sequence.

[0053] Of course, in this embodiment, the user can also be supported to select fast torque switching and conventional torque switching, which is beneficial to conforming to the driving habits and needs of the user, and will not be elaborated in this embodiment.

[0054] The switching method may also include other methods that can switch to the parallel mode, which will not be elaborated here. Of course, there are other switching methods in the power switching method for controlling the vehicle to switch between various predetermined modes of itself. For example, the vehicle may also include a pure electric mode, a mode customized by the manufacturer that applies the power switching method of this application, etc.

[0055] S202: Obtain the vehicle information parameter combination.

[0056] In this embodiment, the vehicle control module can obtain the input signal and parse the vehicle information parameter combination included in the input signal.

[0057] Specifically, the input signal may include accelerator pedal information, vehicle speed information, transmission information, generator information, engine information, clutch information, etc.

[0058] For example, the vehicle control module can collect and parse in real time or periodically at a preset time interval to collect and parse the vehicle-related information. This means that although step S202 is shown to be before step S203 in this embodiment, step S202 can be performed in real time and can also be in an execution state when other steps are being executed.

[0059] For example, the vehicle control module can collect and parse the accelerator pedal opening, the accelerator pedal opening change rate, the vehicle speed, and the transmission oil temperature.

[0060] The vehicle control module can also obtain the information of each device of the vehicle through the communication module. For example, it can be connected to the controller area network through the communication module.

[0061] Specifically, the engine flywheel end torque and the current engine speed can be obtained from the engine management system, where the flywheel end is connected to the crankshaft. The current torque of the generator can be obtained from the generator control unit. The actual speed of the drive motor can be obtained from the drive motor control unit. The vehicle demand torque can be obtained from the internal torque management module.

[0062] The current vehicle working mode, the target vehicle working mode, and the vehicle drive mode of the whole vehicle can be obtained from the internal mode management module. Among them, the vehicle working mode includes a series mode, a parallel mode, a pure electric mode, etc. For example, when the switching instruction indicates that the vehicle switches to the parallel mode, the target vehicle working mode is the parallel mode, identify the current vehicle working mode, and if the current vehicle is working in the series mode, then take the series mode as the current vehicle working mode. The vehicle drive mode of the whole vehicle can be the vehicle drive method, which can be front-wheel drive, rear-wheel drive, or four-wheel drive, and is not limited here.

[0063] The actual clutch pressure, transmission oil temperature, and clutch friction plate temperature can be obtained by the clutch control module. The system fault status can be obtained by the fault handling module, and the system fault status can include the comprehensive status information of various components such as the clutch body and each sensor. For example, if the clutch control module is an oil pump, the target electrical parameter of the clutch control module can be the target voltage value; if the clutch control module is a solenoid valve, the target electrical parameter of the clutch control module can be the target current value. In the following, the target electrical parameter of the clutch control module being the target current value is taken as an example for elaboration.

[0064] Furthermore, the vehicle information parameter combination can include at least one switching influence factor. In other words, in this step, it is also possible to control the acquisition of at least one switching influence factor while obtaining the vehicle information parameter combination, which is beneficial to improving the power switching efficiency. In an alternative embodiment, obtaining the vehicle information parameter combination and collecting the switching influence factor can also be carried out separately, which is not limited herein.

[0065] Optionally, at least one switching influence factor can include at least one of an accelerator pedal opening factor, a transmission oil temperature factor, and / or a clutch friction plate temperature factor, and a system fault status factor.

[0066] Among them, when at least one switching influence factor includes an accelerator pedal opening factor, it can feedback the power demand, and considering it in combination with the accelerator pedal factor can conform to the user's driving intention. When at least one switching influence factor includes a transmission oil temperature factor and / or a clutch friction plate temperature factor, it can feedback the vehicle functionality and reduce the risk of functional failures. When at least one switching influence factor includes a system fault factor, it can feedback the reliability of the vehicle system and reduce the risk of rapid torque switching when the vehicle is abnormal.

[0067] For example, in this embodiment, at least one switching influence factor can include an accelerator pedal opening factor, a transmission oil temperature factor, a clutch friction plate temperature factor, and a system fault status factor, so as to comprehensively consider the user's driving intention and fault risk and improve the reliability of the power switching method in this embodiment.

[0068] S203: Determine whether at least one collected switching influence factor meets the activation condition.

[0069] In this embodiment, in response to meeting the activation condition, it is considered that rapid torque switching is allowed, and then step S203 is executed. In response to not meeting the activation condition, it is considered that there is a risk in performing rapid torque switching currently, and then step S212 or step S214 is executed. Figure 2 The implementation manner of executing step S212 is exemplified.

[0070] The activation condition matching the accelerator pedal opening factor can be that the accelerator pedal opening is greater than or equal to the opening preset value; or; the accelerator pedal opening change rate is greater than or equal to the opening change rate preset value; or, the accelerator pedal opening is greater than or equal to the opening preset value and the accelerator pedal opening change rate is greater than or equal to the opening change rate preset value. For example, the opening preset value can be 50%; the opening change rate can be 300% / s.

[0071] The activation condition matching the transmission oil temperature factor can be that the transmission oil temperature is less than or equal to the oil temperature preset value. For example, the oil temperature preset value can be 80 °C.

[0072] The activation condition matching the clutch friction plate temperature factor can be that the clutch friction plate temperature is less than or equal to the friction plate temperature preset value. For example, the friction plate temperature preset value can be 150 °C.

[0073] The activation condition matching the system fault state factor can be that the current system fault state is no fault.

[0074] When there are multiple switching influencing factors in this embodiment, it is necessary that each switching factor meets the activation condition before it is considered that the current vehicle state meets the fast torque switching condition, which is beneficial to improving the reliability of fast torque switching.

[0075] S204: Determine to obtain the first switching instruction.

