TCU gear shifting control method and device based on PS two-gear power dividing framework

Abstract

The invention discloses a TCU gear shifting control method and device based on a PS two-gear power dividing framework, and relates to the technical field of vehicle gear shifting control strategies. The method comprises the steps that on the basis of different driving motor torques corresponding to different set driving motor rotating speeds, theoretical calculation working condition points of driving motors are set; the driving motor efficiency corresponding to each theoretical calculation working condition point is obtained through calculation; the maximum gear-shifting rotating speed of the gear I and the minimum gear-shifting rotating speed of the gear II of the driving motor are set, the working condition point and the gear-shifting rotating speed are calculated based on a set theory, and the working efficiency of the driving motor is optimized to obtain an optimal gear-shifting point; and a control strategy model and a whole vehicle physical model are built, and simulation verification is conducted on the optimal gear shifting point obtained through calculation in combination with the built control strategy model and the whole vehicle physical model. The basic dynamic property requirement of the whole vehicle can be guaranteed, and the economical efficiency of the vehicle can be guaranteed.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle shift control strategies, and in particular to a TCU shift control method and device based on a PS two-speed power split architecture. Background Art

[0002] The shifting schedule refers to when the hybrid powertrain shifts gears based on the shifting parameters during operation. The quality of the shifting schedule has a great impact on the efficiency of the drive motor, the fuel economy and power of the vehicle, and is also a key issue in the study of AMT (Automated Mechanical Transmission) control strategy.

[0003] As users' demands for ride comfort and driving range increase, higher requirements are placed on the hybrid assembly to choose the right shift timing. At present, the hybrid assembly shifting rules in the industry are generally fixed speed shifting, which only considers the vehicle speed as the basis for gear switching. Parts manufacturers select fixed speed values ​​for assembly shifting based on experience values, but the experience value fixed speed shifting method can only ensure that there is no interruption or setback in the power of the vehicle during driving, and does not consider the economy of the vehicle.

[0004] It can be seen that the appropriate shift speed setting can not only ensure the basic power requirements of the vehicle, but also ensure the economy of the vehicle. Therefore, how to accurately determine the shift speed has become a problem that needs to be solved urgently. Summary of the invention

[0005] The present application provides a TCU shift control method and device based on a PS two-speed power split architecture, which can not only ensure the basic power requirements of the entire vehicle, but also ensure the economy of the vehicle.

[0006] In a first aspect, an embodiment of the present application provides a TCU shift control method based on a PS two-speed power split architecture, and the TCU shift control method based on the PS two-speed power split architecture includes:

[0007] Based on different drive motor torques corresponding to different set drive motor speeds, a theoretical calculation operating point of the drive motor is set, and the drive motor efficiency corresponding to each theoretical calculation operating point is calculated;

[0008] The maximum shift speed of the drive motor in gear I and the minimum shift speed of gear II are set, and based on the set theoretical calculation operating point and shift speed, the drive motor working efficiency optimization calculation is performed to obtain the optimal shift point;

[0009] A control strategy model and a vehicle physical model are built, and the calculated optimal shift point is simulated and verified in combination with the built control strategy model and vehicle physical model.

[0010] In combination with the first aspect, in one implementation, the setting of the theoretical calculation operating point of the drive motor based on different drive motor torques corresponding to different drive motor speeds specifically includes:

[0011] The starting driving motor speed is set, and the speed is increased according to the set step length until the vehicle speed corresponding to the increased driving motor speed is greater than the set vehicle speed, then the increase is stopped, and multiple driving motor speeds are obtained;

[0012] Divide the peak torque of the drive motor into a set number of parts to obtain multiple drive motor torques;

[0013] Based on different drive motor speeds and different drive motor torques, theoretical calculation operating points of multiple drive motors are constructed.

[0014] In combination with the first aspect, in one implementation, the calculation to obtain the drive motor efficiency corresponding to each theoretical calculation operating point specifically includes:

[0015] Interpolation calculation is performed based on the drive motor MAP data to obtain the drive motor efficiency corresponding to each theoretical calculation operating point.

[0016] In combination with the first aspect, in one implementation manner, the corresponding relationship between the driving motor speed and the vehicle speed is specifically calculated as follows:

[0017]

[0018] Where V represents the vehicle speed, n mg2 represents the speed of the driving motor, r represents the rolling radius of the wheel, i 主减 Indicates the transmission ratio of the main reducer, i 速比 Indicates the hybrid powertrain gear ratio.

