Vehicle gear shifting control method and device and readable storage medium

Abstract

The invention relates to a vehicle gear shifting control method and device, computer equipment, a readable storage medium and a program product. A to-be-adjusted target gear shifting stage during gear shifting is determined through a target gear, and when it is detected that the output torque of a first motor of a vehicle does not meet an output condition in the target gear shifting stage, the auxiliary torque corresponding to a second motor, connected with the first motor in parallel, in the vehicle is determined through demand torque information and current torque information of the vehicle; and according to the vehicle engine output torque, the output torque of the first motor and the auxiliary torque of the second motor, the vehicle is controlled to be switched to the target gear. Compared with a traditional method that only an engine and a first motor are used for gear shifting control, the method has the advantages that under the parallel working condition and the condition that gear shifting is conducted when the vehicle accelerates, the second motor is actively called to serve as auxiliary output when the first motor exerts insufficient force, and therefore the stability of the hybrid power vehicle during gear shifting is improved.

Description

Technical Field

[0001] The present application relates to the technical field of new energy vehicles, and in particular to a vehicle shift control method, device, computer equipment, computer-readable storage medium and computer program product. Background Art

[0002] With the development of new energy technology, hybrid vehicles have become an important part of new energy products, and their share in new energy vehicles continues to increase. Hybrid vehicles use a hybrid drive mode with a dual-motor structure. Hybrid vehicles use a multi-speed transmission to achieve power upshifting and downshifting. During the power upshifting and downshifting process of hybrid vehicles, the speed ratio switching and torque reduction will cause power discontinuity during the vehicle's driving, thereby affecting the smoothness of gear shifting.

[0003] Therefore, the current shift control method for hybrid vehicles has the defect of low smoothness. Summary of the invention

[0004] Based on this, it is necessary to provide a vehicle shift control method, device, computer equipment, computer readable storage medium and computer program product that can improve the smoothness of shifting in order to solve the above technical problems.

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

[0006] According to the target gear position, determining the target gear shifting stage to be adjusted during gear shifting;

[0007] If it is detected during the target shifting phase that the output torque of the first motor of the vehicle does not meet the output condition,

[0008] The auxiliary torque corresponding to the second motor of the vehicle is determined according to the required torque information corresponding to the target gear and the current torque information of the vehicle; the second motor is connected in parallel with the first motor to drive the vehicle to shift gears.

[0009] In one embodiment, if it is detected in the target shifting phase that the output torque of the first motor of the vehicle does not meet the output condition, the method further includes:

[0010] If the target gear is higher than the current gear, the required torque information is determined according to the wheel-end required torque corresponding to the first motor, and the current torque information of the vehicle is determined according to the wheel-end current torque corresponding to the first motor, the current wheel-end speed ratio and the engine output torque of the vehicle.

[0011] In one embodiment, determining the auxiliary torque corresponding to the second motor of the vehicle according to the required torque information corresponding to the target gear and the current torque information of the vehicle includes:

[0012] If the target gear is higher than the current gear, determining the output required torque corresponding to the first motor according to the wheel end required torque, the wheel end current torque and the current wheel end speed ratio;

[0013] The assist torque is determined according to a difference between the output demand torque and the engine output torque.

[0014] In one embodiment, if it is detected in the target shifting phase that the output torque of the first motor of the vehicle does not meet the output condition, the method further includes:

[0015] If the target gear is lower than the current gear, the required torque information is determined according to the requested torque change value corresponding to the first motor, and the current torque information of the vehicle is determined according to the rotational inertia torque corresponding to the first motor and the current torque increase value corresponding to the engine of the vehicle.

[0016] In one embodiment, determining the auxiliary torque corresponding to the second motor of the vehicle according to the required torque information corresponding to the target gear and the current torque information of the vehicle includes:

[0017] If the target gear is lower than the current gear, the assist torque is determined according to the moment of inertia torque, the difference between the current torque increase value corresponding to the engine and the requested torque change value.

[0018] In one embodiment, after determining the assist torque corresponding to the second motor of the vehicle according to the required torque information corresponding to the target gear and the current torque information of the vehicle, the method further includes:

[0019] Acquiring a first maximum available torque corresponding to a parallel clutch in the vehicle, a maximum available driving power corresponding to the second motor, and a current speed corresponding to the second motor; the parallel clutch is closed and the second motor is connected in parallel with the first motor when closed;

[0020] determining a first torque threshold corresponding to the second motor according to a difference between the first maximum available torque and an engine output torque of the vehicle;

[0021] Determining a second torque threshold corresponding to the second motor according to a ratio of the maximum available driving power to the current rotational speed;

[0022] If the auxiliary torque is less than or equal to the smaller value of the first torque threshold and the second torque threshold, the vehicle is controlled to switch to the target gear according to the engine output torque of the vehicle, the output torque of the first motor and the auxiliary torque of the second motor.

[0023] In one embodiment, determining the target shifting stage to be adjusted during the shifting according to the target gear position includes:

[0024] If the target gear is higher than the current gear, the target gear shifting phase is determined to be a torque interaction phase; the torque interaction phase represents a phase in which the clutch of the current gear of the vehicle switches to the clutch of the target gear;

[0025] If the target gear is lower than the current gear, the target gear shifting phase is determined to be a speed synchronization phase; the speed synchronization phase represents a phase in which the speed of the current gear of the vehicle is synchronized to the speed of the target gear.

[0026] In one embodiment, if it is detected that the output torque of the first motor of the vehicle does not meet the output condition in the target gear shifting stage, before determining the required torque information and the current torque information corresponding to the vehicle according to the target gear, the method further includes:

[0027] If the target gear is higher than the current gear, and the growth rate of the output torque detected in the torque interaction stage is less than the growth rate threshold corresponding to the target gear, it is determined that the output torque does not meet the output condition;

[0028] If the target gear is lower than the current gear, and when it is detected in the speed synchronization stage that the output torque is equal to the external characteristic torque corresponding to the first motor, it is determined that the output torque does not meet the output condition.

[0029] In a second aspect, the present application provides a vehicle shift control device, the device comprising:

[0030] A detection module, used for determining a target shifting stage to be adjusted during a gear shift according to a target gear position;

[0031] A control module is used to determine the auxiliary torque corresponding to the second motor of the vehicle according to the required torque information corresponding to the target gear and the current torque information of the vehicle if it is detected that the output torque of the first motor of the vehicle does not meet the output condition during the target gear shifting stage; the second motor is connected in parallel with the first motor to drive the vehicle to shift gears.

[0032] In a third aspect, the present application provides a computer device, including a memory and a processor, wherein the memory stores a computer program, and the processor implements the steps of the above method when executing the computer program.

[0033] In a fourth aspect, the present application provides a computer-readable storage medium having a computer program stored thereon, wherein the computer program implements the steps of the above method when executed by a processor.

[0034] In a fifth aspect, the present application provides a computer program product, including a computer program, which implements the steps of the above method when executed by a processor.