[0076] In this embodiment, in response to meeting the activation condition, it is determined to obtain the first switching instruction. The first switching instruction is used to indicate switching the vehicle working mode to the parallel mode.

[0077] Specifically, the first switching instruction can be to indicate using the generator and the clutch to cooperate to improve the efficiency of switching to the parallel mode in the fast torque switching method.

[0078] S205: Control the generator to initialize.

[0079] In this embodiment, in response to being able to perform fast torque switching, it enters the initialization stage. In the initialization stage, the generator pre-speed control and the clutch oil filling control are implemented to activate the generator speed control function in advance and control the rotational speed difference between the main and driven disks of the clutch to reach the condition of rotational speed synchronization. It can be seen that in this embodiment during the fast torque switching process, the clutch can synchronously intervene in the torque power switching process, which is beneficial to improving the torque power switching efficiency.

[0080] Specifically, when controlling the generator to initialize, the current rotational speed of the drive motor, the speed ratio of the hybrid power system, and the engine speed offset value can be obtained to determine the engine target speed.

[0081] Calculate the target speed of the generator based on the speed ratio between the generator and the engine and the target speed of the engine, and use the target speed of the generator to perform pre-speed control on the generator to achieve the initialization of the generator.

[0082] That is to say, the target speed of the engine can be calculated based on the combination of vehicle information parameters. For example, the vehicle control module can analyze the target speed of the engine according to the actual speed of the drive motor, the speed ratio of the hybrid system, the torque demand of the whole vehicle, and the vehicle speed. Among them, the speed ratio of the hybrid system can include the transmission speed ratio of the drive motor, the transmission speed ratio of the engine, etc. The calculation formula for the target speed of the engine can be:

[0083] n EngReq =n FmcuAct / r Fmcu *r Eng -n EngOffs Equation 1-1

[0084] Where, Eng is the engine; Fmcu is the drive motor; n EngReq is the target speed of the engine; n FmcuAct is the current speed of the drive motor; r Fmcu is the transmission speed ratio of the drive motor; r Eng is the transmission speed ratio of the engine; n EngOffs is the engine speed offset value.

[0085] Optionally, a two-dimensional table of the engine speed offset value, the torque demand of the whole vehicle, and the vehicle speed can be established in advance. The appropriate current engine speed offset value can be obtained by looking up the table according to the torque demand of the whole vehicle and the vehicle speed. In this way, the existing speed offset value can be considered when calculating the target speed of the engine, and the rationality of the target speed of the engine can be improved. Among them, the two-dimensional table of the engine speed offset value, the torque demand of the whole vehicle, and the vehicle speed can be determined by bench testing while monitoring the clutch slip power (controlling the clutch slip power within the target range).

[0086] The following is an example of the two-dimensional table of the engine speed offset value, the torque demand of the whole vehicle, and the vehicle speed:

[0087] Table 1 Two-dimensional table of engine speed offset value, torque demand of the whole vehicle, and vehicle speed

[0088]

[0089] For example, when the torque demand of the whole vehicle is 5000 Nm (Newton meter) and the vehicle speed is 100 km / h (kilometer per hour), the engine speed offset value is 700 rpm (revolutions per second).

[0090] It should be noted that all the tables including Table 1 and the tables exemplified later in this application are for illustrative purposes for easy understanding and do not specifically limit this application. Also, the method of looking up tables in the following text is similar to that of looking up Table 1, so it will not be elaborated further.

[0091] When performing pre-speed regulation control on the generator, the vehicle control unit can set the target operating mode of the generator to speed control, calculate the target speed of the generator according to the target engine speed, and control the current speed of the generator to reach the target speed of the generator. The specific calculation formula for the target speed of the generator can be as follows:

[0092] n GcuReq = n EngReq * r Gcu Equation 1-2

[0093] Where, n GcuReq is the target speed of the generator; n EngReq is the target engine speed; r Gcu is the speed ratio between the generator and the engine.

[0094] Furthermore, it is also possible to verify whether the current speed of the generator reaches the target speed of the generator. In response to the generator speed difference not being greater than the preset generator speed difference and / or the engine speed difference not being greater than the preset speed difference, the vehicle control unit can determine that the initialization of the generator is completed, that is, the pre-speed regulation control of the generator is completed. The generator speed difference is the difference between the current speed of the generator and the target speed of the generator, and the engine speed difference is the difference between the current speed of the engine and the target speed of the engine.

[0095] Meanwhile, in this embodiment, the calculation of the engine speed difference and the speed difference between the main and driven discs of the clutch is also involved and will be described together here. The specific calculation formulas for the engine speed difference and the speed difference between the main and driven discs of the clutch can be as follows:

[0096] n EngDif = n EngReq - n EngAct Equation 1-3

[0097] n CluDif = n FmcuAct / r Fmcu * r Eng - n EngAct Equation 1-4

[0098] Where, n EngDif is the engine speed difference; n EngReq is the target engine speed; n EngAct is the current engine speed; n CluDif is the speed difference between the main and driven discs of the clutch; n FmcuActis the current rotational speed of the drive motor; r Fmcu is the transmission speed ratio of the drive motor; r Eng is the transmission speed ratio of the engine; n EngAct is the current rotational speed of the engine.

[0099] S206: Control the clutch to perform initialization.

[0100] In this embodiment, oil filling control is performed on the clutch so that the current pressure of the clutch is not less than the pressure value at the semi - engagement point of the clutch, to achieve the initialization of the clutch. Among them, the pressure value at the semi - engagement point of the clutch is a clutch characteristic parameter determined through a single - clutch experiment.

[0101] Specifically, the oil filling control of the clutch can be achieved through three stages: pulse, gradient, and hold, so as to quickly eliminate the empty stroke of the clutch piston, which is beneficial to promptly respond to user actions.