[0019] In combination with the first aspect, in one implementation, setting the maximum shift speed of the drive motor in gear I and the minimum shift speed of the drive motor in gear II specifically includes:

[0020] The maximum shift speed of the drive motor in gear I is set, and the minimum shift speed of gear II is determined according to the set maximum shift speed of gear I;

[0021] The maximum shift speed of the first gear is adjusted according to a preset step length to obtain a plurality of interrelated maximum shift speeds of the first gear and minimum shift speeds of the second gear;

[0022] Among them, the corresponding relationship between the maximum shift speed of gear Ⅰ and the minimum shift speed of gear Ⅱ is:

[0023] X2=X1 / i1*i2

[0024] Among them, X2 represents the minimum shift speed of gear II, X1 represents the maximum shift speed of gear I, i1 represents the transmission ratio of gear I of the hybrid powertrain, and i2 represents the transmission ratio of gear II of the hybrid powertrain.

[0025] In combination with the first aspect, in one implementation, the step of performing optimal calculation of the working efficiency of the drive motor based on the set theoretical calculation operating point and the shift speed to obtain the optimal shift point specifically includes:

[0026] Select the maximum shift speed of gear I and the corresponding minimum shift speed of gear II in turn, and calculate the drive motor efficiency of the corresponding theoretical calculation operating point under the current maximum shift speed of gear I and the minimum shift speed of gear II;

[0027] Determine the average efficiency of the drive motor at the current maximum shift speed of gear I and the minimum shift speed of gear II according to the obtained multiple drive motor efficiencies at the current maximum shift speed of gear I and the minimum shift speed of gear II;

[0028] Based on the maximum shift speed of gear I and the minimum shift speed of gear II corresponding to the maximum value of the average efficiency of the drive motor, the optimal shift point is determined, and the drive motor speed and the corresponding vehicle speed at the optimal shift point are obtained.

[0029] In combination with the first aspect, in one implementation,

[0030] The control strategy model is built based on Simulink, and the vehicle physical model is built based on Cruise;

[0031] The control strategy model includes a signal input module, a pre-processing module, a Simulink control algorithm module, and a signal output module;

[0032] The vehicle physical model is used to call the simulated drive motor speed and drive motor torque under the CHTC condition to calculate the drive motor efficiency.

[0033] In combination with the first aspect, in one implementation,

[0034] The signal input module is used to receive the calculation results of the vehicle physical model, and transfer the received calculation results to the signal input module or the matlab workspace to provide input for the next simulation calculation;

[0035] The signal input module includes a driver request module, a transmission control unit module, an electronic brake system module, a battery management system module, an engine management module, and a motor control unit module.

[0036] In combination with the first aspect, in one implementation,

[0037] The pre-processing module is used to convert the units of the data of the signal input module so that the variable units of the control strategy model and the vehicle physical model are consistent;

[0038] The Simulink control algorithm module is used to transfer the Data_Bus signal of the pre-processing module to the management module, output the pow_management signal, the state_arbitrated signal, the mode signal, and the data_bus_all signal, and generate the output bus signal based on the pow_management signal, the state_arbitrated signal, the mode signal, and the data_bus_all signal through the bus creation module;

[0039] The signal output module is used to receive output bus signals from the management module, and the output bus signals include engine torque request, engine speed, ISG motor required torque, ISG motor speed, brake pressure, clutch engagement state, driver torque request, current vehicle speed, transmission gear, and driving mode.

[0040] In a second aspect, an embodiment of the present application provides a TCU shift control device based on a PS two-speed power split architecture, wherein the TCU shift control device based on the PS two-speed power split architecture comprises:

[0041] A setting module, which is used to set the theoretical calculation operating point of the drive motor based on different drive motor torques corresponding to different drive motor speeds, and calculate the drive motor efficiency corresponding to each theoretical calculation operating point;

[0042] The optimization module is used to set the maximum shift speed of the drive motor in gear I and the minimum shift speed of gear II, and based on the set theoretical calculation operating point and shift speed, perform optimization calculation on the drive motor working efficiency to obtain the optimal shift point;

[0043] The simulation module is used to build a control strategy model and a vehicle physical model, and to simulate and verify the calculated optimal shift point in combination with the built control strategy model and the vehicle physical model.

