Control method and device for oil pressure of transmission system, electronic equipment and storage medium

Abstract

The invention relates to a control method and device for the oil pressure of a transmission system, electronic equipment and a storage medium, and the method comprises the steps that the corresponding required main oil pressure is obtained based on the current running mode of an automobile; the actual main oil pressure and the self-adaptive oil pressure of the transmission system in the current mode are obtained, and the self-adaptive oil pressure is determined based on the average value of the actual main oil pressure and the required main oil pressure; determining target main oil pressure of the transmission system based on the required main oil pressure and the corresponding self-adaptive oil pressure; and outputting a corresponding control current signal based on the target main oil pressure to control the transmission system to output the target main oil pressure. Different required main oil pressure can be controlled to be output according to different operation modes and difference of component working states, and the problem that the required main oil pressure is responded in time due to the fact that the main oil pressure is too high and not enough is solved.

Description

Technical Field

[0001] The present application relates to the technical field of oil pressure control of automobile transmission systems, and in particular to a method, device, electronic device and storage medium for controlling oil pressure of a transmission system. Background Art

[0002] In different operating modes of the car, the working status of each component is different, so the transmission system needs to provide different main oil pressures (hereinafter referred to as main oil pressure). The oil pressure of the transmission system is generally controlled by a solenoid valve. The pressure-current characteristic parameters of the solenoid valve are tested and solidified during the development stage. However, the pressure-current characteristics of the solenoid valve of each gearbox in the transmission system are different. It is difficult to accurately cover or apply the solidified basic parameters to all gearboxes.

[0003] At present, commonly used adjustment methods include feedforward control and feedforward plus PID control (proportional-integral-derivative control). Feedforward control is to increase the safety compensation oil pressure on the basis of the demand pressure to obtain the target oil pressure. Among them, the safety compensation oil pressure needs to be larger to cover the pressure changes caused by component differences and changes in the characteristics of durable process components. Therefore, under the same working conditions, the feedforward control method requires a higher main oil pressure. Feedforward plus PID control is to increase the pressure of PID closed-loop control on the basis of the demand pressure, but PID control has hysteresis. In the scenario where the main oil pressure of the transmission system needs to quickly meet the demand main oil pressure, the main oil pressure output by the feedforward plus PID control is difficult to reach the target main oil pressure in time. Summary of the invention

[0004] In view of the above, it is necessary to provide a transmission system oil pressure control method, device, electronic equipment and storage medium, which can output different target main oil pressures according to the differentiated control of different operating modes and component working conditions, thereby reducing the problems of excessive main oil pressure and insufficient main oil pressure to respond to the required main oil pressure in a timely manner.

[0005] A first aspect of the present application provides a method for controlling the oil pressure of a transmission system, which is applied to an automobile, wherein the automobile includes multiple operating modes, and the control method includes: obtaining a corresponding required main oil pressure based on the current operating mode of the automobile; obtaining an actual main oil pressure and an adaptive oil pressure of the transmission system in the current mode, wherein the adaptive oil pressure is determined based on an average value of the actual main oil pressure and the required main oil pressure; determining a target main oil pressure of the transmission system based on the required main oil pressure and the corresponding adaptive oil pressure; and outputting a corresponding control current signal based on the target main oil pressure to control the transmission system to output the target main oil pressure.

[0006] In the first aspect of the present application, due to the differences in the working states of components of the automobile under different operating modes and under different operating modes, the required main oil pressure is different. The actual main oil pressure of the hydraulic system in the corresponding mode and the average value of the actual main oil pressure are obtained, and the adaptive oil pressure is determined based on the deviation between the average value of the actual main oil pressure and the required main oil pressure. The target main oil pressure that satisfies the differences in the working states of components under different operating modes and under different operating modes is output based on the adaptive oil pressure. This allows the actual main oil pressure to always be maintained near the required main oil pressure. There is no need to set the main oil pressure too high to cover the differences in the working states of components under different operating modes and under different operating modes, and closed-loop control is also not required. The adjusted main oil pressure value can be directly used for the next driving, which can reduce the problem of the main oil pressure not responding to the required main oil pressure in a timely manner.

[0007] In some embodiments, the adaptive oil pressure is determined based on an average value of the actual main oil pressure and a required main oil pressure, including: determining a step value based on a deviation between the average value of the actual main oil pressure and the required main oil pressure; and determining the sum of the previous adaptive oil pressure and the step value as the adaptive oil pressure.

[0008] In some embodiments, a target main oil pressure of the transmission is determined based on a required main oil pressure and a corresponding adaptive oil pressure, including: determining the sum of the required main oil pressure and the adaptive oil pressure as the target main oil pressure to control the deviation between the actual main oil pressure and the required main oil pressure to be less than a target deviation value.

[0009] In some embodiments, multiple operating modes include a first operating mode, and the control method further includes: after the current mode is the first operating mode and the first time the vehicle enters the first operating mode is greater than a first preset time, executing the step of obtaining the actual main oil pressure of the transmission system in the current mode; wherein the average value of the actual main oil pressure is the average value of the actual main oil pressure within a second time in the first operating mode, and the first time is greater than the second time.

[0010] In some embodiments, multiple operating modes include a second operating mode, and the control method further includes: when the current mode is the second operating mode, and the first time the vehicle enters the second operating mode is greater than a first preset time, and when the speed or speed change rate of the engine of the vehicle is within a preset range, executing the step of obtaining the actual main oil pressure of the transmission system in the current mode; wherein the average value of the actual main oil pressure is the average value of the actual main oil pressure within a second time in the second operating mode, and the first time is greater than the second time.

[0011] In some embodiments, a step value is determined based on a deviation between an average value of the actual main oil pressure and a required main oil pressure, including: when the deviation between the average value of the actual main oil pressure and the required main oil pressure is less than or equal to a first preset value, a first step value is determined; correspondingly, the sum of the previous adaptive oil pressure and the step value is determined as the adaptive oil pressure, including: the sum of the previous adaptive oil pressure and the first step value is determined as the adaptive oil pressure.

[0012] In some embodiments, a step value is determined based on a deviation between an average value of the actual main oil pressure and a required main oil pressure, including: when the deviation between the required main oil pressure and the average value is less than or equal to a second preset value, a second step value is determined; correspondingly, the sum of the previous adaptive oil pressure and the step value is determined as the adaptive oil pressure, including: the sum of the previous adaptive oil pressure and the second step value is determined as the adaptive oil pressure; wherein the absolute value of the second step value is smaller than the absolute value of the first step value.