[0102] For example, in the pulse stage, a high current value can be requested. In the gradient stage, the current value is decreased in a gradient - descent manner, and when it drops to the required level, the current value is maintained to enter the hold stage, thereby achieving rapid oil filling of the clutch.

[0103] Completing the pre - speed regulation control of the generator and the oil filling control of the clutch in the initialization stage is beneficial to quickly respond to the torque power switching control.

[0104] S207: Control the current torque of the crankshaft to increase to the first crankshaft torque.

[0105] In this embodiment, in response to the completion of the initialization stage of rapid torque switching, it enters the torque recovery stage. In the torque recovery stage, the control completes the crankshaft torque recovery target and the clutch speed closed - loop control target.

[0106] Among them, the crankshaft torque recovery target includes increasing the current torque of the crankshaft to the first crankshaft torque.

[0107] Specifically, the vehicle control module controls the target operating mode of the generator to be torque control and analyzes the first crankshaft torque. Optionally, the first crankshaft torque can be obtained by looking up a table, which is beneficial to reducing the calculation burden of the vehicle; it can also be to analyze the first crankshaft torque in real - time by combining vehicle information parameter combinations and the target operating mode to improve real - time adaptability.

[0108] Finding the first crankshaft torque can be to obtain a combination of vehicle information parameters, find the crankshaft pre-torque parameters that match the combination of vehicle information parameters, and use them as the first crankshaft torque. Specifically, it can be found in the first preset table to reduce the computational amount during the actual switching process. Control the crankshaft to restore torque and monitor the current torque of the crankshaft until the current torque of the crankshaft is not less than the first crankshaft torque, then it is determined that the goal of crankshaft torque restoration is completed. In other words, when the current torque of the crankshaft is greater than or equal to the first crankshaft torque, the vehicle control module determines that the goal of crankshaft torque restoration is completed.

[0109] Optionally, the combination of vehicle information parameters used to find the first crankshaft torque can include the vehicle's required torque and the engine speed difference, so as to combine the difference between the current vehicle state and the target state, gradually increase the crankshaft torque, and establish the torque capacity in advance. Therefore, the first preset table can be a two-dimensional table of crankshaft pre-torque parameters, the vehicle's required torque, and the engine speed difference. The following is an example of the first preset table being a two-dimensional table:

[0110] Table 2 First Preset Table

[0111]

[0112] Among them, Table 2 shows an example of the situation where the first preset table can be a two-dimensional table of crankshaft pre-torque parameters, the vehicle's required torque, and the engine speed difference.

[0113] S208: Control to complete the closed-loop control of the clutch speed.

[0114] In this embodiment, control the closed-loop control of the clutch speed until the engine speed difference is not greater than the preset speed difference, and it is considered that the closed-loop control of the clutch speed is completed. That is to say, when the engine speed difference is less than or equal to the preset speed difference, it can be determined that the closed-loop control of the clutch speed is completed. Among them, the engine speed difference is the difference between the current engine speed and the target engine speed.

[0115] For example, the preset speed difference can be 10 rpm (revolutions per minute).

[0116] Specifically, the process of closed-loop control of the clutch speed can be as Figure 3 shown in the example, Figure 3 which is a schematic flowchart of an embodiment of the method for closed-loop control of the clutch speed in this application.

[0117] Input variables and output variables can be predefined.

[0118] The input variable is the engine speed difference. Further, an upper limit and a lower limit of the engine speed difference with a constraining effect can also be preset, and the engine speed difference as the input variable is controlled to be between the upper limit and the lower limit, so as to be beneficial to ensuring vehicle smoothness.

[0119] The output variable is the current correction value. Further, an upper limit and a lower limit of the current correction value with a constraining effect can also be preset, and the current correction value as the output variable is controlled to be between the upper limit and the lower limit, so as to be beneficial to ensuring vehicle smoothness. Or, an upper limit and a lower limit of the target current value can be preset to constrain the target current value.

[0120] S2081: Periodically analyze the clutch target pressure and the base current value of the clutch control module.

[0121] In this embodiment, the target electrical parameter of the clutch control module can be the current value, that is, the target current value of the clutch control module.

[0122] The engine speed difference can be obtained periodically to periodically adjust the current clutch pressure and the current output by the clutch control module. As exemplified in the foregoing embodiments, the clutch control module can be a solenoid valve, an oil pump, etc. The clutch control module can be different devices in different vehicles, which is not limited herein.

[0123] Obtain a combination of vehicle information parameters, analyze the clutch target pressure matching the vehicle information parameter combination, and analyze the current value of the clutch control module matching the clutch target pressure as the base current value of the clutch control module.

[0124] Specifically, it can be directly calculating the clutch target pressure and the base current value of the clutch control module. Or, it can also be looking up the clutch target pressure matching the vehicle information parameter combination in the second preset table to reduce the calculation burden during the power switching process. The current value of the clutch control module matching the clutch target pressure and the transmission oil temperature can be looked up in the third preset table as the base current value of the clutch control module, which is not limited herein.

[0125] Specifically, the vehicle information parameters for matching the clutch target pressure can be the actual crankshaft torque and the vehicle speed, so as to obtain the clutch target pressure by combining the current state of the vehicle, which is beneficial to improving the rationality of the clutch target pressure and also beneficial to improving the integrity of vehicle control. Therefore, the second preset table can be a two-dimensional table of the clutch target pressure, the actual crankshaft torque, and the vehicle speed. The following gives an example of the second preset table being a two-dimensional table:

[0126] Table 3 Second Preset Table

[0127]

[0128] Among them, Table 3 exemplifies the case where the second preset table can be a two-dimensional table of the clutch target pressure (in bar), the actual crankshaft torque, and the vehicle speed.