[0044] The beneficial effects brought by the technical solution provided in the embodiments of the present application include:

[0045] Based on the different drive motor torques corresponding to the set different drive motor speeds, the theoretical calculation operating points of the drive motor are set, and the drive motor efficiency corresponding to each theoretical calculation operating point is calculated. Then, the maximum shift speed of the drive motor in gear I and the minimum shift speed in gear II are set. Based on the set theoretical calculation operating points and shift speeds, the drive motor working efficiency is optimized and calculated to obtain the optimal shift point. Then, a control strategy model and a vehicle physical model are built, and the calculated optimal shift point is simulated and verified in combination with the built control strategy model and the vehicle physical model. An economical shift strategy is used to set the appropriate shift speed, thereby ensuring both the basic power requirements of the vehicle and the economy of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0046] Figure 1 This is a flow chart of a TCU shift control method based on a PS two-speed power split architecture in this application;

[0047] Figure 2 This is a functional module diagram of the TCU shift control device based on the PS two-speed power split architecture of this application;

[0048] Figure 3 This is a schematic diagram of the hardware structure of the TCU shift control device based on the PS two-speed power split architecture of this application. DETAILED DESCRIPTION

[0049] In order to enable those skilled in the art to better understand the solution of the present application, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0050] In order to make the objectives, technical solutions and advantages of the present application clearer, the implementation methods of the present application will be further described in detail below with reference to the accompanying drawings.

[0051] On the first aspect, the embodiment of the present application provides a TCU shift control method based on the PS two-speed power split architecture to ensure that the drive motor works more in the high-efficiency range to improve the economy of the whole vehicle. The PS architecture and the drive motor MAP (map) data are used to establish a shift speed optimization calculation method, and an economical shift strategy is proposed. A reasonable shift speed setting is adopted to ensure both the basic power requirements of the whole vehicle and the economy of the vehicle. PS, that is, the PS motor architecture, is a motor architecture designed based on a dual-clutch transmission. TCU, the full name of which is Transmission Control Unit, is an automatic transmission control unit.

[0052] In one embodiment, referring to Figure 1 , Figure 1 Schematic diagram of the process of the TCU shift control method based on the PS two-speed power split architecture of this application. Figure 1 As shown, the TCU shift control method based on the PS two-speed power split architecture includes:

[0053] S1: based on different drive motor torques corresponding to different set drive motor speeds, set the theoretical calculation operating point of the drive motor, and calculate the drive motor efficiency corresponding to each theoretical calculation operating point;

[0054] S2: setting the maximum shift speed of the drive motor in gear I and the minimum shift speed of gear II, and based on the set theoretical calculation operating point and shift speed, performing optimization calculation on the drive motor working efficiency to obtain the optimal shift point;

[0055] S3: Build a control strategy model and a vehicle physical model, and perform simulation verification on the calculated optimal shift point in combination with the built control strategy model and the vehicle physical model.

[0056] That is, for the TCU shift control method based on the PS two-speed power split architecture of the present application, it is mainly divided into two parts. The first part is to optimize the shift point by theoretical calculation, and the second part is to build a simulation model to verify whether the shift point is optimal.

[0057] Furthermore, in one embodiment, the theoretical calculation operating point of the drive motor is set based on different drive motor torques corresponding to different drive motor speeds, specifically including:

[0058] S101: setting a starting driving motor speed, and increasing it according to a set step length until the vehicle speed corresponding to the increased driving motor speed is greater than the set vehicle speed, then stopping the increasing, and obtaining a plurality of driving motor speeds;

[0059] S102: Divide the peak torque of the driving motor into a set number of parts to obtain a plurality of driving motor torques;

[0060] S103: constructing theoretical calculation operating points of a plurality of drive motors based on different drive motor speeds and different drive motor torques.

[0061] Specifically, the external characteristics of the drive motor are used for point selection calculation. First, the theoretical calculation operating point of the drive motor needs to be set. In actual applications, for the drive motor speed, the drive motor speed starts at 500 rpm and increases in steps of 500 rpm until the vehicle speed corresponding to the increased drive motor speed is greater than 120 km / h, then the increase is stopped to obtain multiple drive motor speeds; for the drive motor torque, the peak torque of the drive motor is divided into 10 equal parts, and the point power is selected not to exceed the peak torque of the drive motor to obtain multiple drive motor torques. Then, based on the obtained multiple drive motor speeds and multiple drive motor torques, the theoretical calculation operating point of the drive motor is set, as shown in Table 1 below.