[0013] In some embodiments, a step value is determined based on a deviation between an average value of the actual main oil pressure and a required main oil pressure, including: when the deviation between the required main oil pressure and the average value is less than or equal to a third preset value, a plurality of third step values ​​are determined; correspondingly, the sum of the previous adaptive oil pressure and the step value is determined as the adaptive oil pressure, including: the sum of the previous adaptive oil pressure and the third step value is determined as the adaptive oil pressure; wherein the absolute value of the third step value is smaller than the absolute value of the second step value.

[0014] In some embodiments, the first operating mode includes a pure electric mode, and the corresponding required main oil pressure is obtained based on the current operating mode of the vehicle, including: obtaining the required main oil pressure of the gearbox when the vehicle operates in pure electric mode, wherein the required main oil pressure in the pure electric mode is the main oil pressure required for lubrication and cooling of various components in the pure electric mode.

[0015] In some embodiments, the second operating mode includes a series mode, and the corresponding required main oil pressure is obtained based on the current operating mode of the vehicle, including: obtaining the required main oil pressure of the gearbox when the vehicle operates in the series mode, wherein the required oil pressure in the series mode is the main oil pressure required for lubrication and cooling of various components in the series mode.

[0016] In some embodiments, the second operating mode includes a first parallel mode, and the corresponding required main oil pressure is obtained based on the current operating mode of the vehicle, including: obtaining the required main oil pressure of the gearbox when the vehicle operates in the first parallel mode, wherein the required main oil pressure in the first parallel mode is the sum of the main oil pressure required for lubrication and cooling of various components in the first parallel mode and the main oil pressure required for the clutch operation of the gearbox.

[0017] In some embodiments, the second operating mode also includes a second parallel mode, and the corresponding required main oil pressure is obtained based on the current operating mode of the vehicle, including: obtaining the required main oil pressure of the gearbox when the vehicle operates in the second parallel mode, wherein the required main oil pressure in the second parallel mode is the sum of the main oil pressure required for lubrication and cooling of various components in the second parallel mode and the main oil pressure required for the clutch operation of the gearbox.

[0018] A second aspect of the present application provides a control device for the oil pressure of a transmission system, which is applied to an automobile. The automobile includes a sensor and a regulating valve. The sensor is used to sense the actual main oil pressure of the main oil circuit of the transmission system. The regulating valve is used to adjust the main oil pressure of the transmission system based on a corresponding control current signal. The automobile includes multiple operating modes. The control device is configured to: obtain the corresponding required main oil pressure based on the current operating mode of the automobile; obtain the actual main oil pressure of the transmission system in the current mode through the sensor; determine an adaptive oil pressure based on an average value of the corresponding actual main oil pressure and the required main oil pressure; determine a target main oil pressure of the transmission system based on the required main oil pressure and the corresponding adaptive oil pressure; and output a corresponding control current signal to the regulating valve based on the target main oil pressure, so that the transmission system outputs the target main oil pressure.

[0019] A third aspect of the present application provides an electronic device, which includes a memory and a processor. The memory stores a computer program, and when the processor executes the computer program, a method for controlling the oil pressure of a transmission system of any embodiment of the present application is implemented.

[0020] A fourth aspect of the present application provides a computer-readable storage medium, which stores a computer program. When the computer program is executed by a processor, the method for controlling the oil pressure of a transmission system of any embodiment of the present application is implemented. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 It is a flow chart of a method for controlling oil pressure of a transmission system according to an embodiment of the present application.

[0022] Figure 2 It is a schematic diagram of the required main oil pressure of the automobile in each mode and the mode switching process according to the embodiment of the present application.

[0023] Figure 3 It is a schematic diagram of the required main oil pressure in the transition state when the automobile of the embodiment of the present application switches from the series mode to the parallel mode.

[0024] Figure 4 It is a schematic diagram of the required main oil pressure in the transition state when the automobile of the embodiment of the present application switches from parallel mode to series mode.

[0025] Figure 5 It is a schematic diagram of the required main oil pressure during different gear switching processes of the automobile in the parallel mode of the embodiment of the present application.

[0026] Figure 6 It is a schematic diagram of the time interval of the method for controlling the oil pressure of the transmission system according to an embodiment of the present application.

[0027] Figure 7 It is a sub-flowchart of step S200 in the method for controlling the oil pressure of the transmission system according to an embodiment of the present application.

[0028] Figure 8 It is a schematic diagram of the connection relationship between the transmission system oil pressure control device and various automobile accessories in an embodiment of the present application.

[0029] Main component symbols 10. Transmission system; 11. Sensor; 12. Control valve; 13. Control device; 14. Gearbox.

[0030] The following specific implementation methods will further illustrate the present application in conjunction with the above-mentioned drawings. DETAILED DESCRIPTION

[0031] In the description of the embodiments of the present application, words such as "exemplary", "or", "for example" and the like are used to indicate examples, illustrations or descriptions. Any embodiment or design described as "exemplary" 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", "or", "for example" and the like is intended to present related concepts in a concrete manner.

[0032] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as those generally understood by technicians in the technical field in this application. The terms used in the specification of this application are only for the purpose of describing specific embodiments and are not intended to limit this application. It should be understood that, unless otherwise specified in this application, " / " means or. For example, A / B can represent A or B. "And / or" in this application is only a description of the association relationship of associated objects, indicating that three relationships can exist. For example, A and / or B can represent: A exists alone, A and B exist at the same time, and B exists alone. "At least one" means one or more. "Multiple" means two or more than two. For example, at least one of a, b or c can represent: a, b, c, a and b, a and c, b and c, a, b and c seven situations.

[0033] It should also be noted that the terms "first" and "second" in the specification, claims and drawings of this application are used to distinguish similar objects, rather than to describe a specific order or sequence. The method disclosed in the embodiments of this application or the method shown in the flowchart includes one or more steps for implementing the method. Without departing from the scope of the claims, the execution order of multiple steps can be interchanged with each other, and some steps can also be deleted.

[0034] Compared with traditional vehicles, hybrid vehicles (hereinafter referred to as "vehicles") have different working modes, with new pure electric mode and series mode. In addition, the switch between series mode and parallel mode and the switch between different gears in parallel mode do not use clutch sliding to shift gears. In order to reduce costs, the series-parallel hybrid vehicle cancels the clutch pressure sensor and clutch outlet oil temperature sensor, and the clutch material is non-slip material, and adds the main oil circuit pressure sensor as the only pressure sensor to detect the hydraulic system pressure.