[0129] Optionally, the specific calculation formula for obtaining the current crankshaft torque can be as follows:

[0130] Tq crhsftAct = Tq EngAct + Tq GcuAct * r Gcu Equation 1-5

[0131] Among them, Tq crhsftAct is the current crankshaft torque; Tq EngAct is the current engine torque; Tq GcuAct is the current generator torque; r Gcu is the speed ratio between the generator and the engine.

[0132] In this embodiment, when obtaining the base current value of the clutch control module, the transmission oil temperature can be further considered, which is beneficial to reducing the risk of functional failures during rapid torque switching. Optionally, the third preset table can be a two-dimensional table of the clutch control module current value, the clutch target pressure, and the transmission oil temperature. The following is an example of the third preset table being a two-dimensional table:

[0133] Table 4 Third Preset Table

[0134]

[0135]

[0136] Among them, Table 4 exemplifies the case where the third preset table is a two-dimensional table of the clutch control module current value (in mA), the clutch target pressure, and the transmission oil temperature.

[0137] S2082: Use the current engine speed to correct the base current value of the clutch control module to obtain the target current value of the clutch control module.

[0138] In this embodiment, in response to obtaining the base current value of the clutch control module, the current engine speed can be used to correct the base current value of the clutch control module to obtain the target current value of the clutch control module.

[0139] Optionally, the transmission oil temperature can be obtained, and the control coefficient can be analyzed based on the transmission oil temperature. Specifically, the control coefficient can be directly calculated, or the control coefficient matching the transmission oil temperature can be found in the fourth preset table to reduce the calculation cost during power switching, which is not limited here.

[0140] Take the engine speed difference as the control factor. Use the control coefficient to perform control algorithm processing on the control factor to obtain the current correction value. Superimpose the base current value of the clutch control module and the current correction value as the target current value of the clutch control module, which helps to reduce the risk of clutch ablation or engine runaway.

[0141] Optionally, the algorithm applied in the control algorithm processing can be the PID (proportional, integral, derivative) algorithm, and the control coefficient correspondingly includes the proportional coefficient, the integral coefficient, and the derivative coefficient. The following gives an example of the fourth preset table in the case where the control algorithm is the PID algorithm:

[0142] Table 5 Fourth Preset Table

[0143]

[0144] It should be noted that Table 5 gives an example of the fourth preset table in the form of a two-dimensional table. In an alternative embodiment, the fourth preset table may include three one-dimensional tables, respectively including K p (proportional coefficient), K i (integral coefficient), and K d (derivative coefficient) and the matching relationship with the transmission oil temperature. Optionally, the fourth preset table can be determined by bench test and test drive calibration for the matching relationship between the transmission oil temperature and the control coefficient.

[0145] The specific calculation formula for obtaining the current correction value by performing control algorithm processing on the engine speed difference as the control factor using the control coefficient can be as follows:

[0146] I CluOffs (k) = K p *[e(k) - e(k - 1)] + K i *e(k) + K d *[e(k) - 2e(k - 1) + e(k - 2)] Equation 1 - 6

[0147] Among them, k represents the current moment; k - 1 represents the previous moment, that is, the moment when the engine speed difference was last obtained; k - 2 is the moment before the k - 1 moment; e(k) represents the engine speed difference at the k moment, and the calculation method can be as described above. The engine speed difference can be the difference between the current engine speed and the target engine speed; I CluOffs (k) is the current correction value at the k moment.

[0148] The specific calculation formula for obtaining the target current value of the clutch control module can be as follows:

[0149] I CluReq(k) = I CluBase (k) + I CluOffs (k), Equation 1-7

[0150] where I CluReq (k) is the target current value of the clutch control module; I CluBase (k) is the base current value of the clutch control module; I CluOffs (k) is the current correction value.

[0151] Thus, when calculating the current correction value, the engine speed difference at several adjacent times can also be used for reference, which is beneficial to constraining the current correction value, facilitating the smooth transition of the current correction value, thereby facilitating the relatively smooth change of the target current value of the clutch control module, and further facilitating the relatively stable change of the current clutch pressure.

[0152] Furthermore, at least one of the engine speed difference as a control factor and the target current of the clutch control module can be constrained. For example, the engine speed difference as a control factor can be constrained; or, the target current of the clutch control module can be constrained; or, both the engine speed difference as a control factor and the target current of the clutch control module can be constrained.

[0153] Specifically, constraining the engine speed difference as a control factor can be to perform a first constraint on the engine speed difference to form a control factor. Among them, the first constraint can be the preset upper and lower limits of the engine speed difference as described above, which is equivalent to the value range of the preset engine speed difference. When the current actual engine speed difference is not within the value range, the value is taken as the adjacent upper / lower limit of the engine speed difference. For example, the value range of the engine speed difference is [-1000 rpm, 1000 rpm], and the engine speed difference calculated at the current moment is -1500 rpm. Perform a first constraint on the engine speed difference and assign the engine speed difference the value of -1000 rpm.

[0154] Constraining the target current value of the clutch control module can be to perform a second constraint on the superposition result of the base current value and the current correction value of the clutch control module to obtain the target current value of the clutch control module.

[0155] The second constraint on the superposition result of the base current value and the current correction value can specifically be directly imposing the second constraint on the superposition result. Or, it can also be imposing the second constraint on the current correction value to achieve the effect of constraining the superposition result. For example, the second constraint can be to preset the value range of the current correction value. Optionally, the value range of the current correction value can be [-60 mA, 60 mA]. When the calculated current correction value does not belong to the preset value range, the value closer to the upper limit or the lower limit of the current correction value of the calculated value is taken as the current correction value.

[0156] When imposing the second constraint on the current correction value, it is equivalent to imposing the constraints on the engine speed difference as the input variable and the target current value of the clutch control module as the output variable described in the foregoing text.

