Hybrid vehicle gear shift control method, device, hybrid vehicle and storage medium

Abstract

The present application provides a hybrid vehicle shift control method, device, hybrid vehicle and storage medium, and relates to the technical field of hybrid vehicles. The method includes: if a hybrid vehicle shift request is received, the actual torque of the engine in the hybrid vehicle and the torque reduction request torque of the drive motor in the hybrid vehicle are obtained; based on the actual torque and the torque reduction request torque, the target compensation torque is determined; the engine is controlled to release the target compensation torque through the engine ignition angle, so that the front axle torque of the hybrid vehicle is reduced to a preset torque, and the gear of the hybrid vehicle is switched to the target gear corresponding to the shift request. Based on the above scheme, the hybrid vehicle can be ensured to shift successfully.

Description

Technical Field

[0001] The present application relates to the technical field of hybrid vehicles, and in particular to a hybrid vehicle shifting control method, device, hybrid vehicle and storage medium in the technical field of hybrid vehicles. Background Art

[0002] When a hybrid vehicle is shifting gears, the front-drive motor can recover the engine's torque so that the shaft-end torque is reduced to 0 while the front-drive motor can still provide driving power to the rear-drive motor. However, when the front-drive motor is recovering torque, there may be too much torque to be recovered, and the front-drive motor cannot recover it completely, resulting in the shaft-end torque not being reduced to 0, which in turn causes the hybrid vehicle to fail to shift gears.

[0003] Therefore, how to ensure successful gear shifting of hybrid vehicles is an issue that needs to be urgently addressed. Summary of the invention

[0004] The present application provides a hybrid vehicle gear shift control method, device, hybrid vehicle and storage medium, the method can ensure the hybrid vehicle gear shift is successful.

[0005] In a first aspect, the present application provides a hybrid vehicle shift control method, the method comprising:

[0006] If a gear shift request from a hybrid vehicle is received, the actual torque of the engine in the hybrid vehicle and the torque reduction request torque of the drive motor in the hybrid vehicle are obtained; based on the actual torque and the torque reduction request torque, a target compensation torque is determined; the engine is controlled to release the target compensation torque through the engine ignition angle, so that the front axle torque of the hybrid vehicle is reduced to a preset torque, and the gear of the hybrid vehicle is switched to the target gear corresponding to the gear shift request.

[0007] In the embodiment of the present application, when a shift request of a hybrid vehicle is received, the actual torque of the engine and the torque reduction request torque of the drive motor can be obtained, and the target compensation torque that needs to be released through the engine ignition angle is obtained through the actual torque of the engine and the torque reduction request torque of the drive motor; the target compensation torque is then released through the ignition angle to reduce the front axle torque of the hybrid vehicle to the preset torque, so that the hybrid vehicle shifts successfully. Since the target compensation torque is released through the ignition angle, the front axle torque can be reduced to the preset torque, which avoids the problem that the front axle torque cannot be reduced to the preset torque, that is, the front axle torque>preset torque, resulting in the failure of the hybrid vehicle to shift, thereby ensuring that the hybrid vehicle can shift successfully.

[0008] In combination with the first aspect, in some implementations of the first aspect, the method further includes:

[0009] Obtaining the recovery torque limit of the drive motor; determining the target compensation torque based on the actual torque and the torque reduction request torque, including: determining the target compensation torque based on the actual torque, the torque reduction request torque and the recovery torque limit.

[0010] In the embodiment of the present application, based on the actual torque of the engine and the torque reduction request torque of the drive motor, the target compensation torque released by the ignition angle is obtained in combination with the recovery torque limit of the drive motor. The target compensation torque is obtained by using multiple torques of different properties. This can make the target compensation torque more accurate, so that the front axle torque can be more smoothly reduced to the preset torque, further ensuring that the hybrid vehicle can shift gears successfully.

[0011] In combination with the first aspect and the above implementations, in some implementations of the first aspect, determining the target compensation torque based on the actual torque, the torque reduction request torque and the recovery torque limit includes:

[0012] Determine the target torque reduction torque corresponding to the actual torque; if the torque reduction request torque is less than or equal to the recovery torque limit, determine the target compensation torque based on the target torque reduction torque and the torque reduction request torque; if the torque reduction request torque is greater than the recovery torque limit, determine the target compensation torque based on the torque reduction request torque, the recovery torque limit and the target torque reduction torque.

[0013] In the embodiment of the present application, if the torque reduction request torque of the drive motor is less than or equal to the recovery torque limit, it means that the torque reduction request torque of the drive motor will not be limited by the recovery torque limit. Therefore, the target compensation torque of the ignition angle release can be obtained by the target torque reduction torque of the drive motor and the torque reduction request torque. Alternatively, if the torque reduction request torque of the drive motor is greater than the recovery torque limit, it means that the torque reduction request torque exceeds the recovery capacity of the drive motor, and the torque reduction request torque may be limited by the recovery torque limit to ensure that the drive motor can normally recover part of the actual torque of the engine. Therefore, the target compensation torque of the ignition angle release can be obtained by the target torque reduction torque of the drive motor, the torque reduction request torque and the recovery torque limit. Through the size relationship between the torque reduction request torque of the drive motor and the recovery torque limit, two ways of obtaining the target compensation torque of the ignition angle release are determined, so that the target compensation torque of the ignition angle release obtained is more in line with the gear shifting environment of the hybrid vehicle, so that the front axle torque can be more smoothly reduced to the preset torque, further ensuring that the hybrid vehicle can shift successfully.

[0014] In combination with the first aspect and the above implementations, in some implementations of the first aspect, determining the target compensation torque based on the target torque reduction torque and the torque reduction request torque includes:

[0015] If the torque reduction request torque is less than the target torque reduction torque, the difference between the target torque reduction torque and the torque reduction request torque is determined as the target compensation torque.

[0016] In the embodiment of the present application, when the torque reduction request torque of the drive motor is less than the target torque reduction torque, it means that the drive motor cannot recover all of the target torque reduction torque, and a small portion of the torque reduction torque cannot be recovered by the drive motor, resulting in the front axle torque not being able to be reduced to the preset torque. Therefore, in order to ensure that the front axle torque can be reduced to the preset torque, the difference between the target torque reduction torque and the torque reduction request torque can be determined as the target compensation torque, and the target compensation torque can be released through the ignition angle, so that the front axle torque can be reduced to the preset torque, further ensuring that the hybrid vehicle can shift successfully.

[0017] In combination with the first aspect and the above implementations, in some implementations of the first aspect, determining the target compensation torque based on the torque reduction request torque, the recovery torque limit and the target torque reduction torque includes:

[0018] The difference between the torque reduction request torque and the recovery torque limit is determined as the first compensation torque; if the torque reduction request torque is greater than or equal to the target torque reduction torque, the first compensation torque is determined as the target compensation torque; if the torque reduction request torque is less than the target torque reduction torque, the difference between the target torque reduction torque and the torque reduction request torque is determined as the second compensation torque; the target compensation torque is obtained by adding the first compensation torque to the second compensation torque.

[0019] In an embodiment of the present application, when the torque reduction request torque of the drive motor is greater than the recovery torque limit, it means that the torque reduction request torque exceeds the recovery capacity of the drive motor. The torque reduction request torque may be limited by the recovery torque limit, resulting in the actual torque of the engine not being able to be fully recovered by the drive motor, thereby preventing the front axle torque from being reduced to the preset torque.