[0035] In different operating modes of the car, the working state of each component is different, so the transmission system needs to provide different main oil pressure. In pure electric mode, the main oil pressure mainly provides lubrication and cooling for the hybrid system. In series mode, more components are involved in the work, and a higher main oil pressure is required than in pure electric mode. In parallel mode and when switching the clutch between different modes, a higher main oil pressure is required than in series mode to ensure that the clutch does not slip. If the main oil pressure provided by the hydraulic system is too low and cannot meet the pressure requirements of the system, it will cause the component temperature to be too high and the power to be reduced, and the clutch will not work. If the main oil pressure is too high, the oil pump may whine, that is, NVH (the abbreviation of the first letters of Noise, Vibration and Harshness, which is a general term for various indicators such as automobile noise, vibration and comfort) will deteriorate. At the same time, the oil pump will cause mechanical losses to increase, efficiency to be low, energy consumption to be high, and economy to deteriorate due to excessive oil pressure. In addition, the car needs to reflect the quiet performance of pure electric vehicles, so it is necessary to control the main oil pressure within the optimal range according to the different requirements of the hybrid system.

[0036] The oil pressure of the transmission system is generally controlled by a solenoid valve. The pressure-current characteristic parameters of the solenoid valve have been tested and solidified during the development stage. However, the pressure-current characteristics of the solenoid valve in each gearbox in the transmission system are different. The solidified basic parameters are difficult to accurately cover all gearboxes. Under the same current, the main oil pressure will have a certain deviation. On the other hand, during the use of the car, there will be an increase in oil contaminants, mechanical loss of the valve body, and changes in the pressure-current characteristics of the solenoid valve, which may also cause the main oil pressure to be low under the same current.

[0037] The adaptive control of the main oil pressure of traditional car transmissions requires additional manufacturing conditions and the use of clutch pressure sensors to adapt the main oil pressure. During the driving process, when the clutch is not working, the non-working clutch oil pressure is controlled, and the main oil pressure is adapted by measuring the non-working clutch pressure. Therefore, the conditions and working conditions of the adaptive control of the main oil pressure of traditional car transmissions are no longer applicable to automobiles. In different operating modes of the car, the working status of each component is different, so the transmission system needs to provide different main oil pressures. Common main oil pressure adjustment methods for automobiles include feedforward control and feedforward plus PID control.

[0038] Feedforward control is to increase the safety compensation oil pressure on the basis of the demand pressure to obtain the target oil pressure. Among them, the safety compensation oil pressure needs a larger value to cover the pressure changes caused by component differences and changes in the characteristics of components during the endurance process. Therefore, under the same working conditions, the feedforward control method requires a higher main oil pressure. For example, if the target oil pressure is 11bar (bar, a unit of pressure), the required main oil pressure is 10bar, and the safety compensation oil pressure is given at one time as 1bar, but the actual main oil pressure of 10bar can meet the demand. Therefore, the feedforward control method cannot be reversed and lacks flexibility. Excessive main oil pressure causes large mechanical losses and low efficiency of the motor pump and mechanical pump, and is prone to problems such as howling of the electronic pump and mechanical pump, and poor NVH.

[0039] Feedforward plus PID control increases the pressure of PID closed-loop control on the basis of the required pressure, without increasing the safety compensation pressure. However, PID control itself has hysteresis. In scenarios where oil pressure is required to quickly meet the required main oil pressure, such as switching from series mode to parallel mode, when the clutch needs to quickly build pressure, the main oil circuit needs to quickly build pressure. If the pressure is built up too slowly, the clutch oil pressure cannot be reached, that is, the main oil pressure is difficult to reach the required main oil pressure in time, and the response is slow, resulting in uneven mode switching, which will affect the driving experience of the car. In addition, the PID algorithm has no parameter memory function. When the current driving cycle and the next driving cycle encounter conditions that require the main oil pressure to be quickly established, the main oil pressure output by the feedforward plus PID control is also difficult to reach the required main oil pressure in time.

[0040] To this end, the embodiments of the present application provide a control method, a control device, an electronic device and a storage medium for the oil pressure of a transmission system. For the convenience of description, the control method of the oil pressure of a transmission system is referred to as "control method" or "method" hereinafter, and the control device may also be referred to as "device". The present application can output different target main oil pressures according to the differentiated control of different operating modes and component working states, thereby reducing the problems of excessive main oil pressure and insufficient main oil pressure to respond to the required main oil pressure in a timely manner. Some embodiments will be described below in conjunction with the accompanying drawings. The following embodiments and features in the embodiments may be combined with each other unless there is a conflict.

[0041] Figure 1It is a flow chart of a method for controlling oil pressure of a transmission system according to an embodiment of the present application.

[0042] The embodiment of the present application first provides a method for controlling the oil pressure of a transmission system, which is applied to the hydraulic system of an automobile. The automobile can be specifically a series-parallel configuration automobile, and the powertrain is equipped with a power battery, an engine, a generator, a drive motor, and a single-speed or multi-speed gearbox. The automobile of the embodiment of the present application can have three types: pure electric mode, series mode (or "extended range mode"), and parallel mode (or "hybrid mode"), wherein there can be multiple gears in the parallel mode. In the present application, the switching between the series mode and the parallel mode, and the switching between different gears in the parallel mode can be achieved by hydraulically controlling the combination of the engagement or disconnection of a single or multiple clutches. The switching between the series mode and the parallel mode, and the gear switching in the parallel mode are collectively referred to as mode switching. Among them, in the series mode, the clutch is disconnected, the engine speed and the vehicle speed are decoupled, in the parallel mode, the clutch is engaged, the engine speed and the vehicle speed are coupled, and when the gear is switched in the parallel mode, the clutch is disconnected during the switching process, which is the series mode. Therefore, the parallel mode gear switching process is the current gear of the parallel mode switching to the series mode, and then switching to the target gear of the parallel mode.

[0043] The oil pressure of the hydraulic system of the automobile in the embodiment of the present application is provided by an electronic pump and / or a mechanical pump. In the pure electric mode, the electronic pump works and the mechanical pump does not work. In the series and parallel modes, the mechanical pump works and the electronic pump may work or not work. The hydraulic system is equipped with a main oil circuit pressure sensor, a clutch-free pressure sensor and a clutch oil outlet temperature sensor.

[0044] See also Figure 1 As shown, the method for controlling the oil pressure of the transmission system of the embodiment of the present application may include: Step S100: Obtaining the corresponding required main oil pressure based on the current operating mode of the vehicle.

