Direct connection type p1 hybrid commercial vehicle shift coordination control method and device and vehicle

Abstract

The application provides a direct connection type P1 hybrid commercial vehicle gear shifting coordination control method, device and vehicle, and the method comprises the following steps: receiving a vehicle gear shifting request, reducing the torque of an assembly by an engine and an electric machine, and making a gearbox retreat to neutral; according to the vehicle operating condition and the gear shifting time, adjusting the rotating speed of the power assembly by the engine and the electric machine, so that the rotating speed of the clutch is synchronized before and after gear shifting; receiving an assembly torque recovery request, and dynamically distributing the output torque of the engine and the electric machine according to the throttle response characteristic curve. The application can improve the response speed of the torque, avoid the rotating speed overshoot and the clutch contact impact, improve the torque recovery speed, and improve the power performance and comfort of the vehicle.

Description

Technical Field

[0001] This invention relates to the field of hybrid power system control technology, and in particular to a direct-drive P1 hybrid commercial vehicle shift coordination control method, device, and vehicle. Background Technology

[0002] The direct-drive P1 hybrid system adds an electric motor to a traditional gasoline vehicle. The motor is directly connected to the engine's flywheel housing, so the motor's speed is always the same as the engine's speed during operation. When the motor provides positive torque, it assists the engine in driving the vehicle; when the engine or vehicle coasts, causing the motor to rotate (i.e., when the motor provides negative torque), the motor generates electricity that is stored in the battery.

[0003] In the hybrid shift control of heavy-duty trucks using the P1 hybrid transmission system, when shifting is required, the engine needs to reduce torque and then increase torque. Because the dynamic response characteristics of the torque and speed regulation of the diesel engine are far inferior to those of the electric motor, the shifting time is long and the overall vehicle power is poor; the vehicle experiences a large impact during the shifting process.

[0004] Furthermore, the engagement of the electric motor in the hybrid system is not predicted based on the vehicle's condition. Because the electric motor in the P1 hybrid vehicle has limited power, it is easy for the motor to engage but still require downshifting to increase torque, resulting in frequent short-term engagement of the motor, which seriously affects the lifespan of the motor and battery. Summary of the Invention

[0005] This invention provides a direct-drive P1 hybrid commercial vehicle shift coordination control method, device, and vehicle to solve the defects of the prior art, such as long shift time, large vehicle impact, and frequent short-term intervention of the motor during shifting, which affect the life of the motor and battery, thereby improving the vehicle's power and motor life.

[0006] This invention provides a direct-drive P1 hybrid commercial vehicle shift coordination control method for a vehicle controller, comprising the following steps:

[0007] Upon receiving a vehicle shift request, the engine and motor reduce torque in the assembly, causing the transmission to shift to neutral.

[0008] Based on the vehicle's operating conditions and shift times, the powertrain speed is adjusted by the engine and motor to synchronize the clutch speed before and after shifting.

[0009] Upon receiving a torque request from the assembly, the output torque of the engine and electric motor is dynamically distributed according to the throttle response characteristic curve.

[0010] The direct-drive P1 hybrid commercial vehicle shift coordination control method provided by the present invention further includes, before receiving the vehicle shift request:

[0011] Based on the vehicle's operating conditions, determine whether the torque provided by the engine and motor simultaneously in the current gear meets the vehicle's operating requirements.

[0012] A gear shift request is issued when the torque provided by both the engine and the electric motor is insufficient to meet the vehicle's operating requirements.

[0013] According to the direct-drive P1 hybrid commercial vehicle shift coordination control method provided by the present invention, the shift time is obtained through the following steps:

[0014] Determine the target shift point based on the vehicle's current driving mode;

[0015] Based on the target shift point, the shift time is determined.

[0016] The direct-drive P1 hybrid commercial vehicle shift coordination control method provided by the present invention includes the following steps for reducing the torque of the powertrain through the engine and motor:

[0017] Upon receiving a request to reduce torque from the assembly, the system controls the engine to stop injecting fuel and controls the electric motor to provide negative torque, thereby reducing the torque of the assembly.

[0018] The direct-drive P1 hybrid commercial vehicle shift coordination control method provided by the present invention includes the following steps for adjusting the powertrain speed through the engine and motor:

[0019] After the torque reduction of the assembly is completed, the vehicle speed adjustment process begins;

[0020] During the vehicle speed adjustment process, a first target speed and a second target speed are calculated based on the vehicle's operating conditions. The first target speed is the clutch speed that the motor can achieve within the shift time, and the second target speed is the clutch speed corresponding to the target shift point.

