Dual clutch shift torque zero-crossing control method, device and equipment for hybrid vehicle

Abstract

The application provides a dual clutch gear shifting torque zero-crossing control method and device of a hybrid vehicle, electronic equipment and a medium, and belongs to the technical field of hybrid vehicles. The method comprises the following steps: in response to a gear shifting instruction, a first gear and a second gear are acquired; in the case that the front end gear of the first gear and the front end gear of the second gear are different and both are not a neutral gear, and the rear end gear of the first gear and the rear end gear of the second gear are the same and are not a neutral gear, it is judged whether the torque value of an input shaft is located in a zero-crossing torque range; in the case that the torque value of the input shaft is located in the zero-crossing torque range, the torque value of the input shaft is cleared; and in the case that the torque value of the input shaft has been cleared, gear shifting is performed through an AMT gear shifting mode. The above scheme solves the impact and jerk problem caused by motor torque zero-crossing in the gear shifting process of a hybrid vehicle, and realizes smooth gear shifting of the hybrid vehicle.

Description

Technical Field

[0001] This application relates to the field of new energy vehicle technology, and in particular to a method, device and equipment for zero-crossing torque control of dual-clutch shifting in hybrid vehicles. Background Technology

[0002] With the development of new energy technologies, more and more vehicles are adopting hybrid technology. During operation, the electric motor in a hybrid vehicle undergoes energy recovery, which can cause the motor's torque to cross zero during gear shifts, thus affecting the smoothness of gear changes. Therefore, a new gear shifting solution is urgently needed. Summary of the Invention

[0003] This application provides a method, device, and equipment for controlling the zero-crossing torque during dual-clutch shifting in hybrid vehicles. Based on different shifting modes, it can solve the impact and jerking problems caused by the zero-crossing of motor torque during gear shifting in hybrid vehicles, achieving smooth gear shifting. The technical solution is as follows:

[0004] On the one hand, a method for controlling the zero-crossing torque of a dual-clutch transmission in a hybrid vehicle is provided, the method comprising:

[0005] In response to a shift command, a first gear and a second gear are obtained. The first gear is the gear in which the hybrid vehicle is in the vehicle before the shift command, and the second gear is the target gear indicated by the shift command. Both the first gear and the second gear include a front gear, which is the gear corresponding to the engine and the ISG motor of the hybrid vehicle.

[0006] When the first gear position is in neutral, the second gear position is not in neutral, and the first gear position and the second gear position are the same and not in neutral, shifting is performed using AMT shifting mode.

[0007] When the current mode is dual-clutch shifting, the first gear position and the second gear position are different and neither is in neutral, and the last gear position of the first gear position and the last gear position of the second gear position are the same and neither is in neutral, determine whether the torque value of the input shaft is within the zero-crossing torque range. The zero-crossing torque range is the range of the torque value of the input shaft when the torque crosses zero.

[0008] When the torque value of the input shaft is within the zero-crossing torque range during dual-clutch shifting, the torque value of the input shaft is cleared to zero.

[0009] With the torque value of the input shaft already zeroed, gear shifting is performed using the AMT shift mode.

[0010] In some embodiments, shifting gears via AMT shift mode includes:

[0011] Based on the second gear, determine the target speed and target torque;

[0012] Adjust the speed of the ISG motor to the target speed;

[0013] Based on the first gear and the second gear, determine the target clutch;

[0014] Adjust the torque of the target clutch and the torque of the input shaft to the target torque;

[0015] Adjust the target clutch to the engaged state.

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

[0017] Reduce the pressure of the clutch that is engaged to 0;

[0018] Change the first gear to neutral.

[0019] In some embodiments, the method further includes:

[0020] When the torque value of the input shaft is outside the zero-crossing torque range, gear shifting is performed using dual-clutch mode.

[0021] In some embodiments, shifting via dual-clutch mode includes:

[0022] Obtain the torque direction of the input shaft;

[0023] When the torque direction is positive, gear shifting is performed through the first shifting mode, which is used to exchange torque first and then adjust speed.

[0024] When the torque direction is negative, a second shift mode is used for shifting, which is used to adjust the speed first and then exchange the torque.

[0025] In some embodiments, shifting gears via a first shift mode includes:

[0026] Based on the first gear and the second gear, a first clutch and a second clutch are determined, wherein the first clutch is the clutch to be disengaged and the second clutch is the clutch to be engaged.

[0027] The torque value of the first clutch is reduced from the first torque value to a preset value, where the first torque value is the current torque value of the first clutch, and the preset value is the torque value of the first clutch after removing the torque margin.

[0028] Reduce the torque value of the first clutch from the preset value to 0;

[0029] While the torque value of the first clutch is reduced from the preset value to 0, the torque value of the second clutch is increased from 0 to the preset value.

[0030] Based on the second clutch, the speed of the ISG motor is adjusted to the target speed, which is the speed corresponding to the second gear.

[0031] Adjust the second clutch to the engaged state.

[0032] In some embodiments, shifting gears via the second shift mode includes:

[0033] Based on the first gear and the second gear, a first clutch and a second clutch are determined, wherein the first clutch is the clutch to be disengaged and the second clutch is the clutch to be engaged;

[0034] Based on the first clutch, the speed of the ISG motor is adjusted to the target speed, which is the speed corresponding to the second gear.

[0035] The torque value of the first clutch is reduced from the first torque value to a preset value, where the first torque value is the current torque value of the first clutch, and the preset value is the torque value of the first clutch after removing the torque margin.

[0036] Reduce the torque value of the first clutch from the preset value to 0;

[0037] While the torque value of the first clutch is reduced from the preset value to 0, the torque value of the second clutch is increased from 0 to the preset value.

[0038] Adjust the second clutch to the engaged state.

[0039] In some embodiments, the method further includes:

[0040] When exiting the dual-clutch shift mode, the control TM motor provides torque to the output shaft, which is connected to the drive wheels of the hybrid vehicle.

[0041] In some embodiments, clearing the torque value of the input shaft to zero includes:

[0042] The torque of the input shaft is controlled to decrease to 0 at a preset torque change rate.

[0043] On the other hand, a dual-clutch shift torque zero-crossing control device for hybrid vehicles is provided, the device comprising:

[0044] The gear position acquisition module is used to acquire a first gear and a second gear in response to a gear shift command. The first gear is the gear in which the hybrid vehicle is in the gear before the gear shift command, and the second gear is the target gear indicated by the gear shift command. Both the first gear and the second gear include a front gear, which is the gear corresponding to the engine and ISG motor of the hybrid vehicle.

[0045] The AMT shift module is used to shift gears in the following situations: the front gear of the first gear position is already in neutral, the front gear of the second gear position is not in neutral, and the rear gear of the first gear position is the same as the rear gear of the second gear position and is not in neutral.

[0046] The torque value determination module is used to determine whether the torque value of the input shaft is within the zero-crossing torque range, wherein the zero-crossing torque range is the range in which the torque value of the input shaft is located when the torque crosses zero.

[0047] The torque value zeroing module is used to zero out the torque value of the input shaft when the torque value of the input shaft is within the zero-crossing torque range during dual-clutch shifting.

[0048] The AMT shift module is also used to shift gears using the AMT shift mode when the torque value of the input shaft has been cleared to zero.

[0049] In some embodiments, the AMT shift module is configured to: determine a target speed and a target torque based on the second gear; adjust the speed of the ISG motor to the target speed; determine a target clutch based on the second gear; adjust the torque of the target clutch and the torque of the input shaft to the target torque; and adjust the target clutch to an engaged state.

[0050] In some embodiments, the apparatus further includes:

[0051] The clutch control module is used to reduce the pressure of the clutch in the engaged state to 0.

[0052] The gear update module is used to update the first gear to neutral.

[0053] In some embodiments, the apparatus further includes:

[0054] The dual-clutch shift module is used to perform gear shifting in dual-clutch mode when the torque value of the input shaft is outside the zero-crossing torque range.

