Shift torque control method and device for vehicle, vehicle, medium and program

Abstract

The application relates to the technical field of vehicles, in particular to a gear shifting torque control method and device of a vehicle, a vehicle, a medium and a program, wherein the method comprises the following steps: judging whether a gear shifting torque reduction flag bit of the vehicle is in an activated state; if the gear shifting torque reduction flag bit is in the activated state, acquiring a maximum torque reduction value of a driving system, and determining a target torque reduction value according to a current torque reduction demand; if the target torque reduction value is greater than the maximum torque reduction value of the driving system, calculating a difference value between the target torque reduction value and the maximum torque reduction value of the driving system, and matching gear shifting speed regulation time and gear shifting control parameters according to the difference value and the difference value of the maximum torque reduction value of the driving system, and performing torque reduction control according to the gear shifting speed regulation time and the gear shifting control parameters. Therefore, the torque reduction request of the motor and the engine during gear shifting of the transmission is reasonably distributed, gear shifting torque reduction quality caused by insufficient battery charging capacity, gear shifting impact and other problems are solved, and good gear shifting quality can be ensured under any working condition.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a method, device, vehicle, medium, and program for controlling the shift torque of a vehicle. Background Technology

[0002] In the current automotive industry and market context, hybrid vehicles have become the mainstream development direction, and the configuration of hybrid power is also becoming more diversified, including dual-motor configuration, range-extended configuration and single-motor P2 configuration.

[0003] In related technologies, during gear shifting, the P2 configuration allows the electric motor to provide additional torque when the engine torque decreases, filling the torque gap and reducing jerking. The electric motor can also adjust its speed during gear shifting to match the speed required for the target gear. Through the electric motor's rapid response capability, gear shifting time can be shortened and shifting shock can be reduced.

[0004] However, since the motor and engine in the P2 configuration are connected via a clutch, the operating states of the engine, motor, and clutch need to be managed simultaneously. Due to the need to coordinate the actions of multiple components, the response time of the P2 configuration during gear shifting is longer than that of traditional fuel vehicles, affecting the vehicle's power response speed. At the same time, the gear shifting control strategy is not optimized enough, and P2 configuration vehicles may experience significant speed fluctuations during gear shifting, resulting in an uneven driving experience, which urgently needs to be addressed. Summary of the Invention

[0005] This application provides a method, device, vehicle, medium, and program for controlling the shift torque of a vehicle, in order to solve problems such as poor shift torque quality caused by insufficient battery charging capacity, resulting in shift shock, and to ensure good shift quality under any operating conditions.

[0006] The first aspect of this application provides a method for controlling the shift torque of a vehicle, comprising the following steps:

[0007] Determine whether the vehicle's shift torque reduction indicator is active;

[0008] If the shift torque reduction flag is in the active state, the maximum torque reduction value of the drive system is obtained, and the target torque reduction value is determined according to the current torque reduction requirement.

[0009] If the target torque reduction value is greater than the maximum torque reduction value of the drive system, the difference between the target torque reduction value and the maximum torque reduction value of the drive system is calculated, and the shift speed regulation time and shift control parameters are matched according to the difference between the maximum torque reduction value of the drive system and the difference, and torque reduction control is performed according to the shift speed regulation time and the shift control parameters.

[0010] Optionally, obtaining the maximum torque reduction value of the drive system includes:

[0011] obtaining a maximum drop torque value of the engine and a maximum drop torque value of the electric drive system;

[0012] obtaining a maximum drop torque value of the drive system according to a sum of the maximum drop torque value of the engine and the maximum drop torque value of the electric drive system.

[0013] Optionally, the obtaining of the maximum drop torque value of the engine comprises:

[0014] obtaining a basic ignition angle torque and a push ignition angle torque of the engine;

[0015] obtaining the maximum drop torque value of the engine according to a difference between the push ignition angle torque and the basic ignition angle torque;

[0016] Optionally, the obtaining of the maximum drop torque value of the electric drive system comprises:

[0017] obtaining a maximum charging power of at least one component in the electric drive system and a current motor torque;

[0018] determining a target component with minimum power from the maximum charging power of the at least one component, and determining a minimum negative torque of the electric drive system according to the maximum charging power of the target component;

[0019] obtaining the maximum drop torque value of the electric drive system according to a difference between the minimum negative torque and the current motor torque.

[0020] Optionally, the judging whether the shift drop torque flag of the vehicle is in an active state comprises:

[0021] obtaining a current throttle opening of the vehicle, and judging whether the vehicle has a shift demand;

[0022] if the current throttle opening is greater than a preset opening and the vehicle has the shift demand, determining that the shift drop torque flag is in the active state.

[0023] Optionally, after the target drop torque value is determined according to the current drop torque demand, the method further comprises:

[0024] if the maximum drop torque value of the drive system is greater than or equal to the target drop torque value, performing drop torque based on the target drop torque value.