[0021] The first target speed is achieved by adjusting the powertrain using the motor;

[0022] The powertrain is further adjusted by the engine to achieve the second target speed.

[0023] The direct-drive P1 hybrid commercial vehicle shift coordination control method provided by the present invention includes the following steps for dynamically distributing the output torque of the engine and the electric motor based on the throttle response characteristic curve:

[0024] In the initial stage of torque recovery, the motor outputs maximum torque;

[0025] In the later stage of torque recovery, the economic range for stable engine operation is obtained based on the engine's external characteristic curve.

[0026] When the required torque corresponding to each throttle response value in the throttle response characteristic curve is greater than the maximum torque provided by the engine in the economic range, the motor provides positive torque.

[0027] When the required torque corresponding to each throttle response value in the throttle response characteristic curve is less than the minimum torque provided by the engine's economic range, the motor provides negative torque.

[0028] When the required torque corresponding to each throttle response value in the throttle response characteristic curve is within the torque range provided by the engine's economic range, the motor is in a silent state.

[0029] The direct-drive P1 hybrid commercial vehicle shift coordination control method provided by the present invention further includes:

[0030] The shifting parameters during the shifting process are stored in the vehicle controller, wherein the shifting parameters include the target shifting point, shifting time, first target speed, second target speed, and throttle response characteristic curve;

[0031] The shift parameters stored in the vehicle controller are configured according to different vehicles;

[0032] Upon receiving a shift request, the configured shift parameters are directly invoked.

[0033] The present invention also provides a direct-drive P1 hybrid commercial vehicle shift coordination control device, comprising the following modules:

[0034] The torque reduction module is used to receive the vehicle's shift request and reduce the torque of the assembly through the engine and motor, so that the transmission can downshift to neutral.

[0035] The speed control module is used to adjust the powertrain speed through the engine and motor according to the vehicle's operating conditions and shift time, so that the clutch speed is synchronized before and after shifting.

[0036] The torque return module is used to receive the torque return request from the assembly and dynamically distribute the output torque of the engine and the electric motor according to the throttle response characteristic curve.

[0037] The present invention also provides a direct-drive P1 hybrid commercial vehicle, including a vehicle controller;

[0038] The vehicle controller is used to execute the direct-drive P1 hybrid commercial vehicle shift coordination control method as described above.

[0039] The present invention also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the direct-drive P1 hybrid commercial vehicle shift coordination control method as described above.

[0040] The present invention also provides a non-transitory computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the direct-drive P1 hybrid commercial vehicle shift coordination control method as described above.

[0041] The present invention also provides a computer program product, including a computer program that, when executed by a processor, implements the direct-drive P1 hybrid commercial vehicle shift coordination control method as described above.

[0042] The present invention provides a direct-drive P1 hybrid commercial vehicle shift coordination control method, device, and vehicle. Upon receiving a vehicle shift request, the method reduces the torque of the powertrain via the engine and motor, causing the transmission to downshift to neutral. Based on the vehicle's operating conditions and shift time, the method adjusts the powertrain speed via the engine and motor to synchronize the clutch speed before and after the shift. Upon receiving a torque recovery request, the method dynamically distributes the output torque of the engine and motor according to the throttle response characteristic curve. This invention avoids frequent motor intervention, achieves energy recovery, synchronizes the clutch speed before and after speed regulation to avoid shock, and dynamically distributes torque during torque recovery to improve power performance. Attached Figure Description

[0043] To more clearly illustrate the technical solutions in this invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0044] Figure 1 This is a flowchart illustrating the direct-drive P1 hybrid commercial vehicle shift coordination control method provided by the present invention.

[0045] Figure 2 This is a schematic diagram of the structure for dynamically distributing the output torque of the motor and engine provided by the present invention.

[0046] Figure 3 This is a schematic diagram of the direct-drive P1 hybrid system provided by the present invention.

[0047] Figure 4 This is a schematic diagram of the structure of the direct-connection P1 hybrid commercial vehicle shift coordination control device provided by the present invention.