[0157] In an alternative embodiment, the base current value of the clutch control module can also be directly used as the target current value of the clutch control module to reduce the amount of computation, which will not be elaborated here.

[0158] S2083: Control the clutch control module to output the target current value.

[0159] In this embodiment, in response to obtaining the target current value of the clutch control module, the vehicle control module can send a control instruction to the clutch control module to control the clutch control module to output the target current value, so as to regulate the current pressure of the clutch to tend to the target pressure of the clutch, thereby realizing the closed-loop control of the clutch speed.

[0160] S209: Analyze the second crankshaft torque for which the demand for switching to the parallel mode is completed, and adjust the current torque of the engine and the current torque of the generator based on the second crankshaft torque.

[0161] In this embodiment, in response to completing the torque recovery stage in the rapid torque switching, enter the speed synchronization stage, and control the second crankshaft torque and the target electrical parameters of the clutch control module that meet the requirements of the parallel mode, so as to quickly synchronize the rotational speeds of the main and driven disks of the clutch.

[0162] Specifically, the second crankshaft torque can be analyzed based on the vehicle demand torque and the actual engine speed. Among them, the second crankshaft torque is greater than the first crankshaft torque.

[0163] Optionally, a preset table with the matching relationship between the second crankshaft torque, the vehicle demand torque, and the actual engine speed can be established in advance, and the corresponding second crankshaft torque can be directly obtained by looking up the table, reducing the computational burden during the torque power switching process. It is also possible to calculate the second crankshaft torque in real time according to the vehicle demand torque and the actual engine speed, which is not limited here.

[0164] Further, after the second crankshaft torque is parsed, the current engine torque and the current generator torque can be obtained respectively by using the characteristics of the hybrid power system.

[0165] Optionally, the adjustment of the current generator torque can be as follows:

[0166] During the process of the hybrid power system entering the parallel mode, the generator switches from the speed mode to the torque mode, and the vehicle control module can set the target torque of the generator to drop to 0 Nm. The current generator torque can be controlled to gradually decrease by means of gradient descent.

[0167] Specifically, the vehicle demand torque and the current generator speed can be obtained. The generator constraint parameter combination is parsed by using the vehicle demand torque and the current generator speed. Among them, the generator constraint parameter combination is used to constrain the generator torque descent gradient.

[0168] Optionally, it can be directly parsing the generator constraint parameter combination; or querying the fifth preset table pre-formed through bench tests, and the fifth preset table has the matching relationship between the generator constraint parameter combination, the vehicle demand torque and the current generator speed.

[0169] The current generator torque descent gradient is constrained by the generator constraint parameter combination, and the current generator torque is controlled to gradually decrease to zero.

[0170] Further, the generator constraint parameter combination can include at least one of the rising gradient constraint value and the falling gradient constraint value of the generator target torque. The following is an example of the fifth preset table:

[0171] Table 6-1 Fifth preset table where the generator constraint parameter combination includes the rising gradient constraint value

[0172]

[0173] Table 6-2 Fifth preset table where the generator constraint parameter combination includes the falling gradient constraint value

[0174]

[0175] When the generator constraint parameter combination includes both the rising gradient constraint value and the falling gradient constraint value of the generator target torque, the fifth preset table can include two sub-tables, namely Table 6-1 and Table 6-2.

[0176] Optionally, to balance the vehicle power performance and economy, the adjustment of the current engine torque can be as follows:

[0177] Obtain the current driving mode of the vehicle, the vehicle demand torque and the current engine speed.

[0178] Parse the basic engine torque using the vehicle's overall demand torque and the current engine speed. Optionally, it can be directly calculating and parsing the basic engine torque; alternatively, a sixth preset table can be pre-formed, which has the matching relationship between the basic engine torque, the vehicle's overall demand torque, and the current engine speed, and look up the basic engine torque in the sixth preset table, which helps to reduce the computational burden of rapid torque switching. The following is an example of the sixth preset table:

[0179] Table 7 Sixth Preset Table

[0180]

[0181]

[0182] Furthermore, the engine constraint parameter combination can be parsed using the current vehicle drive mode. Among them, the engine constraint parameter combination is used to indicate the economic constraint of the engine torque. The basic engine torque is constrained by the engine constraint parameter combination to obtain the engine target torque. Control and adjust the current engine torque to the engine target torque.

[0183] Optionally, the engine constraint parameter combination can be parsed through the engine's universal characteristic curve, Figure 4 shows an example of the engine's universal characteristic curve, Figure 4 is a schematic diagram of the curve of an embodiment of the engine's universal characteristic curve of the present application.

[0184] The engine constraint parameter combination can include at least one of the economic torque upper limit, the economic torque lower limit, and the torque limit value. Based on these three, the engine target torque can be flexibly adjusted, which helps to meet the different power requirements of users. Among them, the torque limit value is greater than the economic torque upper limit, and the economic torque upper limit is greater than the economic torque lower limit.

[0185] Figure 4 shows an example of the situation where the engine constraint parameter combination includes the economic torque upper limit, the economic torque lower limit, and the torque limit value.

[0186] For example, when the vehicle drive mode is the economic mode, the vehicle control unit can constrain the engine target torque according to the economic torque upper limit and the economic torque lower limit. The specific constraint method can be as shown in the following formula:

[0187] Tq EngReqEco =Min(Tq EngEcoUpr ,Max(Tq EngEcoLwr ,Tq EngReqRaw )) Equation 1-8

[0188] Among them, Tq EngReqEco is the engine target torque in the economic mode; TqEngEcoUpr is the upper limit of economic torque; Tq EngEcoLwr is the lower limit of economic torque; Tq EngReqRaw is the engine base torque.

