Shift control method, device, equipment and storage medium

Abstract

The application discloses a gear shifting control method, device, equipment and storage medium, and the method comprises the following steps: when a gear shifting instruction is received, performing preset torque reduction control on a first clutch corresponding to a current gear; when it is detected that the real-time torque of the first clutch drops to a preset combined torque, performing preset torque increase control on a second clutch corresponding to a target gear; and when it is detected that the real-time torque of the second clutch rises to a preset linear torque, switching the working clutch of a target gearbox from the first clutch to the second clutch based on preset opening control and preset loading control. Compared with the existing gear shifting control method which adopts different control methods corresponding to the accelerator pedal input for gear shifting, the application can provide a unified control method suitable for hybrid gearbox under different speed ratios, simplifying the gear shifting control logic and control process of the clutch. Therefore, the control process software strategy of the application is simple and easy to calibrate, thereby improving the gear shifting efficiency.

Description

Technical Field

[0001] This invention relates to the field of gearbox control technology, and in particular to a shift control method, device, equipment, and storage medium. Background Technology

[0002] In existing vehicles equipped with hybrid transmissions, a two-gear ratio is commonly used to consider both acceleration performance and fuel economy. Furthermore, when shifting gears in a hybrid transmission, different control methods are typically employed based on different accelerator pedal inputs.

[0003] Therefore, existing hybrid transmissions with different speed ratios need to adopt different shift control methods according to different shift modes, and their shift control process is relatively complex and their shift efficiency is low.

[0004] The above content is only used to help understand the technical solution of the present invention and does not represent an admission that the above content is prior art. Summary of the Invention

[0005] The main objective of this invention is to provide a shift control method, device, equipment, and storage medium, aiming to solve the technical problems of existing hybrid transmissions with complex shift control processes and low shift efficiency at different speed ratios.

[0006] To achieve the above objectives, the present invention provides a shift control method, the method comprising:

[0007] When a shift command is received, a preset torque reduction control is performed on the first clutch corresponding to the current gear.

[0008] When the real-time torque of the first clutch is detected to drop to the preset engagement torque, preset torque increase control is performed on the second clutch corresponding to the target gear.

[0009] When the real-time torque of the second clutch is detected to rise to the preset linear torque, the working clutch of the target transmission is switched from the first clutch to the second clutch based on the preset opening control and preset loading control.

[0010] Optionally, the step of performing preset torque reduction control on the first clutch corresponding to the current gear when a shift command is received includes:

[0011] When a shift command is received, a torque reduction request is sent to the vehicle controller. When the vehicle controller receives the torque reduction request, it controls the first motor to output negative torque in order to reduce the input torque at the clutch input end based on the negative torque.

[0012] When the input torque at the clutch input terminal is detected to drop to the preset clutch switching torque, preset torque reduction control is performed on the first clutch corresponding to the current gear.

[0013] Optionally, after sending a torque reduction request to the vehicle controller upon receiving a shift command, the method further includes:

[0014] When the input torque at the clutch input terminal is detected to be greater than the preset clutch switching torque, the first clutch is subjected to preset pressure holding control.

[0015] Optionally, the vehicle controller is further configured to, upon receiving the torque reduction request, control the output compensation torque of the second motor based on the real-time torque difference between the input torque at the clutch input terminal and the preset clutch switching torque.

[0016] Optionally, the step of performing preset torque increase control on the second clutch corresponding to the target gear when the real-time torque of the first clutch is detected to drop to the preset engagement torque includes:

[0017] When the real-time torque of the first clutch is detected to drop to the preset engagement torque, an unloading delay timer is started.

[0018] When the unloading delay timer reaches the preset delay time, a speed request and target speed are sent to the vehicle controller, and preset torque increase control is performed on the second clutch corresponding to the target gear. When the vehicle controller receives the speed request, it performs speed synchronization control on the clutch input end and the second clutch corresponding to the target gear according to the target speed.

[0019] Optionally, the preset torque increase control includes: preset oil filling control and preset linear torque increase control, and the step of performing preset torque increase control on the second clutch corresponding to the target gear includes:

[0020] The preset oil filling control is applied to the second clutch corresponding to the target gear, so as to increase the torque of the second clutch through the preset oil filling control;

[0021] When the real-time torque of the second clutch is detected to rise to the preset engagement torque, the preset linear torque increase control is applied to the clutch to linearly increase the torque of the second clutch.

[0022] Optionally, the step of switching the working clutch of the target transmission from the first clutch to the second clutch based on preset opening control and preset loading control includes:

[0023] Based on the target input torque, a torque request is sent to the vehicle controller. The vehicle controller controls the first motor to output a recovery torque according to the torque request, so as to restore the input torque at the clutch input end to the target input torque based on the recovery torque.

[0024] The first clutch is subject to preset opening control, and the second clutch is subject to preset loading control;

[0025] When it is detected that the input torque at the clutch input end is not less than the target input torque and equal to the requested torque, the torque of the first clutch drops to zero, and the input torque of the second clutch reaches the preset lock-up torque, the torque request is cleared, and the second clutch is controlled to enter the pressing state, so as to switch the working clutch of the target gearbox from the first clutch to the second clutch.

[0026] Furthermore, to achieve the above objectives, the present invention also proposes a shift control device, the shift control device comprising:

[0027] The torque reduction control module is used to perform preset torque reduction control on the first clutch corresponding to the current gear when a shift command is received.

[0028] The torque increase control module is used to perform preset torque increase control on the second clutch corresponding to the target gear when the real-time torque of the first clutch is detected to drop to the preset engagement torque.

[0029] The switching module is used to switch the working clutch of the target transmission from the first clutch to the second clutch based on preset opening control and preset loading control when the real-time torque of the second clutch is detected to rise to a preset linear torque.

[0030] Furthermore, to achieve the above objectives, the present invention also proposes a shift control device, the device comprising: a memory, a processor, and a shift control program stored in the memory and executable on the processor, the shift control program being configured to implement the steps of the shift control method as described above.