[0020] Therefore, in order to ensure that the front axle torque can be reduced to the preset torque, the difference between the torque reduction request torque and the recovery torque limit can be calculated, and when the torque reduction request torque is greater than or equal to the target torque reduction torque, the difference between the torque reduction request torque and the recovery torque limit is determined as the target compensation torque, so as to release the target compensation torque through the ignition angle, so that the front axle torque can be reduced to the preset torque, further ensuring that the hybrid vehicle can shift successfully. Alternatively, when the torque reduction request torque is less than the target torque reduction torque, it means that the torque reduction request torque cannot meet the torque reduction demand of the front axle torque, and the actual torque of the engine cannot be fully recovered, and part of the actual torque cannot be recovered by the drive motor. Therefore, the difference between the target torque reduction torque and the torque reduction request torque can be calculated, and the target compensation torque can be obtained by adding the difference between the target torque reduction torque and the torque reduction request torque and the difference between the torque reduction request torque and the recovery torque limit. Since the target compensation torque includes part of the torque reduction request torque that is limited by the drive motor and part of the actual torque that cannot be recovered by the drive motor, when the target compensation torque is released through the ignition angle, the front axle torque can be reduced to the preset torque, further ensuring that the hybrid vehicle can shift gears successfully.

[0021] In combination with the first aspect and the foregoing implementations, in some implementations of the first aspect, the method further includes:

[0022] Determine whether the target compensation torque is greater than or equal to a first preset torque threshold; the above-mentioned control of the engine to release the target compensation torque through the engine ignition angle includes: if the target compensation torque is greater than or equal to the first preset torque threshold, control the engine to release the target compensation torque through the ignition angle.

[0023] In the embodiment of the present application, when the target compensation torque released by the ignition angle is greater than or equal to the first preset torque threshold, the engine is controlled to release the target compensation torque by the ignition angle. This is because when the target compensation torque is greater than or equal to the first preset torque threshold, it may have a greater impact on the gear shift of the hybrid vehicle. Therefore, when the target compensation torque is greater than or equal to the first preset torque threshold, the engine is controlled to release the target compensation torque by the ignition angle, so that the front axle torque can be reduced to the preset torque, ensuring that the hybrid vehicle can successfully shift gears.

[0024] In combination with the first aspect and the foregoing implementations, in some implementations of the first aspect, the method further includes:

[0025] In the process of releasing the target compensation torque through the ignition angle, the unreleased compensation torque is obtained; if the unreleased compensation torque is less than or equal to a second preset torque threshold, the engine is controlled to stop releasing the compensation torque; wherein the first preset torque threshold is greater than the second preset torque threshold.

[0026] In the embodiment of the present application, during the process of releasing the target compensation torque through the ignition angle, if the unreleased compensation torque is less than or equal to the second preset torque threshold, it means that the target compensation torque has been basically released, and only a small part is left unreleased, and the impact on the gear switching of the hybrid vehicle is small and can be ignored. At this time, the gear of the hybrid vehicle can be smoothly switched to the target gear corresponding to the gear shift request, thereby ensuring that the hybrid vehicle can successfully shift gears.

[0027] In combination with the first aspect and the above implementations, in some implementations of the first aspect, if a shift request of a hybrid vehicle is received, obtaining the actual torque of the engine in the hybrid vehicle and the torque reduction request torque of the drive motor in the hybrid vehicle includes:

[0028] If a gear shift request is received, the current gear of the hybrid vehicle, the intervention torque of the engine and the current state are obtained; wherein the intervention torque is used to indicate the torque that allows the hybrid vehicle to switch from the current gear to the target gear; if the current gear is different from the target gear, and the target gear is not the neutral gear, and the current state is the driving state, and the intervention torque is valid, the actual torque and the torque reduction request torque are obtained.

[0029] In the embodiment of the present application, when the current gear of the hybrid vehicle is different from the target gear corresponding to the gear shift request, and the target gear is not the neutral gear, and the engine is in a driving state, and the intervention torque of the engine is valid, it means that the hybrid vehicle meets the gear shift condition at this time, and then the gear of the vehicle is controlled to switch from the current gear to the gear corresponding to the gear shift request, thereby avoiding the problem of gear shift failure caused by switching the gear of the vehicle when the hybrid vehicle does not meet the gear shift condition, and further ensuring that the hybrid vehicle can shift gears successfully.

[0030] In a second aspect, the present application provides a hybrid vehicle shift control device, the device comprising:

[0031] an acquisition module, for acquiring, upon receiving a gear shift request of the hybrid vehicle, an actual torque of an engine in the hybrid vehicle and a torque reduction request torque of a drive motor in the hybrid vehicle;

[0032] A processing module, configured to determine a target compensation torque based on the actual torque and the torque reduction request torque;

[0033] The control module is used to control the engine to release the target compensation torque through the engine ignition angle, so that the front axle torque of the hybrid vehicle is reduced to a preset torque, and the gear of the hybrid vehicle is switched to the target gear corresponding to the gear shift request.

[0034] In a third aspect, the present application provides a hybrid vehicle, comprising a memory and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, so that the hybrid vehicle executes the method in the first aspect or any possible implementation of the first aspect.

[0035] In a fourth aspect, the present application provides a computer program product, which includes: a computer program code, which, when executed on a computer, enables the computer to execute the method in the first aspect or any possible implementation of the first aspect.

[0036] In a fifth aspect, the present application provides a computer-readable storage medium, which stores a computer program code. When the computer program code runs on a computer, the computer executes the method in the above-mentioned first aspect or any possible implementation of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] Figure 1 It is a schematic diagram of a hybrid vehicle gear switching scenario in the related art.

[0038] Figure 2 It is a schematic diagram of the hybrid vehicle power architecture provided in an embodiment of the present application.

[0039] Figure 3 It is a flow chart of a hybrid vehicle shifting control method provided in an embodiment of the present application.

[0040] Figure 4 It is a schematic diagram of the structure of a hybrid vehicle shifting control device provided in an embodiment of the present application.

[0041] Figure 5 It is a schematic diagram of the structure of a hybrid vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0042] The technical solution in the present application will be described clearly and in detail below in conjunction with the accompanying drawings. In the description of the embodiments of the present application, unless otherwise specified, " / " means or, for example, A / B can mean A or B: "and / or" in the text is only a description of the association relationship of associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, "multiple" means two or more than two.

[0043] In the following, the terms "first" and "second" are used for descriptive purposes only and are not to be understood as suggesting or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features.

[0044] Figure 1 It is a schematic diagram of a hybrid vehicle gear switching scenario in the related art.

[0045] For example, Figure 1 As shown, Figure 1 The hybrid vehicle 110 is a hybrid vehicle equipped with a dedicated hybrid transmission (DHT), for example, a new energy hybrid vehicle with a DHT-2 architecture. The operation mode and power architecture of the hybrid vehicle 110 can be determined by Figure 2 Provide explanation.

[0046] Figure 2 It is a schematic diagram of the hybrid vehicle power architecture provided in an embodiment of the present application.

[0047] For example, Figure 2 As shown, the hybrid vehicle 110 includes an engine 201, a clutch 202, a front drive motor 203, a front axle transmission 204, a front axle differential 205, a left front wheel 206, a right front wheel 207, a rear drive motor 208, a rear axle transmission 209, a rear axle differential 210, a left rear wheel 211 and a right rear wheel 212.

[0048] The front drive motor 203 is arranged on the front axle, and is used to provide power to the left front wheel 206 and the right front wheel 207 through the front drive shaft to drive the hybrid vehicle 110. The first end of the clutch 202 is connected to the engine 201, and the second end of the clutch 202 is connected to the first end of the front drive motor 203. The first end of the front axle transmission 204 is connected to the front drive motor 203, and the second end of the front axle transmission 204 is connected to the front axle differential 205, and the front axle differential 205 is arranged between the left front wheel 206 and the right front wheel 207.