[0189] When the vehicle drive mode is the standard mode, the vehicle control unit can constrain the engine target torque according to the lower limit of economic torque and the torque limit value. The specific constraint method can be shown as the following formula:

[0190] Tq EngReqNorm = Min(Tq EngMax , Max(Tq EngEcolwr , Tq EngReqRaw )) Equation 1-9

[0191] Among them, Tq EngReqNorm is the engine target torque in the standard mode; Tq EngMax is the torque limit value; Tq EngEcolwr is the lower limit of economic torque; Tq EngReqRaw is the engine base torque.

[0192] When the vehicle drive mode is the sport mode, the vehicle control unit can constrain the engine target torque according to the upper limit of economic torque and the torque limit value. The specific constraint method can be shown as the following formula:

[0193] Tq EngReqSpt = Min(Tq EngMax , Max(Tq EngEcoUpr , Tq EngReqRaw )) Equation 1-10

[0194] Among them, Tq EngReqSpt is the engine target torque in the sport mode; Tq EngMax is the torque limit value; Tq EngEcoUpr is the upper limit of economic torque; Tq EngReqRaw is the engine base torque.

[0195] In an alternative embodiment, the engine base torque can also be directly used as the target torque, which is not limited here.

[0196] S210: Analyze the target electrical parameters of the clutch control module that has completed the demand for switching to the parallel mode to regulate the current pressure of the clutch.

[0197] In this embodiment, the target pressure of the clutch that matches the current torque of the crankshaft and the vehicle speed can be analyzed, and the target pressure of the clutch can be constrained through the clutch constraint parameter combination, the target pressure of the clutch can be updated, and the target current value of the clutch control module can be obtained based on the constrained target pressure of the clutch to promote the synchronization of the rotational speeds of the main and driven disks of the clutch to meet the smoothness requirements for torque switching of the hybrid power system.

[0198] Among them, the clutch constraint parameter combination is used to indicate the clutch pressure change gradient constraint. Ride comfort means that when the vehicle is driving within a general driving speed range, it can ensure that the occupants will not feel uncomfortable and fatigued due to vehicle body vibration, and the performance of keeping the transported goods intact.

[0199] Optionally, the clutch constraint parameters can be calculated and analyzed in real time, or a preset table including vehicle speed, the rotational speed difference between the clutch driving and driven discs, and the clutch constraint parameters can be established in advance.

[0200] Optionally, as described in the previous text, the target electrical parameter of the clutch control module can include the target current value of the clutch control module. The target current value of the clutch control module that matches both the clutch target pressure and the transmission oil temperature can be analyzed in combination with the clutch target pressure and the transmission oil temperature.

[0201] Among them, the specific way to obtain the clutch target pressure and the target current value of the clutch control module can be as described in step S208, and will not be elaborated here.

[0202] S211: Determine whether the preset completion condition is met.

[0203] In this embodiment, in response to the generator, engine, and clutch meeting the preset completion condition, it is determined that the fast torque switching (i.e., torque power switching) is completed, and the vehicle enters the parallel mode, then the process ends. In response to the generator, engine, and clutch not meeting the preset completion condition, step S203 is continued to be executed.

[0204] Specifically, the current torque of the crankshaft, the current pressure of the clutch, and the rotational speed difference between the clutch driving and driven discs can be verified, so that this embodiment can consider the fault situation and has certain fault handling measures.

[0205] Optionally, the preset completion conditions include: the current torque of the crankshaft is greater than or equal to the second crankshaft torque; the current pressure of the clutch is greater than or equal to a preset value, for example, the preset value can be 10 bar; the rotational speed difference between the clutch driving and driven discs is less than or equal to a preset value, for example, the preset value can be 20 rpm, 30 rpm, 50 rpm, etc.

[0206] S212: Accumulate the number of attempted switches within the current driving cycle.

[0207] In this embodiment, in response to at least one switching influence factor collected not meeting the activation condition, the current driving cycle refers to the first time a switching instruction is received when in series mode, and a comparison is made as the first attempt to switch. Each time step S203 is executed, the number of attempted switches is accumulated, so that multiple attempts can perform a fast torque switch and complete the power switch as quickly as possible, which is beneficial to improving vehicle performance.

[0208] S213: Determine whether the number of attempted switches has reached a preset number.

[0209] In this embodiment, in response to the number of attempted switches reaching the preset number, it is considered that the current vehicle environment is not suitable for a fast torque switch, and then step S214 is executed. In response to the number of attempted switches not reaching the preset number, step S203 is executed.

[0210] Among them, the preset number can be set in combination with vehicle performance. For example, the preset number can be 10 times, 15 times, 20 times, 30 times, etc.

[0211] S214: Determine to obtain a second switching instruction, and use the generator to switch the vehicle working mode by the conventional torque switching method.

[0212] In this embodiment, it is determined to obtain a second switching instruction. Among them, the second switching instruction is used to indicate using the generator to switch the vehicle working mode to the parallel mode by the conventional torque switching method to complete the power switch while ensuring the reliability of the power switching process. [[ID=***]]

[0213] After completing the conventional torque switching method, step S211 can also be executed to verify whether the torque power switch is completed.

[0214] It can be seen that the power switching method of this embodiment can combine driver operation information, the overall vehicle driving state, and power system feedback information to determine whether the current meets the activation condition for torque power switching. When the activation condition is met, the target engine speed is parsed, the generator pre-speed regulation and clutch oil filling control are completed. The crankshaft pre-torque is determined based on the clutch slip friction torque capacity, and the crankshaft torque pre-restoration is realized based on the incremental PID controller and clutch hydraulic characteristics. The crankshaft parallel torque is determined based on the engine universal characteristic curve and the clutch is engaged, so that the hybrid power system can achieve fast torque switching while taking into account smoothness during the series-parallel switching process, improving the power response of the hybrid power system, and thus meeting the power performance indicators of the whole vehicle. And in this embodiment, while ensuring the rotational speed difference capacity between the clutch driving and driven disks, the crankshaft torque can be increased to reach the first crankshaft torque to complete the torque pre-switching function while ensuring the rotational speed difference. At the same time, while eliminating the rotational speed difference between the clutch driving and driven disks, the crankshaft torque can be quickly increased while taking into account smoothness, and the torque power switch can be quickly completed with the addition of clutch pressure control.