[0062] Table 1

[0063]

[0064] In Table 1, A represents the speed of the drive motor, B represents the torque of the drive motor, and C represents the theoretical calculation operating points set.

[0065] In the present application, the drive motor efficiency corresponding to each theoretical calculation operating point is calculated, specifically including: performing interpolation calculation based on the drive motor MAP data to obtain the drive motor efficiency corresponding to each theoretical calculation operating point. That is, according to the drive motor MAP data, the drive motor efficiency under different drive motor speeds and drive motor torques can be obtained.

[0066] In this application, the specific calculation method for the corresponding relationship between the driving motor speed and the vehicle speed is:

[0067]

[0068] Where V represents the vehicle speed, n mg2 represents the speed of the driving motor, r represents the rolling radius of the wheel, i 主减 Indicates the transmission ratio of the main reducer, i 速比 Indicates the hybrid powertrain gear ratio.

[0069] That is, based on the PS architecture, the engine output speed and output shaft speed are completely decoupled, and the vehicle speed is determined by the output speed of the drive motor. The above-mentioned known fact is obtained, and it can be known that the shift speed of the drive motor determines the shift speed of the whole vehicle. Therefore, the concept of different shift speeds of the drive motor → different shift speeds of the whole vehicle is established; for the drive motor: different shift speeds of the drive motor → different working points of the drive motor → different working efficiency of the drive motor. From the above PS architecture decoupling and the characteristics of the drive motor, it can be known that changing the shift speed of the drive motor will affect the working efficiency of the drive motor and thus affect the economy of the whole vehicle.

[0070] Further, in one embodiment, setting the maximum shift speed of the drive motor in gear I and the minimum shift speed of the drive motor in gear II specifically includes:

[0071] S201: setting a maximum shift speed of the first gear of the driving motor, and determining a minimum shift speed of the second gear according to the set maximum shift speed of the first gear;

[0072] S202: adjusting the maximum shift speed of the first gear according to a preset step length to obtain a plurality of interrelated maximum shift speeds of the first gear and minimum shift speeds of the second gear;

[0073] Among them, the corresponding relationship between the maximum shift speed of gear Ⅰ and the minimum shift speed of gear Ⅱ is:

[0074] X2=X1 / i1*i2

[0075] Among them, X2 represents the minimum shift speed of gear II, X1 represents the maximum shift speed of gear I, i1 represents the transmission ratio of gear I of the hybrid powertrain, and i2 represents the transmission ratio of gear II of the hybrid powertrain.

[0076] Since there is a correlation between the minimum shift speed of gear II and the maximum shift speed of gear I, the minimum shift speed of gear II can be determined by determining the maximum shift speed of gear I. For the initial maximum shift speed of gear I, multiple maximum shift speeds of gear I can be obtained by adjusting it in steps of 100 rpm, and multiple associated minimum shift speeds of gear II can be obtained. At the same time, adjusting the maximum shift speed of gear I in steps of 100 rpm can control the drive motor to work in different high-efficiency zones, and the more high-efficiency zones X1-X2 wraps, the higher the working efficiency of the drive motor.

[0077] Furthermore, in one embodiment, based on the set theoretical calculation operating point and the shift speed, the drive motor working efficiency optimization calculation is performed to obtain the optimal shift point, specifically including:

[0078] S211: selecting the maximum shift speed of gear I and the corresponding minimum shift speed of gear II in sequence, and calculating the drive motor efficiency of the corresponding theoretical calculation operating point under the current maximum shift speed of gear I and the minimum shift speed of gear II;

[0079] S212: determining an average efficiency of the drive motor at the current maximum shift speed of gear I and the current minimum shift speed of gear II according to the obtained multiple drive motor efficiencies at the current maximum shift speed of gear I and the current minimum shift speed of gear II;

[0080] That is, each time a maximum shift speed of gear I and a corresponding minimum shift speed of gear II are selected, and then the shift speed is used as a reference to calculate the efficiency of the drive motor at the corresponding theoretical calculation operating point, and multiple drive motor efficiencies are obtained, and the average value is calculated, and the average value is used as the average efficiency of the drive motor under the current maximum shift speed of gear I and the minimum shift speed of gear II;

[0081] S213: Determine an optimal shift point based on the maximum shift speed of gear I and the minimum shift speed of gear II corresponding to the maximum value of the average efficiency of the drive motor, and obtain the drive motor speed and the corresponding vehicle speed at the optimal shift point.