[0055] In some embodiments, the dual-clutch shift module includes:

[0056] A torque direction acquisition unit is used to acquire the torque direction of the input shaft;

[0057] The first shift unit is used to shift gears in a first shift mode when the torque direction is positive. The first shift mode is used to exchange torque first and then adjust speed.

[0058] The second shift unit is used to shift gears in a second shift mode when the torque direction is negative. The second shift mode is used to adjust the speed first and then exchange the torque.

[0059] In some embodiments, the first shifting unit is configured to determine a first clutch and a second clutch based on the first gear and the second gear, wherein the first clutch is a clutch to be disengaged and the second clutch is a clutch to be engaged; reduce the torque value of the first clutch from a first torque value to a preset value, wherein the first torque value is the current torque value of the first clutch and the preset value is the torque value of the first clutch after removing the torque margin; reduce the torque value of the first clutch from the preset value to 0; simultaneously reduce the torque value of the first clutch from the preset value to 0, increase the torque value of the second clutch from 0 to the preset value; based on the second clutch, adjust the rotational speed of the ISG motor to a target rotational speed, wherein the target rotational speed is the rotational speed corresponding to the second gear; and adjust the second clutch to an engaged state.

[0060] In some embodiments, the second shifting unit is configured to determine, based on the first gear and the second gear, a first clutch and a second clutch, wherein the first clutch is a clutch to be disengaged and the second clutch is a clutch to be engaged; based on the first clutch, adjust the rotational speed of the ISG motor to a target rotational speed, the target rotational speed being the rotational speed corresponding to the second gear; reduce the torque value of the first clutch from a first torque value to a preset value, the first torque value being the current torque value of the first clutch, the preset value being the torque value of the first clutch after removing the torque margin; reduce the torque value of the first clutch from the preset value to 0; simultaneously, while the torque value of the first clutch is reduced from the preset value to 0, increase the torque value of the second clutch from 0 to the preset value; and adjust the second clutch to an engaged state.

[0061] In some embodiments, the apparatus further includes:

[0062] The TM motor control module controls the TM motor to provide torque to the output shaft when exiting the dual-clutch shift mode. The output shaft is connected to the drive wheel of the hybrid vehicle.

[0063] In some embodiments, the torque value zeroing module is used to control the torque of the input shaft to decrease to 0 at a preset torque change rate.

[0064] On the other hand, an electronic device is provided, comprising a processor and a memory, the memory for storing at least one computer program, the at least one computer program being loaded and executed by the processor to implement the dual-clutch shift torque zero-crossing control method for hybrid vehicles in the embodiments of this application.

[0065] On the other hand, a computer-readable storage medium is provided, wherein at least one computer program is stored in the computer-readable storage medium, the at least one computer program being loaded and executed by a processor to implement the dual-clutch shift torque zero-crossing control method for hybrid vehicles as described in the embodiments of this application. Attached Figure Description

[0066] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0067] Figure 1 This is a schematic diagram illustrating the implementation environment of a dual-clutch shift torque zero-crossing control method for a hybrid vehicle according to an embodiment of this application.

[0068] Figure 2 This is a schematic flowchart of a dual-clutch shift torque zero-crossing control method for a hybrid vehicle according to an embodiment of this application;

[0069] Figure 3 This is a flowchart of a dual-clutch shift torque zero-crossing control method for a hybrid vehicle according to an embodiment of this application;

[0070] Figure 4 This is a flowchart of another method for controlling the zero-crossing torque of a dual-clutch transmission in a hybrid vehicle according to an embodiment of this application;

[0071] Figure 5 This is a powertrain structure diagram of a hybrid vehicle provided according to an embodiment of this application;

[0072] Figure 6 This is a schematic diagram of the vehicle gear positions of a hybrid vehicle according to an embodiment of this application;

[0073] Figure 7 This is a schematic diagram of the vehicle gear positions of another hybrid vehicle provided according to an embodiment of this application;

[0074] Figure 8 This is a schematic diagram of the vehicle gear positions of another hybrid vehicle provided according to an embodiment of this application;

[0075] Figure 9 This is a schematic diagram of the vehicle gear positions of another hybrid vehicle provided according to an embodiment of this application;

[0076] Figure 10 This is a block diagram of a dual-clutch shift torque zero-crossing control device for a hybrid vehicle according to an embodiment of this application;

[0077] Figure 11 This is a schematic diagram of the structure of an electronic device provided according to an embodiment of this application. Detailed Implementation

[0078] To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described in further detail below with reference to the accompanying drawings.

[0079] In this application, the terms "first," "second," etc., are used to distinguish identical or similar items with essentially the same function. It should be understood that there is no logical or temporal dependency between "first," "second," and "nth," nor are there any restrictions on quantity or execution order.

[0080] In this application, the term "at least one" means one or more, and "multiple" means two or more.

[0081] It should be noted that the information (including but not limited to user device information, user personal information, etc.), data (including but not limited to data used for analysis, data stored, data displayed, etc.) and signals involved in this application are all authorized by the user or fully authorized by all parties, and the collection, use and processing of related data must comply with the relevant laws, regulations and standards of the relevant countries and regions.

[0082] For ease of understanding, the terms used in this application are explained below.

[0083] Torque crossing zero: The direction of the input shaft torque changes, which is accompanied by the problem of speed adjustment failure during vehicle shifting, resulting in shock or jerking.

[0084] Figure 1 This is a schematic diagram illustrating the implementation environment of a dual-clutch shift torque zero-crossing control method for a hybrid vehicle according to an embodiment of this application. See also... Figure 1 The implementation environment is a shift control system for a hybrid vehicle, which includes a transmission controller 100, an engine controller 101, a motor controller 102, and electronic equipment 103.

[0085] The transmission controller 100 controls the torque variation of the clutch in the hybrid vehicle and also controls the clutch state. For example, it controls the clutch to change from a disengaged state to an engaged state, that is, it controls the clutch disc to be pressed. The engine controller 101 controls the torque and speed of the engine in the hybrid vehicle. The motor controller 102 controls the torque and speed of the electric motor.

[0086] In some embodiments, electronic device 102 is a tablet computer, laptop computer, desktop computer, or in-vehicle terminal, but is not limited thereto. Electronic device 102 has an application that supports signal processing installed and running. This application can determine the second gear based on the first gear of the hybrid vehicle, combined with signals from multiple sensors such as the current engine speed sensor, vehicle speed detection sensor, and brake status sensor. Illustratively, electronic device 103 is an in-vehicle terminal. This in-vehicle terminal receives the first gear of the hybrid vehicle in real time and, based on a preset shift route in the application, determines the second gear based on signals from multiple sensors such as the current engine speed sensor, vehicle speed detection sensor, and brake status sensor. This second gear is the target gear in the preset shift route that corresponds to the first gear.

[0087] In some other embodiments, the electronic device 102 is also capable of sending and responding to a speed request. This speed request is used to request that the motor speed be adjusted to a target speed.

[0088] Figure 2 This is a schematic flowchart of a dual-clutch transmission torque zero-crossing control method for a hybrid vehicle according to an embodiment of this application. Figure 2 As shown, this method implements gear shifting based on AMT (Automated Manual Transmission) and dual-clutch transmission modes. First, it determines whether dual-clutch transmission is needed based on the first and second gear positions. If the determination is yes, it directly enters dual-clutch transmission mode. If the determination is no, it directly enters AMT transmission mode. After entering dual-clutch transmission mode, it continuously checks whether the input shaft torque has crossed zero. If the determination is yes, the input shaft torque is cleared to zero, the clutch disengages, and it enters AMT transmission mode. If the determination is no, it continues the dual-clutch transmission process. Then, the dual-clutch transmission mode coordinates the first and second transmission modes for gear shifting. The AMT transmission mode operation steps include speed adjustment, torque recovery, clutch engagement, and gear shift completion. The first transmission mode operation steps include torque reduction, torque exchange, second clutch slippage speed adjustment, clutch engagement, and gear shift completion. The second transmission mode operation steps include torque reduction, first clutch slippage speed adjustment, torque exchange, clutch engagement, and gear shift completion.