[0045] Among them, the operating mode in which the car works may include but is not limited to pure electric mode, series mode, parallel 1 gear mode (hereinafter referred to as the first parallel mode) and parallel 2 gear mode (hereinafter referred to as the second parallel mode). The pure electric mode is that the car uses the power battery to power the drive motor and provides driving power through the drive motor. The series mode is that the car uses the engine and generator to power the drive motor and provides driving power through the drive motor. The first parallel mode is that the car uses the engine, generator and drive motor to provide driving power, and the speed ratio of the engine to the wheel is the first speed ratio. The second parallel mode is that the car uses the engine, generator and drive motor to provide driving power, and the speed ratio of the engine to the wheel is the second speed ratio, and the first speed ratio is different from the second speed ratio.

[0046] Since in pure electric mode, the car uses a power battery to power the drive motor and provides driving power through the drive motor, and the engine and generator do not work, while in the series mode, the first parallel mode and the second parallel mode, the engine, the generator and the drive motor all participate in the work, so for the convenience of the mode, the pure electric mode can be divided into the first operating mode, and the series mode, the first parallel mode and the second parallel mode can be divided into the second operating mode. It can be understood that the mode division of the embodiment of the present application is not limited to this, and the mode division can also be customized based on other conditions, such as whether the engine participates in providing driving power.

[0047] The driving cycle of the embodiment of the present application is: pure electric mode, series mode, first parallel mode, second parallel mode, series mode, pure electric mode.

[0048] Figure 2 It is a schematic diagram of the required main oil pressure of the automobile in each mode and the mode switching process according to the embodiment of the present application.

[0049] In some embodiments, as described above, the first operating mode may include a pure electric mode, so step S100 may include: obtaining the required main oil pressure of the hydraulic system when the vehicle operates in the pure electric mode.

[0050] It can be understood that in pure electric mode, the drive motor is working, the engine and generator are not working, and the hydraulic system needs to establish a certain main oil pressure, such as Figure 2 As shown, the main oil pressure is usually low, which is sufficient to meet the lubrication and cooling requirements of some components when the vehicle is running in pure electric mode. That is, the required main oil pressure in pure electric mode is the main oil pressure required to meet the lubrication and cooling requirements of various components in pure electric mode. The main oil pressure required for lubrication and cooling of various components can usually be determined through pre-delivery tests such as bench tests.

[0051] In some embodiments, as described above, the second operating mode may include a series mode, so step S100 may include: obtaining a required main oil pressure of the hydraulic system when the vehicle operates in the series mode.

[0052] It can be understood that in series mode, in addition to the drive motor, the engine and generator also work, but the clutch does not work. Compared with the pure electric mode, more components need lubrication and cooling, such as Figure 2 As shown, the main oil pressure requirement is higher than that in pure electric mode. The working state of each component in the transition state from pure electric mode to series mode and from series mode to pure electric mode is the same as that in series mode, so the required main oil pressure is consistent with that in series mode. That is, the required main oil pressure in series mode is the main oil pressure required for lubrication and cooling of each component in series mode. The main oil pressure required for lubrication and cooling of each component can usually be determined through bench testing and other pre-shipment tests.

[0053] In parallel mode, the clutch works and the clutch cannot continue to slip. On the basis of ensuring lubrication and cooling of each component, the maximum combined torque of the engine and generator needs to be transmitted. Since there is no clutch pressure sensor, the difference in clutch solenoid valve samples and the attenuation of the endurance process need to be considered, and the clutch pressure needs to increase a certain safety compensation pressure. In addition, the main oil pressure needs to be higher than the clutch pressure by a certain value to prevent the clutch pressure from following the fluctuation when the main oil pressure fluctuates, causing the clutch to be unable to transmit the required torque.

[0054] Therefore, the required main oil pressure in parallel mode ( P PHEV ) can be: P PHEV= P iclu + P cluoffset + P offset1 (bar), where P iclu Parallel mode i The clutch transmits the pressure required for the maximum combined torque of the engine and generator. i =1, 2, 3…n, where n is a positive integer. P cluoffset The safety compensation pressure of the clutch needs to cover the pressure changes caused by the difference of clutch solenoid valve samples and the change of durability process characteristics. Generally, the threshold is set to 2bar; P offset1 In order to consider the safety compensation pressure of the main oil pressure fluctuation, the threshold is generally set to 1 bar.

[0055] In some embodiments, as described above, the second operating mode may include the first parallel mode, so step S100 may include: obtaining the required main oil pressure of the hydraulic system when the vehicle is operating in the first parallel mode. It can be understood that in the first parallel mode, in addition to the drive motor, the engine, the generator, and the clutch also work. Compared with the series mode, more components require lubrication and cooling, and the clutch engagement requires pressure, such as Figure 2 As shown, the main oil pressure requirement is higher than that in series mode. For example, the main oil pressure requirement is P PHEV= P 1clu +2+1 (bar), that is i =1 when main oil pressure is required.

[0056] In some embodiments, as described above, the second operating mode may also include a second parallel mode, so step S100 may include: obtaining the required main oil pressure of the hydraulic system when the vehicle is operating in the second parallel mode. It can be understood that in the second parallel mode, in addition to the drive motor, the engine, the generator, and the clutch also work. Compared with the series mode, the clutch engagement requires a higher pressure, such as Figure 2 As shown, the main oil pressure requirement is higher than that in series mode. For example, the main oil pressure requirement is P PHEV= P 2clu +2+1 (bar), that is i =2 when main oil pressure is required.

[0057] In addition, the parallel mode of the present application is not limited to the first parallel mode and the second parallel mode, that is, i =n.

[0058] Figure 3 It is a schematic diagram of the required main oil pressure in the transition state when the automobile of the embodiment of the present application switches from the series mode to the parallel mode. Figure 4 It is a schematic diagram of the required main oil pressure in the transition state when the automobile of the embodiment of the present application switches from parallel mode to series mode. Figure 5 It is a schematic diagram of the required main oil pressure during different gear switching processes of the automobile in the parallel mode of the embodiment of the present application.

[0059] The clutch is required when switching from series mode to parallel mode, when switching gears in parallel mode, and when switching from parallel mode to series mode. As mentioned above, the clutch is disengaged for series mode and engaged for parallel mode. Therefore, the main oil pressure required when switching from series mode to parallel mode, when switching gears in parallel mode, and when switching from parallel mode to series mode also needs to take into account the main oil pressure in the transition state.

[0060] The transition state of switching from series mode to parallel mode can be divided into two stages: speed regulation and clutch engagement, such as Figure 3 As shown, during the speed regulation stage, the clutch is only pre-filled with oil, the clutch is not engaged, and the main oil pressure is the required main oil pressure of the series mode. During the clutch engagement stage, the clutch begins to engage and the clutch works, and the main oil pressure is the required main oil pressure of the parallel mode.