[0049] The rear drive motor 208 is disposed on the rear axle, and is used to provide power to the left rear wheel 211 and the right rear wheel 212 through the rear drive shaft to drive the hybrid vehicle 110. The rear drive motor 208 is connected to a first end of a rear axle transmission 209, and a second end of the rear axle transmission 209 is connected to a rear axle differential 210, and the rear axle differential 210 is disposed between the left rear wheel 211 and the right rear wheel 212.

[0050] The hybrid vehicle adopting the above-mentioned architecture is equipped with a front-drive motor 203, a rear-drive motor 208 and an engine 201 at the same time. Therefore, in order to adapt to different road conditions and driving requirements, multiple operating modes including a direct drive mode, a pure electric four-wheel drive mode and a series mode are usually provided, which is not limited in the embodiments of the present application.

[0051] For example, when a hybrid vehicle shifts gears, it needs to respond to the intervention of the Transmission Control Unit (TCU), which requests the engine's ignition angle to be released and the engine's fast-path torque (i.e., ignition-path torque) to be filtered to 0 NM through the hybrid control unit (HCU), and the torque of the front-drive motor is also filtered to 0 NM, thereby reducing the shaft-end torque of the hybrid vehicle (which can be understood as "front axle torque") to 0 NM, that is, both the engine torque and the front-drive motor torque are reduced to 0, and then the clutch is opened to shift gears.

[0052] When the clutch is open, the TCU can request to adjust the engine speed. In response to the request, the HCU can adjust the engine's quick-path torque (also called "fire-path torque") according to the engine's speed corresponding to the 2nd gear and the target gear corresponding to the gear shift (for example, 3rd gear). The engine's quick-path torque can be adjusted using the application PI. At the same time, when the clutch is open, the TCU can control the shift mechanism in the hybrid vehicle to perform gear shifting, that is, to switch the hybrid vehicle's gear from the current gear (for example, 2nd gear) to the neutral gear (Neutral, N).

[0053] After the TCU controls the shift mechanism to disengage the gear successfully, it can request to adjust the speed of the front-drive motor. After the speed of the front-drive motor is adjusted from the speed corresponding to the 2nd gear to the speed corresponding to the 3rd gear, the shift mechanism can be controlled to engage the gear to switch the gear of the hybrid vehicle from the N gear to the 3rd gear. When the speed of the engine and the speed of the front-drive motor are both adjusted to the speed corresponding to the 3rd gear, the clutch can be switched from open to closed, so that if the P2 motor has sufficient capacity, the power generation torque of the P2 motor can be used for P4 driving during the hybrid vehicle shifting process, so as to improve the problem of power interruption during the shifting process, thereby improving the driving performance of the hybrid vehicle.

[0054] However, when the hybrid vehicle is in hybrid mode, the driving power of the rear-drive motor can be provided by the power battery and the front-drive motor. When the torque of the front-drive motor drops to 0NM, the front-drive motor cannot provide driving power for the rear-drive motor, and can only provide driving power for the rear-drive motor through the power battery, which may reduce the driving power of the rear-drive motor, causing the rear-drive motor to be unable to meet the torque requirements of the hybrid vehicle, and easily causing the problem of power interruption of the hybrid vehicle, thereby affecting the normal driving of the hybrid vehicle.

[0055] In the related technology, in order to avoid power interruption of hybrid vehicles, the engine torque can be recovered through the front-drive motor, so that the shaft end torque can be reduced to 0NM while the front-drive motor can provide driving power to the rear-drive motor normally. However, when the front-drive motor recovers the engine torque, there may be too much torque to be recovered, which exceeds the available torque range of the front-drive motor, resulting in the shaft end torque not being able to be reduced to 0NM; or, the torque recovered by the front-drive motor cannot meet the torque reduction requirements of the front axle torque, which may also cause the shaft end torque to be unable to be reduced to 0NM, causing the front-drive motor to fail to reduce torque, and then causing the hybrid vehicle to fail to shift gears.

[0056] For example, the engine torque value is 40NM, but the front drive motor can only recover up to 30NM, then there is still 10NM of engine torque that cannot be recovered, making the front axle torque 10NM, that is, the shaft end torque value cannot be reduced to 0NM.

[0057] Therefore, in order to solve the problem of failure of the front drive motor to reduce torque, which in turn leads to failure of the hybrid vehicle to shift gears, the present application proposes a hybrid vehicle shift control method, device, hybrid vehicle and storage medium.

[0058] Combine the following Figure 3 to Figure 4 The hybrid vehicle shifting control method provided in the embodiment of the present application is described in detail.

[0059] Figure 3 is a flow chart of a hybrid vehicle shift control method provided by an embodiment of the present application. The method can be Figure 1 The method is executed by the hybrid vehicle 110 in the hybrid vehicle 110 , or by the VCU or TCU in the hybrid vehicle 110 .

[0060] For example, Figure 3 As shown, the method 300 includes the following implementation process:

[0061] S310: If a gear shift request of a hybrid vehicle is received, an actual torque of an engine in the hybrid vehicle and a torque reduction request torque of a drive motor in the hybrid vehicle are obtained.

[0062] The drive motor may be a motor that reduces the front axle torque to 0 NM, including but not limited to a front drive motor. For ease of understanding, the following description will be made using the front drive motor as an example.

[0063] The torque reduction request torque is used to indicate the requested torque corresponding to the opposite torque of the original requested torque of the engine. For example, if the original requested torque of the engine is 20NM, the torque reduction request torque is the negative value of the original requested torque of the engine, which is -20NM, indicating that the output torque of the engine (which can be understood as the "actual torque of the engine") can be recovered.

[0064] Optionally, the original requested torque of the engine may exceed the torque capacity of the engine output. When the original requested torque of the engine exceeds the torque capacity of the engine output, the excess torque can be assisted by the front drive motor to ensure that the original requested torque of the engine can be normally output; the torque assisted by the front drive motor to the engine can be referred to as the "assisted torque of the front drive motor".

[0065] For example, the original requested torque of the engine is 20NM, and the maximum torque that the engine can output is 15NM, that is, the torque capacity of the engine output is insufficient, and the front-drive motor needs to provide assistance. The front-drive motor outputs 5NM more on the basis of its original requested torque, that is, the assistance torque of the front-drive motor is 5NM, to ensure that the original requested torque of the engine, 20NM, can be output normally. Among them, the original requested torque of the engine = the actual torque of the engine + the assistance torque of the front-drive motor.

[0066] At this time, the torque output by the front-drive motor needs to meet the original requested torque plus the assist torque for the engine, that is, the actual torque of the front-drive motor = the original requested torque of the front-drive motor + the assist torque of the front-drive motor. For example, if the original requested torque of the front-drive motor is 10NM, then the actual torque of the front-drive motor = 10NM + 5NM = 15NM, that is, the actual requested torque of the front-drive motor is 15NM.

[0067] Alternatively, when the engine is outputting torque, it is generally prioritized to ensure that the engine is in the best operating state to improve combustion efficiency, power output, engine service life and driving safety of hybrid vehicles. When the engine is in the best operating state, the engine's fire circuit torque is the same as the engine's gas circuit torque, for example, the fire circuit torque and the gas circuit torque are both 100NM.

[0068] Assume that, when the original requested torque of the engine is 105NM, in order to ensure that the engine can be in the best operating state, it is necessary to calculate "105-100=5NM", and use the extra 5NM to assist the front drive motor, that is, the actual torque output of the engine is 100NM plus the assist torque of 5NM output by the front drive motor. In this way, while ensuring that the original requested torque of the engine can be output normally, it can also ensure that the engine is in the best operating state.