[0048] Figure 5 This is a schematic diagram of the structure of the electronic device provided by the present invention. Detailed Implementation

[0049] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this invention. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without creative effort are within the scope of protection of this invention.

[0050] The present invention will now be described in detail with reference to the accompanying drawings. The specific operation methods in the method embodiments can also be applied to the device embodiments or system embodiments. In the description of the present invention, unless otherwise stated, "at least one" includes one or more. "Multiple" refers to two or more. For example, at least one of A, B, and C includes: A existing alone, B existing alone, A and B existing simultaneously, A and C existing simultaneously, B and C existing simultaneously, and A, B, and C existing simultaneously. In the present invention, " / " means "or". For example, A / B can mean A or B. "And / or" in this document is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone.

[0051] The present invention will now be described in detail with reference to specific embodiments.

[0052] In some specific embodiments of the present invention, such as Figure 1 As shown, this solution provides a direct-drive P1 hybrid commercial vehicle shift coordination control method for a vehicle controller. The method includes:

[0053] Step 100: Upon receiving a vehicle shift request, the engine and motor reduce torque in the assembly, causing the transmission to shift down to neutral.

[0054] Step 200: Based on the vehicle's operating conditions and shift time, adjust the powertrain speed through the engine and motor to synchronize the clutch speed before and after shifting.

[0055] Step 300: Upon receiving the assembly torque request, dynamically distribute the output torque of the engine and motor according to the throttle response characteristic curve.

[0056] It should be noted that the existing hybrid commercial vehicle shifting scheme cannot be implemented in stages with the motor intervention, which affects the lifespan of the motor and battery. Furthermore, the shifting control has problems such as long shifting time, poor power performance, and large vehicle impact.

[0057] Therefore, this invention improves torque response speed, avoids speed overshoot and clutch contact shock, and increases torque return speed by executing different torque strategies for the motor and engine at different stages of gear shifting, thereby enhancing vehicle power and comfort. It also improves vehicle performance and economy by improving the gear shift coordination control method.

[0058] Typically, upon receiving a shift request, shifting, torque reduction, speed adjustment, and torque restoration are key operations controlled by the vehicle's transmission controller, collectively ensuring smooth driving and power performance. Shifting refers to the transmission changing gear ratios according to driving conditions to adapt to different vehicle speeds and loads. Shifting can be upshifting (raising the gear to increase speed) or downshifting (lowering the gear to increase torque). Torque reduction refers to reducing the engine's output torque during shifting to reduce the load on the transmission and clutch; torque reduction is usually performed before shifting to ensure smoothness and reduce mechanical shock. Speed ​​adjustment refers to adjusting the engine or motor speed during shifting to match the input and output shaft speeds when the clutch engages, achieving a smooth shift; speed adjustment reduces shift shock and noise, improving driving comfort. Torque restoration refers to restoring or increasing the engine's output torque after shifting to maintain vehicle power output and acceleration performance; torque restoration needs to match the new gear and driving conditions to ensure the vehicle can continue driving or accelerating smoothly.

[0059] In other words, torque reduction typically occurs before gear shifting to minimize mechanical shock and load during the shift; gear shifting requires speed adjustment to ensure smoothness; and after shifting, torque recovery is necessary to restore the vehicle's power output. In the hybrid vehicle provided in this embodiment of the invention, these operations are more complex, involving coordination between the internal combustion engine and the electric motor. The electric motor can provide a rapid torque response, helping to achieve rapid torque reduction and recovery, thereby improving shift speed and the vehicle's dynamic response. Simultaneously, the electric motor can also provide negative torque during the torque reduction phase, helping the vehicle decelerate and recover energy, improving fuel economy.

[0060] In detail, firstly, to prepare for gear shifting, the vehicle's control system requests torque reduction. Torque reduction typically involves decreasing the engine's output torque and the electric motor's torque. The purpose of torque reduction is to reduce the load on the transmission during gear shifting, making the shifting process smoother and reducing mechanical shock and wear. Next, speed adjustment is performed, which involves adjusting the engine or electric motor speed to match the new gear. In automatic transmissions (including AMTs), this usually involves adjusting the engine speed so that the input and output shafts of the transmission can rotate synchronously when the clutch engages. This ensures smooth gear shifting and reduces or eliminates shift shock. Once speed adjustment is complete, a shift execution signal is sent, and the transmission performs the shift operation, switching the gear to the target gear. After the shift is complete, the clutch re-engages, connecting the transmission's input and output shafts, and the vehicle continues to move. Finally, based on the vehicle's driving needs, the control system gradually restores or increases the engine and / or electric motor's torque output to maintain the vehicle's power output and acceleration performance. An AMT is an automatic transmission that combines the simplicity and economy of a manual transmission with the convenience of an automatic transmission.

