Lubricating pump control method and device of hybrid transmission and vehicle

Abstract

The invention discloses a lubricating pump control method and device of a hybrid transmission and a vehicle, and belongs to the technical field of transmissions. Comprising the steps that the hybrid transmission can comprise a front axle motor and a lubricating pump, and under the condition that the front axle motor and / or an engine of a vehicle are / is in a working state, the first rotating speed of the lubricating pump is determined based on the current motor rotating speed of the front axle motor or the current engine rotating speed of the engine and the current transmission oil temperature; the lubricating pump is controlled to work at the first rotating speed; and under the condition that a gear shifting instruction is received, the lubricating pump is controlled to be reduced from the first rotating speed to the second rotating speed based on the current transmission oil temperature, and the second rotating speed is the rotating speed at which the dragging torque of the clutch is reduced after the lubricating pump sprays oil to the clutch at the current transmission oil temperature. In the gear shifting process, the rotating speed of the lubricating pump is reduced, so that the separation resistance between the clutch plates in the gear shifting process can be reduced, the gear shifting process is smoother, and then the abnormal sound problem of gear shifting is relieved.

Description

Technical Field

[0001] The present application relates to the technical field of transmissions, and in particular to a lubrication pump control method, device and vehicle for a hybrid transmission. Background Art

[0002] With the development of science and technology, hybrid technology is becoming more and more mature. As a key component of hybrid vehicles, the performance of hybrid transmissions is directly related to the power performance and fuel economy of the entire vehicle. However, the internal structure of the hybrid transmission is complex, and each gear, shaft gear, clutch plate and other components will generate high-intensity friction during operation, so that the hybrid transmission will also generate heat during operation. At present, by setting a lubrication pump in the hybrid transmission, the lubrication pump can transport lubricating oil to each gear, shaft gear, and clutch plate, thereby reducing the friction between the components and taking away the generated heat. Therefore, the lubrication pump is an indispensable and important component of the hybrid transmission.

[0003] In the related technology, when controlling the lubrication pump to deliver lubricating oil to the clutch plate and shaft teeth, the corresponding relationship between the vehicle speed, transmission oil temperature and lubrication pump speed is pre-set, and then the corresponding lubrication pump speed is determined according to the current vehicle speed and transmission oil temperature. Then, the lubrication pump is controlled to rotate to the corresponding speed, thereby achieving the delivery of lubricating liquid to other components such as the clutch plate and shaft teeth.

[0004] However, during the gear shifting process, if the oil temperature is low and the oil viscosity is high, this will increase the resistance to separation between the clutch plates, resulting in clutch drag problems and then abnormal gear shifting noise problems. Summary of the invention

[0005] The present application provides a hybrid transmission lubrication pump control method, device, vehicle and storage medium, which can reduce the speed of the lubrication pump during the gear shifting process, so that the drag torque of the clutch can be reduced after the lubrication pump sprays oil into the clutch, thereby reducing the resistance of the clutch plates to separate during the gear shifting process, so that the clutch plates can be easily separated during the gear shifting process, thereby making the gear shifting process smoother and reducing the problem of abnormal gear shifting noise. The technical solution includes the following contents.

[0006] In a first aspect, a method for controlling a lubrication pump of a hybrid transmission is provided, wherein the hybrid transmission includes a front axle motor and a lubrication pump, and the method includes:

[0007] When the front axle motor and / or the engine of the vehicle are in operation, based on a current motor speed of the front axle motor or a current engine speed of the engine and a current transmission oil temperature, determining a first speed of the lubrication pump, and controlling the lubrication pump to operate at the first speed;

[0008] Upon receiving a gearshift command, based on the current transmission oil temperature, control the lubrication pump to decrease from the first rotational speed to a second rotational speed, where the second rotational speed is the rotational speed at which the drag torque of the clutch decreases after the lubrication pump injects oil into the clutch at the current transmission oil temperature.

[0009] In the present application, when the front axle motor of the vehicle and / or the engine of the vehicle is in a working state, based on the current motor rotational speed of the front axle motor or the current engine rotational speed of the engine and the current transmission oil temperature, determine the first rotational speed of the lubrication pump. This is equivalent to being able to determine the rotational speed of the lubrication pump in different ways under different driving modes, so as to achieve refined determination of the rotational speed of the lubrication pump according to the driving mode. Then, monitor whether a gearshift command is received. Upon receiving the gearshift command, based on the current transmission oil temperature, control the lubrication pump to decrease from the first rotational speed to the second rotational speed. The second rotational speed is the rotational speed at which the drag torque of the clutch decreases after the lubrication pump injects oil into the clutch at the current transmission oil temperature, that is, when the lubrication pump rotates at the second rotational speed at the current transmission oil temperature, the drag torque of the clutch can decrease after injecting oil into the clutch. Thus, by reducing the rotational speed of the lubrication pump during the gearshift process, the drag torque of the clutch can decrease after the rotational speed of the lubrication pump is reduced and oil is injected into the clutch, thereby reducing the separation resistance between the clutch plates during the gearshift process, enabling the clutch plates to be easily separated during the gearshift process, and further making the gearshift process smoother and reducing the gearshift abnormal noise problem.