[0089] Furthermore, this method is applied to Figure 1In the electronic equipment of the aforementioned hybrid vehicle shift control system. (Reference) Figure 3 , Figure 3 This is a flowchart illustrating a dual-clutch transmission torque zero-crossing control method for a hybrid vehicle according to an embodiment of this application. The process implemented in the flowchart includes the following steps:

[0090] 301. In response to the shift command, obtain the first gear and the second gear. The first gear is the gear in which the hybrid vehicle is in the vehicle before the shift command, and the second gear is the target gear indicated by the shift command. Both the first gear and the second gear include the front gear, which is the gear corresponding to the engine and the ISG motor of the hybrid vehicle.

[0091] In this embodiment, when the electronic device of the hybrid vehicle receives a shift command, it can obtain the current gear position of the hybrid vehicle, i.e., the first gear, based on the electronic control unit in the electronic device. Based on this first gear, the electronic control unit can combine signals from multiple sensors, such as the engine speed sensor, vehicle speed sensor, and brake status sensor, to determine the current driving conditions of the hybrid vehicle. Based on the first gear and the driving conditions, the electronic device obtains the second gear from a preset shift route.

[0092] For example, when a hybrid vehicle begins to coast or brake, the electronic system detects that the preceding gear of the current first gear is 2nd gear, and the driving condition is coasting or braking. Based on this driving condition and the preceding gear of the first gear, it searches in the preset shift route and finds that the preceding gear of the second gear is 1st gear.

[0093] In hybrid vehicles, the engine and ISG motor shift from gear 2 to gear 1, meaning the first gear is gear 2 at the beginning and the second gear is gear 1 at the beginning.

[0094] The preset shift path includes a first gear, a second gear, and the correspondence between the first and second gears. This correspondence corresponds to the aforementioned driving conditions. For example, when a hybrid vehicle is coasting, the shift path should be that the engine and ISG motor downshift from 2nd gear to 1st gear. The corresponding correspondence between the first and second gears is that the first gear's initial position is 2nd gear, and the second gear's initial position is 1st gear.

[0095] In some embodiments, the driving conditions for hybrid vehicles also include rapid acceleration with delayed gear shifting, where the corresponding relationship between the first gear and the second gear is that the first gear's initial gear is 1st gear, and the second gear's initial gear is 2nd gear. Further details will not be provided.

[0096] 302. When the first gear is in neutral, the second gear is not in neutral, and the first and second gears are the same and not in neutral, shift gears using AMT shift mode.

[0097] In this embodiment, when shifting gears, the first gear position (the front gear) is first adjusted from the current gear to neutral, and then to the front gear of the second gear position. At this time, gear switching involves the engagement or disengagement of the clutch plates in a single clutch, without needing to consider the torque interaction between the two clutches. Therefore, the current dual-clutch shifting mode can be switched to AMT shifting mode, and then shifting can be performed using AMT shifting mode.

[0098] Among them, the intelligent shifting method of AMT shifting mode is more convenient than manual shifting commands, and the shifting timing based on computer control is also more accurate than manual shifting.

[0099] 303. When the first gear position and the second gear position are different and neither is in neutral, and the last gear position of the first gear position and the last gear position of the second gear position are the same and neither is in neutral, determine whether the torque value of the input shaft is within the zero-crossing torque range.

[0100] In this embodiment, the zero-crossing torque range is the range of the input shaft torque value when the torque zero-crossing phenomenon occurs. Optionally, the zero-crossing torque range can be (-20Nm, 20Nm), where Nm represents Newton-meters. When the front gear of the first gear is different from the front gear of the second gear, gear switching is required. Different gears correspond to different gear combinations, and different gear combinations correspond to different clutches; therefore, gear switching is equivalent to clutch switching. When the front gear of the first gear is different from the front gear of the second gear and neither is neutral, and the rear gear of the first gear is the same as the rear gear of the second gear and neither is neutral, gear switching involves the engagement or disengagement of the clutch plates in the two clutches, thus requiring consideration of the interaction between the two clutches. By judging the torque value of the input shaft, preparations are made to control the torque zero-crossing phenomenon. The electronic device can acquire and judge the torque value of the input shaft in real time.

[0101] 304. When the torque value of the input shaft is within the zero-crossing torque range, the torque value of the input shaft is zeroed.

[0102] In this embodiment of the application, when dual-clutch shifting is performed and the torque value of the input shaft is within the zero-crossing torque range, the torque value of the control input shaft is gradually reduced to 0.

[0103] 305. With the input shaft torque value already cleared to zero, shift gears using AMT shift mode.

[0104] In this embodiment, the torque value of the input shaft is reset to zero, accompanied by a drop in pressure of the front clutch of the hybrid vehicle to zero. The clutch disc is in a disengaged state, and the first gear is in neutral. At this time, the front gears of the first gear and the front gears of the second gear are not both in neutral, and the electronic device performs gear shifting through the AMT shifting mode.

[0105] The method provided in this application, by judging the situation of the two gears before and after the shift, can clear the torque of the input shaft to zero when the input shaft may have a torque zero crossing problem, and then use ATM mode to shift gears, thereby solving the problem of shock or jerking caused by the motor torque zero crossing during the shifting process of hybrid vehicles, and realizing smooth shifting of hybrid vehicles.

[0106] The above Figure 3 The illustrated embodiment is a brief description of a dual-clutch shift torque zero-crossing control method for hybrid vehicles. Below, based on... Figure 4 The illustrated embodiment further illustrates this technical solution. Figure 4 This is a flowchart of another dual-clutch shift torque zero-crossing control method for hybrid vehicles provided in an embodiment of this application, as shown below. Figure 4 As shown, this method is applied to Figure 1 In the aforementioned hybrid vehicle shift control system, the dual-clutch shift torque zero-crossing control method for the hybrid vehicle includes the following steps:

[0107] 401. In response to the shift command, obtain the first gear and the second gear. The first gear is the gear in which the hybrid vehicle is in before the shift command, and the second gear is the target gear indicated by the shift command. Both the first gear and the second gear include the front gear, which is the gear corresponding to the engine and the ISG motor of the hybrid vehicle.

[0108] In this embodiment, the first gear and the second gear include a front gear. The front gear is controlled by a clutch at the front of the hybrid vehicle. (Reference) Figure 5 , Figure 5 This is a powertrain structure diagram of a hybrid vehicle provided according to an embodiment of this application, such as... Figure 5As shown, the front end of the hybrid vehicle includes an engine 500, an ISG motor 501, a front 1st gear 502, a shared 2nd gear 503 for both the front and rear ends, and a shared input shaft 504 for both the front and rear ends. The clutches at the front end of the hybrid vehicle include clutches C1 505, C2 506, and C3 507. Clutch C1 505 transmits power from the engine 500. Clutch C2 506 is connected to the shared input shaft 504 and controls the rotation of the shared 2nd gear 503, thus controlling the 2nd gear position in the front end of the hybrid vehicle. Clutch C3 504 is nested on the shared input shaft 504 and controls the rotation of the front 1st gear 502, thus controlling the 1st gear position in the front end of the hybrid vehicle.

[0109] In some embodiments, the first and second gears further include a rear gear. The rear gear is the gear corresponding to the TM motor of the hybrid vehicle. (Reference) Figure 5 ,like Figure 5 As shown, the rear end of the hybrid vehicle includes a TM motor 508, a rear-end first-gear gear 509, a second-gear gear 503 shared by the front and rear ends, and an input shaft 504 shared by the front and rear ends. The clutches at the rear end of the hybrid vehicle include a C4 clutch 510 and a C5 clutch 511. The C4 clutch 510 is nested on the input shaft 504 shared by the front and rear ends and is used to control the rotation of the rear-end first-gear gear 509, i.e., to control the first gear state in the rear-end gears of the hybrid vehicle. The C5 clutch 511 is connected to the input shaft 504 shared by the front and rear ends and is used to control the rotation of the second-gear gear 503 shared by the front and rear ends of the hybrid vehicle, i.e., to control the second gear state in the rear-end gears of the hybrid vehicle.