[0031] In addition, to achieve the above objectives, the present invention also proposes a storage medium storing a shift control program, which, when executed by a processor, implements the steps of the shift control method as described above.

[0032] This invention discloses a shift control method, apparatus, device, and storage medium. The method includes: upon receiving a shift command, sending a torque reduction request to a vehicle controller; upon receiving the torque reduction request, the vehicle controller controls a first motor to output negative torque to reduce the input torque at the clutch input end based on the negative torque; when the input torque at the clutch input end is detected to have dropped to a preset clutch switching torque, performing preset torque reduction control on the first clutch corresponding to the current gear. The vehicle controller is further configured to, upon receiving the torque reduction request, control a second motor to output compensation torque based on the real-time torque difference between the input torque at the clutch input end and the preset clutch switching torque. When the input torque at the clutch input end is detected to be greater than the preset clutch switching torque, performing preset pressure holding control on the first clutch. When the real-time torque of the first clutch is detected to have dropped to a first preset engagement torque, performing an unloading delay timer; when the unloading delay timer reaches a preset delay time, sending a speed request and a target speed to the vehicle controller, and performing preset torque increase control on the second clutch corresponding to the target gear; upon receiving the speed request, the vehicle controller performs synchronous speed control on the clutch input end and the second clutch corresponding to the target gear based on the target speed. When the real-time torque of the second clutch is detected to rise to a preset linear torque, the working clutch of the target transmission is switched from the first clutch to the second clutch based on preset opening control and preset loading control. This invention provides a novel clutch control strategy that simplifies existing control logic and offers a control method applicable to different speed ratios during the unloading phase -> speed regulation phase -> loading phase. Simultaneously, this invention also utilizes a wheel-end torque compensation strategy of the second motor during clutch interaction. Specifically, during the speed regulation phase, the second motor is controlled to output torque compensation torque based on the target wheel-end torque and the reduction in clutch input torque. This reduces clutch heat generation, achieves smooth shifting without power interruption, and reduces software and calibration workload. Therefore, this invention simplifies clutch shifting control logic and process, and its control software strategy is simple, applicable to hybrid transmissions at different speed ratios, and easy to calibrate, reducing development cycle and improving shifting efficiency. Furthermore, by comprehensively considering wheel-end torque requirements, this invention controls the output of the second motor to ensure uninterrupted power response and improve user experience. Attached Figure Description

[0033] Figure 1 This is a schematic diagram of the structure of the gear shift control device in the hardware operating environment involved in the embodiments of the present invention;

[0034] Figure 2 This is a flowchart illustrating the first embodiment of the shift control method of the present invention;

[0035] Figure 3This is a schematic diagram of the hybrid transmission structure in the first embodiment of the shift control method of the present invention;

[0036] Figure 4 This is a schematic diagram of the first process of the second embodiment of the shift control method of the present invention;

[0037] Figure 5 This is a second flowchart illustrating a second embodiment of the shift control method of the present invention;

[0038] Figure 6 This is a structural block diagram of the first embodiment of the shift control device of the present invention.

[0039] The realization of the objective, functional features and advantages of the present invention will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0040] It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.

[0041] Reference Figure 1 , Figure 1 This is a schematic diagram of the gear shift control device structure in the hardware operating environment involved in the embodiments of the present invention.

[0042] like Figure 1 As shown, the shift control device may include: a processor 1001, such as a central processing unit (CPU), a communication bus 1002, a user interface 1003, a network interface 1004, and a memory 1005. The communication bus 1002 is used to enable communication between these components. The user interface 1003 may include a display screen or an input unit such as a keyboard; optionally, the user interface 1003 may also include a standard wired interface or a wireless interface. The network interface 1004 may optionally include a standard wired interface or a wireless interface (such as a Wireless-Fidelity (Wi-Fi) interface). The memory 1005 may be high-speed random access memory (RAM) or stable non-volatile memory (NVM), such as a disk storage device. Optionally, the memory 1005 may also be a storage device independent of the aforementioned processor 1001.

[0043] Those skilled in the art will understand that Figure 1 The structure shown does not constitute a limitation on the shift control device, and may include more or fewer components than shown, or combine certain components, or have different component arrangements.

[0044] like Figure 1 As shown, the memory 1005, which serves as a storage medium, may include an operating system, a data storage module, a network communication module, a user interface module, and a gear shift control program.

[0045] exist Figure 1 In the shift control device shown, the network interface 1004 is mainly used for data communication with the network server; the user interface 1003 is mainly used for data interaction with the user; the processor 1001 and the memory 1005 in the shift control device of the present invention can be set in the shift control device, and the shift control device calls the shift control program stored in the memory 1005 through the processor 1001 and executes the shift control method provided in the embodiment of the present invention.

[0046] This invention provides a shift control method, referring to... Figure 2 , Figure 2 This is a flowchart illustrating the first embodiment of the shift control method of the present invention.

[0047] It is important to understand that the existing hybrid transmission control process is divided into power upshift, power downshift, no-power upshift, and no-power downshift based on different accelerator pedal inputs. The shifting process includes a pre-charging phase, a torque interaction phase, and a speed adjustment phase. The combination of these shifting processes changes depending on the shifting mode. For example, the shifting process for power upshift is pre-charging phase -> torque interaction phase -> speed adjustment phase; the shifting process for power downshift is pre-charging phase -> speed adjustment phase -> torque interaction phase. Therefore, existing shifting control methods require selecting different shifting methods based on different accelerator pedal inputs. The complexity of the software and calibration during the shifting process results in a large workload and low shifting efficiency. To improve shifting efficiency, this embodiment can adopt a unified unloading phase -> speed adjustment phase -> loading phase to adapt to all shifting processes. Specifically, in this embodiment, the shifting control method includes the following steps:

[0048] Step S10: When a shift command is received, preset torque reduction control is performed on the first clutch corresponding to the current gear;

[0049] It should be noted that the method in this embodiment is applied to vehicles equipped with a hybrid-specific transmission with a P1+P3 configuration, the structure of which is as follows: Figure 3 As shown, Figure 3 This is a schematic diagram of the hybrid transmission in the first embodiment of the shift control method of the present invention. The executing entity in this embodiment can be a transmission control module (TCM) with data processing, data communication, and program execution functions, i.e., the aforementioned shift control device.