[0010] Optionally, the step of determining the first rotational speed of the lubrication pump based on the current motor rotational speed of the front axle motor or the current engine rotational speed of the engine and the current transmission oil temperature when the front axle motor of the vehicle and / or the engine of the vehicle is in a working state includes:

[0011] When the front axle motor is in a working state or both the front axle motor and the engine are in a working state, determine the first rotational speed based on the current transmission oil temperature and the current motor rotational speed;

[0012] When the engine is in a working state, determine the first rotational speed based on the current transmission oil temperature and the current engine rotational speed.

[0013] In the above method, when the front axle motor is in the working state or both the front axle motor and the engine are in the working state, that is, when the vehicle is in the pure electric four-wheel drive mode, the series mode, the parallel two-wheel drive mode, the parallel four-wheel drive mode, and the direct drive mode, based on the current transmission oil temperature and the current motor speed, the first speed is determined. And when the engine is in the working state, that is, when the vehicle is in the idle mode, the first speed is determined based on the current transmission oil temperature and the current engine speed. This enables the lubricating pump speed to be determined in different ways under different driving modes, and enables the refined determination of the lubricating pump speed based on the driving mode, so that a more accurate first speed can be determined.

[0014] Optionally, when the front axle motor is in the working state or both the front axle motor and the engine are in the working state, based on the current transmission oil temperature and the current motor speed, determining the first speed includes:

[0015] When the front axle motor is in the working state or both the front axle motor and the engine are in the working state, based on the current motor speed, determine a reference motor speed from a first correspondence relationship. The first correspondence relationship refers to the correspondence relationship between multiple motor speeds, multiple transmission oil temperatures, and the speed of the lubricating pump. The reference motor speed refers to the motor speed in the multiple motor speeds of the first correspondence relationship that has the smallest difference from the current motor speed;

[0016] Divide the current motor speed by the reference motor speed to obtain a target speed ratio;

[0017] Based on the reference motor speed, the first correspondence relationship, the target speed ratio, and the current transmission oil temperature, determine the first speed.

[0018] In the above method, instead of directly determining a suitable speed of the lubricating pump from the first correspondence relationship, an interpolation method is used, that is, the speed of the lubricating pump that best matches the current motor speed and the current transmission oil temperature is determined according to the target speed ratio. In this way, a relatively accurate speed of the lubricating pump can be determined to accurately control the lubricating flow rate of related components. In addition, in the above method, when the front axle motor is operating at a low speed, it means that the vehicle speed is low. By using the above interpolation method to determine the speed of the lubricating pump, compared with directly corresponding to the speed of the lubricating pump in the prior art, the speed of the lubricating pump is reduced. Therefore, for the whole vehicle, the rotation sound of the lubricating pump is not very obvious, and thus the noise problem caused by the high-speed rotation of the lubricating pump at low vehicle speeds can be reduced, which can improve the user experience.

[0019] Optionally, determining the first rotational speed based on the reference motor rotational speed, the first correspondence, the target speed ratio, and the current transmission oil temperature includes:

[0020] Determining a reference rotational speed from the first correspondence based on the reference motor rotational speed and the current transmission oil temperature;

[0021] Multiplying the target speed ratio by the reference rotational speed to obtain the first rotational speed.

[0022] In the above manner, by first determining the reference rotational speed from the first correspondence, the rotational speed of the lubricating pump that conforms to the reference motor rotational speed and the current transmission oil temperature can be determined first. Additionally, the ratio between the current motor rotational speed and the reference motor rotational speed is equivalent to the ratio between the first rotational speed and the reference rotational speed. Thus, subsequently, according to the target speed ratio, a relatively accurate first rotational speed can be determined, that is, the rotational speed of the lubricating pump that conforms to the current motor rotational speed and the current transmission oil temperature can be determined, which can improve the accuracy of determining the first rotational speed.

[0023] Optionally, the method further includes:

[0024] When the front axle motor and the engine are not in a working state, controlling the lubricating pump not to rotate.