[0035] The above-mentioned vehicle shift control method, device, computer equipment, computer-readable storage medium and computer program product use the target gear position to determine the target shift stage to be adjusted during the gear shift. When it is detected that the output torque of the first motor of the vehicle does not meet the output condition during the target shift stage, the auxiliary torque corresponding to the second motor in parallel with the first motor in the vehicle is determined using the vehicle's required torque information and current torque information, and the vehicle is controlled to switch to the target gear position according to the vehicle engine output torque, the output torque of the first motor and the auxiliary torque of the second motor. Compared with the traditional shift control using only the engine and the first motor, this solution actively calls the second motor as auxiliary output when the first motor is insufficient in power when the vehicle is in parallel working condition and the vehicle is accelerating, thereby improving the smoothness of the hybrid vehicle during shifting. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] In order to more clearly illustrate the technical solutions in the embodiments of the present application or related technologies, the drawings required for use in the embodiments of the present application or related technical descriptions will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other related drawings can be obtained based on these drawings without paying creative work.

[0037] FIG1 is an application environment diagram of a vehicle shift control method according to an embodiment;

[0038] FIG2 is a schematic flow chart of a vehicle shift control method in one embodiment;

[0039] FIG3 is a logic diagram of a power upshift step in one embodiment;

[0040] FIG4 is a schematic diagram of a process flow of a power upshift step in one embodiment;

[0041] FIG5 is a logic diagram of a power downshift step in one embodiment;

[0042] FIG6 is a schematic diagram of a process flow of a power downshift step in one embodiment;

[0043] FIG7 is a flow chart of a vehicle shift control method in another embodiment;

[0044] FIG8 is a structural block diagram of a vehicle shift control device in one embodiment;

[0045] FIG. 9 is a diagram showing the internal structure of a computer device in one embodiment. DETAILED DESCRIPTION

[0046] In order to make the purpose, technical solution and advantages of the present application more clearly understood, the present application is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and are not used to limit the present application.

[0047] The vehicle shift control method provided in the embodiment of the present application can be applied to the application environment as shown in Figure 1. Among them, the engine and the P1 second motor are connected in series through a dual-mass flywheel, and the CO clutch is also called a parallel clutch, which can realize the connection between the two ends of the line. The second motor is connected in series with the power battery, the P2 first motor is connected in series with the power battery, and the second motor and the drive battery are connected in parallel through the C0 clutch (parallel clutch); the engine, the second motor and the first motor are connected to the multi-speed transmission as a whole, the multi-speed transmission is connected to the wheel-end main reducer, and the main reducer is connected to the wheel. During the gear switching process, the hybrid vehicle detects whether the output torque of the first motor meets the requirements, and uses the second motor to assist in the output torque when it does not meet the requirements, and drives the wheels to rotate and completes the gear switching by connecting the second motor and the first motor in parallel.

[0048] In an exemplary embodiment, as shown in FIG2 , a vehicle shift control method is provided, which is described by taking the method applied to the vehicle master control of the hybrid vehicle in FIG1 as an example, and includes the following steps S202 to S204 . Among them:

[0049] Step S202, determining a target shifting stage to be adjusted during shifting according to the target gear position.

[0050] Among them, the hybrid vehicle can be a hybrid drive system structure of a P1 (second motor) plus P2 (first motor) dual-motor structure multi-gear hybrid special transmission, in which the P1 motor is directly connected to the engine and is normally defined as the second motor. It has the functions of power generation and the first motor. Its main function is to drive the second motor to generate electricity through the operation of the engine, and it also has the function of outputting power; P2 is the first motor, and its main function is to drive the vehicle and recover energy. The hybrid vehicle adopts a dual planetary gear multi-gear coaxial electromechanical coupling technology, and realizes the driving form of "engine 3 gears plus motor 3 gears" through clutch combination switching. The structure of the three drive gears enables the engine to directly drive at low speed, that is, in the low-speed area, the engine drives the vehicle at low speed by engaging the C0 clutch (parallel clutch).

[0051] Among them, hybrid vehicles all have speed ratio switching during the power upshift process. For example, when the driver's throttle does not change much and the torque of the first motor is constant, the wheel-end torque decreases accordingly with the speed ratio during the process of switching from a large speed ratio to a small speed ratio, and the driver will feel the power discontinuity and a drop in the pit; in the power downshift process, the general control process is to first adjust the speed and then complete the gear switching after the clutch torque interaction. The speed regulation is to adjust the current gear speed of the driving end to the target gear speed. The main control method is to reduce the clutch torque on the separation side according to the speed regulation target gradient requirements, and generate a slip speed difference when the torque is greater than the torque capacity transmitted by the clutch to achieve the purpose of speed regulation. In the speed regulation process, the torque transmitted to the wheel end is downshifted due to the reduction of the clutch torque, and the driver will feel the acceleration drop in the pit. Therefore, it is necessary to use the second motor in this embodiment to realize the additional first motor effect to reduce the unsteadiness of the vehicle gear switching process.

[0052] The solution provided in this embodiment can be applied to a hybrid vehicle with a structure as shown in FIG1 . Among them, the engine in the hybrid vehicle can be a 1.5T Miller cycle, the transmission adopts a double planetary gear 3-gear structure, the internal structure is a corresponding clutch combined with the output of a corresponding drive gear, the engine drive needs to be combined with the C0 clutch, and there is no speed ratio difference between the engine, the P1 second motor, and the P2 first motor, all of which are at the front end of the transmission. That is, the vehicle architecture provided in this embodiment is a P1 and P2 dual-motor hybrid system architecture, and the above-mentioned parallel clutch can be in a closed state, that is, the vehicle is in a parallel drive condition, the engine speed is coupled with the wheels, the first motor and the engine drive the vehicle at the same time, and the second motor is in 0Nm control before the non-power upshift torque compensation and power downshift auxiliary speed regulation functions. Wherein Nm represents Newton meter. In the non-shifting process, the engine is the main power source, and the first motor is the regulator. According to the driver's driving demand and the charging demand of the power battery, the torque request of the first motor is adjusted in time.

[0053] During the gear shifting process, the vehicle's vehicle main control can determine whether it is necessary to call the second motor as the power output for gear shifting control according to the output of the first motor in the vehicle. Among them, the control logic of the second motor is different in different gear shifting processes. Then the vehicle main control can determine the target gear when detecting the gear shift indication, and determine the target gear shifting stage to be adjusted during the gear shifting according to the target gear. Among them, the above-mentioned gear shifting includes upshifting and downshifting. When upshifting, the target gear is higher than the current gear; when downshifting, the target gear is lower than the current gear. Both the upshifting and downshifting processes include multiple gear shifting stages, and the various gear shifting stages of upshifting are different from the various gear shifting stages of downshifting. The vehicle main control can determine whether the vehicle is upshifting or downshifting according to the target gear, and perform the auxiliary output judgment process of the second motor in different gear shifting stages.