[0050] It should be understood that in this embodiment, step S10 can correspond to the unloading stage described above. The shift control device can be connected to the VCU (Vehicle Control Unit), and the VCU can be connected to the MCU (Motor Control Unit) and EMS (Engine Management System) respectively. The shift control device, VCU, MCU and EMS jointly control the shifting of the gearbox.

[0051] It's important to understand that the aforementioned shift command can be sent to the shift control device after the VCU determines the gear shift. Specifically, the VCU can comprehensively determine the need for a gear change based on vehicle operating information such as the current state of charge (SOC), driver's accelerator pedal opening, vehicle deceleration, gradient, vehicle speed, and driving mode, and then issue a shift command to the shift control device. Upon receiving the shift command, the shift control device can first increase the main oil circuit pressure and lubrication flow until it detects that the main oil circuit pressure and lubrication flow meet the shift requirements. Then, it updates the target gear of the transmission and sends a torque reduction request to the VCU to perform transmission shift control based on the torque reduction request. When the shift control device determines that the shift logic cannot be executed, i.e., a hydraulic control circuit failure occurs (such as a solenoid valve failure, clutch failure, etc.), it can send a gear unavailable flag to the VCU. The VCU will then abandon the current shift control according to the relevant logic. Alternatively, if the VCU does not receive the target gear update from the TCM for a long time, the VCU can also determine that the timeout has occurred and exit the current shift control.

[0052] Therefore, further in this embodiment, step S10 includes:

[0053] Step S101: When a shift command is received, a torque reduction request is sent to the vehicle controller. When the vehicle controller receives the torque reduction request, it controls the first motor to output negative torque in order to reduce the input torque at the clutch input end based on the negative torque.

[0054] It's important to understand that when the vehicle controller receives a torque reduction request, it can control the first motor to output negative torque. Specifically, the vehicle controller can control the first motor to output negative torque and enter generator mode via the motor control unit (MCU), gradually reducing the input torque at the clutch input end to 0 Nm at a certain slope. For example... Figure 3 As shown, the gearbox controlled in this embodiment may include P1 (i.e., the first motor mentioned above) and P3 (i.e., the second motor mentioned above), which are... Figure 3As can be seen, the first motor P1 is connected to the clutch input terminal. Therefore, the negative torque output by the first motor can reduce the input torque at the clutch input terminal. This input torque at the clutch input terminal can be the torque calculated by coupling the actual engine torque and the actual torque of the first motor P1 to the clutch input terminal.

[0055] Step S102: When the input torque at the clutch input end is detected to drop to the preset clutch switching torque, preset torque reduction control is performed on the first clutch corresponding to the current gear.

[0056] It should be noted that the aforementioned preset clutch switching torque can be a torque limit preset through a user interface or network interface. When the torque at the clutch input end drops to the preset limit, this embodiment can control the reduction of the torque of the first clutch corresponding to the current gear. Specifically, this embodiment can control the first clutch to begin preset engagement reduction control towards the touchpoint (TP). The control logic of this preset engagement reduction control is as follows:

[0057]

[0058] In the formula, T Offg T is the control torque of the first clutch. Offh_Ini Tp is the torque corresponding to the first clutch at the moment of initial torque reduction. offg Tp is the torque at point T of the first clutch. Ct The time for the first clutch to reduce torque, T Rt To set the target time for the first clutch to reduce torque to the TP point, T In T is the input torque at the clutch input terminal. Offset_min The set clamping torque threshold for the first clutch.

[0059] Step S103: When the input torque at the clutch input end is detected to be greater than the preset clutch switching torque, the first clutch is subjected to preset pressure holding control.

[0060] It is important to understand that, in order to prevent the engine speed from dropping too high, the first clutch needs to remain engaged when the torque at the clutch input end is reduced by the first motor. Therefore, in this embodiment, a preset pressure holding control can be implemented for the first clutch until the input torque at the clutch input end is less than a set threshold. The control logic of this preset pressure holding control is as follows:

[0061] T Offg =T Offg_Start T In ≥T Trs ;

[0062] Where T Offg T is the control torque of the first clutch.In T is the input torque at the clutch input terminal. Offg_start It is the torque of the first clutch when the clutch input begins to reduce torque, T Trs This is the preset clutch switching torque.

[0063] Understandably, to prevent the engine speed from dropping excessively during descent, it is necessary to constantly maintain the torque of the first clutch above the clutch input torque value. If the clutch input torque decreases slowly or fails to decrease during this process, the torque of the first clutch needs to be maintained until the clutch torque begins to decrease again. Specifically, this embodiment can use the Max{} algorithm to achieve torque control between the clutch input and the first clutch, because the torque of the first clutch, after being maximized, is usually not less than the clutch input torque (P1 + engine torque).

[0064] It is important to understand that when the vehicle controller receives a torque reduction request, in order to maintain a certain acceleration of the vehicle, it can also control the output compensation torque of the second motor based on the real-time torque difference between the input torque at the clutch input end and the preset clutch switching torque. That is, during the unloading phase, the torque value reduced at the clutch input end can be compensated by the torque coordination of the second motor P3 in this embodiment, thereby ensuring continuous power output for vehicle driving without interruption. For example, if the current vehicle is in first gear, and the clutch input end reduces by 50 Nm, this translates to a reduction of 50 Nm × 5.037 (first gear ratio) at the wheel end. Correspondingly, the second motor P3 needs to increase by 50 Nm × 5.037 / 11.958 (the gear ratio corresponding to the second motor) = 21 Nm.