[0061] In general, torque reduction typically occurs before speed adjustment to prepare for the shift process. Speed ​​adjustment, on the other hand, takes place after the clutch disengages to ensure smoothness and synchronicity during gear shifts. Precise coordination of these two steps is crucial for achieving smooth and efficient gear shifts.

[0062] In some possible embodiments of the present invention, before receiving the vehicle shift request, the method further includes:

[0063] Based on the vehicle's operating conditions, determine whether the torque provided by the engine and motor simultaneously in the current gear meets the vehicle's operating requirements.

[0064] A gear shift request is issued when the torque provided by both the engine and the electric motor is insufficient to meet the vehicle's operating requirements.

[0065] Specifically, this embodiment provides an implementation method for vehicle shift request. Based on the vehicle's operating conditions, it is determined whether the motor should provide assistance. If the motor assistance can meet the vehicle's current operating needs, the vehicle's operating needs are met by the motor intervention.

[0066] If the electric motor assistance is still insufficient to meet the vehicle's current operating needs, a gear shift is required.

[0067] In possible embodiments, operating conditions include, but are not limited to, vehicle speed, throttle opening, current gear, vehicle load, vehicle acceleration, road gradient, and battery charge. If the torque provided by the motor in the current gear is still insufficient to meet the vehicle's needs, the motor will no longer intervene and a downshift will be performed.

[0068] Typically, due to the limited power of the motor in a direct-drive P1 hybrid commercial vehicle, even at full power output, it cannot maintain the vehicle speed or engine speed required for shifting. Here, "no longer intervening" refers to ceasing power assistance, which occurs after the transmission issues a downshift signal. During downshifting, the motor still participates; however, if the motor were still providing assistance, it would delay the shift. Therefore, the motor is chosen not to provide assistance, allowing for earlier downshifting and increased torque.

[0069] The above-described configuration of the present invention can avoid frequent, short-term intervention of the motor, which could affect the lifespan of the motor and battery.

[0070] In some possible embodiments of the present invention, the shift time is obtained through the following steps:

[0071] Determine the target shift point based on the vehicle's current driving mode;

[0072] Based on the target shift point, the shift time is determined.

[0073] Specifically, this embodiment provides an implementation method for obtaining shift time. By obtaining the current driving mode, the shift point is determined according to the different driving modes, and the shift time is determined according to the shift point.

[0074] In a possible embodiment, the transmission control unit (TCU) determines the driving mode, such as whether the current driving mode is economy mode or power mode, and selects the shift point to adapt to different driving modes.

[0075] Understandably, this setting of the present invention fully considers multiple driving modes. The target shift point of the vehicle is different in different driving modes, and the shift time corresponding to the target shift point is also different. Therefore, it is necessary to select the target shift point according to the user's driving mode in order to improve the efficiency and accuracy of shifting and enhance the user's driving experience.

[0076] In some possible embodiments of the present invention, the step of reducing the torque of the assembly through the engine and the electric motor specifically includes:

[0077] Upon receiving a request to reduce torque from the assembly, the system controls the engine to stop injecting fuel and controls the electric motor to provide negative torque, thereby reducing the torque of the assembly.

[0078] Specifically, this embodiment provides an implementation method for reducing the torque of the assembly. When reducing torque, a negative torque is provided by the motor to improve the torque response speed.

[0079] In a possible embodiment, after the Automated Mechanical Transmission (AMT) requests torque reduction, the motor provides negative torque, which effectively shortens the torque reduction time and enables energy recovery, thus contributing to the vehicle's economy.

[0080] In some possible embodiments of the present invention, the step of adjusting the powertrain speed by means of an engine and an electric motor specifically includes:

[0081] After the torque reduction of the assembly is completed, the vehicle speed adjustment process begins;

[0082] During the vehicle speed adjustment process, a first target speed and a second target speed are calculated based on the vehicle's operating conditions. The first target speed is the clutch speed that the motor can achieve within the shift time, and the second target speed is the clutch speed corresponding to the target shift point.