[0054] Step S204, if it is detected that the output torque of the first motor of the vehicle does not meet the output condition in the above-mentioned target gear shifting stage, the auxiliary torque corresponding to the second motor of the vehicle is determined according to the required torque information corresponding to the above-mentioned target gear and the current torque information of the above-mentioned vehicle; the above-mentioned second motor is connected in parallel with the above-mentioned first motor to drive the vehicle to shift gears.

[0055] The vehicle master control can detect the output torque of the first motor of the vehicle during the gear shifting process to determine whether it is necessary to call the second motor for auxiliary output. The above-mentioned gear shifting process can be a gear shift during the acceleration of the vehicle, and the gear shifting process includes upshifting and downshifting. When the first motor accounts for a relatively large proportion of the total driving demand, that is, before upshifting, when the driving torque of the first motor is close to or already at the first motor's external characteristic torque, the first motor's ability to compensate for the wheel-end torque output will be limited; before or during the power downshift speed regulation, due to the large throttle drive demand, the first motor torque has reached or is close to the maximum limit, which will cause the first motor to achieve auxiliary speed regulation by increasing torque. The ability is limited.

[0056] Therefore, after determining the target shifting stage corresponding to the target gear, the vehicle master control can detect whether the output torque of the first motor of the vehicle meets the output condition in the corresponding target shifting stage. If not, the vehicle master control can determine the required torque information and current torque information corresponding to the vehicle according to the target gear. The determined required torque information and current torque information are different for different target gears.

[0057] Among them, the required torque information and the current torque information can be torque information determined by the vehicle main control based on the comparison between the target gear and the current gear. Among them, the required torque information and the current torque information are different during the upshift process and the downshift process, and the process of determining the auxiliary torque corresponding to the second motor of the vehicle is also different. The above-mentioned second motor can be connected in parallel with the first motor, for example, in parallel through the above-mentioned C0 clutch. The vehicle main control can determine the auxiliary torque corresponding to the second motor of the vehicle based on the above-mentioned determined required torque information and current torque information.

[0058] Among them, when the target gear is higher than the current gear, it means that the vehicle is upshifting, and the vehicle upshifting process includes multiple shifting processes, such as the torque interaction stage and the speed synchronization stage. Among them, the torque interaction stage indicates that the current driving low gear clutch is switched to the target high gear clutch engagement state, that is, the driving speed ratio switching process; the speed synchronization stage indicates the stage where the low gear speed is synchronized to the target high gear speed. In the torque interaction stage of power upshift, the vehicle main control can call the second motor for auxiliary processing when it recognizes that the first motor is insufficient in assisting. For example, the vehicle main control calculates the maximum available driving power of the second motor in real time by subtracting the real-time external characteristic power of the first motor from the available driving power of the battery, determines the auxiliary torque of the second motor based on the maximum driving power, and sends the wheel-end torque compensation demand to the second motor to compensate for the speed ratio switching and achieve the demand for stable driving to maintain the wheel-end torque.

[0059] If the target gear is lower than the current gear, it means the vehicle is downshifting. The vehicle downshifting process includes multiple shifting processes, such as the speed synchronization stage and the torque interaction stage. Among them, the speed synchronization stage indicates the stage where the low gear speed is synchronized to the target high gear speed; the torque interaction stage indicates that the current driving low gear clutch is switched to the target high gear clutch engagement state, which is the driving speed ratio switching process. In the power downshift speed synchronization stage, when the vehicle main control recognizes that the first motor is insufficient in assisting, it calculates the maximum available driving power of the second motor by subtracting the real-time external characteristic power of the first motor from the battery driving power in real time, determines the auxiliary torque of the second motor based on the maximum driving power, and supplements the needs of the first motor other than the speed regulation through the second motor to meet the slip difference speed change rate requirement that the driving torque is greater than the clutch torque to generate the target gradient.

[0060] Among them, during the gear shifting process of the vehicle, the output device includes an engine, a first motor and a second motor. Among them, the engine output torque of the engine in the vehicle and the output torque of the first motor can be used as the main output power source, and the engine output torque can be greater than the output torque of the first motor, and the auxiliary torque of the second motor can be used as an auxiliary power source when the output of the first motor is insufficient. Therefore, after determining the auxiliary torque of the second motor, the vehicle main control can control the above-mentioned vehicle to switch to the above-mentioned target gear according to the engine output torque of the vehicle, the above-mentioned output torque of the above-mentioned first motor and the above-mentioned auxiliary torque of the above-mentioned second motor. For example, when upshifting, the vehicle main control uses the auxiliary torque provided by the second motor in the torque interaction stage to assist the vehicle in the process of upshifting during acceleration to meet the torque increase demand for the vehicle to drive smoothly with power; when downshifting, the vehicle main control uses the auxiliary torque provided by the second motor in the speed synchronization stage to assist the vehicle in the process of downshifting when greater driving force is required to meet the torque increase demand for the vehicle to drive smoothly with power.

[0061] In the above-mentioned vehicle shift control method, the target shift stage to be adjusted during the shift is determined by using the target gear position. When it is detected that the output torque of the first motor of the vehicle does not meet the output condition during the target shift stage, the auxiliary torque corresponding to the second motor in parallel with the first motor in the vehicle is determined by using the vehicle's required torque information and current torque information, and the vehicle is controlled to switch to the target gear position according to the vehicle engine output torque, the output torque of the first motor and the auxiliary torque of the second motor. Compared with the traditional shift control using only the engine and the first motor, this solution actively calls the second motor as auxiliary output when the first motor is insufficient in the case of parallel working conditions and vehicle acceleration, thereby improving the smoothness of hybrid vehicle shifting.

[0062] In one embodiment, if it is detected that the output torque of the first motor of the vehicle does not meet the output condition during the target gear shifting phase, the method further includes: if the target gear is higher than the current gear, determining the required torque information according to the wheel-end required torque corresponding to the first motor, and determining the current torque information of the vehicle according to the current wheel-end torque corresponding to the first motor, the current wheel-end speed ratio and the engine output torque of the vehicle.

[0063] In this embodiment, for different comparison results between the target gear and the current gear, the vehicle main control can determine different required torque information and current torque information. When the vehicle main control detects that the target gear is higher than the current gear, it determines that the vehicle is upshifting, and the vehicle main control can obtain the wheel-end required torque corresponding to the first motor as the required torque information during the upshift process. Among them, the wheel-end required torque represents the torque required for the wheel end to maintain smooth driving during the upshift process. The vehicle main control can also obtain the current wheel-end torque corresponding to the first motor, the current wheel-end speed ratio and the engine output torque of the vehicle as the current torque information. Among them, the current wheel-end torque represents the current torque of the wheel end, and the current wheel-end speed ratio represents the current speed ratio of the wheel end. Therefore, the vehicle main control can determine the auxiliary torque corresponding to the second motor of the vehicle based on the corresponding required torque information and current torque information during the above-mentioned upshift process.