[0061] During the switching process from parallel mode to series mode, the engines coordinate torque with each other. After the torque coordination is completed, the clutch releases pressure. During the whole process, the clutch works. Figure 4 As shown, the main oil pressure in the parallel mode switching series transition state is the required main oil pressure in the parallel mode.

[0062] The parallel mode gear switching process is to switch the current gear of the parallel mode to the series mode, and then switch from the series mode to the target gear of the parallel mode, for example, switching from the first parallel mode to the series mode, and then switching from the series mode to the second parallel mode. The parallel mode gear switching process can be divided into two stages, namely, switching from the parallel mode to the series mode and switching from the series mode to the parallel mode, such as Figure 5 As shown, the main oil pressure in the parallel mode switching series mode stage (torque coordination stage) is the main oil pressure in the above-mentioned parallel mode switching series transition state, that is, the required main oil pressure in the parallel mode, and the main oil pressure in the series mode switching parallel mode stage (speed regulation and clutch engagement stage) is the main oil pressure in the above-mentioned series mode switching parallel mode transition state.

[0063] Figure 6 It is a schematic diagram of the time interval of the method for controlling the oil pressure of the transmission system according to an embodiment of the present application. Figure 7 It is a sub-flowchart of step S200 in the method for controlling the oil pressure of the transmission system according to an embodiment of the present application.

[0064] The method for controlling the oil pressure of the transmission system of the embodiment of the present application may further include: Step S200: Obtain the actual main oil pressure and adaptive oil pressure of the transmission in the current mode.

[0065] The actual main oil pressure is the actual main oil pressure of the hydraulic system of the automobile in the embodiment of the present application when the automobile is driving. Due to various factors such as road conditions and operation mode switching, the actual main oil pressure fluctuates. Therefore, it is necessary to obtain multiple actual main oil pressures and calculate the average value of the actual main oil pressures to represent the actual main oil pressure under stable conditions. Figure 7 As shown, step S200 may include step S201: obtaining an average value of the actual main oil pressure of the transmission system in the current mode.

[0066] In some embodiments, obtaining the actual main oil pressure of the transmission system in the current mode may be: when the current mode is the first operating mode and the first time the vehicle enters the first operating mode is greater than the first preset time, executing the step of obtaining the actual main oil pressure of the transmission system in the current mode; wherein the average value of the actual main oil pressure is the average value of the actual main oil pressure in the second time in the first operating mode, and the first time is greater than the second time. Figure 6 As shown, the first preset time may be 3s (seconds), the first time may be 3s, 4s or 5s (seconds), the second time is after the first time, and the second time may be 1s, 1.5s or 2s.

[0067] In other embodiments, obtaining the actual main oil pressure of the transmission system in the current mode may be: when the current mode is the second operating mode, and the first time the vehicle enters the second operating mode is greater than the first preset time, and when the speed or speed change rate of the vehicle's engine is within a preset range, executing the step of obtaining the actual main oil pressure of the transmission system in the current mode; wherein the average value of the actual main oil pressure is the average value of the actual main oil pressure in the second time in the second operating mode, and the first time is greater than the second time. For example, Figure 6 As shown, the first preset time can be 3s (seconds), the first time can be 3s, 4s or 5s (seconds), the second time is after the first time, the second time can be 1s, 1.5s or 2s, the preset range of engine speed can be 1000rpm to 3000rpm (revolutions), and the preset range of engine speed change rate can be -500rpm / s to 500rpm / s (revolutions per second).

[0068] In addition, in the embodiment of the present application, step S200 may also include step S202: determining the step value of the adaptive oil pressure based on the deviation between the average value of the actual main oil pressure and the required main oil pressure, and step S203: determining the sum of the previous adaptive oil pressure and the current adaptive step value as the adaptive oil pressure.

[0069] Among them, the initial value of the adaptive oil pressure is 0bar. In addition, the difference between the required main oil pressure and the average value of the actual main oil pressure is greater than or equal to 0.2bar, and the step value (also called "step length") is a positive value. At this time, the actual main oil pressure is lower than the required main oil pressure, and the target main oil pressure needs to be increased. In addition, the difference between the required main oil pressure and the average value of the actual main oil pressure is less than -0.2bar, and the step value is a negative value. At this time, the actual main oil pressure is higher than the required main oil pressure, and the target main oil pressure needs to be lowered. The difference between the required main oil pressure and the average value of the actual main oil pressure is between [-0.20.2]bar, and the step value can be set to 0bar. At this time, the actual main oil pressure follows the required main oil pressure better.

[0070] In step S202, when the deviation between the average value of the actual main oil pressure and the required main oil pressure is less than or equal to the first preset value, the first step value is determined; correspondingly, step S203 may include: the sum of the previous adaptive oil pressure and the first step value is determined as the current adaptive oil pressure. For example, if the absolute value of the difference between the actual main oil pressure and the required main oil pressure is less than or equal to 2bar, that is, the first preset value is 2bar, then the first step value is determined to be 0.5bar or -0.5bar, the previous adaptive oil pressure is 0bar, then the current adaptive oil pressure is 0.5bar or -0.5bar, or the previous adaptive oil pressure is 0.5bar, then the current adaptive oil pressure is 1bar, the previous adaptive oil pressure is -0.5bar, then the current adaptive oil pressure is -1bar.

[0071] In step S202, when the deviation between the average value of the actual main oil pressure and the required main oil pressure is less than or equal to the second preset value, the second step value is determined; correspondingly, step S203 may include: determining the sum of the previous adaptive oil pressure and the second step value as the adaptive oil pressure. The absolute value of the second step value is less than the absolute value of the first step value. For example, if the absolute value of the difference between the actual main oil pressure and the required main oil pressure is less than or equal to 1 bar, that is, the second preset value is 1 bar, then the second step value is determined to be 0.3 bar or -0.3 bar, the previous adaptive oil pressure is 0 bar, then the current adaptive oil pressure is 0.3 bar or -0.3 bar, or the previous adaptive oil pressure is 0.5 bar, then the current adaptive oil pressure is 0.8 bar, the previous adaptive oil pressure is -0.5 bar, then the current adaptive oil pressure is -0.8 bar.

[0072] In step S202, when the deviation between the average value of the actual main oil pressure and the required main oil pressure is less than or equal to the third preset value, the third step value is determined; correspondingly, step S203 may include: determining the sum of the previous adaptive oil pressure and the third step value as the adaptive oil pressure. The absolute value of the third step value is less than the absolute value of the second step value. For example, if the absolute value of the difference between the actual main oil pressure and the required main oil pressure is less than or equal to 0.5 bar, that is, the third preset value is 0.5 bar, then the third step value is determined to be 0.2 bar or -0.2 bar, the previous adaptive oil pressure was 0 bar, then the current adaptive oil pressure is 0.2 bar or -0.2 bar; or the previous adaptive oil pressure was 0.3 bar, then the current adaptive oil pressure is 0.5 bar, the previous adaptive oil pressure was -0.3 bar, then the current adaptive oil pressure is -0.5 bar; or the previous adaptive oil pressure was 0.8 bar, then the current adaptive oil pressure is 1 bar, the previous adaptive oil pressure was -0.8 bar, then the current adaptive oil pressure is -1 bar.