[0215] In summary, in the power switching method of the present application, it may only include fast torque switching, or it may be compatible with fast torque switching and conventional torque switching. Moreover, in some alternative embodiments, at least one of the parameters such as the first crankshaft torque, the second crankshaft torque, the target pressure of the clutch, the target electrical parameter of the clutch control module, the target speed of the generator, and the target speed of the engine may also be pre-set or calculated using a pre-established algorithm model, which is not limited herein.

[0216] It should be understood that although Figures 1-3 the steps in the flowchart are shown in sequence according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless there is a clear indication in this article, the execution of these steps has no strict order limit, and these steps can be executed in other orders. Moreover, Figures 1-3 at least a part of the steps in

[0217] In one embodiment, as Figure 5 shown, a power switching device is provided, Figure 5 which is a schematic structural diagram of an embodiment of the power switching device of the present application.

[0218] The power switching device includes a vehicle control module 41 and a communication module 42.

[0219] The communication module 42 is used to connect with each component of the hybrid vehicle.

[0220] The vehicle control module 41 is connected to the communication module 42. The vehicle control module 41 can be used to implement the power switching method in any of the above embodiments.

[0221] Specifically, the vehicle control module 41 can respond to obtaining a first switching instruction, control the generator and the clutch to be initialized; wherein, the first switching instruction is used to indicate switching the vehicle working mode to the parallel mode; control the current crankshaft torque to increase to the first crankshaft torque and complete the clutch speed closed-loop control; analyze the second crankshaft torque and the target electrical parameter of the clutch control module required to complete the switching to the parallel mode, and adjust the current torque of the engine and the current torque of the generator based on the second crankshaft torque, and the target electrical parameter is used to regulate the current pressure of the clutch; wherein, the second crankshaft torque is greater than the first crankshaft torque; respond to the generator, the engine, and the clutch meeting the preset completion conditions, and determine that the torque power switching is completed.

[0222] In one embodiment, as Figure 6 shown, a hybrid vehicle is provided. Figure 6 FIG. is a schematic structural diagram of an embodiment of the hybrid vehicle of the present application.

[0223] The hybrid vehicle includes a vehicle body 51 and a power switching device 52.

[0224] The vehicle body 51 includes a generator, an engine, a clutch, an accelerator pedal, various sensors, an HCU (Hybrid Control Unit, hybrid vehicle controller), etc.

[0225] The power switching device 52 may include a communication module and a vehicle control module as described in the above embodiment. Among them, the vehicle control module may be the same module as the HCU of the vehicle body 51, which is beneficial to simplify the internal structure of the vehicle.

[0226] For the specific limitations of the power switching device 52 and the hybrid vehicle, reference may be made to the limitations on the power switching method in the above text, which will not be elaborated here. Each module in the above power switching device 52 and the hybrid vehicle may be implemented in whole or in part by software, hardware, and their combination. The above modules may be embedded in or independent of the processor in the computer device in the form of hardware, or stored in the memory in the computer device in the form of software, so as to facilitate the processor to call and execute the operations corresponding to the above modules.

[0227] In one embodiment, a computer device is provided. The computer device may be a terminal or a server, which is not limited here. Taking the computer device as a terminal as an example, the computer device includes a processor, a memory, a network interface, a display screen, and an input device connected through a system bus. Among them, the processor of the computer device is used to provide computing and control capabilities. The memory of the computer device includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system and a computer program. The internal memory provides an environment for the operation of the operating system and the computer program in the non-volatile storage medium. The network interface of the computer device is used to communicate with an external terminal through a network connection. The computer program, when executed by the processor, implements a power switching method. The display screen of the computer device may be a liquid crystal display screen or an electronic ink display screen. The input device of the computer device may be a touch layer covering the display screen, or a button, a trackball, or a touchpad provided on the housing of the computer device, or an external keyboard, a touchpad, or a mouse, etc. When the computer device is a hybrid vehicle, the input device may further include an accelerator pedal, etc.

[0228] Those skilled in the art can understand that the computer device described in this embodiment is only a partial structure related to the solution of the present application, and does not constitute a limitation on the computer device to which the solution of the present application is applied. The specific computer device may include more or fewer components than those described above, or combine some components, or have a different component layout.

[0229] In one embodiment, a computer device is provided, including a memory, a processor, and a computer program stored on the memory and executable on the processor. When the processor executes the computer program, it can be used to implement the power switching method described in any of the above embodiments.

[0230] In one embodiment, a computer-readable storage medium is provided, on which a computer program is stored. When the computer program is executed by a processor, it implements the power switching method described in any of the above embodiments.

[0231] Those of ordinary skill in the art can understand that all or part of the processes of the methods in the above embodiments can be completed by instructing relevant hardware through a computer program. The computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it may include the processes of the embodiments of the above methods. Among them, any reference to a memory, storage, database, or other medium used in the various embodiments provided in the present application may include non-volatile and / or volatile memories. Non-volatile memory may include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM), or flash memory. Volatile memory may include random access memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in many forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double data rate SDRAM (DDR SDRAM), enhanced SDRAM (ESDRAM), synchronous link (Synchlink) DRAM (SLDRAM), memory bus (Rambus) direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM), etc.

[0232] The technical features of the above embodiments can be combined arbitrarily. For the sake of brevity of description, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, it should be considered as the scope recorded in this specification.