[0082] Specifically, for the obtained multiple average efficiencies of the drive motors, the maximum value is selected, and the optimal shift point is determined according to the maximum shift speed of the I gear and the minimum shift speed of the II gear corresponding to the maximum average efficiency of the drive motor, thereby determining the drive motor speed and the corresponding vehicle speed. In actual applications, after completing the calculation of all set shift points, it can be concluded that the drive motor speed of the optimal shift point is 6300rpm, the corresponding vehicle speed, that is, the shift speed is 41.64km / h, and the average efficiency of the drive motor is 93.85%.

[0083] After determining the optimal shift point, a simulation model is built to verify the above calculation results to verify whether the optimal shift point is really the optimal one. In this application, a control strategy model is built with the gear judgment module as the core, and a vehicle physical model is built with the engine, hybrid assembly, power battery and other components as the core.

[0084] In this application, the control strategy model is built based on Simulink, and the vehicle physical model is built based on Cruise; Simulink is a visual simulation tool, and Cruise is a hybrid vehicle simulation tool.

[0085] The control strategy model includes a signal input module, a pre-processing module, a Simulink control algorithm module, and a signal output module; the vehicle physical model is used to call the simulated drive motor speed and drive motor torque under the CHTC condition (commercial vehicle driving condition) to calculate the drive motor efficiency.

[0086] The signal input module is used to receive the calculation results of the vehicle physical model, and transmit the received calculation results to the signal input module or matlab (a mathematical software) workspace to provide input for the next simulation calculation.

[0087] The signal input module includes a driver request module, a transmission control unit module, an electronic brake system module, a battery management system module, an engine management module, and a motor control unit module.

[0088] The pre-processing module is used to convert the units of the data of the signal input module so that the variable units of the control strategy model and the vehicle physical model are consistent; the Simulink control algorithm module is used to transfer the Data_Bus (data bus) signal of the pre-processing module to the management module (management module), and output pow_management (energy management) signal, state_arbitrated (state judgment) signal, mode (mode) signal, data_bus_all (all data buses) signal, and generate the output bus signal based on the pow_management signal, state_arbitrated signal, mode signal, data_bus_all signal and through the bus creation module.

[0089] The signal output module is used to receive output bus signals from the management module, and the output bus signals include engine torque request, engine speed, ISG (Integrated Starter Generator) motor required torque, ISG motor speed, brake pressure, clutch engagement status, driver torque request, current vehicle speed, transmission gear, and driving mode.

[0090] In actual applications, during simulation verification, the average efficiency of the drive motor was the highest at 90.17% when the gear shift speed was 41.64 km / h, which was consistent with the above theoretical calculation and analysis results.

[0091] For the TCU shift control method based on the PS two-speed power split architecture of the present application, economical constant speed shifting is adopted to improve the working efficiency of the drive motor and realize economical shifting. After the method of the present application is loaded on the actual vehicle, for the hybrid assembly, the average efficiency is 88.92%, and the high-efficiency area is greater than 85%, accounting for 73.28%; for the drive motor, the average efficiency is 90.17%, which is 0.47% higher than the original experience value constant speed shifting method, and the high-efficiency area is greater than 85%, accounting for 83.94%, which is 2.94% higher than the original experience value constant speed shifting method.

[0092] This application utilizes the characteristics of the AMT with a two-speed PS power split architecture of a hybrid powertrain, in which the gear shifting is controlled by the drive motor, the engine output speed is decoupled from the output speed, and the output speed is determined by the output speed of the drive motor. The research object is locked in as the drive motor, and the shifting strategy is optimized to improve the working efficiency of the drive motor and further improve the economy of the whole vehicle; the application utilizes the principle that different shifting speeds of the drive motor will make the drive motor work in different high-efficiency ranges, and combines the drive motor MAP data to establish theoretical calculation conditions to perform optimal calculation of the shift point; a Simulink and Cruise joint simulation model is established to simulate and verify the calculation results to prove the reliability of the research.