[0073] In step S202, when the deviation between the average value of the actual main oil pressure and the required main oil pressure is less than or equal to the fourth preset value, the step value can be determined to be zero. For example, if the absolute value of the difference between the actual main oil pressure and the required main oil pressure is less than or equal to 0.2 bar, that is, the fourth preset value is 0.2 bar, then the step value is determined to be 0 bar.

[0074] In some embodiments, the step value determined according to the deviation between the average value of the actual main oil pressure and the required main oil pressure can be obtained by looking up a table. As shown in the following table: It should be noted that the embodiment of the present application determines the step value based on the deviation between the average value of the actual main oil pressure and the required main oil pressure and is not limited to that shown in Table 1. For example, the deviation between the average value of the actual main oil pressure and the required main oil pressure can also be compared with the fifth preset value (such as 1.5 bar) to determine the fifth step value (such as 0.4 bar), or can also be compared with the sixth preset value (such as 0.75 bar) to determine the sixth step value (such as 0.25 bar), or more.

[0075] In some embodiments, the deviation between the average value of the actual main oil pressure and the required main oil pressure is between a plurality of preset values, and the step value can be determined in a manner of approximation. For example, if the deviation between the average value of the actual main oil pressure and the required main oil pressure is between a first preset value and a second preset value, such as 1.8 bar, the step value can be determined to be 0.5 bar, or, if 1.2 bar, the step value can be determined to be 0.3 bar.

[0076] The method for controlling the oil pressure of the transmission system of the embodiment of the present application may further include: Step S300: Determine the target main oil pressure of the transmission system based on the required main oil pressure and the corresponding adaptive oil pressure.

[0077] The sum of the required main oil pressure and the adaptive oil pressure may be determined as the target main oil pressure, so that the deviation between the actual main oil pressure and the required main oil pressure is less than or equal to the target deviation value. For example, the target deviation value may be set to ±0.2 bar.

[0078] It can be understood that the increase or decrease is such that the deviation between the average value and the required main oil pressure is less than or equal to the target deviation value, that is, the actual main oil pressure is adjusted to the required main oil pressure within the range of ±0.2 bar by the step value, for example, the actual main oil pressure is controlled within ±0.2 bar of the required main oil pressure. In the embodiment of the present application, the actual main oil pressure control target (i.e., the target main oil pressure) can be equal to the required main oil pressure plus the adaptive main oil pressure, the adaptive main oil pressure can be obtained by the step value, and the current adaptive main oil pressure can be equal to the previous adaptive main oil pressure plus the step value.

[0079] When the deviation between the average value of the actual main oil pressure and the required main oil pressure is less than or equal to the first preset value, the target main oil pressure can be controlled to increase or decrease according to the first step value until the deviation between the actual main oil pressure and the required main oil pressure is less than the target deviation value. For example, if it is assumed that the actual main oil pressure is 9.1 bar, the required main oil pressure is 11 bar, and the absolute value of the difference between the actual main oil pressure and the required main oil pressure is less than 2 bar, then the first step value is determined to be 0.5 bar, and after the first adaptation of the target main oil pressure, the adaptive oil pressure is 0.5 bar, the bar target main oil pressure is 11+0.5 bar, and the actual main oil pressure is updated to 9.6 bar. According to the above approximation method, the step value of the next adaptive oil pressure can be determined to be 0.5 bar, and after the second adaptation of the target main oil pressure, the adaptive oil pressure is 0.5+0.5 bar, the target main oil pressure is 11+1 bar, and the actual main oil pressure is updated to 10.1 bar.

[0080] When the deviation between the average value of the actual main oil pressure and the required main oil pressure is less than or equal to the second preset value, the target main oil pressure is controlled to increase or decrease by the second step value until the deviation between the actual main oil pressure and the required main oil pressure is less than the target deviation value. For example, if it is assumed that the actual main oil pressure is 10.1 bar and the required main oil pressure is 11 bar, the absolute value of the difference between the actual main oil pressure and the required main oil pressure is less than 1 bar. At this time, the second step value is determined to be 0.3 bar. After the third adaptation of the target main oil pressure, the adaptive oil pressure is 1.3 bar, the target main oil pressure is 11+1.3 bar, and the actual main oil pressure is updated to 9.9 bar. According to the above approximation method, the step value of the next adaptive oil pressure can be determined to be 0.3 bar. After the fourth adaptation of the target main oil pressure, the adaptive oil pressure is 1.6 bar, the target main oil pressure is 11+1.6 bar, and the actual main oil pressure is updated to 10.2 bar. According to the above approximation method, the step value of the next adaptive oil pressure can be determined to be 0.3 bar. After the fifth adaptation of the target main oil pressure, the adaptive oil pressure is 1.9 bar, the target main oil pressure is 11+1.9 bar, and the actual main oil pressure is updated to 10.5 bar.

[0081] When the deviation between the average value of the actual main oil pressure and the required main oil pressure is less than or equal to the third preset value, the target main oil pressure is controlled to increase or decrease according to the third step value until the deviation between the actual main oil pressure and the required main oil pressure is less than the target deviation value. For example, if it is assumed that the actual main oil pressure is 10.5 bar, the required main oil pressure is 11 bar, and the absolute value of the difference between the actual main oil pressure and the required main oil pressure is less than 0.5 bar, then the third step value is determined to be 0.2 bar, and after the sixth self-adaptation of the target main oil pressure, the self-adaptive oil pressure is 2.1 bar, the target main oil pressure is 11+2.1 bar, and the actual main oil pressure is updated to 10.7 bar. According to the above approximation method, the step value of the next self-adaptive oil pressure can be determined to be 0.2 bar, and after the seventh self-adaptation of the target main oil pressure, the self-adaptive oil pressure is 2.3 bar, the target main oil pressure is 11+2.3 bar, and the actual main oil pressure is updated to 10.9 bar, and finally the deviation between the actual main oil pressure and the required main oil pressure is less than the target deviation value (±0.2 bar).

[0082] In some embodiments, step S300 may be completed within a second preset time, for example, Figure 6 As shown, the second preset time may be 1 s. The second preset time is the same as the second time, also called an adaptive interval, that is, step S200 and step S300 may be completed within the time of the adaptive interval.