[0064] In one embodiment, the auxiliary torque corresponding to the second motor of the vehicle is determined based on the required torque information corresponding to the target gear and the current torque information of the vehicle, including: if the target gear is higher than the current gear, the output required torque corresponding to the first motor is determined based on the wheel-end required torque, the wheel-end current torque and the current wheel-end speed ratio; the auxiliary torque is determined based on the difference between the output required torque and the engine output torque.

[0065] In this embodiment, for the upshift process, the vehicle main control can determine the auxiliary torque corresponding to the second motor using the required torque information and current torque information corresponding to the upshift process. For example, when the target gear is higher than the current gear, the vehicle main control can determine the output required torque corresponding to the first motor based on the wheel end required torque, wheel end current torque and current wheel end speed ratio determined above. The output required torque represents the torque required to keep the wheels steadily increasing in power during the upshift process. Thus, the vehicle main control can determine the auxiliary torque based on the difference between the output required torque and the engine output torque.

[0066] Specifically, as shown in FIG3 , FIG3 is a logic diagram of a power upshift step in an embodiment. Power upshift means that the target gear is higher than the current gear. Upshift is defined as a state in which the total driving force of the power system is positive. In the process of driving the vehicle to accelerate, the target shaft speed of the target gear is less than the off-axis speed of the current gear. The shaft speed unit is rpm. The upshift in this embodiment is a parallel power upshift. The various stages included in the shifting process are divided into target gear judgment, preparation stage, torque interaction stage, speed synchronization stage and gear control stage. Among them, the preparation stage includes the unloading of the locking torque of the separation side clutch and the filling of the engagement side clutch. Among them, the separation side clutch is also called the separation clutch, which represents the current gear clutch; the locking torque means that the clutch corresponding to the driving gear loads a certain torque based on the driving torque to ensure the safe transmission of torque. The engagement side clutch is also called the engagement clutch, which represents the target gear clutch. In order to keep the wheel end demand torque and the wheel end actual torque consistent, the auxiliary torque of the second motor works in the torque interaction stage. That is, the auxiliary torque activation condition of the second motor is the parallel working condition and in the torque interaction stage of upshift. As shown in Figure 3, the first motor gradually reaches the maximum allowable torque of the first motor in the torque interaction stage, and during this process, the second motor can provide auxiliary output through auxiliary torque, so that the actual torque at the wheel end remains unchanged. The unit of torque is Nm.

[0067] The process of the second motor performing auxiliary torque auxiliary output can be shown in Figure 4, which is a schematic flow chart of the power upshift step in one embodiment. Among them, when the vehicle is in parallel working condition and in the torque interaction stage of power upshift, the vehicle master control can activate the auxiliary output function of the second motor when the output power of the first motor is insufficient. And the engine-side demand torque corresponding to the wheel end, the torque ratio and the actual output torque of the engine are used to determine the second motor request torque, also called auxiliary torque, and then the above-mentioned auxiliary torque can be output by the second motor for torque response. When the torque interaction stage ends and exits, the auxiliary torque of the second motor can gradually exit according to the slope as shown in Figure 3.

[0068] Among them, the speed ratio between the engine, the second motor and the first motor in the above vehicle can be 1. Then, in the power upshift process under the parallel driving condition, the auxiliary torque calculation process of the second motor for compensating the torque can be as follows: WhlTqActEm=P2TqAct*rt; P1TqReq=(WhlTqReqTot-WhlTqActEm) / rt–EngTqAct; P1TqReq≤Min(C0max-EngTqAct, P1Pwmax / P1ActSpd).

[0069] Among them, WhlTqActEm is the current torque of the wheel end of the first motor, P2TqAct is the actual output torque of the first motor, WhlTqReqTot is the total driving demand torque of the wheel end, rt is the speed ratio transmitted to the wheel end in real time, EngTqAct is the engine output torque, C0max is the maximum allowable driving torque transmitted by the C0 clutch, also known as the first maximum available torque, P1Pwmax is the maximum allowable driving power of the second motor, also known as the maximum available driving power, P1ActSpd is the current speed of the second motor, and P1TqReq is the P1 torque compensation request torque, also known as auxiliary torque.

[0070] Through the above embodiment, when the output of the first motor is insufficient during the vehicle upshift phase, the vehicle main control can use the vehicle's required torque information and current torque information to call the second motor as auxiliary output to provide auxiliary torque, thereby improving the smoothness of the hybrid vehicle during gear shifting.

[0071] In one embodiment, if it is detected that the output torque of the first motor of the vehicle does not meet the output condition during the target gear shifting phase, the method further includes: if the target gear is lower than the current gear, determining the required torque information according to the requested torque change value corresponding to the first motor, and determining the current torque information of the vehicle according to the rotational inertia torque corresponding to the first motor and the current torque increase value corresponding to the engine of the vehicle.

[0072] In this embodiment, for different comparison results between the target gear and the current gear, the vehicle main control can determine different required torque information and current torque information. When the vehicle main control detects that the target gear is lower than the current gear, it determines that the vehicle is downshifted, and the vehicle main control can obtain the requested torque change value corresponding to the first motor as the above-mentioned required torque information, and obtain the rotational inertia torque corresponding to the above-mentioned first motor and the current torque increase value corresponding to the engine of the above-mentioned vehicle as the above-mentioned current torque information. Among them, the requested torque change value can represent the value of the torque requested by the first motor to maintain a steady increase in wheel power when the vehicle is downshifted; the rotational inertia torque represents the measure of the inertia of the rigid body when the vehicle is downshifted; the current torque increase value represents the actual torque increased by the engine to maintain a steady increase in wheel power when the vehicle is downshifted. Therefore, the vehicle main control can determine the auxiliary torque based on the required torque information and the current torque information.

[0073] In one embodiment, the auxiliary torque corresponding to the second motor of the vehicle is determined based on the required torque information corresponding to the target gear and the current torque information of the vehicle, including: if the target gear is lower than the current gear, the auxiliary torque is determined based on the difference between the rotational inertia torque, the current torque increase value corresponding to the engine and the requested torque change value.

[0074] In this embodiment, for the downshift process, the vehicle main control can use the required torque information and current torque information corresponding to the downshift process to determine the auxiliary torque corresponding to the second motor. For example, when the target gear is lower than the current gear, the vehicle main control can determine the auxiliary torque according to the difference between the rotational inertia torque, the current torque increase value corresponding to the engine, and the requested torque change value. Thus, the vehicle main control can realize a smooth downshift and power increase process based on the auxiliary torque determined above and the output torque of the first motor, combined with the engine output torque. Among them, the determination of the auxiliary torque can be determined in real time and dynamically adjusted, and the vehicle main control can determine the size of the auxiliary torque corresponding to the current moment based on the current state of each torque.