[0065] Step S20: When the real-time torque of the first clutch is detected to drop to the first preset engagement torque, preset torque increase control is performed on the second clutch corresponding to the target gear.

[0066] It should be noted that in this embodiment, step S20 corresponds to the speed adjustment stage described above, and the second clutch can be the clutch to be engaged corresponding to the gear to be switched. When the clutch input torque is unloaded to around 0 Nm, and the first clutch is opened to the TP point, due to the hydraulic lag, in order to ensure that the clutch can be fully opened to the TP point, this embodiment needs to continue to maintain a certain opening time. Therefore, further, in this embodiment, step S20 includes:

[0067] Step S201: When the real-time torque of the first clutch is detected to drop to the first preset engagement torque, an unloading delay timer is started;

[0068] Step S202: When the unloading delay time reaches the preset delay time, a speed request and target speed are sent to the vehicle controller, and preset torque increase control is performed on the second clutch corresponding to the target gear. When the vehicle controller receives the speed request, it performs speed synchronization control on the clutch input end and the second clutch corresponding to the target gear according to the target speed.

[0069] It is understandable that the aforementioned preset delay time can be the pre-set time for the first clutch to remain at the TP point. The control law for the aforementioned unloading delay timing can be as follows:

[0070] T Offg =Tp Offg , t drain ≤T drain_Lmt ;

[0071] Among them, T Offg t is the control torque of the first clutch. drain The unloading timing time, T, is the torque from the first clutch unloading to point TP at the initial moment. drain_Lmt This is the preset delay time.

[0072] It is important to understand that after the first clutch is engaged at point TP and maintained for a certain period of time, i.e., when the unloading delay time reaches the preset delay time, this embodiment can formally enter the speed adjustment stage. This stage mainly relies on the first motor P1 to adjust the speed at the clutch input end to synchronize with the speed at the second clutch output end. Specifically, this embodiment can send a speed request and a target speed to the vehicle controller. The control logic for this speed request can be: within a certain time period, adjust the speed at the clutch input end at the initial adjustment moment to the synchronous speed corresponding to the second clutch. It is easy to understand that when the torque at the clutch input end drops to 0, the speed at the clutch input end can be controlled by controlling the torque of the first motor. In this embodiment, the VCU performs closed-loop PID control based on the current clutch input end speed and the received target speed, outputting the determined target torque of the first motor P1 to the motor controller. The motor controller adjusts the output torque of the first motor P1 to achieve the target torque, thereby realizing synchronous speed control. The target torque of the first motor P1 can be calculated as follows: Target torque of first motor P1 = -(Engine torque / Speed ​​ratio of first motor P1 to the engine) + PID(Target speed of the second clutch - Current speed of the clutch input). Here, PID represents the torque compensation obtained by PID adjustment based on the speed difference, and -(Engine torque / Speed ​​ratio of P1 to the engine) represents the torque that the first motor P1 needs to generate to overcome the torque produced by the engine. The formula for determining the target speed can be:

[0073]

[0074] In the formula, Spd Req The requested value for the target rotational speed, Spd Onc_In_Ini Spd is the input speed of the second clutch at the start of speed synchronization control. Onc_Out T is the rotational speed at the output of the second clutch. Ct_Spd The initial time is the timing period T, which is the start time of the speed synchronization control. Rt_Spd The target time for adjusting the speed at the input end of the clutch to be synchronized with the speed at the output end of the second clutch.

[0075] Step S30: When the real-time torque of the second clutch is detected to rise to the preset linear torque, the working clutch of the target transmission is switched from the first clutch to the second clutch based on the preset opening control and preset loading control.

[0076] It should be noted that, in this embodiment, step S30 corresponds to the loading stage. During the loading stage, this embodiment can reduce the torque of the first clutch to zero by performing a preset opening control on the first clutch, and perform a preset loading control on the second clutch to increase its torque to the lock-up torque, thereby switching the working clutch of the target transmission from the first clutch to the second clutch, thus achieving gear shift control of the target transmission.

[0077] It is important to understand that this embodiment provides a novel clutch control strategy, simplifying existing control logic and offering a control method applicable to different speed ratios during the unloading phase -> speed regulation phase -> loading phase. Furthermore, this embodiment also utilizes a wheel-end torque compensation strategy of the second motor P3 during the clutch interaction process. Specifically, throughout the entire shift control process, the second motor P3 is controlled to compensate for the reduced clutch input torque based on the target wheel-end torque. This reduces clutch heat generation, achieves smooth shifting without power interruption, and minimizes software and calibration workload.

[0078] In this embodiment, upon receiving a shift command, a torque reduction request is sent to the vehicle controller. Upon receiving the request, the vehicle controller controls the first motor to output negative torque, thereby reducing the input torque at the clutch input. When the input torque at the clutch input is detected to have decreased to a preset clutch switching torque, preset torque reduction control is applied to the first clutch corresponding to the current gear. The vehicle controller, upon receiving the torque reduction request, also controls the second motor to output compensation torque based on the real-time torque difference between the input torque at the clutch input and the preset clutch switching torque. When the input torque at the clutch input is detected to be greater than the preset clutch switching torque, preset pressure holding control is applied to the first clutch. When the real-time torque of the first clutch is detected to have decreased to a first preset engagement torque, an unloading delay timer is initiated. When the unloading delay timer reaches a preset delay period, a speed request and a target speed are sent to the vehicle controller, and preset torque increase control is applied to the second clutch corresponding to the target gear. Upon receiving the speed request, the vehicle controller performs synchronous speed control on the clutch input and the second clutch corresponding to the target gear based on the target speed. When the real-time torque of the second clutch is detected to rise to a preset linear torque, the working clutch of the target transmission is switched from the first clutch to the second clutch based on preset opening control and preset loading control. This embodiment provides a novel clutch control strategy, simplifying existing control logic and providing a control method applicable to different speed ratios during the unloading phase -> speed regulation phase -> loading phase. Simultaneously, this embodiment also utilizes a wheel-end torque compensation strategy of the second motor during clutch interaction. Specifically, during the speed regulation phase, the second motor is controlled to compensate for the torque output based on the target wheel-end torque and the reduction in clutch input torque. This reduces clutch heat generation, achieves smooth shifting without power interruption, and reduces software and calibration workload. Therefore, this embodiment simplifies clutch shifting control logic and process. The control software strategy of this embodiment is simple, applicable to hybrid transmissions at different speed ratios, and easy to calibrate, reducing development cycle and improving shifting efficiency. Furthermore, by comprehensively considering wheel-end torque requirements and controlling the output of the second motor, this embodiment ensures uninterrupted power response and improves user experience.