[0093] The TCU shift control method based on the PS two-speed power split architecture in the embodiment of the present application sets the theoretical calculation operating point of the drive motor based on different drive motor torques corresponding to different set drive motor speeds, and calculates the drive motor efficiency corresponding to each theoretical calculation operating point, then sets the maximum shift speed of the drive motor in gear I and the minimum shift speed of gear II, and based on the set theoretical calculation operating point and shift speed, performs optimization calculation of the drive motor working efficiency to obtain the optimal shift point, then builds a control strategy model and a physical model of the whole vehicle, and simulates and verifies the calculated optimal shift point in combination with the built control strategy model and the physical model of the whole vehicle, and adopts an economical shift strategy to set a suitable shift speed, thereby ensuring both the basic power requirements of the whole vehicle and the economy of the vehicle.

[0094] In a second aspect, an embodiment of the present application also provides a TCU shift control device based on a PS two-speed power split architecture.

[0095] In one embodiment, referring to Figure 2 , Figure 2 This is a functional module diagram of the TCU shift control device based on the PS two-speed power split architecture of this application. Figure 2 As shown, the TCU shift control device based on the PS two-speed power split architecture includes: a setting module, an optimization module, and a simulation module.

[0096] The setting module is used to set the theoretical calculation operating point of the drive motor based on the different drive motor torques corresponding to the set different drive motor speeds, and calculate the drive motor efficiency corresponding to each theoretical calculation operating point; the optimization module is used to set the maximum shift speed of the drive motor in gear I and the minimum shift speed of gear II, and based on the set theoretical calculation operating point and shift speed, perform optimization calculation of the drive motor working efficiency to obtain the optimal shift point; the simulation module is used to build a control strategy model and a vehicle physical model, and simulate and verify the calculated optimal shift point in combination with the built control strategy model and the vehicle physical model.

[0097] Among them, the functional implementation of each module in the above-mentioned TCU shift control device based on the PS two-speed power split architecture corresponds to the steps in the above-mentioned TCU shift control method embodiment based on the PS two-speed power split architecture, and its functions and implementation process will not be repeated here one by one.

[0098] On the third aspect, an embodiment of the present application provides a TCU shift control device based on a PS two-speed power split architecture. The TCU shift control device based on the PS two-speed power split architecture can be a personal computer (PC), a laptop computer, a server, or other device with data processing capabilities.

[0099] Reference Figure 3 , Figure 3 The hardware structure diagram of the TCU shift control device based on the PS two-speed power split architecture involved in the embodiment of the present application is shown in FIG. In the embodiment of the present application, the TCU shift control device based on the PS two-speed power split architecture may include a processor, a memory, a communication interface, and a communication bus.

[0100] The communication bus may be of any type and is used to interconnect the processor, the memory, and the communication interface.

[0101] The communication interface includes an input / output (I / O) interface, a physical interface, and a logical interface, etc., which are used to realize the interconnection of devices inside the TCU shift control device based on the PS two-speed power split architecture, and an interface for realizing the interconnection between the TCU shift control device based on the PS two-speed power split architecture and other devices (such as other computing devices or user devices). The physical interface can be an Ethernet interface, an optical fiber interface, an ATM interface, etc.; the user device can be a display (Display), a keyboard (Keyboard), etc.

[0102] The memory can be various types of storage media, such as random access memory (RAM), read-only memory (ROM), non-volatile RAM (NVRAM), flash memory, optical storage, hard disk, programmable ROM (PROM), erasable PROM (EPROM), electrically erasable PROM (EEPROM), etc.

[0103] The processor may be a general-purpose processor, which may call the TCU shift control program based on the PS two-speed power split architecture stored in the memory, and execute the TCU shift control method based on the PS two-speed power split architecture provided in the embodiment of the present application. For example, the general-purpose processor may be a central processing unit (CPU). The method executed when the TCU shift control program based on the PS two-speed power split architecture is called may refer to the various embodiments of the TCU shift control method based on the PS two-speed power split architecture of the present application, which will not be repeated here.

[0104] Those skilled in the art will understand that Figure 3 The hardware structure shown in the figure does not constitute a limitation on the present application, and may include more or less components than shown in the figure, or combine certain components, or arrange the components differently.