[0025] A second aspect embodiment of the present application provides a shift torque control device of a vehicle, comprising:

[0026] a judging module configured to judge whether a shift drop torque flag of the vehicle is in an active state;

[0027] an acquisition module, configured to acquire a maximum torque reduction value of a driving system when the shift torque reduction flag is in the active state, and determine a target torque reduction value according to a current torque reduction demand;

[0028] a control module, configured to calculate a difference between the target torque reduction value and the maximum torque reduction value of the driving system when the target torque reduction value is greater than the maximum torque reduction value of the driving system, match a shift speed regulation time and a shift control parameter according to the difference between the maximum torque reduction value of the driving system and the difference, and perform torque reduction control according to the shift speed regulation time and the shift control parameter.

[0029] Optionally, the acquisition module is specifically configured to:

[0030] acquire a maximum torque reduction value of an engine and a maximum torque reduction value of an electric drive system;

[0031] obtain the maximum torque reduction value of the driving system according to a sum of the maximum torque reduction value of the engine and the maximum torque reduction value of the electric drive system.

[0032] Optionally, the acquisition module is specifically configured to:

[0033] acquire a basic ignition angle torque and a push ignition angle torque of the engine;

[0034] obtain the maximum torque reduction value of the engine according to a difference between the push ignition angle torque and the basic ignition angle torque.

[0035] Optionally, the acquisition module is specifically configured to:

[0036] acquire a maximum charging power of at least one component in the electric drive system and a current motor torque;

[0037] determine a target component with minimum power from the maximum charging power of the at least one component, and determine a minimum negative torque of the electric drive system according to the maximum charging power of the target component;

[0038] obtain the maximum torque reduction value of the electric drive system according to a difference between the minimum negative torque and the current motor torque.

[0039] Optionally, the judgment module is specifically configured to:

[0040] acquire a current accelerator opening degree of a vehicle, and judge whether the vehicle has a shift demand;

[0041] if the current accelerator opening degree is greater than a preset opening degree and the vehicle has the shift demand, it is determined that the shift torque reduction flag is in the active state.

[0042] Optionally, after the target torque reduction value is determined according to the current torque reduction demand, the control module is further configured to:

[0043] If the maximum torque reduction value of the driving system is greater than or equal to the target torque reduction value, torque reduction is performed based on the target torque reduction value.

[0044] The third aspect of the present application provides a vehicle, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, and the processor executes the program to implement the shift torque control method of the vehicle as described in the above embodiments.

[0045] The fourth aspect of the present application provides a computer readable storage medium, which stores a computer program executable by a processor to implement the shift torque control method of the vehicle as described in the above embodiments.

[0046] The fifth aspect of the present application provides a computer program product, which stores a computer program executable by a processor to implement the shift torque control method of the vehicle as described in the above embodiments.

[0047] Therefore, after determining that the shift torque reduction flag of the vehicle is in the active state, the maximum torque reduction value of the driving system is obtained, and the target torque reduction value is determined according to the current torque reduction demand; when the target torque reduction value is greater than the maximum torque reduction value of the driving system, the difference between the two is calculated, and the shift speed regulation time and the shift control parameter are matched according to the difference of the maximum torque reduction value of the driving system and the difference, and the torque reduction control is performed according to the shift speed regulation time and the shift control parameter. Therefore, by reasonably allocating the torque reduction request of the motor and the engine during the shift of the transmission, the problems of poor shift torque reduction quality caused by insufficient battery charging capacity, shift impact, etc. are solved, and good shift quality is ensured under any working condition.

[0048] Additional aspects and advantages of the present application will be in part apparent and in part pointed out hereinafter. BRIEF DESCRIPTION OF DRAWINGS

[0049] The above and / or additional aspects and advantages of the present application will become apparent and be readily appreciated from the following description, taken in conjunction with the accompanying drawings, in which:

[0050] Figure 1 A flowchart of a shift torque control method of a vehicle according to an embodiment of the present application is provided.

[0051] Figure 2 A relationship diagram of controllers of a shift torque control method of a vehicle according to an embodiment of the present application is provided.

[0052] Figure 3A flowchart of a shift torque control method of a vehicle according to an embodiment of the present application is provided.

[0053] Figure 4 A schematic diagram of a shift torque control device of a vehicle according to an embodiment of the present application is provided.

[0054] Figure 5 A structural schematic diagram of a vehicle according to an embodiment of the present application is provided. DETAILED DESCRIPTION

[0055] Embodiments of the present application are described in detail below with reference to the accompanying drawings, in which the same or similar components have the same or similar designations and functions throughout the several views and any change or modification thereof. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to explain the present application, and should not be understood as limiting the present application.