[0110] 402. When the first gear is in neutral, the second gear is not in neutral, and the first and second gears are the same and not in neutral, shift gears using AMT shift mode.

[0111] In this embodiment, shifting is performed by default in dual-clutch shifting mode. When shifting, the first gear's initial gear is first adjusted to neutral. If the initial gear is already in neutral, the second gear's initial gear is not in neutral, and the first and second gears' final gears are the same and not in neutral, then refer to... Figure 6 . Figure 6 This is a schematic diagram of the gear positions of a hybrid vehicle according to an embodiment of this application, such as... Figure 6 As shown, Figure 6 The four vehicle gear positions are shown. Figure 6(A) indicates the 0-1 gear position for pure electric mode. Pure electric mode indicates that the hybrid vehicle is driven solely by the electric motor. The 0-1 gear position indicates that the front gear of the hybrid vehicle is neutral and the rear gear is 1. Figure 6 (B) indicates the 0 / 2 gear position in pure electric mode. It indicates that the front gear of the hybrid vehicle is neutral and the rear gear is 2. Figure 6 (C) indicates the 0 / 1 gear position in series mode, indicating that the front gear of the hybrid vehicle is neutral and the rear gear is 1. Series mode indicates that the hybrid vehicle's engine and ISG motor are used to charge the battery pack. The hybrid vehicle's TM motor operates using the electricity in the battery pack. Figure 6 (D) indicates the 02 gear position in the series mode, indicating that the front gear of the hybrid vehicle is neutral and the rear gear of the hybrid vehicle is 2.

[0112] It should be noted that, Figure 6 The vehicle gear positions shown are all in neutral (front gears) and not in neutral (rear gears). Figure 6 The vehicle gear position shown is a TM drive gear position. Figure 6 Taking (A) as an example, the C4 clutch of the rear dual-clutch transmission engages, enabling TM to drive in 1st gear, meaning the rear gear is in 1st gear. At this time, the vehicle obtains a large gear ratio, resulting in a large torque transmitted to the wheels. For example... Figure 6 Taking (B) as an example, when the hybrid vehicle switches from gear 01 in pure electric mode to gear 02 in pure electric mode, clutch C4 of the rear dual-clutch transmission disengages, and clutch C5 engages, enabling the TM motor to drive in gear 2, meaning the rear gear is in second gear. At this time, the gear ratio obtained is small, which is beneficial for the hybrid vehicle to travel at high speeds and avoids the vehicle speed being limited by the TM motor's speed. Figure 6 Taking (C) as an example, when the hybrid vehicle's gear shifts from pure electric mode (0-1) to series mode (0-1), the C1 clutch engages, enabling the engine and ISG motor to form a generator set. This generator set converts mechanical energy into electrical energy to charge the battery pack. The battery pack then powers the TM motor by providing power to it. Figure 6 Taking (D) as an example, when the vehicle gear of the hybrid vehicle is switched from the 02 gear in pure electric mode to the 02 gear in series mode, the C1 clutch engages, realizing the engine and ISG motor forming a generator set.

[0113] In this embodiment of the application, the AMT shifting mode includes the following steps 402A-402E.

[0114] 402A: Determine the target speed and target torque based on the second gear.

[0115] In this embodiment of the application, the target speed is the target speed of the ISG motor, which is generated based on the real-time wheel-end speed of the hybrid vehicle.

[0116] 402B: Adjust the speed of the ISG motor to the target speed.

[0117] In this embodiment of the application, the electronic device sends a speed adjustment command to the ISG motor based on a speed request, so as to control the speed of the ISG motor to be adjusted to the target speed.

[0118] 402C: Determine the target clutch based on the first and second gear positions.

[0119] In the embodiments of this application, different gear positions correspond to different gear combinations. Different gear combinations correspond to different clutches. Based on the name of the gear position, the clutch to be engaged can be determined.

[0120] For example, if the first gear of the second gear is 1st gear, the target clutch is determined to be clutch C3, which is connected to the first gear of the first gear.

[0121] 402D: Adjusts the torque of the target clutch and the torque of the input shaft to the target torque.

[0122] In this embodiment, the electronic device controls the input shaft torque and the target clutch torque to be adjusted to the target torque based on the torque request.

[0123] 402E: Adjust the target clutch to the engaged state.

[0124] Based on step 402D above, the torque of both the target clutch and the input shaft is restored to the target torque, satisfying the clutch engagement conditions. The electronic device controls the clutch discs of the target clutch to engage, thereby adjusting the target clutch to the engaged state.

[0125] 403. When the first gear position and the second gear position are different and neither is in neutral, and the last gear position of the first gear position and the last gear position of the second gear position are the same and neither is in neutral, determine whether the torque value of the input shaft is within the zero-crossing torque range.

[0126] In this embodiment, the torque value of the input shaft can be obtained in real time, and this embodiment does not limit this. When the front gear of the first gear and the front gear of the second gear are different and neither is in neutral, refer to... Figure 7 . Figure 7 This is a schematic diagram of the gear positions of another hybrid vehicle provided according to an embodiment of this application. Figure 7 As shown, Figure 7 The four vehicle gear positions are shown. Figure 7 (A) shows 11 gears in pure electric mode, indicating that the front gear of the hybrid vehicle is 1st gear and the rear gear is 1st gear. Figure 7(B) shows the 12 gears in pure electric mode, indicating that the front gear of the hybrid vehicle is 1 and the rear gear is 2. Figure 7 (C) indicates the 11-gear position in parallel mode, indicating that the front gear of the hybrid vehicle is 1st gear and the rear gear is 1st gear. Parallel mode indicates that the hybrid vehicle's engine is involved in driving the hybrid vehicle. Figure 7 (D) indicates the 12 gears in parallel mode, indicating that the front gear of the hybrid vehicle is 1st gear and the rear gear of the hybrid vehicle is 2nd gear.

[0127] It should be noted that, Figure 7 The hybrid vehicle shown has both front and rear gears that are not in neutral. Figure 7 The vehicle gear position shown is a gear position where both the front and rear ends drive simultaneously. Figure 7 Taking (A) as an example, the C3 clutch of the front dual-clutch transmission engages, and the C4 clutch of the rear dual-clutch transmission engages, enabling both the ISG motor and the TM motor to drive in first gear. This gear position facilitates stronger power output. Figure 7 Taking (B) as an example, when the hybrid vehicle's gear shifts from 11th gear in pure electric mode to 12th gear in pure electric mode, the C4 clutch of the rear dual-clutch system disengages, and the C5 clutch of the rear dual-clutch system engages, enabling the TM motor to drive in 2nd gear. Figure 7 Taking (C) as an example, when the hybrid vehicle's gear shifts from the 11th gear in pure electric mode to the 11th gear in parallel mode, clutch C1 engages, allowing the engine to drive the hybrid vehicle. Figure 7 Taking (D) as an example, when the vehicle gear of the hybrid vehicle is switched from the 12th gear in pure electric mode to the 12th gear in parallel mode, the C1 clutch engages, enabling the engine to drive the hybrid vehicle.

[0128] Correspondingly, in Figure 7 Based on this, disengage the C3 clutch of the front dual-clutch transmission and engage the C2 clutch. (Refer to...) Figure 8 . Figure 8 This is a schematic diagram of the vehicle gear positions of another hybrid vehicle provided according to an embodiment of this application, such as... Figure 8 As shown, Figure 8 The four vehicle gear positions are shown. Figure 8 (A) shows 21 gears in pure electric mode, indicating that the front gear of the hybrid vehicle is 2 and the rear gear is 1. Figure 8 (B) indicates the 22nd gear in pure electric mode, indicating that the front gear of the hybrid vehicle is 2nd gear and the rear gear is 2nd gear. Figure 8 (C) indicates the 21st gear in parallel mode, indicating that the front gear of the hybrid vehicle is 2nd gear and the rear gear is 1st gear. Figure 8(D) indicates the 22-gear position in parallel mode, indicating that the front gear of the hybrid vehicle is 2nd gear and the rear gear of the hybrid vehicle is 2nd gear.