[0069] For example, after the hybrid vehicle is powered on, if the gear of the hybrid vehicle needs to be switched from the 2nd gear to the 3rd gear, a shift request for switching the gear of the hybrid vehicle from the 2nd gear to the 3rd gear can be generated, so that when the shift request is received, the current actual torque of the engine in the hybrid vehicle can be collected by the torque sensor configured in the hybrid vehicle to obtain the actual torque of the engine; and the original requested torque of the engine can be obtained. In addition, the original requested torque of the engine (for example, 20NM) can be used to obtain a request torque corresponding to the opposite torque of the original request torque, for example, -20NM, and the -20NM can be used as the torque reduction request torque corresponding to the front drive motor in the hybrid vehicle, so as to reduce the torque of the front axle through the torque reduction request torque.

[0070] It should be noted that during the gear shifting process of a hybrid vehicle, the actual torque of the engine changes with the changes in the fire circuit torque and gas circuit torque of the engine.

[0071] It should be noted that in the embodiments of the present application, if there is no special explanation, when the torque is negative, it means the recovery torque, and does not involve a specific numerical value, that is, the negative torque can be understood as the absolute value of the torque. For example, 9NM>5NM, -9NM>5NM; it can be understood as: |-9NM|>5NM.

[0072] In a possible implementation, if a gear shift request of a hybrid vehicle is received, the actual torque of the engine in the hybrid vehicle and the torque reduction request torque of the drive motor in the hybrid vehicle are obtained, including: if a gear shift request is received, the current gear of the hybrid vehicle and the intervention torque and current state of the engine are obtained; wherein the intervention torque is used to represent the torque that allows the gear of the hybrid vehicle to be switched from the current gear to the target gear; if the current gear is different from the target gear, and the target gear is not a neutral gear, and the current state is a driving state, and the intervention torque is valid, the actual torque and the torque reduction request torque are obtained.

[0073] The gear position corresponding to the gear shift request is different from the current gear position of the hybrid vehicle. For example, the current gear position of the hybrid vehicle is the 2nd gear, and the gear position corresponding to the gear shift request is the 3rd gear.

[0074] For example, when a gear shift request of a hybrid vehicle is received, the current gear position (eg, 2nd gear position) of the hybrid vehicle, the intervention torque of the engine, and the current state of the engine may be acquired.

[0075] Furthermore, it is possible to determine whether the current gear of the hybrid vehicle is the same as the gear corresponding to the gear shift request (which may be referred to as the "target gear", for example, the 3rd gear). Also, whether the target gear is the N gear, whether the current state of the engine is the driving state, and whether the intervention torque corresponding to the engine is valid.

[0076] Optionally, when the current gear of the hybrid vehicle is the 2nd gear, which is different from the target gear 3rd gear, and the 3rd gear is not the N gear, and the current state of the engine is the driving state, and the intervention torque corresponding to the engine is valid, the actual torque of the engine and the torque reduction request torque of the front drive motor can be obtained. At this time, the shift process flag is 1, which means that the hybrid vehicle meets the shifting conditions from the 2nd gear to the 3rd gear and can shift gears. On the contrary, when the current gear of the hybrid vehicle is the 2nd gear, and the target gear is also the 2nd gear; and / or the target gear is the N gear; and / or the current state of the engine is the non-driving state; and / or the intervention torque corresponding to the engine is invalid, the corresponding shift process flag is 0, which means that the hybrid vehicle does not meet the shifting conditions from the 2nd gear to the 3rd gear and cannot shift gears.

[0077] Optionally, when the current state of the engine is the driving state, it means that the torque value of the engine is greater than 0NM, and the torque of the engine can be recovered by the front drive motor. Among them, the engine being in the driving state can indicate that the driving mode of the hybrid vehicle is a direct drive mode or a series mode. Also, the driving mode corresponding to the current gear of the hybrid vehicle can be a direct drive mode or a series mode, and the driving mode corresponding to the target gear can also be a direct drive mode or a series mode; the driving mode corresponding to the current gear of the hybrid vehicle and the driving mode corresponding to the target gear can be the same or different.

[0078] Optionally, when the current gear position and the target gear position of the hybrid vehicle are both the 2nd gear position, it means that the hybrid vehicle does not need to be shifted. Therefore, the actual torque of the engine and the torque reduction request torque of the front drive motor may not be obtained. And / or, when the target gear position of the hybrid vehicle is the N gear position, it means that the hybrid vehicle needs to be parked; when the hybrid vehicle is parked, the rear drive motor is not required to provide power for the hybrid vehicle, and the front drive motor is not required to provide driving power for the rear drive motor, and the torque values ​​of the engine, the front drive motor and the rear drive motor are directly reduced to 0NM. Therefore, the actual torque of the engine and the torque reduction request torque of the front drive motor may not be obtained. And / or, when the current state of the engine is a non-driving state, that is, when it is in a stalled state, it is not necessary to recover torque through the front drive motor. Therefore, the actual torque of the engine and the torque reduction request torque of the front drive motor may not be obtained. And / or, when a shift request for a hybrid vehicle is received, the torque request of the transmission control unit (TCU) in the hybrid vehicle to intervene in the engine at this time can be obtained, the torque corresponding to the torque request is used as the intervention torque, and it is determined whether the intervention torque is less than or equal to the preset torque (for example, 400NM). If the intervention torque is 300NM, which is less than the preset torque 400NM, it means that the intervention torque of the TCU on the engine is effective. Alternatively, if the torque corresponding to the intervention torque is 410NM, which is greater than the preset torque 400NM, it means that the intervention torque of the TCU on the engine is invalid. That is, if the intervention torque of the TCU on the engine is less than or equal to the preset torque, it means that the intervention torque is effective; conversely, if the intervention torque of the TCU on the engine is greater than the preset torque, it means that the intervention torque is invalid, and the actual torque of the engine and the torque reduction request torque of the front drive motor may not be obtained.

[0079] Optionally, when the TCU intervention torque on the engine is effective, the driving filter processing corresponding to the front drive motor can be turned off, so that the torque corresponding to the front drive motor only passes through the driving filter device in the hybrid vehicle, but the size does not change, and it still maintains the size when it does not pass through the driving filter device. This is because when a shift request from a hybrid vehicle is received, it indicates that there is a demand for a quick drop in the front axle torque. If the driving filter processing is still performed on the torque corresponding to the front drive motor at this time, it may not be able to quickly respond to the demand for a quick drop in the front axle torque due to the long driving filter processing time. However, if the driving filter processing corresponding to the front drive motor is turned off when a shift request from a hybrid vehicle is received and the TCU intervention torque on the engine is effective, and the driving filter processing corresponding to the front drive motor is not performed, the time required for the driving filter processing of the torque corresponding to the front drive motor can be saved, thereby quickly responding to the demand for a quick drop in the front axle torque and ensuring the timeliness of the hybrid vehicle shift.

[0080] Optionally, when no gear shift request is received from the hybrid vehicle, it indicates that there is no gear shift demand for the hybrid vehicle. Since the drivability filtering process for the torque corresponding to the front drive motor and the torque corresponding to the engine can improve the drivability of the hybrid vehicle and the riding comfort of the user in the hybrid vehicle, the drivability filtering process can be normally performed on the torque corresponding to the front drive motor and the torque corresponding to the engine to improve the drivability of the hybrid vehicle and the riding comfort of the user in the hybrid vehicle.

[0081] In the embodiment of the present application, when the current gear of the hybrid vehicle is different from the target gear corresponding to the gear shift request, and the target gear is not the neutral gear, and the engine is in a driving state, and the intervention torque of the engine is valid, it means that the hybrid vehicle meets the gear shift condition at this time, and then the gear of the vehicle is controlled to switch from the current gear to the gear corresponding to the gear shift request, thereby avoiding the problem of gear shift failure caused by switching the gear of the vehicle when the hybrid vehicle does not meet the gear shift condition, and further ensuring that the hybrid vehicle can shift gears successfully.