[0233] The above-described embodiments merely represent several implementation manners of the present application. The description thereof is relatively specific and detailed, but it should not be construed as a limitation on the scope of the invention patent. It should be noted that for those of ordinary skill in the art, without departing from the concept of the present application, several modifications and improvements can still be made, and these all fall within the protection scope of the present application. Therefore, the protection scope of the patent of the present application shall be subject to the appended claims.

Claims

1. A power switching method, characterized in that, The power switching method includes: The vehicle control module responds to obtaining a first switching instruction, and controls the generator and the clutch to be initialized to achieve pre-speed regulation of the engine and oil filling of the clutch; wherein, the first switching instruction is used to indicate switching the vehicle working mode to the parallel mode; Control the current crankshaft torque to increase to a first crankshaft torque and complete the clutch speed closed-loop control, so that the clutch and the speed feedback and control each other, and the speed includes the current engine speed and the vehicle speed; Analyze the second crankshaft torque required to complete the switching to the parallel mode and the target electrical parameters of the clutch control module, and adjust the current engine torque and the current generator torque based on the second crankshaft torque, and the target electrical parameters are used to regulate the current clutch pressure; wherein, the second crankshaft torque is greater than the first crankshaft torque; In response to the generator, the engine, and the clutch meeting the preset completion conditions, it is determined that the torque power switching is completed.

2. The power switching method according to claim 1, wherein The controlling the current crankshaft torque to increase to a first crankshaft torque includes: Controlling the target working mode of the generator to be torque control; Obtain a combination of vehicle information parameters, search for a crankshaft pre-torque parameter matching the combination of vehicle information parameters, and use it as the first crankshaft torque; Control the crankshaft to perform torque recovery and monitor the current crankshaft torque until the current crankshaft torque is not less than the first crankshaft torque, then it is determined that the crankshaft torque recovery target is completed.

3. The power switching method according to claim 1 or 2, characterized in that The clutch speed closed-loop control includes: Periodically analyze the target clutch pressure and the base current value of the clutch control module; Use the current engine speed to correct the base current value to obtain the target current value of the clutch control module, so as to regulate the current clutch pressure until the engine speed difference is not greater than a preset speed difference; wherein, the engine speed difference is the difference between the current engine speed and the target engine speed.

4. The power switching method according to claim 3, characterized in that The using the current engine speed to correct the base current value to obtain the target current value of the clutch control module includes: Obtain the transmission oil temperature, search for a control coefficient matching the transmission oil temperature, use the engine speed difference as a control factor, and perform a control algorithm process on the control factor using the control coefficient to obtain a current correction value; Superimpose the base current value and the current correction value as the target current value.

5. The power switching method according to claim 4, wherein The using the engine speed difference as a control factor includes: performing a first constraint on the engine speed difference to form a control factor; and / or, The being the target current value includes: performing a second constraint on the superimposed result of the base current value and the current correction value to obtain the target current value.

6. The power switching method according to claim 3, wherein The analyzing the target clutch pressure and the base current value of the clutch control module includes: Obtain a combination of vehicle information parameters, and search for the target clutch pressure matching the combination of vehicle information parameters; Search for the current value of the clutch control module matching the target clutch pressure and the transmission oil temperature, and use it as the base current value.

7. The power switching method according to claim 1, wherein Adjusting the current generator torque includes: Obtain the vehicle demand torque and the current generator speed; Analyze the generator constraint parameter combination using the vehicle's overall demand torque and the current speed of the generator; wherein, the generator constraint parameter combination is used to constrain the generator torque reduction gradient. Constrain the current generator torque reduction gradient through the generator constraint parameter combination, and control the current generator torque to gradually decrease to zero.

8. The power switching method according to claim 1 or 7, characterized in that, The adjustment of the current engine torque includes: Obtain the current driving mode of the vehicle, the overall vehicle demand torque, and the current engine speed. Analyze the engine base torque using the overall vehicle demand torque and the current engine speed. Analyze the engine constraint parameter combination using the current driving mode of the vehicle; wherein, the engine constraint parameter combination is used to indicate the economic constraint of the engine torque. Constrain the engine base torque through the engine constraint parameter combination to obtain the engine target torque.

9. The power switching method according to claim 1, wherein Analyzing the second crankshaft torque for completing the demand for switching to the parallel mode and the target electrical parameters of the clutch control module includes: Analyze the second crankshaft torque based on the overall vehicle demand torque and the actual engine speed. Analyze the clutch target pressure that matches the current crankshaft torque and the vehicle speed and is constrained by the clutch constraint parameter combination; wherein, the clutch constraint parameter combination is used to indicate the clutch pressure change gradient constraint. Combine the clutch target pressure and the transmission oil temperature to analyze the target current value of the clutch control module that matches the clutch target pressure and the transmission oil temperature.

10. The power switching method according to claim 1, characterized in that, The power switching method further includes: The vehicle control module responds to obtaining a switching instruction and controls the acquisition of at least one switching influence factor; wherein, the at least one switching influence factor includes at least one of an accelerator pedal opening factor, a transmission oil temperature factor, and / or a clutch friction plate temperature factor, and a system fault status factor. Judge whether the at least one collected switching influence factor meets the activation condition. In response to meeting the activation condition, it is determined that the first switching instruction is obtained; in response to not meeting the activation condition, it is determined that the second switching instruction is obtained; wherein, the second switching instruction is used to indicate using the generator to switch the vehicle operating mode by the conventional torque switching method.

11. A power switching device, characterized in that, The power switching device includes: A communication module for connecting to each component of the hybrid vehicle. A vehicle control module connected to the communication module for implementing the power switching method according to any one of claims 1 to 10.

12. A hybrid vehicle, characterized in that, The hybrid vehicle includes: A vehicle body and the power switching device according to claim 11 for performing torque power switching using the power switching method according to any one of claims 1 to 10.

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