[0083] Step S200 and step S300 can be referred to as the main oil pressure adaptive adjustment. As mentioned above, the first operating mode can include a pure electric mode. Therefore, it can be understood that the activation condition for the pure electric mode main oil pressure adaptation is: the current operating mode is a pure electric mode and the time to enter the pure electric mode is greater than or equal to a first preset time, such as 3s. This can reduce the series mode from entering the pure electric mode, and the main oil pressure is not yet stable, and adaptation may cause deviations. When the activation condition is not met or step S400 is executed after the second preset time, such as 1s, the main oil pressure adaptive adjustment of the pure electric mode is exited.

[0084] Similarly, the first operating mode may include a series mode, a first parallel mode, and a second parallel mode. Therefore, it can be understood that the activation conditions for the self-adaptation of the main oil pressure in the series mode, the first parallel mode, and the second parallel mode are: the current operating mode is the series mode, the first parallel mode, or the second parallel mode, and the time to enter the series mode, the first parallel mode, or the second parallel mode is greater than the first preset time, such as 3s, and the engine speed is stable, that is, the engine speed is within a certain range, such as 1000rpm to 3000rpm (revolutions), and / or the engine speed change rate is within a certain range, such as -500rpm / s to 500rpm / s (revolutions per second). In this way, the impact of the engine speed change on the main oil pressure can be reduced. When the activation condition is not met or step S300 is executed after the second preset time, such as 1s, the self-adaptive adjustment of the main oil pressure in the series mode, the first parallel mode, or the second parallel mode is exited. That is, in the embodiment of the present application, the activation conditions or exit conditions of the self-adaptation of the series mode, the first parallel mode, or the second parallel mode can be the same.

[0085] In addition, the automobile of the embodiment of the present application can perform adaptive adjustment of the main oil pressure according to step S300 in the pure electric mode, the series mode, the first parallel mode and the second parallel mode.

[0086] In some embodiments, the actual main oil pressure obtained after adjustment by the control method of the transmission system oil pressure of the embodiment of the present application can be directly stored in NVRAM (Non-Volatile Random Access Memory) and directly used when the car performs the next driving cycle. This can reduce the problem of insufficient timely adjustment of the main oil pressure caused by the hysteresis of PID control.

[0087] The method for controlling the oil pressure of the transmission system of the embodiment of the present application may further include: Step S400: Outputting a control current signal corresponding to the target main oil pressure to control the transmission system to output the target main oil pressure.

[0088] As described above, the transmission system oil pressure can be adjusted by a solenoid valve. Therefore, step S400 can be to output a corresponding control current signal to the solenoid valve, and then adjust the transmission system oil pressure through the solenoid valve to reach the target main oil pressure. The solenoid valve can adjust the transmission system oil pressure by looking up a pressure-current characteristic table.

[0089] Figure 8 It is a schematic diagram of the connection relationship between the transmission system oil pressure control device 13 and various accessories of the transmission system 10 according to an embodiment of the present application.

[0090] A second aspect of the present application provides a transmission system oil pressure control device 13, which is applied to an automobile, and the automobile includes multiple operating modes.

[0091] like Figure 8 As shown, the transmission system 10 may include a sensor 11, a regulating valve 12, and a control device 13. The control device 13 of the embodiment of the present application may be configured as follows: based on the current operating mode of the automobile, the corresponding required main oil pressure is obtained; the actual main oil pressure of the gearbox 14 in the transmission system 10 in the current mode is obtained through the sensor 11; the adaptive oil pressure is determined based on the average value of the corresponding actual main oil pressure and the required main oil pressure; the target main oil pressure of the gearbox 14 is determined based on the required main oil pressure and the corresponding adaptive oil pressure; and the corresponding control current signal is output to the regulating valve 12 based on the target main oil pressure, so that the gearbox 2 outputs the target main oil pressure.

[0092] In some embodiments, the sensor may include a main oil circuit sensor, through which the actual pressure of the main oil circuit of the gearbox 14 in the transmission system 10 (ie, the actual main oil pressure) can be obtained.

[0093] In some embodiments, the regulating valve 12 may include a main oil circuit regulating valve. The control device 13 may adjust the main oil circuit pressure of the transmission 14 based on the set target main oil pressure through the main oil circuit regulating valve, so that the main oil pressure of the transmission 14 meets the required main oil pressure under various working conditions.

[0094] The control device 13 of the embodiment of the present application can also be configured to execute the transmission system oil pressure control method of any of the above-mentioned embodiments to achieve control and adjustment of the target main oil pressure of the gearbox 14.

[0095] A third aspect of the present application provides an electronic device, which includes a memory and a processor. The memory stores a computer program, and when the processor executes the computer program, it implements the method for controlling the oil pressure of the transmission system of any of the above-mentioned embodiments.

[0096] In a fourth aspect, the present application provides a computer-readable storage medium, the storage medium stores a computer program, and when the computer program is executed by a processor, a control method for the oil pressure of a transmission system of any of the above embodiments is implemented. In summary, in the present application, due to the differentiation of the working state of components in different operating modes and different operating modes of the automobile, the required main oil pressure is different, by obtaining the actual main oil pressure of the hydraulic system in the corresponding mode and the average value of the actual main oil pressure, and determining the adaptive oil pressure based on the deviation between the average value of the actual main oil pressure and the required main oil pressure, based on the adaptive oil pressure corresponding output to meet the main oil pressure of the differentiation of the working state of components in different operating modes and different operating modes, thereby making the actual main oil pressure always able to be maintained near the required main oil pressure, there is no need to set the main oil pressure too high in order to cover the differentiation of the working state of components in different operating modes and different operating modes as in the existing method, and no closed-loop control is required at the same time, the adjusted main oil pressure value can be directly used for the next driving, which can reduce the problem that the main oil pressure is not able to respond to the required main oil pressure in a timely manner.

[0097] Finally, it should be noted that the above embodiments are only used to illustrate the technical solution of the present application and are not intended to limit it. Although the present application has been described in detail with reference to the preferred embodiments, a person of ordinary skill in the art should understand that the technical solution of the present application may be modified or replaced by equivalents without departing from the spirit and scope of the technical solution of the present application.

Claims

1. A method for controlling oil pressure of a transmission system, applied to an automobile, characterized in that: The automobile includes multiple operating modes, and the control method includes: Obtaining a corresponding required main oil pressure based on a current operating mode of the vehicle; Acquiring an actual main oil pressure and an adaptive oil pressure of the transmission system in a current mode, wherein the adaptive oil pressure is determined based on an average value of the actual main oil pressure and the required main oil pressure; determining a target main oil pressure of the transmission system based on the required main oil pressure and the corresponding adaptive oil pressure; A control current signal corresponding to the target main oil pressure output is output to control the transmission system to output the target main oil pressure.