[0082] S320: Determine a target compensation torque based on the actual torque and the torque reduction request torque.

[0083] For example, when the actual torque of the engine and the torque reduction request torque of the front drive motor are obtained, the torque that needs to be compensated by the ignition angle of the engine (which may be called "target compensation torque") can be determined by the actual torque and the torque reduction request torque to achieve the goal of reducing the front axle torque to 0NM.

[0084] Optionally, a recovery torque limit of the drive motor is obtained; the above-mentioned determining the target compensation torque based on the actual torque and the torque reduction request torque includes: determining the target compensation torque based on the actual torque, the torque reduction request torque and the recovery torque limit.

[0085] Exemplarily, the maximum recovery torque value (which may be referred to as the "recovery torque limit") that the front-drive motor can use to recover the output torque of the engine can be obtained first. For example, the original requested torque value of the engine is 40N, and the output torque of the front-drive motor needs to be -40N to reduce the front axle torque to 0N; at this time, -40N can represent the recovery torque value of the front-drive motor. However, due to the configuration of the front-drive motor itself, it can only output -30N (i.e., the maximum recovery torque value), resulting in 10N of the original requested torque value of the engine that cannot be recovered by the front-drive motor, resulting in a front axle torque of 10N, that is, the front axle torque cannot be reduced to 0, so that the gear of the hybrid vehicle cannot be switched from the 2nd gear to the 3rd gear, and is still in the 2nd gear. And, for ease of understanding, in the embodiment of the present application, the absolute value of the maximum recovery torque value |-30N| is taken as the recovery torque limit of the front-drive motor, that is, the recovery torque limit ≥ 0N.

[0086] Furthermore, when the regeneration torque limit of the front drive motor is obtained, the target compensation torque may be determined by the actual torque of the engine, the torque reduction request torque of the front drive motor, and the regeneration torque limit.

[0087] In the embodiment of the present application, based on the actual torque of the engine and the torque reduction request torque of the drive motor, the target compensation torque released by the ignition angle is obtained in combination with the recovery torque limit of the drive motor. The target compensation torque is obtained by using multiple torques of different properties. This can make the target compensation torque more accurate, so that the front axle torque can be more smoothly reduced to the preset torque, further ensuring that the hybrid vehicle can shift gears successfully.

[0088] Optionally, the target compensation torque is determined based on the actual torque, the torque reduction request torque and the recovery torque limit, including: determining the target torque reduction torque corresponding to the actual torque; if the torque reduction request torque is less than or equal to the recovery torque limit, determining the target compensation torque based on the target torque reduction torque and the torque reduction request torque; if the torque reduction request torque is greater than the recovery torque limit, determining the target compensation torque based on the torque reduction request torque, the recovery torque limit and the target torque reduction torque.

[0089] Exemplarily, the torque reduction torque (which may be referred to as the "target torque reduction torque") corresponding to the drive motor may be determined by the actual torque of the engine to reduce the front axle torque to a preset torque (e.g., 0 NM). The negative value of the actual torque of the engine is determined, and the negative value is determined as the target torque reduction torque, that is, the target torque reduction torque = - the actual torque of the engine, which may represent the recovery of the actual torque of the engine by the drive motor. For example, if the actual torque of the engine is 15 NM, the corresponding target torque reduction torque of the drive motor is -15 NM. That is, the actual torque of the engine + the target torque reduction torque = 0 NM.

[0090] Further, it can be determined whether the torque reduction request torque of the drive motor is less than or equal to the recovery torque limit of the drive motor. When the torque reduction request torque is less than or equal to the recovery torque limit, the target compensation torque can be determined by the target torque reduction torque of the drive motor and the torque reduction request torque.

[0091] Optionally, determining the target compensation torque based on the target torque reduction torque and the torque reduction request torque includes: if the torque reduction request torque is less than the target torque reduction torque, determining the difference between the target torque reduction torque and the torque reduction request torque as the target compensation torque.

[0092] For example, when the torque reduction request torque is less than the recovery torque limit, it can be determined whether the torque reduction request torque is less than the target torque reduction torque. When the torque reduction request torque is less than the target torque reduction torque, the difference between the target torque reduction torque and the torque reduction request torque can be calculated and determined as the target compensation torque.

[0093] For example, the torque reduction request torque is -10NM, the target torque reduction torque is -15NM, and -10NM < -15NM, which means that after the front drive motor recovers 10NM of torque from the engine, there is still -5NM left and cannot be recovered by the front drive motor. Therefore, the remaining -5NM can be determined as the above-mentioned target compensation torque to be released through the ignition angle of the engine, so that the front axle torque is reduced to the preset torque (for example, 0NM).

[0094] On the contrary, when the torque reduction request torque ≥ the target torque reduction torque, it means that the actual torque of the engine can be fully recovered through the front drive motor without the participation of the ignition angle.

[0095] In the embodiment of the present application, when the torque reduction request torque of the drive motor is less than the target torque reduction torque, it means that the drive motor cannot recover all of the target torque reduction torque, and a small portion of the torque reduction torque cannot be recovered by the drive motor, resulting in the front axle torque not being able to be reduced to the preset torque. Therefore, in order to ensure that the front axle torque can be reduced to the preset torque, the difference between the target torque reduction torque and the torque reduction request torque can be determined as the target compensation torque, and the target compensation torque can be released through the ignition angle, so that the front axle torque can be reduced to the preset torque, further ensuring that the hybrid vehicle can shift successfully.

[0096] Alternatively, when the torque reduction request torque is greater than the recovery torque limit, the target compensation torque may be determined by the target torque reduction torque of the drive motor, the torque reduction request torque and the recovery torque limit.

[0097] Optionally, the target compensation torque is determined based on the torque reduction request torque, the recovery torque limit and the target torque reduction torque, including: determining the difference between the torque reduction request torque and the recovery torque limit as a first compensation torque; if the torque reduction request torque is greater than or equal to the target torque reduction torque, determining the first compensation torque as the target compensation torque; if the torque reduction request torque is less than the target torque reduction torque, determining the difference between the target torque reduction torque and the torque reduction request torque as a second compensation torque; and obtaining the target compensation torque by adding the first compensation torque to the second compensation torque.

[0098] Exemplarily, when the torque reduction request torque is greater than the recovery torque limit, it means that the torque that the front-drive motor needs to recover from the engine exceeds the maximum recovery capacity of the front-drive motor, that is, the front-drive motor can only recover up to the recovery torque limit. Due to the limitation of the front-drive motor's own recovery capacity, the excess torque (which can be called the "first compensation torque") cannot be recovered by the front-drive motor itself. Therefore, in order to allow the excess torque to be released through the ignition angle, the difference between the torque reduction request torque and the recovery torque limit can be calculated. For example, the torque reduction request torque is -10NM, the recovery torque limit is -6NM, and the excess torque = -10NM-(-6NM) = -4NM.

[0099] Further, when the difference between the torque reduction request torque and the recovery torque limit (for example, -4 NM) is calculated, it can be further determined whether the torque reduction request torque is less than the target torque reduction torque. When the torque reduction request torque ≥ the target torque reduction torque, it means that the torque reduction demand of the actual torque of the engine can be met, and the difference between the torque reduction request torque and the recovery torque limit -4 NM can be determined as the above-mentioned target compensation torque.

[0100] Alternatively, when the torque reduction request torque is less than the target torque reduction torque, it indicates that the front drive motor cannot recover all of the actual torque of the engine, for example, -4 NM (which may be called "second compensation torque") remains and cannot be recovered by the front drive motor.