[0105] The terms "including" and "having" and any variations thereof in the specification and claims of this application and the above-mentioned drawings are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device that includes a series of steps or units is not limited to the listed steps or units, but optionally includes steps or units that are not listed, or optionally includes other steps or units inherent to these processes, methods, products or devices. The terms "first", "second" and "third" are used to distinguish different objects, etc., and do not represent a sequence, nor do they limit "first", "second" and "third" to different types.

[0106] In the description of the embodiments of the present application, "exemplary", "for example" or "for example" are used to indicate examples, illustrations or descriptions. Any embodiment or design described as "exemplary", "for example" or "for example" in the embodiments of the present application should not be interpreted as being more preferred or more advantageous than other embodiments or designs. Specifically, the use of words such as "exemplary", "for example" or "for example" is intended to present related concepts in a specific way.

[0107] In the description of the embodiments of the present application, unless otherwise specified, “ / ” means or, for example, A / B can mean A or B; the “and / or” in the text is merely a description of the association relationship of associated objects, indicating that three relationships may exist, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, “multiple” refers to two or more than two.

[0108] In some processes described in the embodiments of the present application, multiple operations or steps that appear in a specific order are included, but it should be understood that these operations or steps may not be executed in the order in which they appear in the embodiments of the present application or in parallel, and the sequence number of the operation is only used to distinguish the different operations, and the sequence number itself does not represent any execution order. In addition, these processes may include more or fewer operations, and these operations or steps may be executed in sequence or in parallel, and these operations or steps may be combined.

[0109] Through the description of the above implementation methods, those skilled in the art can clearly understand that the above-mentioned embodiment methods can be implemented by means of software plus a necessary general hardware platform, and of course by hardware, but in many cases the former is a better implementation method. Based on such an understanding, the technical solution of the present application is essentially or the part that contributes to the prior art can be embodied in the form of a software product, which is stored in a storage medium (such as ROM / RAM, disk, CD) as described above, and includes a number of instructions for a terminal device to execute the methods described in each embodiment of the present application.

[0110] The above are only preferred embodiments of the present application, and are not intended to limit the patent scope of the present application. Any equivalent structure or equivalent process transformation made using the contents of the present application specification and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present application.

Claims

1. A TCU shift control method based on a PS two-speed power split architecture, characterized in that: The TCU shift control method based on the PS two-speed power split architecture includes: Based on different drive motor torques corresponding to different set drive motor speeds, a theoretical calculation operating point of the drive motor is set, and the drive motor efficiency corresponding to each theoretical calculation operating point is calculated; The maximum shift speed of the drive motor in gear I and the minimum shift speed of gear II are set, and based on the set theoretical calculation operating point and shift speed, the drive motor working efficiency optimization calculation is performed to obtain the optimal shift point; A control strategy model and a vehicle physical model are built, and the calculated optimal shift point is simulated and verified in combination with the built control strategy model and vehicle physical model.

2. A TCU shift control method based on a PS two-speed power split architecture as claimed in claim 1, characterized in that: The setting of the theoretical calculation operating point of the drive motor based on different drive motor torques corresponding to different drive motor speeds specifically includes: The starting driving motor speed is set, and the speed is increased according to the set step length until the vehicle speed corresponding to the increased driving motor speed is greater than the set vehicle speed, then the increase is stopped, and multiple driving motor speeds are obtained; Divide the peak torque of the drive motor into a set number of parts to obtain multiple drive motor torques; Based on different drive motor speeds and different drive motor torques, theoretical calculation operating points of multiple drive motors are constructed.

3. A TCU shift control method based on a PS two-speed power split architecture as claimed in claim 2, characterized in that: The calculation to obtain the drive motor efficiency corresponding to each theoretical calculation operating point specifically includes: Interpolation calculation is performed based on the drive motor MAP data to obtain the drive motor efficiency corresponding to each theoretical calculation operating point.

4. A TCU shift control method based on a PS two-speed power split architecture as claimed in claim 2, characterized in that: For the corresponding relationship between the driving motor speed and the vehicle speed, the specific calculation method is: Where V represents the vehicle speed, n mg2 represents the speed of the driving motor, r represents the rolling radius of the wheel, i 主减 Indicates the transmission ratio of the main reducer, i 速比 Indicates the hybrid powertrain gear ratio.