[0083] The first target speed is achieved by adjusting the powertrain using the motor;

[0084] The powertrain is further adjusted by the engine to achieve the second target speed.

[0085] Specifically, this embodiment provides an implementation method for adjusting the speed of the powertrain. During speed adjustment, the speed before and after the clutch is synchronized by calculating the shift execution time and vehicle speed, thereby avoiding speed overshoot and clutch contact shock.

[0086] Specifically, during the speed adjustment process, based on the vehicle's operating conditions and shift time, the speed adjustment time of the motor and the input shaft of the gearbox are matched to achieve simultaneous synchronization of the speeds before and after the clutch. This effectively shortens the speed adjustment time while avoiding the impact caused by asynchronous speeds when the clutch engages.

[0087] In a possible embodiment, the speed sensor can sense the current speed and speed change gradient of the transmission input shaft, and simultaneously acquire the engine speed and speed change gradient after the motor applies negative torque. In other words, the speed and speed change gradient of the transmission input shaft can be sensed by the sensor, and the execution time of the shift mechanism can also be known, so the speed at engagement can be inferred.

[0088] This embodiment ensures the vehicle's power performance while minimizing shift shock and ensuring smooth shifting by setting the first and second target speeds.

[0089] In some possible embodiments of the present invention, the step of dynamically distributing the output torque of the engine and the electric motor according to the throttle response characteristic curve specifically includes:

[0090] In the initial stage of torque recovery, the motor outputs maximum torque;

[0091] In the later stage of torque recovery, the economic range for stable engine operation is obtained based on the engine's external characteristic curve.

[0092] When the required torque corresponding to each throttle response value in the throttle response characteristic curve is greater than the maximum torque provided by the engine in the economic range, the motor provides positive torque.

[0093] When the required torque corresponding to each throttle response value in the throttle response characteristic curve is less than the minimum torque provided by the engine's economic range, the motor provides negative torque.

[0094] When the required torque corresponding to each throttle response value in the throttle response characteristic curve is within the torque range provided by the engine's economic range, the motor is in a silent state.

[0095] Specifically, this embodiment provides an implementation method for dynamically distributing the output torque of the engine and the motor. When torque is restored, the torque distribution between the motor and the engine is dynamically realized according to the torque demand corresponding to the throttle response characteristic curve, thereby achieving rapid torque restoration.

[0096] As can be understood, a throttle characteristic curve (throttle map) is a parameter mapping curve used in vehicle control that defines the relationship between the accelerator pedal position and the output of the engine or electric motor. Specifically, a throttle map is a data structure that maps the driver's operation of the accelerator pedal (such as the degree of accelerator pedal opening) to the vehicle's power output (such as the engine's torque or the electric motor's power).

[0097] Specifically, the main functions of the throttle map include:

[0098] Power response adjustment: By adjusting the throttle map, the vehicle's response characteristics to throttle input can be changed, such as making the vehicle more responsive at low speeds or more stable at high speeds.

[0099] Driving mode differentiation: Different driving modes (such as Eco mode and Sport mode) can be achieved through different throttle maps to adapt to different driving needs and styles.

[0100] Performance optimization: Throttle Map can be optimized based on specific vehicle performance parameters to achieve the best acceleration performance and fuel efficiency.

[0101] Safety Controls: In certain situations, throttle map can be used to limit power output to ensure vehicle safety under specific conditions.

[0102] Adapting to different operating conditions: Throttle Map can be dynamically adjusted according to the vehicle's current operating conditions (such as vehicle speed, load, road conditions, etc.) to achieve the best driving experience.

[0103] In hybrid vehicles, throttle map not only affects engine output but can also influence electric motor output and the coordination between the two. By precisely controlling the throttle map, the vehicle control system can more effectively manage the power distribution between the internal combustion engine and the electric motor, thereby improving overall vehicle performance and efficiency.

[0104] Specifically, such as Figure 2 As shown, after a successful gear shift, a torque return operation is required. During the torque return, the torque is dynamically distributed according to the throttle response characteristic curve to increase the torque return speed and improve the vehicle's power performance.