[0101] For example, on the basis that the front drive motor recovery capacity is limited, there is a remaining -4NM that cannot be recovered by the front drive motor, that is, the actual torque of the engine is -5NM+(-4NM)=-9NM that has not been reduced. Therefore, -9NM can be determined as the above-mentioned target compensation torque, that is, the target compensation torque=first compensation torque+second compensation torque=-5NM+(-4NM), so as to be released through the ignition angle of the engine, thereby reducing the front axle torque to a preset torque (for example, 0NM).

[0102] In an embodiment of the present application, when the torque reduction request torque of the drive motor is greater than the recovery torque limit, it means that the torque reduction request torque exceeds the recovery capacity of the drive motor. The torque reduction request torque may be limited by the recovery torque limit, resulting in the actual torque of the engine not being able to be fully recovered by the drive motor, thereby preventing the front axle torque from being reduced to the preset torque.

[0103] Therefore, in order to ensure that the front axle torque can be reduced to the preset torque, the difference between the torque reduction request torque and the recovery torque limit can be calculated, and when the torque reduction request torque is greater than or equal to the target torque reduction torque, the difference between the torque reduction request torque and the recovery torque limit is determined as the target compensation torque, so as to release the target compensation torque through the ignition angle, so that the front axle torque can be reduced to the preset torque, further ensuring that the hybrid vehicle can shift successfully. Alternatively, when the torque reduction request torque is less than the target torque reduction torque, it means that the torque reduction request torque cannot meet the torque reduction demand of the front axle torque, and the actual torque of the engine cannot be fully recovered, and part of the actual torque cannot be recovered by the drive motor. Therefore, the difference between the target torque reduction torque and the torque reduction request torque can be calculated, and the target compensation torque can be obtained by adding the difference between the target torque reduction torque and the torque reduction request torque and the difference between the torque reduction request torque and the recovery torque limit. Since the target compensation torque includes part of the torque reduction request torque that is limited by the drive motor and part of the actual torque that cannot be recovered by the drive motor, when the target compensation torque is released through the ignition angle, the front axle torque can be reduced to the preset torque, further ensuring that the hybrid vehicle can shift gears successfully.

[0104] In the embodiment of the present application, if the torque reduction request torque of the drive motor is less than or equal to the recovery torque limit, it means that the torque reduction request torque of the drive motor will not be limited by the recovery torque limit. Therefore, the target compensation torque of the ignition angle release can be obtained by the target torque reduction torque of the drive motor and the torque reduction request torque. Alternatively, if the torque reduction request torque of the drive motor is greater than the recovery torque limit, it means that the torque reduction request torque exceeds the recovery capacity of the drive motor, and the torque reduction request torque may be limited by the recovery torque limit to ensure that the drive motor can normally recover part of the actual torque of the engine. Therefore, the target compensation torque of the ignition angle release can be obtained by the target torque reduction torque of the drive motor, the torque reduction request torque and the recovery torque limit. Through the size relationship between the torque reduction request torque of the drive motor and the recovery torque limit, two ways of obtaining the target compensation torque of the ignition angle release are determined, so that the target compensation torque of the ignition angle release obtained is more in line with the gear shifting environment of the hybrid vehicle, so that the front axle torque can be more smoothly reduced to the preset torque, further ensuring that the hybrid vehicle can shift successfully.

[0105] S330, controlling the engine to release the target compensation torque through the engine ignition angle, so that the front axle torque of the hybrid vehicle is reduced to a preset torque, and the gear of the hybrid vehicle is switched to the target gear corresponding to the gear shift request.

[0106] The preset torque may represent the torque value corresponding to the front axle torque that enables the hybrid vehicle to successfully switch gears, and it may be close to 0 NM, but does not need to be equal to 0 NM. For example, 0 NM, ±2, or ±5, which is not limited in the present embodiment.

[0107] For example, when the target compensation torque corresponding to the ignition angle (for example, 12 NM) is obtained, the 12 NM can be released by the ignition angle to reduce the front axle torque to 0 NM, so that the gear of the hybrid vehicle can be successfully switched from the 2nd gear to the 3rd gear to complete the gear switching. At this time, the release flag position of the ignition angle is "1".

[0108] Among them, in the process of reducing the front axle torque to 0NM, the original requested torque of the engine and the front drive motor is not adjusted. Instead, when the actual torque of the engine cannot be fully recovered by the front drive motor, part of the actual torque of the engine can be released through the engine ignition angle to reduce the front axle torque to 0NM; that is, the reduction of the front axle torque to 0NM is achieved jointly by the front drive motor and the engine ignition angle.

[0109] Optionally, when the front axle torque drops to 0 NM, the engine torque value is greater than 0 NM. Therefore, there is no need to open the clutch to shift gears, and the gear of the hybrid vehicle can be directly shifted from the 2nd gear to the N gear, which simplifies the shifting process and improves the shifting efficiency.

[0110] Afterwards, a request is made to adjust the speed of the front-drive motor so as to adjust the speed of the front-drive motor from the speed corresponding to the 2nd gear to the speed corresponding to the 3rd gear.

[0111] Furthermore, when the speed of the front-drive motor is adjusted to a speed close to that corresponding to the 3rd gear, the shift mechanism can be controlled to shift the gear to change the gear of the hybrid vehicle from the N gear to the 3rd gear to complete the gear switching.

[0112] In such Figure 3 In the method 300 shown, when a shift request of a hybrid vehicle is received, the actual torque of the engine and the torque reduction request torque of the drive motor can be obtained, and the target compensation torque that needs to be released through the engine ignition angle is obtained through the actual torque of the engine and the torque reduction request torque of the drive motor; the target compensation torque is then released through the ignition angle to reduce the front axle torque of the hybrid vehicle to the preset torque, so that the hybrid vehicle shifts successfully. Since the target compensation torque is released through the ignition angle, the front axle torque can be reduced to the preset torque, which avoids the problem that the front axle torque cannot be reduced to the preset torque, that is, the front axle torque>preset torque, resulting in the hybrid vehicle shifting failure, thereby ensuring that the hybrid vehicle can shift successfully.

[0113] Optionally, it is determined whether the target compensation torque is greater than or equal to a first preset torque threshold; the above-mentioned control of the engine to release the target compensation torque through the engine ignition angle includes: if the target compensation torque is greater than or equal to the first preset torque threshold, controlling the engine to release the target compensation torque through the ignition angle.

[0114] For example, before releasing the target compensation torque through the ignition angle, it can be determined whether the target compensation torque is greater than or equal to a first preset torque threshold (for example, 3NM). When the target compensation torque (for example, 12NM) is ≥ 3NM, if the 12NM is not released through the ignition angle, the normal gear shifting of the hybrid vehicle may be affected. Therefore, in order to ensure that the gear of the hybrid vehicle can be successfully switched from the 2nd gear to the 3rd gear, the 12NM can be released through the ignition angle, thereby reducing the front axle torque to 0NM.

[0115] Alternatively, when the target compensation torque (e.g., 1NM) is less than 3NM, the effect of 1NM on the normal gear shifting of the hybrid vehicle is small and can be ignored. At this time, the 1NM can be released without using the ignition angle, and the gear of the hybrid vehicle can be successfully switched from the 2nd gear to the 3rd gear.

[0116] For example, when the target compensation torque of the ignition angle is obtained, it can be determined whether the absolute value of the target compensation torque (which can be recorded as "|target compensation torque|") is greater than or equal to the absolute value of the first preset torque threshold (which can be recorded as "|first preset torque threshold|"). When |target compensation torque|≥|first preset torque threshold|, the target compensation torque is released through the ignition angle, thereby reducing the front axle torque to 0NM.