5. A TCU shift control method based on a PS two-speed power split architecture as claimed in claim 1, characterized in that: The setting of the maximum shift speed of the drive motor in gear I and the minimum shift speed of the drive motor in gear II specifically includes: The maximum shift speed of the drive motor in gear I is set, and the minimum shift speed of gear II is determined according to the set maximum shift speed of gear I; The maximum shift speed of the first gear is adjusted according to a preset step length to obtain a plurality of interrelated maximum shift speeds of the first gear and minimum shift speeds of the second gear; Among them, the corresponding relationship between the maximum shift speed of gear Ⅰ and the minimum shift speed of gear Ⅱ is: X2=X1 / i1*i2 Among them, X2 represents the minimum shift speed of gear II, X1 represents the maximum shift speed of gear I, i1 represents the transmission ratio of gear I of the hybrid powertrain, and i2 represents the transmission ratio of gear II of the hybrid powertrain.

6. A TCU shift control method based on a PS two-speed power split architecture as claimed in claim 5, characterized in that: The method of performing optimal calculation of the working efficiency of the drive motor based on the set theoretical calculation operating point and the shift speed to obtain the optimal shift point specifically includes: Select the maximum shift speed of gear I and the corresponding minimum shift speed of gear II in turn, and calculate the drive motor efficiency of the corresponding theoretical calculation operating point under the current maximum shift speed of gear I and the minimum shift speed of gear II; Determine the average efficiency of the drive motor at the current maximum shift speed of gear I and the minimum shift speed of gear II according to the obtained multiple drive motor efficiencies at the current maximum shift speed of gear I and the minimum shift speed of gear II; Based on the maximum shift speed of gear I and the minimum shift speed of gear II corresponding to the maximum value of the average efficiency of the drive motor, the optimal shift point is determined, and the drive motor speed and the corresponding vehicle speed at the optimal shift point are obtained.

7. A TCU shift control method based on a PS two-speed power split architecture as claimed in claim 1, characterized in that: The control strategy model is built based on Simulink, and the vehicle physical model is built based on Cruise; The control strategy model includes a signal input module, a pre-processing module, a Simulink control algorithm module, and a signal output module; The vehicle physical model is used to call the simulated drive motor speed and drive motor torque under the CHTC working condition to calculate the drive motor efficiency.

8. A TCU shift control method based on a PS two-speed power split architecture as claimed in claim 7, characterized in that: The signal input module is used to receive the calculation results of the vehicle physical model, and transfer the received calculation results to the signal input module or the matlab workspace to provide input for the next simulation calculation; The signal input module includes a driver request module, a transmission control unit module, an electronic brake system module, a battery management system module, an engine management module, and a motor control unit module.

9. A TCU shift control method based on a PS two-speed power split architecture as claimed in claim 8, characterized in that: The pre-processing module is used to convert the units of the data of the signal input module so that the variable units of the control strategy model and the vehicle physical model are consistent; The Simulink control algorithm module is used to transfer the Data_Bus signal of the pre-processing module to the management module, output the pow_management signal, the state_arbitrated signal, the mode signal, and the data_bus_all signal, and generate the output bus signal based on the pow_management signal, the state_arbitrated signal, the mode signal, and the data_bus_all signal through the bus creation module; The signal output module is used to receive output bus signals from the management module, and the output bus signals include engine torque request, engine speed, ISG motor required torque, ISG motor speed, brake pressure, clutch engagement state, driver torque request, current vehicle speed, transmission gear, and driving mode.

10. A TCU shift control device based on a PS two-speed power split architecture, characterized in that: The TCU shift control device based on the PS two-speed power split architecture includes: A setting module, which is used to set the theoretical calculation operating point of the drive motor based on different drive motor torques corresponding to different drive motor speeds, and calculate the drive motor efficiency corresponding to each theoretical calculation operating point; The optimization module is used to set the maximum shift speed of the drive motor in gear I and the minimum shift speed of gear II, and based on the set theoretical calculation operating point and shift speed, perform optimization calculation on the drive motor working efficiency to obtain the optimal shift point; The simulation module is used to build a control strategy model and a vehicle physical model, and to simulate and verify the calculated optimal shift point in combination with the built control strategy model and the vehicle physical model.

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