[0079] Reference Figure 3 , Figure 3 This is a flowchart illustrating the second embodiment of the shift control method of the present invention, based on the above. Figure 2 The illustrated embodiment presents a second embodiment of the shift control method of the present invention.

[0080] Understandably, existing hybrid transmissions, in order to balance the timing of engine engagement at low and medium speeds and the optimal fuel economy curve at high speeds, amplify the gear ratio between two gears during shifting. This allows the engine to engage earlier at low speeds, enhancing power; and then shifts to a higher gear at high speeds, reducing the engine speed during direct drive. Due to the large gear ratio, existing clutch-based shift control modes often use a control method in the torque interaction phase that gradually reduces the torque of the first clutch to 0 Nm and gradually increases the torque of the second clutch to the torque at the clutch input. Therefore, in traditional shift control methods, the torque of the first or second clutch is relatively large during shifting (generally reaching the torque at the clutch input, i.e., the torque of the first motor P1 plus the engine torque). At this time, due to the speed difference between the two ends of the clutch, the clutch slippage generates a large amount of slippage work, the clutch plate temperature rises, the risk of clutch ablation is high, and safety is poor.

[0081] To avoid the aforementioned safety hazards, in this embodiment, the preset torque increase control further includes: preset oil filling control and preset linear torque increase control, and step S202 includes:

[0082] Step S2021: Perform the preset oil filling control on the second clutch corresponding to the target gear, so as to increase the torque of the second clutch through the preset oil filling control;

[0083] It is understandable that, while performing speed synchronization control during the speed regulation phase, this embodiment can perform preset oil filling control on the second clutch to fill the oil chamber corresponding to the second clutch with oil and increase the torque of the second clutch, so that the increased torque of the second clutch reaches the torque value corresponding to point Tp, thereby enabling linear control of the torque transmitted by the clutch; during this process, the first clutch (the clutch corresponding to the current gear) can be maintained at point Tp to reduce the vibration of the shaft system caused by the second clutch during the oil filling process. The control law of the above-mentioned preset oil filling control can be:

[0084] T Offg =Tp Offg ;

[0085] T Onc_End =Tp Onc ;

[0086] Among them, T Onc_End Tp represents the control torque of the second clutch corresponding to the preset oil filling control phase, and Tp represents the target torque corresponding to the completion of the preset oil filling control of the second clutch. Onc This is the torque value corresponding to point Tp of the second clutch.

[0087] Step S2022: When the real-time torque of the second clutch is detected to rise to the second preset engagement torque, the preset linear torque increase control is performed on the clutch to linearly increase the torque of the second clutch through the preset linear torque increase control.

[0088] It is understood that the first preset engagement torque of the first clutch and the second preset engagement torque of the second clutch can be the same or similar. Therefore, in this embodiment, the slip friction work during clutch switching is much less than that of existing gear shifting control methods.

[0089] It is important to understand that when the VCU controls the output of the first motor to nearly synchronize the speed at the input end of the clutch with the speed at the output end of the second clutch, the torque of the second clutch can rise to the linear growth point within a certain time. The purpose of setting the target time is to ensure that the preloading phase is completed within a certain time, and that the torque of the Oncoming clutch increases linearly, avoiding abrupt changes that could cause drivability issues. The torque at the aforementioned linear growth point is typically 12 Nm, and the torque at the engagement point Tp of the second clutch is usually 2 Nm. Therefore, after reaching the engagement point torque, in this embodiment, the torque of the second clutch needs to rise to the preset linear growth torque, i.e., the linear growth point torque of the second clutch, according to the preset linear torque increase control, to ensure that the actual transmitted torque of the clutch linearly follows the target torque value during the loading phase. The control law for this preset linear growth torque can be:

[0090]

[0091] In the formula, T Onc The control torque for the second clutch, PTp Onc T is the preset linearly increasing torque for the second clutch. Ct_PTp T is the timing period for the initial linear torque increase control of the second clutch. Rt_PTp The target time for loading the second clutch to the linearly increasing torque point.

[0092] It's easy to understand that, simultaneously, when the VCU reaches the end of the speed regulation (generally |clutch input speed - second clutch output speed| ≤ 50 rpm), the PID adjustment amplitude should be limited to reduce torque fluctuations at the clutch input and ensure smooth clutch engagement. Specifically, by limiting the values ​​of parameters Kp, KI, and Kd, a smaller PID adjustment amplitude can be obtained while keeping the input error constant.

[0093] Further, in this embodiment, step S30 includes:

[0094] Step S301: Send a torque request to the vehicle controller based on the target input torque. The vehicle controller controls the first motor to output a recovery torque according to the torque request, so as to restore the input torque at the clutch input end to the target input torque based on the recovery torque.

[0095] It should be noted that after completing the speed synchronization control, the VCU can control the torque at the clutch input end to recover to the current target torque, while gradually and synchronously canceling the compensation torque of the P3 motor. Specifically, in this embodiment, torque requests can be continuously sent to the vehicle controller to increase the clutch input torque to the torque value corresponding to the initial shift, i.e., the aforementioned target input torque, within a certain period of time. Based on the received target torque request, the VCU adjusts the torque output of the first motor P1 and the engine, while reducing the output torque of the P3 motor to stabilize the final wheel-end output torque.