[0129] It should be noted that, even if the front gear of a hybrid vehicle is not in neutral, the vehicle's gear position can also be such that the front gear is not in neutral and the rear gear is in neutral. (Reference) Figure 9 , Figure 9 This is a schematic diagram of the vehicle gear positions of another hybrid vehicle provided according to an embodiment of this application, such as... Figure 9 As shown, Figure 9 The four vehicle gear positions are shown. Figure 9 (A) indicates 10 gears in pure electric mode, indicating that the front gear of the hybrid vehicle is 1st gear and the rear gear is neutral. Figure 9 (B) indicates the 20th gear in pure electric mode, indicating that the front gear of the hybrid vehicle is 2nd gear and the rear gear is neutral. Figure 9 (C) indicates the 10 gears in parallel mode, indicating that the front gear of the hybrid vehicle is 1st gear and the rear gear is neutral. Figure 9 (D) indicates the 20th gear in parallel mode, indicating that the front gear of the hybrid vehicle is 2nd gear and the rear gear of the hybrid vehicle is neutral.

[0130] in, Figure 9 The vehicle gear position shown is for front-wheel drive. Figure 9 Taking (A) as an example, the C3 clutch of the front-end dual clutch engages, enabling the ISG motor to drive in first gear. Figure 9 Taking (B) as an example, when the hybrid vehicle's gear shifts from 10th gear in pure electric mode to 20th gear in pure electric mode, the C3 clutch of the front dual-clutch transmission disengages, and the C2 clutch of the front dual-clutch transmission engages, enabling the ISG motor to drive in 2nd gear. Figure 9 Taking (C) as an example, when the hybrid vehicle's gear shifts from the 10th gear in pure electric mode to the 10th gear in parallel mode, clutch C1 engages, allowing the engine to drive the hybrid vehicle. Figure 9 Taking (D) as an example, when the vehicle gear of the hybrid vehicle is switched from the 20th gear in pure electric mode to the 20th gear in parallel mode, the C1 clutch engages, enabling the engine to drive the hybrid vehicle.

[0131] 404. When the torque value of the input shaft is within the zero-crossing torque range, the torque value of the input shaft is zeroed.

[0132] In this embodiment, the process of zeroing the torque value of the input shaft includes controlling the torque of the input shaft to decrease to 0 at a preset torque change rate. This preset torque change rate is stored in the electronic device and corresponds to different torque change rates based on different shift paths.

[0133] In some embodiments, the hybrid vehicle experiences power loss as the torque value on the input shaft drops to zero. To compensate for the lost power, the TM motor is controlled to provide torque to the output shaft, which is connected to the drive wheels of the hybrid vehicle; that is, the lost power is provided by the TM motor. Utilizing the TM motor at the rear of the hybrid vehicle to provide power demonstrates the advantages of multiple power sources working together in a hybrid vehicle.

[0134] In this embodiment, a de-parallel engagement strategy is implemented to control the zero-crossing torque phenomenon of the motor. This de-parallel engagement strategy instructs the hybrid vehicle to switch its gear from the non-neutral position in parallel mode to neutral. The process includes: after clearing the torque value of the input shaft to zero, reducing the pressure of the clutch in the engaged state to 0, and then updating the first gear to neutral.

[0135] In some embodiments, in order to ensure the smoothness of gear shifting in a hybrid vehicle, while the torque value of the input shaft is zeroed, the pressure of the clutch in the engaged state is reduced to 0, and then the first gear is changed to neutral.

[0136] 405. With the input shaft torque value already zeroed, shift gears using AMT shift mode. In this embodiment, the AMT shift program is triggered by an electronic device, and shift gears are performed using AMT shift mode.

[0137] 406. When the torque value of the input shaft is outside the zero-crossing torque range, shift gears using the dual-clutch mode.

[0138] In this embodiment of the application, the process of shifting gears in dual-clutch mode includes the following steps 406A-406C.

[0139] 406A: Obtain the torque direction of the input shaft.

[0140] In this embodiment, the torque direction of the input shaft is determined based on its torque value. Accordingly, the sign of the torque value is determined. The torque direction of an input shaft with a positive torque value is defined as positive, and the torque direction of an input shaft with a negative torque value is defined as negative.

[0141] 406B: When the torque direction is positive, shifting is performed through the first shift mode. The first shift mode is used to exchange torque first and then adjust speed.

[0142] Torque exchange is used to achieve torque exchange between the clutch to be engaged and the clutch to be disengaged. The first shift mode adjusts the speed based on the clutch to be engaged. The first shift mode includes the following steps 406B1-406B6.

[0143] 406B1: Based on the first gear and the second gear, determine the first clutch and the second clutch, where the first clutch is the clutch to be disengaged and the second clutch is the clutch to be engaged.

[0144] Among them, the clutch corresponding to the first gear is the clutch to be disengaged, and the clutch corresponding to the second gear is the clutch to be engaged.

[0145] 406B2: Reduce the torque value of the first clutch from the first torque value to a preset value. The first torque value is the current torque value of the first clutch, and the preset value is the torque value of the first clutch after removing the torque margin.

[0146] It should be noted that each clutch plate increases torque margin when engaged. This torque margin is used to tightly engage the two clutch plates, increasing the clutch's torque transmission capacity. Since the two clutch plates of the first clutch need to be completely disengaged, when reducing the torque value of the first clutch, the torque margin when the first clutch is engaged is first removed. That is, the torque value of the first clutch is reduced from the initial torque value to a preset value, thus preparing for further torque exchange.

[0147] 406B3: Reduce the torque value of the first clutch from the preset value to 0.

[0148] In this embodiment of the application, the electronic device controls the torque value of the first clutch to decrease from a preset value to 0 based on a clutch controller.

[0149] 406B4: While the torque value of the first clutch is reduced from the preset value to 0, the torque value of the second clutch is increased from 0 to the preset value.

[0150] In this embodiment of the application, the electronic device, based on a clutch controller, controls the torque value of the second clutch to increase from 0 to a preset value.

[0151] Correspondingly, by changing the torque values ​​of the first clutch and the second clutch simultaneously, the first clutch can be slowly disengaged and the second clutch can be slowly engaged, thereby achieving smooth gear shifting and avoiding shocks or jerks.

[0152] 406B5: Based on the second clutch, the speed of the ISG motor is adjusted to the target speed, which is the speed corresponding to the second gear.

[0153] In this embodiment, the second clutch is in a state of pending engagement, characterized by the two clutch plates of the second clutch being in contact and in a state of slippage. Based on the slippage of the two clutch plates, the rotational speed of the ISG motor is controlled to the target rotational speed.

[0154] 406B6: Adjust the second clutch to the engaged state.

[0155] In this embodiment of the application, after the ISG motor reaches the target speed, the clutch engagement condition is met, and the two clutch plates of the second clutch are controlled to engage.

[0156] 406C: When the torque direction is negative, shifting is performed through the second shift mode, which is used to adjust the speed first and then exchange torque.

[0157] In this embodiment of the application, the second shift mode is based on the clutch to be disengaged for speed adjustment, and the second shift mode includes the following steps 406C1-406C6.

[0158] 406C1: Based on the first gear and the second gear, determine the first clutch and the second clutch. The first clutch is the clutch to be disengaged, and the second clutch is the clutch to be engaged.

[0159] The process of determining the first clutch and the second clutch is the same as step 406B1 above, and will not be repeated here.

[0160] 406C2: Based on the first clutch, the speed of the ISG motor is adjusted to the target speed, which is the speed corresponding to the second gear.