[0025] In the above manner, by controlling the lubricating pump not to rotate when the front axle motor and the engine are not in a working state, the request for the rotational speed of the lubricating pump is not made, thereby reducing the low-voltage energy consumption of the entire vehicle.

[0026] Optionally, when receiving a shift command, controlling the lubricating pump to decrease from the first rotational speed to a second rotational speed based on the current transmission oil temperature includes:

[0027] When receiving a shift command, determining a speed adjustment factor based on the current transmission oil temperature, where the speed adjustment factor is used to decrease the rotational speed of the lubricating pump;

[0028] Determining the second rotational speed based on the first rotational speed and the speed adjustment factor;

[0029] Controlling the lubricating pump to decrease from the first rotational speed to the second rotational speed.

[0030] In the above method, a speed adjustment factor is determined based on the current transmission oil temperature, so that a smaller lubricating pump speed (the second speed) can be determined according to the speed adjustment factor, and then the speed of the lubricating pump can be reduced. In addition, since the viscosity of the lubricating oil is different at different oil temperatures, a speed adjustment factor that is more in line with the current transmission oil temperature can be determined based on the current transmission oil temperature, that is, a more accurate speed adjustment factor can be determined. Subsequently, the speed of the lubricating pump that can reduce the drag torque of the clutch can be determined. In this way, the accurate reduction of the speed of the lubricating pump can be achieved.

[0031] Optionally, controlling the lubricating pump to decrease from the first speed to the second speed includes:

[0032] Within a target time period, the first speed is decreased in multiple rounds at a target speed gradient until the speed of the lubricating pump decreases to the second speed.

[0033] In the above method, the speed of the lubricating pump is reduced from the first speed to the second speed by decreasing the first speed in multiple rounds at a certain gradient instead of directly decreasing to a certain speed, so that the speed of the lubricating pump can decrease more smoothly, and thus the lubricating flow rate can decrease slowly. For the lubricating pump, this can reduce mechanical vibration, impact or noise, improve the reliability of the lubricating pump, and enable the lubricating pump to operate smoothly.

[0034] Optionally, when receiving a shift command, based on the current transmission oil temperature, controlling the lubricating pump to decrease from the first speed to the second speed includes:

[0035] When receiving a shift command, based on the current transmission oil temperature, obtain the second speed from the second correspondence, where the second correspondence is the correspondence between the transmission oil temperature and the speed of the lubricating pump during the shifting process;

[0036] Control the lubricating pump to decrease from the first speed to the second speed.

[0037] In the above method, by establishing the second correspondence in advance, during the shifting process, the second speed can be directly obtained from the second correspondence based on the current transmission oil temperature, so that the second speed can be quickly determined. Subsequently, the lubricating pump can be controlled to decrease from the first speed to the second speed, thereby improving the determination efficiency and response efficiency of the lubricating pump speed.

[0038] In a second aspect, a lubricating pump control device for a hybrid transmission is provided. The hybrid transmission includes a front axle motor and a lubricating pump. The device includes:

[0039] A determination module, configured to determine a first rotational speed of the lubrication pump based on a current rotational speed of the front axle motor and / or a current rotational speed of the vehicle engine and a current transmission oil temperature when the front axle motor and / or the engine of the vehicle is in an operating state, and control the lubrication pump to operate at the first rotational speed;

[0040] A first control module, configured to control the lubrication pump to decrease from the first rotational speed to a second rotational speed based on the current transmission oil temperature when receiving a shift command, where the second rotational speed is a rotational speed at which the drag torque of the clutch decreases after the lubrication pump sprays oil to the clutch at the current transmission oil temperature.

[0041] Optionally, the determination module is configured to:

[0042] When the front axle motor is in an operating state or both the front axle motor and the engine are in operating states, determine the first rotational speed based on the current transmission oil temperature and the current rotational speed of the motor;

[0043] When the engine is in an operating state, determine the first rotational speed based on the current transmission oil temperature and the current rotational speed of the engine.

[0044] Optionally, the determination module is configured to:

[0045] When the front axle motor is in an operating state or both the front axle motor and the engine are in operating states, determine a reference motor rotational speed from a first correspondence relationship, where the first correspondence relationship refers to a correspondence relationship between multiple motor rotational speeds, multiple transmission oil temperatures, and the rotational speed of the lubrication pump, and the reference motor rotational speed is the motor rotational speed in the multiple motor rotational speeds of the first correspondence relationship with the smallest difference from the current rotational speed of the motor;

[0046] Divide the current rotational speed of the motor by the reference motor rotational speed to obtain a target speed ratio;

[0047] Determine the first rotational speed based on the reference motor rotational speed, the first correspondence relationship, the target speed ratio, and the current transmission oil temperature.