[0096] It should be understood that during the torque request process, this embodiment can monitor the actual torque at the clutch input end in real time. When it approaches the target input torque of the clutch, it can actively reduce the slope of the torque request, so that the clutch torque gradually transitions to the clamping state, preventing the engine speed from dropping too high.

[0097] Step S302: Perform a preset opening control on the first clutch and a preset loading control on the second clutch;

[0098] It should be noted that in this embodiment, the first clutch can be preset to open, so that the torque of the first clutch can be reduced to 0 Nm within a certain period of time. The control law of this preset opening control can be:

[0099]

[0100] In the formula, Tp Offg T represents the torque value at point TP corresponding to the first clutch. Ct_Open The initial time is the preset timing period for the first clutch to begin opening control; T Rt_Open The target time for the first clutch to descend to full opening.

[0101] It is important to understand that once the loading phase begins, the torque of the second clutch needs to rise and be controlled to the clamping torque within a certain time to switch the working clutch of the target transmission. The control law of the aforementioned preset loading control can be described as follows:

[0102]

[0103] In the formula, T Onc PTp is the control torque corresponding to the preset loading stage of the second clutch. Onc To preset linearly increasing torque, TLck Preset lock-up torque; T Ct_Lck The initial time is the preset timing period for the second clutch to begin load control. Rt_Lck The target time for the second clutch to rise to the pressed state.

[0104] It should be noted that the torque of the clutch under lock-up conditions is the clutch input torque plus the compensation value during the lock-up phase. The method for determining the aforementioned preset lock-up torque can be as follows:

[0105]

[0106] In the formula, T Lck T is the target torque of the second clutch under the clamped state. In_min The minimum input torque at the clutch end is usually set to the absolute value of the engine's friction torque, and K is the clutch input torque reserve coefficient.

[0107] Step S303: When it is detected that the input torque at the input end of the clutch is not less than the target input torque and equal to the requested torque, the torque of the first clutch drops to zero, and the input torque of the second clutch reaches the preset lock-up torque, the torque request is cleared, and the second clutch is controlled to enter the pressing state, so as to switch the working clutch of the target gearbox from the first clutch to the second clutch.

[0108] It should be noted that when the clutch input torque reaches the target input torque before the VCU shift, and the clutch input torque is the same as the requested torque, the second clutch torque rises to the preset lock-up torque, and the speeds of both ends of the second clutch are synchronized, the shift can be considered complete. The target input torque and the requested torque can be the same, but ensuring the clutch input torque reaches the target input torque is to ensure smooth torque engagement before and after the shift. Ensuring the clutch input torque is the same as the requested torque is to ensure proper clutch input torque response. Only when the clutch input torque reaches both the target and requested torques can smooth clutch input torque switching and vehicle vibration be guaranteed. After the shift is determined to be complete, this embodiment can cancel the torque request, control the clutch to enter the clamping state, enter the lock-up condition, and send the actual gear corresponding to the current shift to the vehicle controller.

[0109] This embodiment implements preset oil filling control for the second clutch corresponding to the target gear to increase the torque of the second clutch. When the real-time torque of the second clutch is detected to rise to a first preset engagement torque, preset linear torque increase control is implemented for the clutch to linearly increase the torque of the second clutch. A torque request is sent to the vehicle controller based on the target input torque. The vehicle controller controls the first motor to output recovery torque according to the torque request, so as to restore the input torque at the clutch input end to the target input torque. Preset opening control is implemented for the first clutch, and preset loading control is implemented for the second clutch. When it is detected that the input torque at the clutch input end is not less than the target input torque and equal to the requested torque, the torque of the first clutch drops to zero, and the input torque of the second clutch reaches the preset lock-up torque, the torque request is cleared, and the second clutch is controlled to enter the clamping state to switch the working clutch of the target gearbox from the first clutch to the second clutch. This embodiment controls the torque increase of the second clutch in stages. Specifically, during speed regulation, the torque of the second clutch is controlled to rise to near the engagement point. Once the speed is synchronized, a preset loading control is applied to the second clutch to achieve a preset linear torque. Finally, a preset disengagement control is applied to the first clutch, and a preset loading control is applied to the second clutch. This reduces the generation of slippage work. Therefore, this embodiment simplifies the clutch control process and reduces clutch heat generation by controlling the torque increase of the second clutch in stages, preventing excessively rapid clutch temperature rise. Simultaneously, it reduces the total amount of slippage work, lowers the risk of clutch burnout, and minimizes safety hazards.

[0110] Furthermore, this embodiment of the invention also proposes a storage medium storing a shift control program, which, when executed by a processor, implements the steps of the shift control method described above.

[0111] refer to Figure 6 , Figure 6 This is a structural block diagram of the first embodiment of the shift control device of the present invention.

[0112] like Figure 6 As shown, the shift control device proposed in this embodiment of the invention includes:

[0113] The torque reduction control module 601 is used to perform preset torque reduction control on the first clutch corresponding to the current gear when a shift command is received.

[0114] The torque increase control module 602 is used to perform preset torque increase control on the second clutch corresponding to the target gear when the real-time torque of the first clutch is detected to drop to the preset engagement torque.

[0115] The switching module 603 is used to switch the working clutch of the target gearbox from the first clutch to the second clutch based on preset opening control and preset loading control when the real-time torque of the second clutch is detected to rise to a preset linear torque.

[0116] Furthermore, as one possible implementation, in this embodiment, the torque reduction control module 601 is also used to send a torque reduction request to the vehicle controller when a shift command is received. When the vehicle controller receives the torque reduction request, it controls the first motor to output negative torque so as to reduce the input torque at the clutch input end based on the negative torque.

[0117] The torque reduction control module 601 is also used to perform preset torque reduction control on the first clutch corresponding to the current gear when the input torque at the clutch input end is detected to drop to the preset clutch switching torque.

[0118] The torque reduction control module 601 is also used to perform preset pressure holding control on the first clutch when the input torque at the input end of the clutch is detected to be greater than the preset clutch switching torque.