[0056] A shift torque control method, device, vehicle, medium and program of a vehicle according to an embodiment of the present application are described below with reference to the accompanying drawings. In view of the problem of poor shift torque quality caused by insufficient battery charging capacity, resulting in shift shock, the present application provides a shift torque control method of a vehicle, in which, after determining that a shift torque reduction flag of the vehicle is in an active state, a target torque reduction value is determined according to a current torque reduction demand; when the target torque reduction value is greater than a maximum torque reduction value of a drive system, a difference value between the two is calculated, and the maximum torque reduction value of the drive system is matched with the difference value to match a shift speed control time and a shift control parameter, and torque reduction control is performed according to the shift speed control time and the shift control parameter. Thus, by reasonably allocating the torque reduction request of the motor and the engine during transmission shift, the problem of poor shift torque quality caused by insufficient battery charging capacity, resulting in shift shock, is solved, and good shift quality is ensured under any working condition.

[0057] Specifically, Figure 1 A flowchart of a shift torque control method of a vehicle according to an embodiment of the present application is provided.

[0058] As Figure 1 shown, the shift torque control method of the vehicle includes the following steps:

[0059] In step S101, it is determined whether a shift torque reduction flag of the vehicle is in an active state.

[0060] The shift torque reduction flag is a state marker for indicating whether the vehicle enters a shift process and needs to perform torque reduction control.

[0061] Specifically, when the driver steps on the accelerator pedal deeply, and the current operating condition indicates that the shift is in progress or is about to be performed, the shift torque reduction flag of the vehicle is in the active state, and the control system considers that the torque reduction preparation should be made at this time, so as to quickly respond and provide sufficient torque reduction support during the shift process.

[0062] Optionally, in some embodiments, determining whether the shift torque reduction flag of the vehicle is in the active state comprises: obtaining the current accelerator opening degree of the vehicle, and determining whether the vehicle has a shift demand; if the current accelerator opening degree is greater than a preset opening degree and the vehicle has a shift demand, it is determined that the shift torque reduction flag is in the active state.

[0063] Wherein, the accelerator opening degree refers to the degree of the driver stepping on the accelerator pedal, which is used to indicate how much power the driver wants the vehicle to provide. The preset opening degree refers to a threshold value of the accelerator pedal position set by the control system; the preset opening degree can be pre-set by the user, can be obtained through a limited number of experiments, or can be obtained through a limited number of computer simulations, which is not limited here.

[0064] It can be understood that the embodiments of the present application will read the position information of the current vehicle accelerator pedal to understand the acceleration intention of the driver, and the embodiments of the present application will analyze the driving state of the current vehicle, including but not limited to the current speed, engine speed and other factors, to determine whether the shift is needed. For example, when the driver accelerates or decelerates, especially when the accelerator opening degree is large and the duration is long, the control system considers that the driver wants the vehicle to accelerate or improve efficiency, so it may need to upshift or downshift; the driving state of the vehicle such as the current speed, engine speed, etc. is also an important basis for determining whether the shift is needed, when the vehicle speed increases to a certain level and the engine speed is high, the control system may consider that the shift is needed to reduce the speed; different driving conditions, such as climbing, descending or different sections of urban roads and highways, may require different gears to maintain the best fuel economy and driving performance. If the current accelerator opening degree is greater than a pre-set threshold, and the embodiments of the present application determine that the vehicle indeed has a shift demand, it is considered that the shift torque reduction flag is in the active state.

[0065] In step S102, if the shift torque reduction flag is in the active state, the maximum torque reduction value of the drive system is obtained, and the target torque reduction value is determined according to the current torque reduction demand.

[0066] Wherein, the maximum torque reduction value refers to the maximum torque reduction amount that the drive system of the vehicle can provide at a certain moment. The target torque reduction value is the torque reduction amount determined according to the actual needs of the current shift process.

[0067] Optionally, in some embodiments, the maximum torque reduction value of the engine is obtained by: obtaining a basic spark angle torque and a push spark angle torque of the engine; and obtaining the maximum torque reduction value of the engine according to a difference between the push spark angle torque and the basic spark angle torque.

[0068] The basic spark angle torque refers to the torque generated by the engine at a standard spark angle (i.e., the designed optimal spark advance angle). This value is usually the torque value corresponding to the spark angle set by the engine in a normal operating state to obtain the optimal power output and efficiency. The basic spark angle torque represents the torque output level of the engine in an ideal operating condition. The push spark angle torque refers to a measure of reducing the output torque of the engine by retarding the spark angle during the operation of the engine.