[0075] Specifically, as shown in FIG5 , FIG5 is a logic diagram of a power downshift step in an embodiment. Power downshift means that the target gear is lower than the current gear. Downshift is defined as a downshift process in which the current high gear state is switched to the low gear state for greater driving ability acceleration to meet the acceleration demand of the driving vehicle, based on the premise that the driver's driving demand changes greatly. Then the target shaft speed of the target gear is greater than the off-axis speed of the current gear. The downshift in this embodiment is a parallel power downshift, and the various stages included in the shifting process are divided into target gear judgment, speed synchronization stage, torque interaction stage and gear control stage. Among them, during the downshift process, the speed synchronization stage is before the torque interaction stage, the separation side clutch is also called the separation clutch, indicating the current gear clutch, and the engagement side clutch is also called the engagement clutch, indicating the target gear clutch. In order to keep the wheel end demand torque and the wheel end actual torque consistent, the auxiliary torque of the second motor works in the speed synchronization stage. That is, the auxiliary torque activation condition of the second motor is the parallel working condition and in the speed synchronization stage of downshifting. As can be seen from FIG. 3 , the first motor reaches the maximum allowable torque of the first motor at the beginning of the speed synchronization stage, and the second motor can provide auxiliary output through auxiliary torque, so that the actual torque at the wheel end remains unchanged.

[0076] The process of the second motor performing auxiliary torque auxiliary output can be shown in Figure 6, which is a schematic diagram of the process of the power downshift step in one embodiment. Among them, when the vehicle is in a parallel working condition and in the speed synchronization stage of power downshift, the vehicle main control can activate the auxiliary output function of the second motor when the output power of the first motor is insufficient. And the second motor request torque, also called auxiliary torque, is determined by using the synchronous inertia demand torque (rotational inertia torque), the actual engine torque increase torque (current torque increase value) and the first motor auxiliary speed regulation change torque (request torque change value), and the clutch speed regulation torque can be further determined, and then the above auxiliary torque can be output by the second motor for torque response. In the speed synchronization stage, the vehicle main control can control the second motor to perform dynamic torque adjustment. When the speed synchronization stage ends and exits, the auxiliary torque of the second motor exits.

[0077] Among them, in the case of parallel driving, the power source torque priority of the power downshift speed regulation is from high to low in the order of engine, first motor, and second motor, and the clutch separation speed regulation torque value is the total inertia torque required for the target speed regulation speed difference within the target speed regulation time minus the power source speed regulation torque change value. Among them, the clutch separation speed regulation torque value is also called clutch speed regulation torque. In this embodiment, when downshifting, the gearbox clutch as the input end is less separated from the shaft at the output end, so the clutch and the output torque generate sliding friction, so that the clutch adjusts the speed difference between the engine and the transmission through the clutch speed regulation torque, thereby achieving smooth power connection and smooth shifting process, ensuring smooth power transmission, improving driving comfort, and reducing mechanical wear. The process of determining the auxiliary torque of the second motor can be specifically expressed as: IniTq=Jω; P1TqReq=IniTq–(delta)EngTqAct–(delta)P2TqReq; ​​P1TqReq≤Min(C0max-EngTqAct, P1Pwmax / P1ActSpd); (delta)CluTq=IniTq-P1TqReq-(delta)EngTqAct–(delta)P2TqReq.

[0078] Among them, (delta) is the increment sign, IniTq is the rotational inertia torque of the speed regulation process, J is the rotational inertia, ω is the angular velocity of the speed regulation process, (delta)EngTqAct is the actual increase in engine torque, that is, the current torque increase value, (delta)P2TqReq is the requested torque change value of the first motor, (delta)CluTq is the clutch release torque, also known as the clutch speed regulation torque, C0max is the maximum allowable driving torque transmitted by the C0 clutch, also known as the first maximum available torque, P1Pwmax is the maximum allowable driving power of the second motor, also known as the maximum available driving power, P1ActSpd is the current speed of the second motor, and P1TqReq is the P1 torque compensation request torque, also known as the auxiliary torque. That is, the torque of the first motor has reached the external characteristic torque of the first motor at the beginning of the speed regulation stage. The first motor cannot support auxiliary speed regulation, and the mechanical external characteristic torque of the first motor decreases as the speed increases. Therefore, when calculating the auxiliary speed regulation torque of the second motor, the requested torque change value that may be achieved by the torque of the first motor, that is, the above-mentioned (delta) P2TqReq, may be negative.

[0079] Through the above embodiment, when the output of the first motor is insufficient during the vehicle downshift phase, the vehicle main control can use the vehicle's required torque information and current torque information to call the second motor as auxiliary output to provide auxiliary torque, thereby improving the smoothness of the hybrid vehicle during gear shifting.

[0080] In one embodiment, after determining the auxiliary torque corresponding to the second motor of the vehicle according to the required torque information corresponding to the target gear and the current torque information of the vehicle, the method further includes: obtaining a first maximum available torque corresponding to a parallel clutch in the vehicle, a maximum available driving power corresponding to the second motor and a current speed corresponding to the second motor; the parallel clutch is closed and the second motor is connected in parallel with the first motor when closed; determining a first torque threshold corresponding to the second motor according to a difference between the first maximum available torque and the engine output torque of the vehicle; determining a second torque threshold corresponding to the second motor according to a ratio of the maximum available driving power to the current speed; if the auxiliary torque is less than or equal to the smaller value of the first torque threshold and the second torque threshold, controlling the vehicle to switch to the target gear according to the engine output torque of the vehicle, the output torque of the first motor and the auxiliary torque of the second motor.

[0081] In this embodiment, the vehicle main control can further judge the calculated auxiliary torque before implementing it. Wherein, the performance of the second motor and the C0 clutch (parallel clutch) has a corresponding upper limit, then the vehicle main control can specifically consider the performance upper limit of the second motor and the C0 clutch to determine whether the auxiliary torque is available. For example, after calculating the auxiliary torque corresponding to the second motor, the vehicle main control can obtain the first maximum available torque corresponding to the parallel clutch in the vehicle, the maximum available driving power corresponding to the second motor, and the current speed corresponding to the second motor. Wherein, the second motor and the parallel clutch of this embodiment can be in a series state, and the parallel clutch is closed, and the second motor is connected in parallel with the first motor when closed. The vehicle main control can determine the first torque threshold corresponding to the second motor according to the difference between the first maximum available torque and the engine output torque of the vehicle, and the first torque threshold represents the maximum transmission performance of the parallel clutch; and determine the second torque threshold corresponding to the second motor according to the ratio of the maximum available driving power to the current speed. The second torque threshold represents the maximum output performance of the second motor.

[0082] The vehicle master control can determine whether the auxiliary torque is implementable by comparing the auxiliary torque with the first torque threshold and the second torque threshold, respectively. If the vehicle master control detects that the auxiliary torque is less than or equal to the smaller value of the first torque threshold and the second torque threshold, the vehicle master control can determine that the auxiliary torque is implementable, and control the vehicle to switch to the target gear according to the engine output torque of the vehicle, the output torque of the first motor, and the auxiliary torque of the second motor.