[0105] Specifically, the torque recovery operation includes two stages: an initial stage and a later stage. The initial stage refers to the motor providing a large torque in advance upon receiving the powertrain torque recovery request, due to the delay in engine torque output, to provide sufficient torque more quickly and improve the torque recovery speed. The later stage refers to gradually reducing the motor's torque intervention after the engine torque increases, thereby improving vehicle power performance. In some possible embodiments of the present invention, the direct-drive P1 hybrid commercial vehicle shift coordination control method further includes:

[0106] The shifting parameters during the shifting process are stored in the vehicle controller, wherein the shifting parameters include the target shifting point, shifting time, first target speed, second target speed, and throttle response characteristic curve;

[0107] The shift parameters stored in the vehicle controller are configured according to different vehicles;

[0108] Upon receiving a shift request, the configured shift parameters are directly invoked.

[0109] Specifically, this embodiment provides an implementation method for directly calling shift parameters to perform shift operations. The shift parameters required during the shift process are stored in the vehicle controller and called according to different vehicles to adapt to different vehicles.

[0110] In possible embodiments, the shift parameters include target shift point, shift time, first target speed, second target speed, torque threshold, and throttle response characteristic curve, etc.

[0111] In some possible embodiments, the shift parameters may also include vehicle operation-related data and control logic.

[0112] In a possible embodiment, the parameters in the vehicle controller (such as shift points, torque thresholds, etc.) can be configured according to the specific characteristics of different vehicles. They can be adapted to different models or configurations of vehicles through software updates or parameter adjustments. This design in this embodiment can give the vehicle controller a certain degree of flexibility and configurability to adapt to the needs of different vehicles.

[0113] In a possible embodiment, the vehicle controller may employ a modular design, allowing different control strategies and parameter sets to be loaded according to the needs of different vehicles. This design in this embodiment enables the same type of controller to be used for multiple vehicle models, requiring only adjustments based on the specific parameters of the vehicle.

[0114] In possible embodiments, the vehicle controller may support changes to its behavior and performance via software updates, be programmed to adapt to different vehicles, or be optimized for new performance requirements throughout the vehicle's lifecycle.

[0115] In one possible implementation, the vehicle controller may be developed based on a general platform that can be customized to the specific needs of different vehicles. This platform-based approach can reduce development costs while providing sufficient flexibility to adapt to different vehicles.

[0116] In possible embodiments, the vehicle controller may conform to certain industry standards or interface specifications, enabling it to communicate with sensors and actuators of different vehicles, thereby achieving control of different vehicles.

[0117] In some possible embodiments of the present invention, the coordinated control of the motor and engine can be described from the perspective of the entire gear shifting process, such as... Figure 3 As shown, Figure 3 This is a schematic diagram of the direct-drive P1 hybrid system provided by the present invention. The transmission controller issues a shift request and target shift point based on the current driving conditions of the vehicle. The transmission controller requests the powertrain to reduce torque, the engine controller controls the engine to stop fuel injection, and the motor controller controls the motor to provide negative torque so that the powertrain torque quickly reaches the torque threshold. The clutch disengages, and the AMT performs downshift to neutral. After downshifting, the first target speed and the second target speed are calculated based on the current vehicle operating conditions, and the powertrain speed is adjusted. When the motor adjusts the powertrain speed to reach the first target speed threshold, the execution time of the shift mechanism and the speed adjustment time are matched by calculation. The speed is further adjusted so that the clutch and the gearbox simultaneously reach the second target speed, and a shift execution signal is sent. The transmission performs a shift to the target gear, and the clutch closes. After the shift is completed, the output torque of the engine and the motor is dynamically distributed according to the throttle response characteristic curve.

[0118] The direct-drive P1 hybrid commercial vehicle shift coordination control method provided by this invention determines whether the motor should provide assistance based on the vehicle's operating conditions, avoiding frequent and short-term motor intervention that could affect the lifespan of the motor and battery. It selects shift points by determining the driving mode to adapt to different driving modes. Utilizing the motor's fast dynamic response, it provides negative torque during torque reduction, improving torque response speed. During speed adjustment, it calculates shift execution time and vehicle speed to achieve speed synchronization before and after the clutch, avoiding speed overshoot and clutch contact shock. During torque recovery, it dynamically distributes torque according to the throttle map, improving torque recovery speed and enhancing vehicle power. Shift parameters such as shift points, torque thresholds, speed thresholds, and throttle map are stored in the vehicle controller and retrieved for different vehicles to adapt to their specific needs. Through the above-mentioned settings of this invention, shift speed and comfort are improved, and the overall vehicle power and economy are enhanced.