[0119] Furthermore, as one possible implementation, in this embodiment, the torque control module 602 is also used to perform an unloading delay timer when it is detected that the real-time torque of the first clutch has dropped to the first preset engagement torque;

[0120] The torque increase control module 602 is also used to send a speed request and a target speed to the vehicle controller when the unloading delay time reaches a preset delay time, and to perform preset torque increase control on the second clutch corresponding to the target gear. When the vehicle controller receives the speed request, it performs speed synchronization control on the clutch input end and the second clutch corresponding to the target gear according to the target speed.

[0121] In this embodiment, upon receiving a shift command, a torque reduction request is sent to the vehicle controller. Upon receiving the request, the vehicle controller controls the first motor to output negative torque, thereby reducing the input torque at the clutch input. When the input torque at the clutch input is detected to have decreased to a preset clutch switching torque, preset torque reduction control is applied to the first clutch corresponding to the current gear. The vehicle controller, upon receiving the torque reduction request, also controls the second motor to output compensation torque based on the real-time torque difference between the input torque at the clutch input and the preset clutch switching torque. When the input torque at the clutch input is detected to be greater than the preset clutch switching torque, preset pressure holding control is applied to the first clutch. When the real-time torque of the first clutch is detected to have decreased to a first preset engagement torque, an unloading delay timer is initiated. When the unloading delay timer reaches a preset delay period, a speed request and a target speed are sent to the vehicle controller, and preset torque increase control is applied to the second clutch corresponding to the target gear. Upon receiving the speed request, the vehicle controller performs synchronous speed control on the clutch input and the second clutch corresponding to the target gear based on the target speed. When the real-time torque of the second clutch is detected to rise to a preset linear torque, the working clutch of the target transmission is switched from the first clutch to the second clutch based on preset opening control and preset loading control. This embodiment provides a novel clutch control strategy, simplifying existing control logic and providing a control method applicable to different speed ratios during the unloading phase -> speed adjustment phase -> loading phase. Simultaneously, this embodiment also utilizes a wheel-end torque compensation strategy of the second motor during clutch interaction. That is, throughout the entire shift control process, the second motor is controlled to compensate for the torque output based on the target wheel-end torque and the reduction in clutch input torque. This reduces clutch heat generation, achieves smooth shifting without power interruption, and reduces software and calibration workload. Therefore, this embodiment simplifies the clutch shift control logic and process. The control software strategy of this embodiment is simple, applicable to hybrid transmissions at different speed ratios, and easy to calibrate, reducing development cycle and improving shifting efficiency. Furthermore, by comprehensively considering wheel-end torque requirements and controlling the output of the second motor, this embodiment ensures uninterrupted power response and improves user experience.

[0122] Based on the first embodiment of the shift control device of the present invention described above, a second embodiment of the shift control device of the present invention is proposed.

[0123] In this embodiment, the torque control module 602 is also used to perform the preset oil filling control on the second clutch corresponding to the target gear, so as to increase the torque of the second clutch through the preset oil filling control;

[0124] The torque increase control module 602 is further configured to perform the preset linear torque increase control on the clutch when the real-time torque of the second clutch is detected to rise to the second preset engagement torque, so as to linearly increase the torque of the second clutch through the preset linear torque increase control.

[0125] Furthermore, as one implementation, the switching module 603 is also used to send a torque request to the vehicle controller based on the target input torque, and the vehicle controller controls the first motor to output a recovery torque according to the torque request, so as to restore the input torque at the clutch input end to the target input torque based on the recovery torque;

[0126] The switching module 603 is also used to perform preset opening control on the first clutch and preset loading control on the second clutch.

[0127] The switching module 603 is further configured to clear the torque request and control the second clutch to enter the pressing state when it is detected that the input torque at the input end of the clutch is not less than the target input torque and equal to the requested torque, the torque of the first clutch drops to zero, and the input torque of the second clutch reaches the preset lock-up torque, so as to switch the working clutch of the target gearbox from the first clutch to the second clutch.

[0128] This embodiment implements preset oil filling control for the second clutch corresponding to the target gear to increase the torque of the second clutch. When the real-time torque of the second clutch is detected to rise to a first preset engagement torque, preset linear torque increase control is implemented for the clutch to linearly increase the torque of the second clutch. A torque request is sent to the vehicle controller based on the target input torque. The vehicle controller controls the first motor to output recovery torque according to the torque request, so as to restore the input torque at the clutch input end to the target input torque. Preset opening control is implemented for the first clutch, and preset loading control is implemented for the second clutch. When it is detected that the input torque at the clutch input end is not less than the target input torque and equal to the requested torque, the torque of the first clutch drops to zero, and the input torque of the second clutch reaches the preset lock-up torque, the torque request is cleared, and the second clutch is controlled to enter the clamping state to switch the working clutch of the target gearbox from the first clutch to the second clutch. This embodiment controls the torque increase of the second clutch in stages. Specifically, during speed regulation, the torque of the second clutch is controlled to rise to near the engagement point. Once the speed is synchronized, a preset loading control is applied to the second clutch to achieve a preset linear torque. Finally, a preset disengagement control is applied to the first clutch, and a preset loading control is applied to the second clutch. This reduces the generation of slippage work. Therefore, this embodiment simplifies the clutch control process and reduces clutch heat generation by controlling the torque increase of the second clutch in stages, preventing excessively rapid clutch temperature rise. Simultaneously, it reduces the total amount of slippage work, lowers the risk of clutch burnout, and minimizes safety hazards.

[0129] Other embodiments or specific implementations of the shift control device of the present invention can be referred to the above-described method embodiments, and will not be repeated here.

[0130] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or system that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or system. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or system that includes that element.

[0131] The sequence numbers of the above embodiments of the present invention are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0132] Through the above description of the embodiments, those skilled in the art can clearly understand that the methods of the above embodiments can be implemented by means of software plus necessary general-purpose hardware platforms. Of course, they can also be implemented by 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 prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) as described above, and includes several instructions to cause a terminal device (which may be a mobile phone, computer, server, air conditioner, or network device, etc.) to execute the methods described in the various embodiments of the present invention.