[0083] Specifically, the judgment process of whether the auxiliary torque can be implemented can be expressed as: P1TqReq≤Min(C0max-EngTqAct, P1Pwmax / P1ActSpd). Among them, C0max is the maximum allowable driving torque transmitted by the C0 clutch, also known as the first maximum available torque, P1Pwmax is the maximum allowable driving power of the second motor, also known as the maximum available driving power, and P1ActSpd is the current speed of the second motor.

[0084] Through this embodiment, the vehicle main control can determine whether the auxiliary torque is feasible based on the performance upper limit of the second motor and the parallel clutch, and then use the feasible auxiliary torque to assist the vehicle in shifting gears, thereby improving the smoothness of the gear shifting process.

[0085] In one embodiment, the target gear shifting stage to be adjusted during gear shifting is determined according to the target gear, including: if the target gear is higher than the current gear, the target gear shifting stage is determined to be the torque interaction stage; the torque interaction stage represents the stage in which the clutch of the current gear of the vehicle switches to the clutch of the target gear; if the target gear is lower than the current gear, the target gear shifting stage is determined to be the speed synchronization stage; the speed synchronization stage represents the stage in which the speed of the current gear of the vehicle is synchronized to the speed of the target gear.

[0086] In this embodiment, for different shifting processes, the vehicle main control can call the auxiliary torque of the second motor at different stages. Among them, if the vehicle main control detects that the above-mentioned target gear is higher than the current gear, the vehicle main control can determine that the above-mentioned target shifting stage is the torque interaction stage. Among them, the above-mentioned torque interaction stage represents the stage in which the clutch of the current gear of the above-mentioned vehicle switches to the clutch of the above-mentioned target gear. If the vehicle main control detects that the above-mentioned target gear is lower than the current gear, the vehicle main control can determine that the above-mentioned target shifting stage is the speed synchronization stage. Among them, the above-mentioned speed synchronization stage represents the stage in which the speed of the current gear of the above-mentioned vehicle is synchronized to the speed of the above-mentioned target gear. Different from the upshifting process, during the downshifting process, the speed synchronization stage is before the torque interaction stage. In the upshifting process, the vehicle first performs torque interaction and then speed synchronization; during the downshifting process, the vehicle first performs speed synchronization and then torque interaction. For different shifting processes, the stage for determining whether the first motor meets the output conditions is also different.

[0087] In one embodiment, if it is detected in the target gear shifting stage that the output torque of the first motor of the vehicle does not meet the output condition, then before determining the required torque information and current torque information corresponding to the vehicle according to the target gear, the method also includes: if the target gear is higher than the current gear, and it is detected in the torque interaction stage that the growth rate of the output torque is less than the growth rate threshold corresponding to the target gear, it is determined that the output torque does not meet the output condition; if the target gear is lower than the current gear, and it is detected in the speed synchronization stage that the output torque is equal to the external characteristic torque corresponding to the first motor, it is determined that the output torque does not meet the output condition.

[0088] In this embodiment, for different gear shifting processes, the vehicle main control can detect whether the first motor meets the output condition at different stages. If the vehicle main control detects that the target gear is higher than the current gear, and detects that the growth rate of the output torque is less than the growth rate threshold corresponding to the target gear during the torque interaction stage of the upshift process, indicating that the output of the first motor is insufficient, the vehicle main control can determine that the output torque does not meet the output condition.

[0089] If the vehicle main control detects that the target gear is lower than the current gear, and detects that the output torque is equal to the external characteristic torque corresponding to the first motor during the speed synchronization stage of the downshift, it means that the first motor has reached its performance upper limit, then the vehicle main control can determine that the output torque does not meet the output condition.

[0090] Through the above embodiments, the vehicle main control can determine different auxiliary torque call judgments based on different gear shifting processes, and detect whether the first motor meets the output conditions at the corresponding stage of the corresponding gear shifting process, thereby improving the smoothness of the hybrid vehicle gear shifting.

[0091] In an exemplary embodiment, as shown in FIG7 , FIG7 is a flow chart of a vehicle shift control method in another embodiment. In this embodiment, the first motor and the second motor can be in parallel operation. For the series and pure electric modes, the driving demand is relatively small under normal driving conditions, and the first motor can meet the needs of gear shifting torque compensation and auxiliary speed regulation. As the driving demand increases, the parallel operation mode is entered, and the second motor assists the system to the maximum extent, making the system driving ability stronger. At the same time, the gear shift switching process is smoother and the driving performance is improved. Therefore, under the parallel operation condition, the vehicle main control adopts different auxiliary torque determination processes based on whether the gear shift is upshifting or downshifting.

[0092] Among them, when the power is upshifted, the vehicle master control can activate the auxiliary output of the second motor in the torque interaction stage of the upshift, and use the torque output of the engine and the second motor to assist the first motor. After the vehicle master control determines the auxiliary torque corresponding to the second motor, at the end of the torque interaction stage, the power assist function of the second motor is exited, and the vehicle enters the speed regulation stage of the power upshift until the gear shift is completed.

[0093] When the power is downshifted, the vehicle master control can activate the auxiliary output of the second motor during the speed synchronization stage of the downshift, that is, the speed regulation stage, and use the speed regulation torque output of the engine, the first motor, the clutch and the second motor to assist the first motor. After the vehicle master control determines the auxiliary torque corresponding to the second motor, it uses the auxiliary torque to assist the speed regulation. At the end of the speed synchronization stage, the power assist function of the second motor is exited, and the vehicle enters the torque interaction stage of the power downshift until the gear shift is completed.

[0094] Therefore, in the process of power upshift, since the power system adopts a three-speed structure, the speed ratio of the upshift gear position is much larger than the speed ratio difference of the traditional transmission. In addition to the first motor compensating the torque within the capacity range, the second motor assist function is activated. Under the premise that the battery discharge power is sufficient, the torque is compensated by the auxiliary torque of the second motor, which significantly improves the problem of uneven gear shifting caused by the speed ratio switching of the wheel end torque. The torque response and torque accuracy of the second motor are high, and the driver does not feel the obvious gear shifting feeling during the upshift and shifting process. In the process of power downshift, also because of the three-speed structure, the large speed ratio difference leads to the execution of any power downshift, and the downshift synchronous speed difference is relatively large. The first motor is used to assist the speed regulation first, and the second motor is used to supplement the dynamic speed regulation. The torque response and torque accuracy of the motor are relatively high compared with the clutch control. The large proportion of motor speed regulation avoids the problems of slow speed regulation and untimely convergence caused by the hydraulic response delay and hysteresis of the clutch speed regulation, so that the smoothness and power responsiveness of the shifting process are significantly improved, which has a significant effect on the improvement of the overall driving experience.