[0119] In some specific embodiments of the present invention, such as Figure 4 As shown, this solution provides a direct-drive P1 hybrid commercial vehicle shift coordination control device, including:

[0120] The torque reduction module 41 is used to receive the vehicle's shift request and reduce the torque of the assembly through the engine and motor, so that the transmission can downshift to neutral.

[0121] Speed ​​control module 42 is used to adjust the speed of the powertrain through the engine and motor according to the vehicle's operating conditions and shift time, so that the speed of the clutch is synchronized before and after shifting.

[0122] The torque return module 43 is used to receive the assembly torque return request and dynamically distribute the output torque of the engine and motor according to the throttle response characteristic curve.

[0123] The direct-drive P1 hybrid commercial vehicle shift coordination control device provided in this embodiment of the invention has a similar implementation principle and beneficial effects to the direct-drive P1 hybrid commercial vehicle shift coordination control method shown in the above embodiment. For details, please refer to the implementation principle and beneficial effects of the direct-drive P1 hybrid commercial vehicle shift coordination control method shown in the above embodiment, which will not be repeated here.

[0124] In some specific embodiments of the present invention, this solution provides a direct-drive P1 hybrid commercial vehicle, including a vehicle controller; the vehicle controller is used to execute the direct-drive P1 hybrid commercial vehicle shift coordination control method provided in any of the above embodiments.

[0125] Figure 5 An example is a schematic diagram of the physical structure of an electronic device, such as... Figure 5As shown, the electronic device may include: a processor 510, a communication interface 520, a memory 530, and a communication bus 540, wherein the processor 510, the communication interface 520, and the memory 530 communicate with each other through the communication bus 540. The processor 510 can call logical instructions in the memory 530 to execute a direct-drive P1 hybrid commercial vehicle shift coordination control method. This method includes: receiving a vehicle shift request, reducing the torque of the powertrain through the engine and motor to shift the gearbox to neutral; adjusting the powertrain speed through the engine and motor according to the vehicle's operating conditions and shift time to synchronize the clutch speed before and after the shift; and receiving a powertrain torque return request, dynamically distributing the output torque of the engine and motor according to the throttle response characteristic curve.

[0126] Furthermore, the logical instructions in the aforementioned memory 530 can be implemented as software functional units and, when sold or used as independent products, can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0127] On the other hand, the present invention also provides a computer program product, which includes a computer program that can be stored on a non-transitory computer-readable storage medium. When the computer program is executed by a processor, the computer can execute the direct-drive P1 hybrid commercial vehicle shift coordination control method provided by the above methods. The method includes: receiving a vehicle shift request, reducing the torque of the powertrain through the engine and motor to shift the transmission to neutral; adjusting the powertrain speed through the engine and motor according to the vehicle operating conditions and shift time to synchronize the speed of the clutch before and after the shift; and receiving a powertrain torque return request, dynamically distributing the output torque of the engine and motor according to the throttle response characteristic curve.

[0128] In another aspect, the present invention also provides a non-transitory computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the direct-drive P1 hybrid commercial vehicle shift coordination control method provided by the above methods. The method includes: receiving a vehicle shift request, reducing the torque of the powertrain through the engine and motor to shift the transmission to neutral; adjusting the powertrain speed through the engine and motor according to the vehicle operating conditions and shift time to synchronize the speed of the clutch before and after the shift; and receiving a powertrain torque return request, dynamically distributing the output torque of the engine and motor according to the throttle response characteristic curve.

[0129] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without any creative effort.

[0130] Through the above description of the embodiments, those skilled in the art can clearly understand that each embodiment can be implemented by means of software plus necessary general-purpose hardware platforms, and of course, it can also be implemented by hardware. Based on this understanding, the above technical solutions, in essence or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods described in the various embodiments or some parts of the embodiments.