[0133] The above are merely preferred embodiments of the present invention and do not limit the scope of the patent. Any equivalent structural or procedural transformations made based on the description and drawings of the present invention, or direct or indirect applications in other related technical fields, are similarly included within the scope of patent protection of the present invention.

Claims

1. A gear shifting control method, characterized in that, The method includes: When a shift command is received, a preset torque reduction control is performed on the first clutch corresponding to the current gear. When the real-time torque of the first clutch is detected to drop to the preset engagement torque, the second clutch corresponding to the target gear is subjected to preset torque increase control. When the real-time torque of the second clutch is detected to rise to a preset linear torque, the working clutch of the target gearbox is switched from the first clutch to the second clutch based on the preset opening control and the preset loading control. The preset opening control is used to reduce the torque of the first clutch to zero within a certain period of time, and the preset loading control is used to control the torque of the second clutch to rise to the clamping torque within a certain period of time. The step of performing preset torque reduction control on the first clutch corresponding to the current gear when a shift command is received includes: When a shift command is received, a torque reduction request is sent to the vehicle controller. Upon receiving the torque reduction request, the vehicle controller controls the first motor to output negative torque, thereby reducing the input torque at the clutch input terminal based on the negative torque. The input torque at the clutch input terminal is the torque calculated from the actual engine torque and the actual torque of the first motor after coupling. When the input torque at the clutch input terminal is detected to drop to the preset clutch switching torque, preset torque reduction control is performed on the first clutch corresponding to the current gear. The preset torque increase control includes: preset oil filling control and preset linear torque increase control. The step of performing preset torque increase control on the second clutch corresponding to the target gear includes: The preset oil filling control is applied to the second clutch corresponding to the target gear, so as to increase the torque of the second clutch through the preset oil filling control; When the real-time torque of the second clutch is detected to rise to the preset engagement torque, the preset linear torque increase control is applied to the second clutch to linearly increase the torque of the second clutch.

2. The shift control method as described in claim 1, characterized in that, After receiving a shift command and sending a torque reduction request to the vehicle controller, the process further includes: When the input torque at the clutch input terminal is detected to be greater than the preset clutch switching torque, the first clutch is subjected to preset pressure holding control.

3. The shift control method as described in claim 2, characterized in that, The vehicle controller is also used to control the output compensation torque of the second motor based on the real-time torque difference between the input torque at the clutch input end and the preset clutch switching torque when receiving the torque reduction request.

4. The shift control method as described in claim 3, characterized in that, The step of performing preset torque increase control on the second clutch corresponding to the target gear when the real-time torque of the first clutch is detected to drop to the preset engagement torque includes: When the real-time torque of the first clutch is detected to drop to the preset engagement torque, an unloading delay timer is started. When the unloading delay timer reaches the preset delay time, a speed request and target speed are sent to the vehicle controller, and preset torque increase control is performed on the second clutch corresponding to the target gear. When the vehicle controller receives the speed request, it performs speed synchronization control on the clutch input end and the second clutch corresponding to the target gear according to the target speed.

5. The shift control method as described in claim 4, characterized in that, The step of switching the working clutch of the target transmission from the first clutch to the second clutch based on preset opening control and preset loading control includes: Based on the target input torque, a torque request is sent to the vehicle controller. The vehicle controller controls the first motor to output a recovery torque according to the torque request, so as to restore the input torque at the clutch input end to the target input torque based on the recovery torque. The first clutch is subject to preset opening control, and the second clutch is subject to preset loading control; When it is detected that the input torque at the clutch input end is not less than the target input torque and equal to the requested torque, the torque of the first clutch drops to zero, and the input torque of the second clutch reaches the preset lock-up torque, the torque request is cleared, and the second clutch is controlled to enter the pressing state, so as to switch the working clutch of the target gearbox from the first clutch to the second clutch.

6. A gear shifting control device, characterized in that, The shift control device includes: The torque reduction control module is used to perform preset torque reduction control on the first clutch corresponding to the current gear when a shift command is received. The torque increase control module is used to perform preset torque increase control on the second clutch corresponding to the target gear when the real-time torque of the first clutch is detected to drop to the preset engagement torque. The preset torque increase control includes: preset oil filling control and preset linear torque increase control. The switching module is used to switch the working clutch of the target gearbox from the first clutch to the second clutch when the real-time torque of the second clutch is detected to rise to a preset linear torque, based on preset opening control and preset loading control. The preset opening control is used to reduce the torque of the first clutch to zero within a certain period of time, and the preset loading control is used to control the torque of the second clutch to rise to the clamping torque within a certain period of time. The torque reduction control module is further configured to send a torque reduction request to the vehicle controller when a shift command is received. Upon receiving the torque reduction request, the vehicle controller controls the first motor to output negative torque to reduce the input torque at the clutch input end based on the negative torque. The input torque at the clutch input end is the torque calculated from the actual engine torque and the actual torque of the first motor after coupling. When the input torque at the clutch input end is detected to drop to a preset clutch switching torque, preset torque reduction control is performed on the first clutch corresponding to the current gear. The torque increase control module is also used to perform the preset oil filling control on the second clutch corresponding to the target gear, so as to increase the torque of the second clutch through the preset oil filling control; when the real-time torque of the second clutch is detected to rise to the preset engagement torque, the preset linear torque increase control is performed on the second clutch, so as to linearly increase the torque of the second clutch through the preset linear torque increase control.

7. A gear shifting control device, characterized in that, The device includes: a memory, a processor, and a shift control program stored in the memory and executable on the processor, the shift control program being configured to implement the steps of the shift control method as described in any one of claims 1 to 5.

8. A storage medium, characterized in that, The storage medium stores a shift control program, which, when executed by a processor, implements the steps of the shift control method as described in any one of claims 1 to 5.

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