[0161] In this embodiment, the first clutch is in a state of disengagement, which means that the two clutch plates of the first clutch are in contact and in a state of slippage. Based on the slippage of the two clutch plates, the rotational speed of the ISG motor is controlled to the target rotational speed.

[0162] 406C3: Reduces the torque value of the first clutch from the first torque value to a preset value. The first torque value is the current torque value of the first clutch, and the preset value is the torque value of the first clutch after removing the torque margin.

[0163] In this embodiment of the application, the process of reducing the torque value of the first clutch from the first torque value to the preset value is the same as step 406B3 above, and will not be repeated here.

[0164] 406C4: Reduces the torque value of the first clutch from the preset value to 0.

[0165] In this embodiment of the application, the process of reducing the torque value of the first clutch from the preset value to 0 is the same as step 406B4 above, and will not be repeated here.

[0166] 406C5: While the torque value of the first clutch is reduced from the preset value to 0, the torque value of the second clutch is increased from 0 to the preset value.

[0167] In this embodiment of the application, the process of increasing the torque value of the second clutch from 0 to a preset value is the same as step 406B5 above, and will not be repeated here.

[0168] 406C6: Adjust the second clutch to the engaged state.

[0169] In this embodiment of the application, the process of adjusting the second clutch to the engaged state is the same as step 406B6 described above, and will not be repeated here.

[0170] It should be noted that steps 406A-406C above are illustrated using an upshifting scenario as an example. Correspondingly, in a downshifting scenario, shifting via dual-clutch mode includes: obtaining the torque direction of the input shaft; shifting via the first shifting mode when the torque direction is positive; and shifting via the second shifting mode when the torque direction is negative.

[0171] The method provided in this application first obtains the first gear and the second gear to determine the selected shift mode. Then, it determines which shift mode to use based on the first and second gears' initial positions. If the initial position of the first gear is in neutral, the initial position of the second gear is not in neutral, and the final positions of the first and second gears are the same and not in neutral, shifting is performed using AMT (Automated Manual Transmission) shift mode. If the initial positions of the first and second gears are different and neither is in neutral, and the final positions of the first and second gears are the same and not in neutral, the torque value of the input shaft is obtained to further determine its range. If the input shaft torque value is within the zero-crossing torque range, the input shaft torque value is reset to zero, and then shifting is performed using AMT shift mode. This method, through two shift modes, solves the problem of shock or jerking caused by the motor torque crossing zero during shifting in hybrid vehicles, achieving smooth shifting in hybrid vehicles.

[0172] Figure 10 This is a block diagram of a dual-clutch shift torque zero-crossing control device for a hybrid vehicle according to an embodiment of this application. This device is used to execute the steps of the aforementioned dual-clutch shift torque zero-crossing control method for a hybrid vehicle, see [link to relevant documentation]. Figure 10 The device includes:

[0173] The gear position acquisition module 1001 is used to acquire the first gear and the second gear in response to the gear shift command. The first gear is the gear in which the hybrid vehicle is in the gear before the gear shift command, and the second gear is the target gear indicated by the gear shift command. Both the first gear and the second gear include a front gear, which is the gear corresponding to the engine and ISG motor of the hybrid vehicle.

[0174] AMT shift module 1002 is used to shift gears in AMT shift mode when the front gear of the first gear is set to neutral, the front gear of the second gear is not neutral, and the rear gear of the first gear is the same as the rear gear of the second gear and is not neutral.

[0175] The torque value acquisition module 1003 is used to acquire the torque value of the input shaft;

[0176] The torque value zeroing module 1004 is used to zero out the torque value of the input shaft when the torque value of the input shaft is within the zero-crossing torque range during dual-clutch shifting.

[0177] The AMT shift module 1002 is also used to shift gears in AMT shift mode when the torque value of the input shaft has been cleared to zero.

[0178] In some embodiments, the AMT shift module 1002 is used to determine a target speed and a target torque based on a first gear and a second gear; adjust the speed of the ISG motor to the target speed; determine a target clutch based on the first gear and the second gear; adjust the torque of the target clutch and the torque of the input shaft to the target torque; and adjust the target clutch to an engaged state.

[0179] In some embodiments, the apparatus further includes:

[0180] The clutch control module is used to reduce the pressure of the clutch in the engaged state to 0.

[0181] The gear update module is used to update the first gear to neutral.

[0182] In some embodiments, the apparatus further includes:

[0183] The dual-clutch shift module is used to shift gears in dual-clutch mode when the torque value of the input shaft is outside the zero-crossing torque range.

[0184] In some embodiments, the dual-clutch shift module includes:

[0185] A torque direction acquisition unit is used to acquire the torque direction of the input shaft;

[0186] The first shift unit is used to shift gears in the first shift mode when the torque direction is positive. The first shift mode is used to exchange torque first and then adjust speed.

[0187] The second shift unit is used to shift gears in the case of negative torque direction using the second shift mode. The second shift mode is used to adjust the speed first and then exchange torque.

[0188] In some embodiments, the first shifting unit is configured to determine a first clutch and a second clutch based on a first gear and a second gear, wherein the first clutch is a clutch to be disengaged and the second clutch is a clutch to be engaged; reduce the torque value of the first clutch from a first torque value to a preset value, wherein the first torque value is the current torque value of the first clutch and the preset value is the torque value of the first clutch after removing the torque margin; reduce the torque value of the first clutch from the preset value to 0; simultaneously reduce the torque value of the first clutch from the preset value to 0, and simultaneously increase the torque value of the second clutch from 0 to the preset value; based on the second clutch, adjust the speed of the ISG motor to a target speed, wherein the target speed is the speed corresponding to the second gear; and adjust the second clutch to an engaged state.

[0189] In some embodiments, the second shifting unit is configured to determine, based on a first gear and a second gear, a first clutch and a second clutch, wherein the first clutch is a clutch to be disengaged and the second clutch is a clutch to be engaged; based on the first clutch, adjust the rotational speed of the ISG motor to a target rotational speed, the target rotational speed being the rotational speed corresponding to the second gear; reduce the torque value of the first clutch from a first torque value to a preset value, the first torque value being the current torque value of the first clutch and the preset value being the torque value of the first clutch after removing the torque margin; reduce the torque value of the first clutch from the preset value to 0; simultaneously reduce the torque value of the first clutch from the preset value to 0, increase the torque value of the second clutch from 0 to the preset value; and adjust the second clutch to an engaged state.

[0190] In some embodiments, the apparatus further includes:

[0191] The TM motor control module is used to control the TM motor to provide torque to the output shaft during the disengagement of the dual-clutch transmission. The output shaft is connected to the drive wheels of the hybrid vehicle.

[0192] In some embodiments, the torque value zeroing module 1004 is used to control the torque of the input shaft to decrease to 0 at a preset torque change rate.

[0193] It should be noted that the dual-clutch shift torque zero-crossing control device for hybrid vehicles provided in the above embodiments is only illustrated by the division of the above functional modules during gear shifting. In practical applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above. In addition, the dual-clutch shift torque zero-crossing control device for hybrid vehicles provided in the above embodiments and the dual-clutch shift torque zero-crossing control method embodiments for hybrid vehicles belong to the same concept, and the specific implementation process is detailed in the method embodiments, which will not be repeated here.

[0194] Figure 11This is a structural block diagram of an electronic device 1100 according to an embodiment of this application. The electronic device 1100 can be a portable mobile terminal, such as a smartphone, tablet computer, MP3 player (Moving Picture Experts Group Audio Layer III), MP4 player (Moving Picture Experts Group Audio Layer IV), laptop computer, or desktop computer. The electronic device 1100 may also be referred to as a user device, portable terminal, laptop terminal, desktop terminal, or other names.

[0195] Typically, electronic device 1100 includes a processor 1101 and a memory 1102.