[0095] Through the above embodiments, the vehicle main control of the hybrid vehicle actively calls the second motor as auxiliary output when the first motor is insufficient to shift gears during parallel operation and vehicle acceleration, thereby improving the smoothness of the hybrid vehicle during gear shifting.

[0096] In addition, for the power structure of the P1 plus P2 dual-motor structure multi-speed hybrid transmission, this solution can combine the control strategies of energy management and drive management, and comprehensively consider the shifting vehicle speed, start-stop requirements, and drive mode requirements based on the driving capacity area of ​​the drive source. In particular, under conditions with large driving demands, the parallel drive can intelligently identify and activate the P1 power assist function under the premise that P2 does not meet the drive torque compensation and speed regulation capabilities. By using P1 as the drive source, the torque compensation and speed regulation capabilities are improved, and the dynamic adjustment of the drive source torque during the shifting process is optimized to achieve smooth control of the wheel-end torque, thereby improving the shifting power response and smoothness of power upshifts and power downshifts in the parallel mode.

[0097] It should be understood that, although the steps in the flowcharts involved in the above-mentioned embodiments are displayed in sequence according to the indications of the arrows, these steps are not necessarily executed in sequence according to the order indicated by the arrows. Unless there is a clear explanation in this article, the execution of these steps is not strictly limited in order, and these steps can be executed in other orders. Moreover, at least a part of the steps in the flowcharts involved in the above-mentioned embodiments can include multiple steps or multiple stages, and these steps or stages are not necessarily executed at the same time, but can be executed at different times, and the execution order of these steps or stages is not necessarily to be carried out in sequence, but can be executed in turn or alternately with other steps or at least a part of the steps or stages in other steps.

[0098] Based on the same inventive concept, the embodiment of the present application also provides a vehicle shift control device for implementing the vehicle shift control method involved above. The implementation scheme for solving the problem provided by the device is similar to the implementation scheme recorded in the above method, so the specific limitations in one or more vehicle shift control device embodiments provided below can refer to the limitations of the vehicle shift control method above, and will not be repeated here.

[0099] In an exemplary embodiment, as shown in FIG8 , a vehicle shift control device is provided, comprising: a detection module 500 and a control module 502, wherein:

[0100] The detection module 500 is used to determine the target gear shifting stage to be adjusted during gear shifting according to the target gear position.

[0101] The control module 502 is used to determine the auxiliary torque corresponding to the second motor of the vehicle according to the required torque information corresponding to the target gear and the current torque information of the vehicle if it is detected that the output torque of the first motor of the vehicle does not meet the output condition in the target gear shifting stage; the second motor drives the vehicle to shift gears in parallel with the first motor.

[0102] In one embodiment, the control module 502 is used to determine the required torque information according to the wheel-end required torque corresponding to the first motor if the target gear is higher than the current gear, and to determine the current torque information of the vehicle according to the wheel-end current torque corresponding to the first motor, the current wheel-end speed ratio and the engine output torque of the vehicle.

[0103] In one embodiment, the above-mentioned device also includes: a determination module, which is used to determine the output required torque corresponding to the above-mentioned first motor according to the above-mentioned wheel-end required torque, the above-mentioned wheel-end current torque and the above-mentioned current wheel-end speed ratio if the above-mentioned target gear is higher than the above-mentioned current gear; and determine the above-mentioned auxiliary torque according to the difference between the above-mentioned output required torque and the above-mentioned engine output torque.

[0104] In one embodiment, the control module 502 is used to determine the required torque information according to the requested torque change value corresponding to the first motor if the target gear is lower than the current gear, and to determine the current torque information of the vehicle according to the rotational inertia torque corresponding to the first motor and the current torque increase value corresponding to the engine of the vehicle.

[0105] In one embodiment, the determination module is used to determine the auxiliary torque according to the difference between the rotational inertia torque, the current torque increase value corresponding to the engine and the requested torque change value if the target gear is lower than the current gear.

[0106] In one embodiment, the device further includes: a judgment module for obtaining a first maximum available torque corresponding to the parallel clutch in the vehicle, a maximum available driving power corresponding to the second motor and a current speed corresponding to the second motor; the parallel clutch is closed and the second motor is connected in parallel with the first motor when closed; a first torque threshold corresponding to the second motor is determined based on a difference between the first maximum available torque and the engine output torque of the vehicle; a second torque threshold corresponding to the second motor is determined based on a ratio of the maximum available driving power to the current speed; if the auxiliary torque is less than or equal to the smaller value of the first torque threshold and the second torque threshold, the vehicle is controlled to switch to the target gear based on the engine output torque of the vehicle, the output torque of the first motor and the auxiliary torque of the second motor.

[0107] In one embodiment, the detection module 500 is used to determine that the target gear shifting phase is a torque interaction phase if the target gear is higher than the current gear; the torque interaction phase represents the phase in which the clutch of the current gear of the vehicle switches to the clutch of the target gear; if the target gear is lower than the current gear, the target gear shifting phase is determined to be a speed synchronization phase; the speed synchronization phase represents the phase in which the speed of the current gear of the vehicle is synchronized to the speed of the target gear.

[0108] In one embodiment, the device further includes: an output detection module, for determining that the output torque does not meet the output condition if the target gear is higher than the current gear and the growth rate of the output torque detected in the torque interaction stage is less than the growth rate threshold corresponding to the target gear; and for determining that the output torque does not meet the output condition if the target gear is lower than the current gear and the output torque is detected in the speed synchronization stage to be equal to the external characteristic torque corresponding to the first motor.

[0109] Each module in the above-mentioned vehicle shift control device can be implemented in whole or in part by software, hardware or a combination thereof. Each module can be embedded in or independent of a processor in a computer device in the form of hardware, or can be stored in a memory in a computer device in the form of software, so that the processor can call and execute operations corresponding to each module.

[0110] In an exemplary embodiment, a computer device is provided, which can be applied to a hybrid vehicle, and its internal structure diagram can be shown in FIG9. The computer device includes a processor, a memory, an input / output interface, a communication interface, a display unit and an input device. The processor, the memory and the input / output interface are connected through a system bus, and the communication interface, the display unit and the input device are connected to the system bus through the input / output interface. The processor of the computer device is used to provide computing and control capabilities. The memory of the computer device includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system and a computer program. The internal memory provides an environment for the operation of the operating system and the computer program in the non-volatile storage medium. The input / output interface of the computer device is used to exchange information between the processor and an external device. The communication interface of the computer device is used to communicate with an external terminal in a wired or wireless manner, and the wireless manner can be implemented through WIFI, a mobile cellular network, near field communication (NFC) or other technologies. When the computer program is executed by the processor, a vehicle shift control method is implemented. The display unit of the computer device is used to form a visually visible picture, which can be a display screen, a projection device or a virtual reality imaging device. The display screen can be a liquid crystal display screen or an electronic ink display screen, and the input device of the computer device can be a touch layer covering the display screen, or a button, trackball or touchpad set on the computer device shell, or an external keyboard, touchpad or mouse.