2. The method for controlling the oil pressure of a transmission system according to claim 1, characterized in that: The adaptive oil pressure is determined based on an average value of the actual main oil pressure and the required main oil pressure, including: determining a step value based on a deviation between an average value of the actual main oil pressure and the required main oil pressure; The sum of the previous adaptive oil pressure and the step value is determined as the adaptive oil pressure.

3. The method for controlling the oil pressure of a transmission system according to claim 2, characterized in that: The determining the target main oil pressure of the transmission system based on the required main oil pressure and the corresponding adaptive oil pressure comprises: The sum of the required main oil pressure and the adaptive oil pressure is determined as the target main oil pressure, so as to control the deviation between the actual main oil pressure and the required main oil pressure to be smaller than a target deviation value.

4. The method for controlling the oil pressure of a transmission system according to claim 1, characterized in that: The plurality of operating modes include a first operating mode, and the control method further includes: When the current mode is the first operating mode and the first time the vehicle enters the first operating mode is greater than a first preset time, performing the step of obtaining the actual main oil pressure of the transmission system in the current mode; The average value of the actual main oil pressure is an average value of the actual main oil pressure within a second time under the first operating mode, and the first time is greater than the second time.

5. The method for controlling the oil pressure of a transmission system according to claim 1, characterized in that: The plurality of operating modes include a second operating mode, and the control method further includes: When the current mode is the second operating mode, and the first time the vehicle enters the second operating mode is greater than a first preset time, and when the speed or speed change rate of the engine of the vehicle is within a preset range, performing the step of obtaining the actual main oil pressure of the transmission system in the current mode; The average value of the actual main oil pressure is an average value of the actual main oil pressure within a second time under the second operating mode, and the first time is greater than the second time.

6. The method for controlling the oil pressure of a transmission system according to claim 2, characterized in that: The step value is determined based on the deviation between the average value of the actual main oil pressure and the required main oil pressure, comprising: When the deviation between the average value of the actual main oil pressure and the required main oil pressure is less than or equal to a first preset value, determining a first step value; Correspondingly, determining the sum of the previous adaptive oil pressure and the step value as the adaptive oil pressure includes: The sum of the previous adaptive oil pressure and the first step value is determined as the adaptive oil pressure.

7. The method for controlling the oil pressure of a transmission system according to claim 6, characterized in that: The step value is determined based on the deviation between the average value of the actual main oil pressure and the required main oil pressure, comprising: When the deviation between the required main oil pressure and the average value is less than or equal to a second preset value, determining a second step value; Correspondingly, determining the sum of the previous adaptive oil pressure and the step value as the adaptive oil pressure includes: Determine the sum of the previous adaptive oil pressure and the second step value as the adaptive oil pressure; The absolute value of the second step value is smaller than the absolute value of the first step value.

8. The method for controlling the oil pressure of a transmission system according to claim 7, characterized in that: The step value is determined based on the deviation between the average value of the actual main oil pressure and the required main oil pressure, comprising: When the deviation between the required main oil pressure and the average value is less than or equal to a third preset value, determining a plurality of third step values; Correspondingly, determining the sum of the previous adaptive oil pressure and the step value as the adaptive oil pressure includes: Determine the sum of the previous adaptive oil pressure and the third step value as the adaptive oil pressure; The absolute value of the third step value is smaller than the absolute value of the second step value.

9. The method for controlling the oil pressure of a transmission system according to claim 4, characterized in that: The first operating mode includes a pure electric mode, and the obtaining a corresponding required main oil pressure based on the current operating mode of the vehicle includes: Obtain the required main oil pressure of the transmission system when the automobile operates in the pure electric mode, wherein the required main oil pressure in the pure electric mode is the main oil pressure required for lubrication and cooling of various components in the pure electric mode.

10. The method for controlling the oil pressure of a transmission system according to claim 5, characterized in that: The second operating mode includes a series mode, and obtaining a corresponding required main oil pressure based on the current operating mode of the vehicle includes: The required main oil pressure of the transmission system when the automobile operates in the series mode is obtained, wherein the required main oil pressure in the series mode is the main oil pressure required for lubrication and cooling of various components in the series mode.

11. The method for controlling the oil pressure of a transmission system according to claim 5, characterized in that: The second operating mode includes the first parallel mode, and the obtaining the corresponding required main oil pressure based on the current operating mode of the vehicle includes: Obtain the required main oil pressure of the transmission system when the automobile operates in the first parallel mode, wherein the required main oil pressure in the first parallel mode is the sum of the main oil pressure required for lubrication and cooling of components in the first parallel mode and the main oil pressure required for the clutch operation of the transmission system.

12. The method for controlling the oil pressure of a transmission system according to claim 5, characterized in that: The second operating mode also includes a second parallel mode, and the obtaining of the corresponding required main oil pressure based on the current operating mode of the vehicle includes: Obtain the required main oil pressure of the transmission system when the automobile operates in the second parallel mode, wherein the required main oil pressure in the second parallel mode is the sum of the main oil pressure required for lubrication and cooling of components in the second parallel mode and the main oil pressure required for the clutch operation of the transmission system.

13. A transmission system oil pressure control device, applied to automobiles, characterized in that: The transmission system includes a sensor and a regulating valve, wherein the sensor is used to sense the actual main oil pressure of the main oil circuit of the transmission system, and the regulating valve is used to adjust the main oil pressure of the transmission system based on a corresponding control current signal. The automobile includes multiple operating modes. The control device is configured as follows: Obtaining a corresponding required main oil pressure based on a current operating mode of the vehicle; Acquiring the actual main oil pressure of the transmission system in the current mode through the sensor; determining an adaptive oil pressure based on a corresponding average value of the actual main oil pressure and the required main oil pressure; determining a target main oil pressure of the transmission system based on the required main oil pressure and the corresponding adaptive oil pressure; A corresponding control current signal is output to the regulating valve based on the target main oil pressure, so that the transmission system outputs the target main oil pressure.

14. An electronic device, characterized in that: The electronic device includes a memory and a processor, the memory stores a computer program, and the processor implements the transmission system oil pressure control method according to any one of claims 1 to 12 when executing the computer program.

15. A computer-readable storage medium storing a computer program, characterized in that: When the computer program is executed by a processor, the method for controlling the oil pressure of a transmission system according to any one of claims 1 to 12 is implemented.

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