[0069] It can be understood that the basic spark angle torque is usually determined by the ECU (engine control unit) according to the current operating state (such as speed, load, etc.) of the engine, and is the torque output of the engine in the optimal operating condition. Retarding the spark angle will change the combustion process, resulting in a reduction in the torque output of the engine. The torque value after retarding the spark angle is the push spark angle torque. By comparing the difference between the push spark angle torque and the basic spark angle torque, the maximum torque reduction that can be achieved by the engine without triggering the cylinder cut-off function can be obtained. This difference is the maximum limit of the torque reduction that can be achieved by adjusting the spark advance angle of the engine. Therefore, by calculating the difference between the basic spark angle torque and the push spark angle torque, it can be ensured that the torque output is reduced as much as possible within a safe range, thereby providing better smoothness and control effect during shifting.

[0070] Optionally, in some embodiments, the maximum torque reduction value of the electric drive system is obtained by: obtaining a maximum charging power of at least one component in the electric drive system and a current motor torque; determining a target component with the minimum charging power from the maximum charging power of the at least one component, and determining a minimum negative torque of the electric drive system according to the maximum charging power of the target component; and obtaining the maximum torque reduction value of the electric drive system according to a difference between the minimum negative torque and the current motor torque.

[0071] The maximum charging power refers to the maximum power input that each component (such as a battery, a motor, an inverter, etc.) in the electric drive system can accept under certain conditions. The minimum negative torque refers to the most negative (i.e., the minimum) torque value that the electric drive system (motor) can generate during energy recovery or braking. During shifting, the electric drive system will undertake part of the torque reduction task, i.e., by increasing braking or reducing driving to reduce the forward power of the vehicle to facilitate smooth shifting of the transmission.

[0072] It can be understood that the maximum charging power of at least one component in the electric drive system is obtained, which can include but is not limited to a battery pack, an inverter, a motor controller, etc., and the maximum power input that can be accepted under the premise of ensuring safe operation; the current motor torque refers to the actual torque value generated by the motor under the current working state, which can be directly measured by a sensor or calculated by the motor controller according to the current and other parameters; the component with the minimum charging power is found among all target components, which usually determines the maximum charging capacity of the entire system, and the minimum negative torque of the electric drive system under the maximum charging power can be determined according to the maximum charging power of the target component, which will offset a part of the positive driving torque; by calculating the difference between the current motor torque and the minimum negative torque of the electric drive system, the maximum torque reduction value of the electric drive system can be obtained, which reflects the maximum positive driving torque that can be reduced by adjusting the working mode of the electric drive system under the current state.

[0073] Optionally, in some embodiments, obtaining the maximum torque reduction value of the driving system includes: obtaining the maximum torque reduction value of the engine and the maximum torque reduction value of the electric drive system; and obtaining the maximum torque reduction value of the driving system according to the sum of the maximum torque reduction value of the engine and the maximum torque reduction value of the electric drive system.

[0074] It can be understood that the maximum torque reduction value of the engine needs to obtain the basic ignition angle torque and the push ignition angle torque of the engine, calculate the difference between the two torque values to obtain the maximum torque reduction value that the engine can contribute by adjusting the ignition advance angle without triggering the engine cylinder cut-off; the maximum torque reduction value of the electric drive system is obtained by obtaining the maximum charging power of each component in the electric drive system and the current motor torque, identifying the component with the minimum charging power among the components, determining the minimum negative torque of the electric drive system based on the maximum charging power, and finally obtaining the maximum torque reduction value of the electric drive system through the difference between the current motor torque and the minimum negative torque; which reflects the maximum torque reduction value that the electric drive system can provide. Adding the maximum torque reduction value of the engine and the maximum torque reduction value of the electric drive system finally obtains the maximum torque reduction value that the entire driving system can withstand, and in this way, the shift process can be optimized by reasonably allocating the torque reduction request of the motor and the engine even under some special conditions (such as limited battery charging capacity) during vehicle shifting, avoiding the engine entering the cylinder cut-off state due to excessive torque reduction, and thus ensuring the consistency and smoothness of the shift quality.

[0075] Specifically, the maximum torque reduction value is obtained by calculating the difference between the basic firing angle torque and the push firing angle torque: maximum torque reduction value = basic firing angle torque - push firing angle torque. According to the current operating state of the engine and the adjusted firing angle, the maximum torque reduction value required during the gear shifting process can be calculated in the embodiment of the application.

[0076] In step S103, if the target torque reduction value is greater than the maximum torque reduction value of the drive system, the difference between the target torque reduction value and the maximum torque reduction value of the drive system is calculated, and the gear shifting speed adjusting time and the gear shifting control parameters are matched according to the difference between the maximum torque reduction value of the drive system and the difference, and the torque reduction control is performed according to the gear shifting speed adjusting time and the gear shifting control parameters.

[0077] The gear shifting speed adjusting time refers to the time required for the transmission to smoothly switch from one gear to another during the gear shifting process, and this time includes the entire process from the start of torque reduction to the completion of gear shifting and the restoration of torque output. The gear shifting control parameters refer to a series of parameters that need to be adjusted by the vehicle control system in order to achieve smooth gear shifting and efficient power transmission during the gear shifting process.