[0117] In the embodiment of the present application, when the target compensation torque released by the ignition angle is greater than or equal to the first preset torque threshold, the engine is controlled to release the target compensation torque by the ignition angle. This is because when the target compensation torque is greater than or equal to the first preset torque threshold, it may have a greater impact on the gear shift of the hybrid vehicle. Therefore, when the target compensation torque is greater than or equal to the first preset torque threshold, the engine is controlled to release the target compensation torque by the ignition angle, so that the front axle torque can be reduced to the preset torque, ensuring that the hybrid vehicle can successfully shift gears.

[0118] Furthermore, in the process of releasing the target compensation torque through the ignition angle, the unreleased compensation torque is obtained; if the unreleased compensation torque is less than or equal to the second preset torque threshold, the engine is controlled to stop releasing the compensation torque; wherein the first preset torque threshold is greater than the second preset torque threshold, that is, the absolute value of the first preset torque threshold is greater than the absolute value of the second preset torque threshold, |first preset torque threshold|>|second preset torque threshold|, and the first preset torque threshold and the second preset torque threshold have the same positive and negative values.

[0119] For example, in the process of releasing the target compensation torque through the ignition angle, the compensation torque that has been released can be determined, and by calculating the difference between the target compensation torque and the released compensation torque, the difference is used as the compensation torque that has not been released by the ignition angle, that is, the remaining compensation torque to be released (which can be called "third compensation torque"). The third compensation torque = target compensation torque - released compensation torque.

[0120] Optionally, the absolute value of the first preset torque threshold (e.g., 3NM) is greater than the absolute value of the second preset torque threshold (e.g., 1NM), that is, |3NM|>|1NM|. Since the ignition angle may have a certain deviation in the process of releasing the target compensation torque, and vary around 3NM, in order to avoid frequent switching between the release and non-release of the ignition angle, |the first preset torque threshold|>|the second preset torque threshold| can be set.

[0121] For example, when the third compensation torque is obtained, it can be determined whether the absolute value of the third compensation torque (which can be recorded as "|third compensation torque|") is less than or equal to the |second preset torque threshold|. When |third compensation torque|≤|second preset torque threshold|, it means that the ignition angle has basically released all of the target compensation torque. Even if some compensation torque remains, the impact of this part of compensation torque on the normal gear shifting of the hybrid vehicle is small and can be ignored. Therefore, the ignition angle can be controlled to stop releasing. At this time, the release flag position of the ignition angle is "0".

[0122] In the embodiment of the present application, during the process of releasing the target compensation torque through the ignition angle, if the unreleased compensation torque is less than or equal to the second preset torque threshold, it means that the target compensation torque has been basically released, and only a small part is left unreleased, and the impact on the gear switching of the hybrid vehicle is small and can be ignored. At this time, the gear of the hybrid vehicle can be smoothly switched to the target gear corresponding to the gear shift request, thereby ensuring that the hybrid vehicle can successfully shift gears.

[0123] Optionally, when the target compensation torque is released by the ignition angle, the maximum fire-circuit torque of the engine can also be released by the ignition angle, that is, the actual torque released by the ignition angle = the maximum fire-circuit torque of the engine + the target compensation torque. Alternatively, when the target compensation torque is not released by the ignition angle, the actual torque released by the ignition angle = the fire-circuit torque of the engine.

[0124] It should be understood that the above examples are intended to help those skilled in the art understand the embodiments of the present application, rather than to limit the embodiments of the present application to the specific numerical values ​​or specific scenarios illustrated. Those skilled in the art can obviously make various equivalent modifications or changes based on the above examples, and such modifications or changes also fall within the scope of the embodiments of the present application.

[0125] Combination of the above Figures 1 to 3 The hybrid vehicle shift control method provided by the embodiment of the present application is described in detail; Figure 4 and Figure 5 The device embodiments of the present application are described in detail. It should be understood that the device in the embodiments of the present application can execute the various methods of the aforementioned embodiments of the present application, that is, the specific working processes of the following various products can refer to the corresponding processes in the aforementioned method embodiments.

[0126] Figure 4 It is a schematic diagram of the structure of a hybrid vehicle shifting control device provided in an embodiment of the present application.

[0127] For example, Figure 4 As shown, the device 400 includes:

[0128] An acquisition module 410 is used to acquire the actual torque of the engine in the hybrid vehicle and the torque reduction request torque of the drive motor in the hybrid vehicle if a shift request of the hybrid vehicle is received;

[0129] A processing module 420, configured to determine a target compensation torque based on the actual torque and the torque reduction request torque;

[0130] The control module 430 is used to control the engine to release the target compensation torque through the engine ignition angle, so as to reduce the front axle torque of the hybrid vehicle to a preset torque, and switch the gear of the hybrid vehicle to the target gear corresponding to the gear shift request.

[0131] In a possible implementation, the acquisition module 410 is further used to: acquire the recovery torque limit of the drive motor; the processing module 420 is specifically used to: determine the target compensation torque based on the actual torque, the torque reduction request torque and the recovery torque limit.

[0132] In one possible implementation, the processing module 420 is specifically used to: determine a target torque reduction torque corresponding to the actual torque; if the torque reduction request torque is less than or equal to the recovery torque limit, determine the target compensation torque based on the target torque reduction torque and the torque reduction request torque; if the torque reduction request torque is greater than the recovery torque limit, determine the target compensation torque based on the torque reduction request torque, the recovery torque limit and the target torque reduction torque.

[0133] In a possible implementation, the processing module 420 is specifically configured to: if the torque reduction request torque is less than the target torque reduction torque, determine the difference between the target torque reduction torque and the torque reduction request torque as the target compensation torque.

[0134] In one possible implementation, the processing module 420 is specifically used to: determine the difference between the torque reduction request torque and the recovery torque limit as the first compensation torque; if the torque reduction request torque is greater than or equal to the target torque reduction torque, determine the first compensation torque as the target compensation torque; if the torque reduction request torque is less than the target torque reduction torque, determine the difference between the target torque reduction torque and the torque reduction request torque as the second compensation torque; and obtain the target compensation torque by adding the first compensation torque to the second compensation torque.

[0135] In one possible implementation, the control module 430 is also used to determine whether the target compensation torque is greater than or equal to a first preset torque threshold; the control module 430 is specifically used to control the engine to release the target compensation torque through the ignition angle if the target compensation torque is greater than or equal to the first preset torque threshold.

[0136] In one possible implementation, the control module 430 is also used to: obtain the unreleased compensation torque during the process of releasing the target compensation torque through the ignition angle; if the unreleased compensation torque is less than or equal to a second preset torque threshold, control the engine to stop releasing the compensation torque; wherein the first preset torque threshold is greater than the second preset torque threshold.

[0137] In one possible implementation, the acquisition module 410 is specifically used to: if a gear shift request is received, obtain the current gear of the hybrid vehicle, the intervention torque of the engine and the current state; wherein the intervention torque is used to represent the torque that allows the hybrid vehicle to switch from the current gear to the target gear; if the current gear is different from the target gear, and the target gear is not the neutral gear, and the current state is the driving state, and the intervention torque is valid, obtain the actual torque and the torque reduction request torque.

[0138] It should be noted that the above device 400 is embodied in the form of a functional module. The term "module" here can be implemented in the form of software and / or hardware, and is not specifically limited to this.

[0139] For example, a "module" may be a software program, a hardware circuit, or a combination of the two that implements the above functions. The hardware circuit may include an application specific integrated circuit (ASIC), an electronic circuit, a processor (such as a shared processor, a dedicated processor, or a group processor, etc.) and a memory for executing one or more software or firmware programs, a combined logic circuit, and / or other suitable components that support the described functions.

[0140] Therefore, the modules of each example described in the embodiments of the present application can be implemented by electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of this application.