[0196] Processor 1101 may include one or more processing cores, such as a quad-core processor, an octa-core processor, etc. Processor 1101 may be implemented using at least one hardware form selected from DSP (Digital Signal Processing), FPGA (Field-Programmable Gate Array), and PLA (Programmable Logic Array). Processor 1101 may also include a main processor and a coprocessor. The main processor, also known as a CPU (Central Processing Unit), is used to process data in the wake-up state; the coprocessor is a low-power processor used to process data in the standby state. In some embodiments, processor 1101 may integrate a GPU (Graphics Processing Unit), which is responsible for rendering and drawing the content to be displayed on the screen. In some embodiments, processor 1101 may also include an AI (Artificial Intelligence) processor, which is used to handle computational operations related to machine learning.

[0197] The memory 1102 may include one or more computer-readable storage media, which may be non-transitory. The memory 1102 may also include high-speed random access memory and non-volatile memory, such as one or more disk storage devices or flash memory devices. In some embodiments, the non-transitory computer-readable storage media in the memory 1102 are used to store at least one computer program, which is executed by the processor 1101 to implement the dual-clutch shift torque zero-crossing control method for hybrid vehicles provided in the method embodiments of this application.

[0198] In some embodiments, the electronic device 1100 may optionally include a peripheral device interface 1103 and at least one peripheral device. The processor 1101, memory 1102, and peripheral device interface 1103 can be connected via a bus or signal line. Each peripheral device can be connected to the peripheral device interface 1103 via a bus, signal line, or circuit board. Specifically, the peripheral device includes at least one of the following: a radio frequency circuit 1104, a display screen 1105, a camera assembly 1106, an audio circuit 1107, and a power supply 1108.

[0199] Peripheral device interface 1103 can be used to connect at least one I / O (Input / Output) related peripheral device to processor 1101 and memory 1102. In some embodiments, processor 1101, memory 1102 and peripheral device interface 1103 are integrated on the same chip or circuit board; in some other embodiments, any one or two of processor 1101, memory 1102 and peripheral device interface 1103 can be implemented on separate chips or circuit boards, which is not limited in this embodiment.

[0200] The radio frequency (RF) circuit 1104 is used to receive and transmit RF (Radio Frequency) signals, also known as electromagnetic signals. The RF circuit 1104 communicates with communication networks and other communication devices via electromagnetic signals. The RF circuit 1104 converts electrical signals into electromagnetic signals for transmission, or converts received electromagnetic signals back into electrical signals. In some embodiments, the RF circuit 1104 includes: an antenna system, an RF transceiver, one or more amplifiers, a tuner, an oscillator, a digital signal processor, a codec chipset, a user identity module card, etc. The RF circuit 1104 can communicate with other terminals via at least one wireless communication protocol. This wireless communication protocol includes, but is not limited to: the World Wide Web, metropolitan area networks, intranets, various generations of mobile communication networks (2G, 3G, 4G, and 5G), wireless local area networks, and / or WiFi (Wireless Fidelity) networks. In some embodiments, the RF circuit 1104 may also include circuitry related to NFC (Near Field Communication), which is not limited in this application.

[0201] Display screen 1105 is used to display a UI (User Interface). This UI may include graphics, text, icons, videos, and any combination thereof. When display screen 1105 is a touch display screen, it also has the ability to collect touch signals on or above its surface. These touch signals can be input as control signals to processor 1101 for processing. In this case, display screen 1105 can also be used to provide virtual buttons and / or a virtual keyboard, also known as soft buttons and / or a soft keyboard. In some embodiments, there may be one display screen 1105, disposed on the front panel of electronic device 1100; in other embodiments, there may be at least two display screens, disposed on different surfaces of electronic device 1100 or in a folded design; in still other embodiments, display screen 1105 may be a flexible display screen, disposed on a curved or folded surface of electronic device 1100. Furthermore, display screen 1105 may be configured as a non-rectangular, irregular shape, i.e., a non-rectangular screen. The display screen 1105 can be made of materials such as LCD (Liquid Crystal Display) and OLED (Organic Light-Emitting Diode).

[0202] The camera assembly 1106 is used to acquire images or videos. In some embodiments, the camera assembly 1106 includes a front-facing camera and a rear-facing camera. Typically, the front-facing camera is located on the front panel of the terminal, and the rear-facing camera is located on the back of the terminal. In some embodiments, there are at least two rear-facing cameras, which are any one of a main camera, a depth-sensing camera, a wide-angle camera, and a telephoto camera, to achieve background blurring by fusion of the main camera and the depth-sensing camera, panoramic shooting by fusion of the main camera and the wide-angle camera, VR (Virtual Reality) shooting, or other fusion shooting functions. In some embodiments, the camera assembly 1106 may also include a flash. The flash can be a single-color temperature flash or a dual-color temperature flash. A dual-color temperature flash refers to a combination of a warm light flash and a cool light flash, which can be used for light compensation at different color temperatures.

[0203] The audio circuit 1107 may include a microphone and a speaker. The microphone is used to collect sound waves from the user and the environment, converting the sound waves into electrical signals that are input to the processor 1101 for processing, or input to the radio frequency circuit 1104 for voice communication. For stereo sound acquisition or noise reduction purposes, multiple microphones may be used, each located at a different part of the electronic device 1100. The microphone may also be an array microphone or an omnidirectional microphone. The speaker is used to convert electrical signals from the processor 1101 or the radio frequency circuit 1104 into sound waves. The speaker may be a conventional diaphragm speaker or a piezoelectric ceramic speaker. When the speaker is a piezoelectric ceramic speaker, it can convert electrical signals not only into audible sound waves but also into inaudible sound waves for purposes such as distance measurement. In some embodiments, the audio circuit 1107 may also include a headphone jack.

[0204] Power supply 1108 is used to supply power to various components in electronic device 1100. Power supply 1108 can be alternating current, direct current, a disposable battery, or a rechargeable battery. When power supply 1108 includes a rechargeable battery, the rechargeable battery can be a wired rechargeable battery or a wireless rechargeable battery. A wired rechargeable battery is a battery that is charged via a wired line, and a wireless rechargeable battery is a battery that is charged via a wireless coil. The rechargeable battery can also be used to support fast charging technology.

[0205] In some embodiments, the electronic device 1100 further includes one or more sensors 1109. The one or more sensors 1109 include, but are not limited to: an acceleration sensor 1110, a gyroscope sensor 1111, a pressure sensor 1112, an optical sensor 1113, and a proximity sensor 1114.

[0206] Accelerometer 1110 can detect the magnitude of acceleration on the three coordinate axes of a coordinate system established by electronic device 1100. For example, accelerometer 1110 can be used to detect the components of gravitational acceleration on the three coordinate axes. Processor 1101 can control display screen 1105 to display the user interface in either a landscape or portrait view based on the gravitational acceleration signal acquired by accelerometer 1110. Accelerometer 1110 can also be used for games or for acquiring user motion data.

[0207] The gyroscope sensor 1111 can detect the orientation and rotation angle of the electronic device 1100. The gyroscope sensor 1111 can work in conjunction with the accelerometer sensor 1110 to collect 3D motion data from the user on the electronic device 1100. Based on the data collected by the gyroscope sensor 1111, the processor 1101 can perform the following functions: motion sensing (e.g., changing the UI based on the user's tilt), image stabilization during shooting, game control, and inertial navigation.

[0208] Pressure sensor 1112 can be disposed on the side bezel of electronic device 1100 and / or the lower layer of display screen 1105. When pressure sensor 1112 is disposed on the side bezel of electronic device 1100, it can detect the user's grip signal on electronic device 1100, and processor 1101 can perform left / right hand recognition or quick operation based on the grip signal collected by pressure sensor 1112. When pressure sensor 1112 is disposed on the lower layer of display screen 1105, processor 1101 can control operable controls on UI interface based on the user's pressure operation on display screen 1105. Operable controls include at least one of button controls, scroll bar controls, icon controls, and menu controls.