[0078] Specifically, when the target torque reduction value is greater than the maximum torque reduction value of the drive system, the difference between the target torque reduction value and the maximum torque reduction value of the drive system is calculated, and this difference represents the part of the torque reduction demand that exceeds the maximum torque reduction capacity of the embodiment of the application. In order to ensure that the embodiment of the application can complete the gear shifting in a smooth manner, based on this difference, the embodiment of the application will adjust the gear shifting speed adjusting time and other gear shifting control parameters. According to the adjusted gear shifting speed adjusting time and control parameters, the embodiment of the application performs torque reduction control. Although the final torque reduction amount may be smaller than the initial target torque reduction value, since the speed of gear shifting and the control parameters during the process have been adjusted, it can be ensured that the gear shifting process is still smooth.

[0079] It should be noted that the shift control parameters include but are not limited to shift timing, torque control strategy during shift, engine spark advance adjustment and other control variables related to the shift process. The setting of the timing will affect the smoothness of the shift process and the size of the shift shock. If the torque reduction demand exceeds the capacity of the embodiments of the present application, the timing can be appropriately extended to ensure the smoothness of the shift process; the spark advance angle is a key factor affecting the output of the engine. In the shift process, adjusting the spark advance angle to reduce the output torque of the engine can help achieve smooth shift. If the torque reduction demand exceeds the capacity of the engine, the amount of torque reduction achieved by delaying the spark angle is limited. At this time, the spark advance adjustment strategy needs to be optimized to avoid triggering engine cylinder interruption; in addition to the above parameters, other variables will also affect the shift effect, such as clutch engagement speed, gear meshing speed, etc. In the P2 configuration hybrid vehicle, the coordinated work between the motor and the engine also needs to be considered to ensure the overall coordination of the power system during the shift process.

[0080] Therefore, after determining that the shift torque reduction flag of the vehicle is in the active state, the maximum torque reduction value of the drive system is obtained, and the target torque reduction value is determined according to the current torque reduction demand; when the target torque reduction value is greater than the maximum torque reduction value of the drive system, the difference between the two is calculated, and the shift timing and the shift control parameters are matched according to the difference of the maximum torque reduction value of the drive system and the difference value, and the torque reduction control is performed according to the shift timing and the shift control parameters. Therefore, by reasonably allocating the torque reduction request of the motor and the engine during the transmission shift, the problems of poor shift torque reduction quality caused by insufficient battery charging capacity, leading to shift shock and other problems are solved, and good shift quality is ensured under any working condition.

[0081] Optionally, in some embodiments, after determining the target torque reduction value according to the current torque reduction demand, it further includes: if the maximum torque reduction value of the drive system is greater than or equal to the target torque reduction value, torque reduction is performed based on the target torque reduction value.

[0082] It can be understood that if the maximum torque reduction value of the drive system is greater than or equal to the target torque reduction value, the current demand is within the capacity of the embodiments of the present application, and the torque reduction can be smoothly and effectively completed to support the shift process; the embodiments of the present application will adjust the torque output of the engine or the motor to perform torque reduction control according to the target torque reduction value. This control may include adjusting the spark advance angle of the engine, changing the torque output of the motor, etc., to ensure sufficient torque reduction support during the shift process, thereby achieving a smooth shift experience.

[0083] Therefore, by reducing the torque based on the target torque reduction value, the torque output of the engine can be more accurately controlled, avoiding the jerk caused by sudden changes in torque, improving shift smoothness, protecting mechanical components, improving driving comfort, ensuring efficient and smooth shifting process, and improving overall vehicle performance.

[0084] The shift control method of the vehicle will be described in detail below in combination with the signal interaction relationship of the controllers of the vehicle in the shift condition of the embodiment of the present application.

[0085] Specifically, as shown in Figure 2 , Figure 2 is a schematic diagram of the relationship of the controllers of the shift torque control method of the vehicle according to an embodiment of the present application.