[0131] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A direct-drive P1 hybrid commercial vehicle shift coordination control method, characterized in that, For a vehicle controller, the method includes: Upon receiving a vehicle shift request, the engine and motor reduce torque in the assembly, causing the transmission to shift to neutral. Based on the vehicle's operating conditions and shift times, the powertrain speed is adjusted by the engine and motor to synchronize the clutch speed before and after shifting. Upon receiving a torque request from the assembly, the output torque of the engine and the electric motor is dynamically distributed according to the throttle response characteristic curve. The shift time is obtained through the following steps: Determine the target shift point based on the vehicle's current driving mode; Based on the target shift point, determine the shift time; The steps to reduce torque in the assembly through the engine and electric motor specifically include: Upon receiving a torque reduction request from the assembly, the engine is controlled to stop fuel injection, and the electric motor is controlled to provide negative torque to achieve torque reduction in the assembly. The steps for adjusting the powertrain speed using the engine and electric motor specifically include: After the torque reduction of the assembly is completed, the vehicle speed adjustment process begins; During the vehicle speed adjustment process, a first target speed and a second target speed are calculated based on the vehicle's operating conditions. The first target speed is the clutch speed that the motor can achieve within the shift time, and the second target speed is the clutch speed corresponding to the target shift point. The first target speed is achieved by adjusting the powertrain using the motor; The powertrain is further adjusted by the engine to achieve the second target speed.

2. The direct-drive P1 hybrid commercial vehicle shift coordination control method according to claim 1, characterized in that, Before receiving a vehicle shift request, the process also includes: Based on the vehicle's operating conditions, determine whether the torque provided by the engine and motor simultaneously in the current gear meets the vehicle's operating requirements. A gear shift request is issued when the torque provided by both the engine and the electric motor is insufficient to meet the vehicle's operating requirements.

3. The direct-drive P1 hybrid commercial vehicle shift coordination control method according to claim 1, characterized in that, The steps for dynamically distributing the output torque of the engine and electric motor based on the throttle response characteristic curve include: In the initial stage of torque recovery, the motor outputs maximum torque; In the later stage of torque recovery, the economic range for stable engine operation is obtained based on the engine's external characteristic curve. When the required torque corresponding to each throttle response value in the throttle response characteristic curve is greater than the maximum torque provided by the engine in the economic range, the motor provides positive torque. When the required torque corresponding to each throttle response value in the throttle response characteristic curve is less than the minimum torque provided by the engine's economic range, the motor provides negative torque. When the required torque corresponding to each throttle response value in the throttle response characteristic curve is within the torque range provided by the engine's economic range, the motor is in a silent state.

4. The direct-drive P1 hybrid commercial vehicle shift coordination control method according to any one of claims 1-3, characterized in that, Also includes: The shifting parameters during the shifting process are stored in the vehicle controller, wherein the shifting parameters include the target shifting point, shifting time, first target speed, second target speed, and throttle response characteristic curve; The shift parameters stored in the vehicle controller are configured according to different vehicles; Upon receiving a shift request, the configured shift parameters are directly invoked.

5. A direct-drive P1 hybrid commercial vehicle shift coordination control device, characterized in that, include: The torque reduction module is used to receive the vehicle's shift request and reduce the torque of the assembly through the engine and motor, so that the transmission can downshift to neutral. The speed control module is used to adjust the powertrain speed through the engine and motor according to the vehicle's operating conditions and shift time, so that the clutch speed is synchronized before and after shifting. The torque return module is used to receive the assembly torque return request and dynamically distribute the output torque of the engine and motor according to the throttle response characteristic curve. The shift time is obtained through the following steps: Determine the target shift point based on the vehicle's current driving mode; Based on the target shift point, determine the shift time; The steps to reduce torque in the assembly through the engine and electric motor specifically include: Upon receiving a torque reduction request from the assembly, the engine is controlled to stop fuel injection, and the electric motor is controlled to provide negative torque to achieve torque reduction in the assembly. The steps for adjusting the powertrain speed using the engine and electric motor specifically include: After the torque reduction of the assembly is completed, the vehicle speed adjustment process begins; During the vehicle speed adjustment process, a first target speed and a second target speed are calculated based on the vehicle's operating conditions. The first target speed is the clutch speed that the motor can achieve within the shift time, and the second target speed is the clutch speed corresponding to the target shift point. The first target speed is achieved by adjusting the powertrain using the motor; The powertrain is further adjusted by the engine to achieve the second target speed.

6. A direct-drive P1 hybrid commercial vehicle, characterized in that, Including vehicle controllers; The vehicle controller is used to execute the direct-drive P1 hybrid commercial vehicle shift coordination control method according to any one of claims 1-4.

7. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the direct-drive P1 hybrid commercial vehicle shift coordination control method as described in any one of claims 1 to 4.

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