[0111] Those skilled in the art will understand that the structure shown in FIG. 9 is merely a block diagram of a partial structure related to the solution of the present application, and does not constitute a limitation on the computer device to which the solution of the present application is applied. The specific computer device may include more or fewer components than shown in the figure, or combine certain components, or have a different arrangement of components.

[0112] In an exemplary embodiment, a computer device is provided, including a memory and a processor, wherein a computer program is stored in the memory, and the processor implements the above-mentioned vehicle shift control method when executing the computer program.

[0113] In one embodiment, a computer-readable storage medium is provided, on which a computer program is stored. When the computer program is executed by a processor, the above-mentioned vehicle shift control method is implemented.

[0114] In one embodiment, a computer program product is provided, comprising a computer program, which implements the above-mentioned vehicle shift control method when executed by a processor.

[0115] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, stored data, displayed data, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties, and the collection, use and processing of relevant data must comply with relevant regulations.

[0116] A person of ordinary skill in the art can understand that all or part of the processes in the above-mentioned embodiment method can be completed by instructing the relevant hardware through a computer program, and the computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it can include the processes of the embodiments of the above-mentioned methods. Among them, any reference to the memory, database or other medium used in the embodiments provided in the present application can include at least one of non-volatile memory and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. As an illustration and not limitation, RAM can be in various forms, such as static random access memory (SRAM) or dynamic random access memory (DRAM). The database involved in each embodiment provided in this application may include at least one of a relational database and a non-relational database. Non-relational databases may include distributed databases based on blockchains, etc., but are not limited to this. The processor involved in each embodiment provided in this application may be a general-purpose processor, a central processing unit, a graphics processor, a digital signal processor, a programmable logic device, a data processing logic device based on quantum computing, an artificial intelligence (AI) processor, etc., but are not limited to this.

[0117] The technical features of the above embodiments may be combined arbitrarily. To make the description concise, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this application.

[0118] The above-described embodiments only express several implementation methods of the present application, and the descriptions thereof are relatively specific and detailed, but they cannot be understood as limiting the scope of the present application. It should be pointed out that, for a person of ordinary skill in the art, several variations and improvements can be made without departing from the concept of the present application, and these all belong to the protection scope of the present application. Therefore, the protection scope of the present application shall be subject to the attached claims.

Claims

1. A vehicle shift control method, characterized in that: The method comprises: According to the target gear position, determining the target gear shifting stage to be adjusted during gear shifting; If it is detected during the target shifting phase that the output torque of the first motor of the vehicle does not meet the output condition, The auxiliary torque corresponding to the second motor of the vehicle is determined according to the required torque information corresponding to the target gear and the current torque information of the vehicle; the second motor is connected in parallel with the first motor to drive the vehicle to shift gears.

2. The method according to claim 1, characterized in that If it is detected in the target shifting phase that the output torque of the first motor of the vehicle does not meet the output condition, the method further includes: If the target gear is higher than the current gear, the required torque information is determined according to the wheel-end required torque corresponding to the first motor, and the current torque information of the vehicle is determined according to the wheel-end current torque corresponding to the first motor, the current wheel-end speed ratio and the engine output torque of the vehicle.

3. The method according to claim 2, characterized in that The determining, according to the required torque information corresponding to the target gear and the current torque information of the vehicle, the assist torque corresponding to the second motor of the vehicle comprises: If the target gear is higher than the current gear, determining the output required torque corresponding to the first motor according to the wheel end required torque, the wheel end current torque and the current wheel end speed ratio; The assist torque is determined according to a difference between the output demand torque and the engine output torque.

4. The method according to claim 1, characterized in that: If it is detected in the target shifting phase that the output torque of the first motor of the vehicle does not meet the output condition, the method further includes: If the target gear is lower than the current gear, the required torque information is determined according to the requested torque change value corresponding to the first motor, and the current torque information of the vehicle is determined according to the rotational inertia torque corresponding to the first motor and the current torque increase value corresponding to the engine of the vehicle.

5. The method according to claim 4, characterized in that The determining, according to the required torque information corresponding to the target gear and the current torque information of the vehicle, the assist torque corresponding to the second motor of the vehicle comprises: If the target gear is lower than the current gear, the assist torque is determined according to the moment of inertia torque, the difference between the current torque increase value corresponding to the engine and the requested torque change value.

6. The method according to claim 1, characterized in that After determining the assist torque corresponding to the second motor of the vehicle according to the required torque information corresponding to the target gear and the current torque information of the vehicle, the method further includes: Acquiring a first maximum available torque corresponding to a parallel clutch in the vehicle, a maximum available driving power corresponding to the second motor, and a current speed corresponding to the second motor; the parallel clutch is closed and the second motor is connected in parallel with the first motor when closed; determining a first torque threshold corresponding to the second motor according to a difference between the first maximum available torque and an engine output torque of the vehicle; Determining a second torque threshold corresponding to the second motor according to a ratio of the maximum available driving power to the current rotational speed; If the auxiliary torque is less than or equal to the smaller value of the first torque threshold and the second torque threshold, the vehicle is controlled to switch to the target gear according to the engine output torque of the vehicle, the output torque of the first motor and the auxiliary torque of the second motor.

7. The method according to any one of claims 1 to 6, characterized in that: Determining the target shifting stage to be adjusted during the shifting according to the target gear position includes: If the target gear is higher than the current gear, the target gear shifting phase is determined to be a torque interaction phase; the torque interaction phase represents a phase in which the clutch of the current gear of the vehicle switches to the clutch of the target gear; If the target gear is lower than the current gear, the target gear shifting phase is determined to be a speed synchronization phase; the speed synchronization phase represents a phase in which the speed of the current gear of the vehicle is synchronized to the speed of the target gear.

8. The method according to claim 7, characterized in that If, before detecting that the output torque of the first motor of the vehicle does not meet the output condition during the target shifting phase, the method further includes: If the target gear is higher than the current gear, and the growth rate of the output torque detected in the torque interaction stage is less than the growth rate threshold corresponding to the target gear, it is determined that the output torque does not meet the output condition; If the target gear is lower than the current gear, and when it is detected in the speed synchronization stage that the output torque is equal to the external characteristic torque corresponding to the first motor, it is determined that the output torque does not meet the output condition.

9. A vehicle shift control device, characterized in that: The device comprises: A detection module, used for determining a target shifting stage to be adjusted during a gear shift according to a target gear position; A control module is used to determine the auxiliary torque corresponding to the second motor of the vehicle according to the required torque information corresponding to the target gear and the current torque information of the vehicle if it is detected that the output torque of the first motor of the vehicle does not meet the output condition during the target gear shifting stage; the second motor is connected in parallel with the first motor to drive the vehicle to shift gears.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 8 are implemented.

Images