[0086] It can be understood that the driver controls the acceleration and deceleration of the vehicle through the accelerator pedal and the brake pedal, the degree of depression of the accelerator pedal determines the acceleration demand of the vehicle, and the brake pedal is used for deceleration or parking; the vehicle controller is responsible for collecting the operation information from the driver, and simultaneously monitors the battery power and charging capacity, and determines whether the torque reduction operation is needed and the degree of torque reduction according to the information; once the engine controller receives the torque reduction request, the engine controller adjusts the ignition advance angle of the engine to generate the required push angle torque; if the push angle torque is insufficient to meet the torque reduction demand, the engine controller sends a signal to the vehicle controller to inform that the maximum torque reduction capacity is reached; the transmission controller selects the appropriate gear according to the instruction of the vehicle controller and sends a torque reduction request, and also limits the upper limit of the torque request to prevent excessive torque reduction; the battery controller monitors the state of the battery, including the remaining power and charging capacity, and feeds back the information to the vehicle controller for making corresponding decisions; the motor controller adjusts the torque output of the motor according to the instruction of the vehicle controller, and if the battery power is sufficient, the motor can provide additional negative torque to assist in torque reduction; the motor demand torque is determined by the battery power and charging capacity, and if the battery power is low, the motor may not be able to provide sufficient negative torque to assist in torque reduction, and the engine push angle torque is the torque output of the engine under the condition of delayed ignition angle, if the maximum torque reduction value of the engine is still insufficient to meet the torque reduction demand, the engine controller will pass this information to the vehicle controller; the engine torque demand is determined according to the operation of the driver and the instruction of the vehicle controller; if the torque reduction demand exceeds the maximum torque reduction value of the engine, the engine controller will try to reduce the output torque of the engine by delaying the ignition angle. In this way, the controllers cooperate with each other to achieve smooth torque reduction during the shifting process, ensuring the comfort of the driver and the overall performance of the vehicle.

[0087] Further, the shift torque control method of the vehicle according to an embodiment of the present application will be described in detail in combination with Figure 2 , as shown in Figure 3As shown, the shift torque control method of the vehicle comprises the following steps:

[0088] S301: The VCU receives the current basic ignition angle torque and the limit push ignition angle torque sent by the ECU, and the difference between the two represents the maximum torque reduction capability of the engine.

[0089] S302: The VCU simultaneously calculates the maximum charging power of each component of the electric drive system, and selects the minimum value as the maximum torque reduction capability of the electric drive system, which represents the maximum negative torque that the electric drive system can provide in the current state.

[0090] S303: The VCU adds the maximum torque reduction capabilities of the engine and the electric drive system to obtain the maximum torque reduction capability of the drive system, and sends this value to the TCU.

[0091] S304: During the shift process, the TCU uses information from the VCU to control the torque reduction amount and adjust the shift parameters to ensure the smoothness of the shift process; the key is to reasonably arrange the torque reduction amount according to the maximum torque reduction capability of the embodiment of the present application to prevent the occurrence of engine cylinder interruption and other adverse phenomena and ensure the smoothness of the shift process.

[0092] According to the shift torque control method of the vehicle proposed in the embodiment of the present application, after determining that the shift torque reduction flag of the vehicle is in the active state, the maximum torque reduction value of the drive system is obtained, and the target torque reduction value is determined according to the current torque reduction demand; when the target torque reduction value is greater than the maximum torque reduction value of the drive system, the difference between the two is calculated, and the shift speed regulation time and the shift control parameters are matched according to the difference of the maximum torque reduction value of the drive system and the difference value, and the torque reduction control is performed according to the shift speed regulation time and the shift control parameters. Therefore, by reasonably allocating the torque reduction request of the motor and the engine during the shift of the transmission, the problem of poor shift torque reduction quality caused by insufficient battery charging capacity and the problem of shift impact are solved, and good shift quality can be ensured under any working condition.

[0093] Next, the shift torque control device of the vehicle according to the embodiment of the present application is described with reference to the accompanying drawings.

[0094] Figure 4 is a block schematic diagram of the shift torque control device of the vehicle according to the embodiment of the present application.

[0095] As shown in Figure 4 , the shift torque control device 10 of the vehicle comprises a judgment module 100, an acquisition module 200, and a control module 300.

[0096] The judgment module 100 is configured to determine whether the shift torque reduction flag of the vehicle is in the active state.

[0097] The acquisition module 200 is configured to acquire a maximum torque reduction value of the driving system when the torque reduction flag is in the active state, and determine a target torque reduction value according to a current torque reduction demand.

[0098] The control module 300 is configured to calculate a difference value between the target torque reduction value and the maximum torque reduction value of the driving system when the target torque reduction value is greater than the maximum torque reduction value of the driving system, and match the difference value with a shift control parameter and a shift speed control time according to the maximum torque reduction value of the driving system, and perform torque reduction control according to the shift control parameter and the shift speed control time.

[0099] Optionally, the acquisition module 200 is specifically configured to acquire a maximum torque reduction value of the engine and a maximum torque reduction value of the electric drive system, and obtain the maximum torque reduction value of the driving system according to a sum of the maximum torque reduction value of the engine and the maximum torque reduction value of the electric drive system.

[0100] Optionally, the acquisition module 200 is specifically configured to acquire a basic ignition angle torque and a push ignition angle torque of the engine, and obtain the maximum torque reduction value of the engine according to a difference value between the push ignition angle torque and the basic ignition angle torque.

[0101] Optionally, the acquisition module 200 is specifically configured to acquire a maximum charging power of at least one component in the electric drive system and a current motor torque, determine a target component with the minimum power from the maximum charging power of the at least one component, and determine a minimum negative torque of the electric drive system according to the maximum charging power of the target component, and obtain the maximum torque reduction value of the electric drive system according to a difference value between the minimum negative torque and the current motor torque.