[0141] Figure 5 It is a schematic diagram of the structure of a hybrid vehicle provided in an embodiment of the present application.

[0142] For example, Figure 5 As shown, the hybrid vehicle 500 includes: a memory 510 and a processor 520, wherein the memory 510 stores an executable program code 5101, and the processor 520 is used to call and execute the executable program code 5101 to perform a hybrid vehicle shift control method.

[0143] The present application can divide the functional modules of the hybrid vehicle according to the above method example. For example, each functional module can be corresponded, or two or more functions can be integrated into one processing module. The above integrated module can be implemented in the form of hardware. It should be noted that the division of modules in this embodiment is schematic and is only a logical function division. There may be other division methods in actual implementation.

[0144] In the case of dividing each functional module according to each function, the hybrid vehicle may include: an acquisition module, a processing module, a control module, etc. It should be noted that all relevant contents of each step involved in the above method embodiment can be referred to the functional description of the corresponding functional module, which will not be repeated here.

[0145] The hybrid vehicle provided in the present application is used to execute the above-mentioned hybrid vehicle shifting control method, and thus can achieve the same effect as the above-mentioned implementation method.

[0146] In the case of using an integrated unit, the hybrid vehicle may include a processing module and a storage module. The processing module may be used to control and manage the actions of the hybrid vehicle. The storage module may be used to support the hybrid vehicle in executing related program codes and data.

[0147] The processing module may be a processor or a controller, which may implement or execute various exemplary logic blocks, modules and circuits shown in combination with the contents disclosed in this application. The processor may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc. The storage module may be a memory.

[0148] The present application also provides a computer-readable storage medium, on which a computer program is stored, and when the program is executed by a processor, the steps of the method of any of the above embodiments are implemented. The computer-readable storage medium may include, but is not limited to, any type of disk, including a floppy disk, an optical disk, a DVD (Digital Video Disc), a CD-ROM (Compact Disc Read-Only Memory), a microdrive, and a magneto-optical disk, a ROM (Read-Only Memory), a RAM (Random Access Memory), an EPROM (Erasable Programmable Read-Only Memory), an EEPROM (Electrically Erasable Programmable Read Only Memory), a DRAM (Dynamic Random Access Memory), a VRAM (Video Random Access Memory), a flash memory device, a magnetic card or an optical card, a nanosystem (including a molecular memory IC), or any type of medium or device suitable for storing instructions and / or data.

[0149] The present application also provides a computer program product. When the computer program product is run on a computer, the computer is enabled to execute the above-mentioned related steps to implement a hybrid vehicle shifting control method in the above-mentioned embodiment.

[0150] In addition, the hybrid vehicle provided in the embodiments of the present application may specifically be a chip, a component or a module, and the hybrid vehicle may include a connected processor and a memory; wherein the memory is used to store instructions, and when the hybrid vehicle is running, the processor may call and execute the instructions so that the chip executes a hybrid vehicle shifting control method in the above-mentioned embodiment.

[0151] Among them, the hybrid vehicle, computer-readable storage medium, computer program product or chip provided in this application are all used to execute the corresponding methods provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0152] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned 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.

[0153] In the embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic, for example, the division of modules or units is only a logical function division, and there may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0154] The above contents are only specific implementation methods of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A hybrid vehicle shift control method, characterized in that: The method comprises: If a shift request of a hybrid vehicle is received, obtaining an actual torque of an engine in the hybrid vehicle, a torque reduction request torque of a drive motor in the hybrid vehicle, and a recovery torque limit value; determining a target compensation torque based on the actual torque, the torque reduction request torque and the recovery torque limit; controlling the engine to release the target compensation torque through an engine ignition angle so that the front axle torque of the hybrid vehicle is reduced to a preset torque, and switching the gear of the hybrid vehicle to the target gear corresponding to the gear shift request; The determining the target compensation torque based on the actual torque, the torque reduction request torque and the recovery torque limit value includes: Determine a target torque reduction torque corresponding to the actual torque; If the torque reduction request torque is greater than the recovery torque limit value, determining the difference between the torque reduction request torque and the recovery torque limit value as a first compensation torque; If the torque reduction request torque is greater than or equal to the target torque reduction torque, determining the first compensation torque as the target compensation torque; If the torque reduction request torque is less than the target torque reduction torque, the difference between the target torque reduction torque and the torque reduction request torque is determined as the second compensation torque; and the target compensation torque is obtained by adding the first compensation torque to the second compensation torque.

2. The method according to claim 1, characterized in that The method further comprises: If the torque reduction request torque is less than or equal to the regeneration torque limit, the target compensation torque is determined based on the target torque reduction torque and the torque reduction request torque.

3. The method according to claim 2, characterized in that The determining the target compensation torque based on the target torque reduction torque and the torque reduction request torque includes: If the torque reduction request torque is less than the target torque reduction torque, the difference between the target torque reduction torque and the torque reduction request torque is determined as the target compensation torque.

4. The method according to any one of claims 1 to 3, characterized in that The method further comprises: Determining whether the target compensation torque is greater than or equal to a first preset torque threshold; The controlling the engine to release the target compensation torque through an engine ignition angle includes: If the target compensation torque is greater than or equal to the first preset torque threshold, the engine is controlled to release the target compensation torque through the ignition angle.

5. The method according to claim 4, characterized in that The method further comprises: In a process of releasing the target compensation torque through the ignition angle, obtaining the unreleased compensation torque; If the unreleased compensation torque is less than or equal to a second preset torque threshold, controlling the engine to stop releasing the compensation torque; Wherein, the first preset torque threshold is greater than the second preset torque threshold.

6. The method according to any one of claims 1 to 3, characterized in that If a shift request of a hybrid vehicle is received, obtaining the actual torque of the engine of the hybrid vehicle and the torque reduction request torque of the drive motor of the hybrid vehicle includes: If the gear shift request is received, the current gear of the hybrid vehicle and the intervention torque and current state of the engine are obtained; wherein the intervention torque is used to represent the torque that allows the gear of the hybrid vehicle to be switched from the current gear to the target gear; If the current gear is different from the target gear, and the target gear is not a neutral gear, and the current state is a driving state, and the intervention torque is valid, the actual torque and the torque reduction request torque are obtained.

7. A hybrid vehicle shift control device, characterized in that: The device comprises: an acquisition module, configured to acquire, upon receiving a gear shift request of a hybrid vehicle, an actual torque of an engine in the hybrid vehicle, a torque reduction request torque of a drive motor in the hybrid vehicle, and a recovery torque limit; a processing module, for determining a target compensation torque based on the actual torque, the torque reduction request torque and the recovery torque limit; the determining the target compensation torque based on the actual torque, the torque reduction request torque and the recovery torque limit includes: determining a target torque reduction torque corresponding to the actual torque; if the torque reduction request torque is greater than the recovery torque limit, determining a difference between the torque reduction request torque and the recovery torque limit as a first compensation torque; if the torque reduction request torque is greater than or equal to the target torque reduction torque, determining the first compensation torque as the target compensation torque; if the torque reduction request torque is less than the target torque reduction torque, determining a difference between the target torque reduction torque and the torque reduction request torque as a second compensation torque; and obtaining the target compensation torque by adding the first compensation torque to the second compensation torque; The control module is used to control the engine to release the target compensation torque through the engine ignition angle, so that the front axle torque of the hybrid vehicle is reduced to a preset torque, and the gear of the hybrid vehicle is switched to the target gear corresponding to the gear shift request.

8. A hybrid vehicle, characterized in that: The hybrid vehicle comprises: A memory for storing executable program codes; A processor is used to call and run the executable program code from the memory, so that the hybrid vehicle executes the method as claimed in any one of claims 1 to 6.

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