[0209] An optical sensor 1113 is used to collect ambient light intensity. In one embodiment, the processor 1101 can control the display brightness of the display screen 1105 based on the ambient light intensity collected by the optical sensor 1113. Specifically, when the ambient light intensity is high, the display brightness of the display screen 1105 is increased; when the ambient light intensity is low, the display brightness of the display screen 1105 is decreased. In another embodiment, the processor 1101 can also dynamically adjust the shooting parameters of the camera assembly 1106 based on the ambient light intensity collected by the optical sensor 1113.

[0210] The proximity sensor 1114, also known as a distance sensor, is typically located on the front panel of the electronic device 1100. The proximity sensor 1114 is used to detect the distance between the user and the front of the electronic device 1100. In one embodiment, when the proximity sensor 1114 detects that the distance between the user and the front of the electronic device 1100 is gradually decreasing, the processor 1101 controls the display screen 1105 to switch from a screen-on state to a screen-off state; when the proximity sensor 1114 detects that the distance between the user and the front of the electronic device 1100 is gradually increasing, the processor 1101 controls the display screen 1105 to switch from a screen-off state to a screen-on state.

[0211] Those skilled in the art will understand that Figure 11 The structure shown does not constitute a limitation on the electronic device 1100, and may include more or fewer components than shown, or combine certain components, or use different component arrangements.

[0212] This application also provides a computer-readable storage medium storing at least one computer program. This computer program is loaded and executed by a processor of an electronic device to implement the operations performed by the electronic device in the dual-clutch shift torque zero-crossing control method for hybrid vehicles described in the above embodiments. For example, the computer-readable storage medium may be a read-only memory (ROM), a random access memory (RAM), a compact disc read-only memory (CD-ROM), magnetic tape, floppy disk, or optical data storage device, etc.

[0213] Those skilled in the art will understand that all or part of the steps of the above embodiments can be implemented by hardware or by a program instructing related hardware. The program can be stored in a computer-readable storage medium, such as a read-only memory, a disk, or an optical disk.

[0214] The above description is merely an optional embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A method for controlling zero-crossing torque during dual-clutch shifting in a hybrid vehicle, characterized in that, The method includes: In response to a shift command, a first gear and a second gear are obtained. The first gear is the gear in which the hybrid vehicle is in the vehicle before the shift command, and the second gear is the target gear indicated by the shift command. Both the first gear and the second gear include a front gear, which is the gear corresponding to the engine and the ISG motor of the hybrid vehicle. When the front gear of the first gear is set to neutral, the front gear of the second gear is not set to neutral, and the rear gear of the first gear is the same as the rear gear of the second gear and is not set to neutral, the gear is shifted through AMT shift mode. The rear gear is the gear corresponding to the TM motor of the hybrid vehicle. When the front gear of the first gear position is different from the front gear of the second gear position and neither is in neutral, and the rear gear of the first gear position is the same as the rear gear of the second gear position and neither is in neutral, determine whether the torque value of the input shaft is within the zero-crossing torque range. The zero-crossing torque range is the range in which the torque value of the input shaft is located when the torque crosses zero. When the torque value of the input shaft is within the zero-crossing torque range during dual-clutch shifting, the torque value of the input shaft is cleared to zero. With the torque value of the input shaft already zeroed, gear shifting is performed using the AMT shift mode.

2. The method according to claim 1, characterized in that, The shifting via AMT shift mode includes: Based on the first gear and the second gear, determine the target speed and the target torque; Adjust the speed of the ISG motor to the target speed; Based on the first gear and the second gear, determine the target clutch; Adjust the torque of the target clutch and the torque of the input shaft to the target torque; Adjust the target clutch to the engaged state.

3. The method according to claim 1, characterized in that, The method further includes: Reduce the pressure of the clutch that is engaged to 0; Change the first gear to neutral.

4. The method according to claim 1, characterized in that, The method further includes: When the torque value of the input shaft is outside the zero-crossing torque range, gear shifting is performed using dual-clutch mode.

5. The method according to claim 4, characterized in that, The method of shifting gears via dual-clutch mode includes: Obtain the torque direction of the input shaft; When the torque direction is positive, gear shifting is performed through the first shifting mode, which is used to exchange torque first and then adjust speed. When the torque direction is negative, a second shift mode is used for shifting, which is used to adjust the speed first and then exchange the torque.

6. The method according to claim 5, characterized in that, The shifting via the first shifting mode includes: Based on the first gear and the second gear, a first clutch and a second clutch are determined, wherein the first clutch is the clutch to be disengaged and the second clutch is the clutch to be engaged. The torque value of the first clutch is reduced from the first torque value to a preset value, where the first torque value is the current torque value of the first clutch, and the preset value is the torque value of the first clutch after removing the torque margin. Reduce the torque value of the first clutch from the preset value to 0; While the torque value of the first clutch is reduced from the preset value to 0, the torque value of the second clutch is increased from 0 to the preset value. Based on the second clutch, the speed of the ISG motor is adjusted to the target speed, which is the speed corresponding to the second gear. Adjust the second clutch to the engaged state.

7. The method according to claim 5, characterized in that, The shifting via the second shifting mode includes: Based on the first gear and the second gear, a first clutch and a second clutch are determined, wherein the first clutch is the clutch to be disengaged and the second clutch is the clutch to be engaged. Based on the first clutch, the speed of the ISG motor is adjusted to the target speed, which is the speed corresponding to the second gear. The torque value of the first clutch is reduced from the first torque value to a preset value, where the first torque value is the current torque value of the first clutch, and the preset value is the torque value of the first clutch after removing the torque margin. Reduce the torque value of the first clutch from the preset value to 0; While the torque value of the first clutch is reduced from the preset value to 0, the torque value of the second clutch is increased from 0 to the preset value. Adjust the second clutch to the engaged state.

8. The method according to claim 1, characterized in that, The method further includes: When exiting the dual-clutch shift mode, the control TM motor provides torque to the output shaft, which is connected to the drive wheels of the hybrid vehicle.

9. The method according to claim 1, characterized in that, The step of clearing the torque value of the input shaft to zero includes: The torque of the input shaft is controlled to decrease to 0 at a preset torque change rate.

10. A dual-clutch shift torque zero-crossing control device for a hybrid vehicle, characterized in that, The device includes: The gear position acquisition module is used to acquire a first gear and a second gear in response to a gear shift command. The first gear is the gear in which the hybrid vehicle is in the gear before the gear shift command, and the second gear is the target gear indicated by the gear shift command. Both the first gear and the second gear include a front gear, which is the gear corresponding to the engine and ISG motor of the hybrid vehicle. The AMT shift module is used to shift gears in AMT shift mode when the front gear of the first gear position is set to neutral, the front gear of the second gear position is not set to neutral, and the rear gear of the first gear position is the same as the rear gear of the second gear position and is not set to neutral. The rear gear position is the gear corresponding to the TM motor of the hybrid vehicle. The torque value judgment module is used to determine whether the torque value of the input shaft is within the zero-crossing torque range when the front gear of the first gear position is different from the front gear of the second gear position and neither is in neutral, and the rear gear of the first gear position is the same as the rear gear of the second gear position and neither is in neutral. The zero-crossing torque range is the range in which the torque value of the input shaft is located when the torque crosses zero. The torque value zeroing module is used to zero out the torque value of the input shaft when the torque value of the input shaft is within the zero-crossing torque range during dual-clutch shifting. The AMT shift module is also used to shift gears using the AMT shift mode when the torque value of the input shaft has been cleared to zero.

11. An electronic device, characterized in that, The electronic device includes a processor and a memory, the memory being used to store at least one computer program, the at least one computer program being loaded by the processor and executed as described in any one of claims 1 to 9, the dual-clutch shift torque zero-crossing control method for hybrid vehicles.

12. A computer-readable storage medium, characterized in that, The computer-readable storage medium is used to store at least one computer program for executing the dual-clutch shift torque zero-crossing control method for a hybrid vehicle according to any one of claims 1 to 9.

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