[0102] Optionally, the judgment module 100 is specifically configured to acquire a current accelerator opening degree of the vehicle, and judge whether the vehicle has a shift demand, and determine that the torque reduction flag is in the active state when the current accelerator opening degree is greater than a preset opening degree and the vehicle has the shift demand.

[0103] Optionally, after the target torque reduction value is determined according to the current torque reduction demand, the control module 300 is further configured to perform torque reduction based on the target torque reduction value when the maximum torque reduction value of the driving system is greater than or equal to the target torque reduction value.

[0104] It should be noted that the foregoing description of the shift torque control method for the vehicle is also applicable to the shift torque control device for the vehicle, and details are not repeated here.

[0105] According to the shift torque control device of the vehicle provided by the embodiment of the application, when it is judged that the shift torque reduction flag of the vehicle is in an active state, a target torque reduction value is determined according to a current torque reduction demand; when the target torque reduction value is greater than a maximum torque reduction value of the drive system, a difference value between the two is calculated, and the shift speed regulation time and the shift control parameter are matched according to the difference value of the maximum torque reduction value of the drive system and the difference value, and the torque reduction control is performed according to the shift speed regulation time and the shift control parameter. Thus, by reasonably allocating the torque reduction request of the motor and the engine during the shift of the transmission, the problems of poor shift torque reduction quality caused by insufficient battery charging capacity, shift impact and the like are solved, and good shift quality can be ensured under any working condition.

[0106] Figure 5 The vehicle provided by the embodiment of the application is shown in the structural schematic diagram. The vehicle can include:

[0107] The memory 501, the processor 502 and the computer program stored in the memory 501 and executable on the processor 502.

[0108] The processor 502 implements the shift torque control method of the vehicle provided in the above embodiment when executing the program.

[0109] Further, the vehicle further includes:

[0110] The communication interface 503 is used for communication between the memory 501 and the processor 502.

[0111] The memory 501 is used for storing the computer program executable on the processor 502.

[0112] The memory 501 can include a high-speed RAM memory, and can also include a non-volatile memory, for example, at least one disk memory.

[0113] If the memory 501, the processor 502 and the communication interface 503 are independently implemented, the communication interface 503, the memory 501 and the processor 502 can be connected with each other through a bus and complete the communication therebetween. The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, etc. The bus can be divided into an address bus, a data bus, a control bus, etc. For the convenience of representation, Figure 5 Only one thick line is used in the figure, but it does not mean that there is only one bus or only one type of bus.

[0114] Optionally, in a specific implementation, if the memory 501, the processor 502 and the communication interface 503 are integrated on a chip, the memory 501, the processor 502 and the communication interface 503 can complete the communication among each other through an internal interface.

[0115] The processor 502 can be a central processing unit (CPU) or an application specific integrated circuit (ASIC), or one or more integrated circuits configured to implement one or more embodiments of the present application.

[0116] The embodiments of the present application further provide a computer readable storage medium, which stores a computer program. The computer program is executed by a processor to implement the shift torque control method of the vehicle.

[0117] The embodiments of the present application further provide a computer program product, which stores a computer program. The computer program is executed by a processor to implement the shift torque control method of the vehicle.

[0118] In the description of the present application, the description of the terms "one embodiment", "some embodiments", "an example", "a specific example", or "some examples" means that the specific features, structures, materials or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present application. In the present application, the illustrative description of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any appropriate manner in one or N embodiments or examples. In addition, the person skilled in the art can combine and combine the different embodiments or examples described in the present application and the features of the different embodiments or examples, without contradiction.

[0119] In addition, the terms "first", "second" are only for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined with "first", "second" can explicitly or implicitly include at least one of the features. In the description of the present application, the meaning of "N" is at least two, for example, two, three, etc., unless otherwise specifically limited.

[0120] Any process or method described in a flowchart or otherwise described herein can be understood as representing a module, segment, or portion of code that includes one or more executable instructions for implementing the specified logical functions or steps, and the preferred embodiments of the application include additional or fewer steps, or combinations of steps, or the order of the steps can be different from those shown or discussed. It is intended that additional or fewer steps be performed between any two steps, and one of ordinary skill in the art would recognize many variations based on the functional description.

[0121] It is to be understood that the various parts of the present application can be implemented by hardware, software, firmware or a combination thereof. In the above embodiments, the steps or methods can be implemented by software or firmware stored in a memory and executed by a suitable instruction execution system. As such, if implemented in hardware, and in another embodiment, any of the following technologies, or a combination thereof, can be used: discrete logic circuitry having logic gates for implementing logic functions upon an application of data signals, application specific integrated circuits having appropriate combinational logic gates, programmable gate arrays (PGA), field programmable gate arrays (FPGA), and the like.

[0122] Those of ordinary skill in the art can understand that all or part of the steps carried out by the above-mentioned embodiments can be completed by programs instructing relevant hardware, and the programs can be stored in a computer readable storage medium. When the programs are executed, they include one or a combination of the steps of the method embodiments.

Claims

1. A shift torque control method of a vehicle, characterized by, The method comprises the following steps: determining whether a shift torque reduction flag of a vehicle is in an active state; if the shift torque reduction flag is in the active state, obtaining a maximum torque reduction value of a drive system, and determining a target torque reduction value according to a current torque reduction demand; if the target torque reduction value is greater than the maximum torque reduction value of the drive system, calculating a difference between the target torque reduction value and the maximum torque reduction value of the drive system, matching a shift control parameter according to the difference between the target torque reduction value and the maximum torque reduction value of the drive system, and performing torque reduction control according to the shift control parameter; the shift control parameter comprises a shift speed regulation time, a torque control strategy during shift, an engine ignition advance angle adjustment, a clutch engagement speed, and a gear engagement speed; the obtaining of the maximum torque reduction value of the drive system comprises: obtaining a maximum torque reduction value of an engine and a maximum torque reduction value of an electric drive system; obtaining the maximum torque reduction value of the drive system according to a sum of the maximum torque reduction value of the engine and the maximum torque reduction value of the electric drive system; the obtaining of the maximum torque reduction value of the engine comprises: obtaining a basic ignition angle torque and a push ignition angle torque of the engine; obtaining the maximum torque reduction value of the engine according to a difference between the push ignition angle torque and the basic ignition angle torque; the obtaining of the maximum torque reduction value of the electric drive system comprises: obtaining a maximum charging power of at least one component in the electric drive system and a current motor torque; determining a target component with the minimum power from the maximum charging power of the at least one component, and determining a minimum negative torque of the electric drive system according to the maximum charging power of the target component; obtaining the maximum torque reduction value of the electric drive system according to a difference between the minimum negative torque and the current motor torque.

2. The method of claim 1, wherein, the determining of whether the shift torque reduction flag of the vehicle is in the active state comprises: obtaining a current throttle opening of the vehicle, and determining whether the vehicle has a shift demand; if the current throttle opening is greater than a preset opening and the vehicle has the shift demand, determining that the shift torque reduction flag is in the active state.

3. The method of claim 1, wherein, after the target torque reduction value is determined according to the current torque reduction demand, the method further comprises: if the maximum torque reduction value of the drive system is greater than or equal to the target torque reduction value, performing torque reduction based on the target torque reduction value.

4. A shift torque control device of a vehicle characterized by comprising: comprise: a determining module configured to determine whether a shift torque reduction flag of a vehicle is in an active state; an obtaining module configured to, when the shift torque reduction flag is in the active state, obtain a maximum torque reduction value of a drive system, and determine a target torque reduction value according to a current torque reduction demand; a control module configured to, when the target torque reduction value is greater than the maximum torque reduction value of the drive system, calculate a difference between the target torque reduction value and the maximum torque reduction value of the drive system, match a shift control parameter according to the difference between the target torque reduction value and the maximum torque reduction value of the drive system, and perform torque reduction control according to the shift control parameter; the shift control parameter comprises a shift speed regulation time, a torque control strategy during shift, an engine ignition advance angle adjustment, a clutch engagement speed, and a gear engagement speed; The maximum torque drop value of the driving system is obtained by adding the maximum torque drop value of the engine and the maximum torque drop value of the electric driving system; the maximum torque drop value of the engine is obtained by obtaining the torque at the basic ignition angle and the torque at the push ignition angle, and the maximum torque drop value of the engine is obtained by subtracting the torque at the push ignition angle from the torque at the basic ignition angle; the maximum torque drop value of the electric driving system is obtained by obtaining the maximum charging power of at least one component in the electric driving system and the current motor torque, determining the target component with the minimum power from the maximum charging power of the at least one component, and determining the minimum negative torque of the electric driving system according to the maximum charging power of the target component; and the maximum torque drop value of the electric driving system is obtained by subtracting the current motor torque from the minimum negative torque.

5. A vehicle characterized by comprising: A computer program product comprising a memory and a processor, and a computer program stored on the memory and loadable on the processor, the processor executing the program to implement the shift torque control method of the vehicle according to any one of claims 1-3.

6. A computer-readable storage medium having stored thereon a computer program, characterized in that, The program is executed by the processor to implement the shift torque control method of the vehicle according to any one of claims 1-3.

7. A computer program product storing a computer program, characterized in that, The program is executed by the processor to implement the shift torque control method of the vehicle according to any one of claims 1-3. The program is executed by the processor to implement the shift torque control method of the vehicle according to any one of claims 1-3.

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