[0048] Optionally, the determination module is configured to:

[0049] Determine a reference rotational speed from the first correspondence relationship based on the reference motor rotational speed and the current transmission oil temperature;

[0050] Multiply the target speed ratio by the reference rotational speed to obtain the first rotational speed.

[0051] Optionally, the device further includes:

[0052] A second control module, configured to control the lubricating pump not to rotate when the front axle motor and the engine are not in a working state.

[0053] Optionally, the first control module is configured to:

[0054] When receiving a shift command, determine a speed adjustment factor based on the current transmission oil temperature, where the speed adjustment factor is used to reduce the speed of the lubricating pump;

[0055] Determine the second speed based on the first speed and the speed adjustment factor;

[0056] Control the lubricating pump to decrease from the first speed to the second speed.

[0057] Optionally, the first control module is configured to:

[0058] Within a target duration, perform multiple rounds of decreasing the first speed in a gradient manner with a target speed until the speed of the lubricating pump decreases to the second speed.

[0059] Optionally, the first control module is configured to:

[0060] When receiving a shift command, obtain the second speed from a second correspondence relationship based on the current transmission oil temperature, where the second correspondence relationship is the correspondence relationship between the transmission oil temperature and the speed of the lubricating pump during a shift process;

[0061] Control the lubricating pump to decrease from the first speed to the second speed.

[0062] In a third aspect, a vehicle is provided, where the vehicle includes:

[0063] A memory, configured to store executable program code;

[0064] A processor, configured to call and run the executable program code from the memory, so that the vehicle executes the lubricating pump control method of the above hybrid transmission.

[0065] In a fourth aspect, a computer-readable storage medium is provided, where the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the lubricating pump control method of the above hybrid transmission is implemented.

[0066] In a fifth aspect, a computer program product including instructions is provided, and when it runs on a computer, it causes the computer to execute the steps of the lubricating pump control method of the above hybrid transmission.

[0067] It is understandable that the beneficial effects of the above second aspect, third aspect, fourth aspect, and fifth aspect can be referred to the relevant descriptions in the first aspect above, and will not be elaborated here. BRIEF DESCRIPTION OF THE DRAWINGS

[0068] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following will briefly introduce the drawings required for the description of the embodiments. Obviously, the drawings in the following description are only some embodiments of the present application. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0069] Figure 1 is a schematic structural diagram of a power system of a hybrid vehicle provided by an embodiment of the present application;

[0070] Figure 2 is a flowchart of a lubricating pump control method for a hybrid transmission provided by an embodiment of the present application;

[0071] Figure 3 is a logical structure diagram of a lubricating pump control method for a hybrid transmission provided by an embodiment of the present application;

[0072] Figure 4 is a schematic structural diagram of a lubricating pump control device for a hybrid transmission provided by an embodiment of the present application;

[0073] Figure 5 is a schematic structural diagram of a vehicle provided by an embodiment of the present application. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0074] To make the objectives, technical solutions, and advantages of the present application clearer, the following will further describe the embodiments of the present application in detail with reference to the drawings.

[0075] It should be understood that the "multiple" mentioned in the present application refers to two or more. In the description of the present application, unless otherwise specified, " / " means "or", for example, A / B can represent A or B; the "and / or" in this article is only a description of the association relationship between associated objects, indicating that three relationships can exist. For example, A and / or B can represent: A exists alone, A and B exist simultaneously, and B exists alone. In addition, in order to clearly describe the technical solutions of the present application, terms such as "first" and "second" are used to distinguish the same items or similar items with basically the same functions and effects. Those skilled in the art can understand that the terms "first" and "second" do not limit the quantity and execution order, and the terms "first" and "second" do not necessarily mean different.

[0076] Before describing the lubrication pump control method of the hybrid transmission provided by the embodiments of the present application, the architecture of the powertrain of the hybrid vehicle involved in the embodiments of the present application will be described first.

[0077] A hybrid vehicle refers to a vehicle whose drive system is composed of two or more individual drive systems that can operate simultaneously, abbreviated as a hybrid vehicle. The driving power of the hybrid vehicle is provided separately or jointly by individual drive systems according to the actual driving state of the vehicle. A common hybrid vehicle refers to a hybrid electric vehicle (HEV), that is, in addition to the engine, the vehicle also has a drive motor, and the drive motor can be powered by the vehicle's power battery.

[0078] A hybrid vehicle may include multiple control units. Among them, the control units in the hybrid vehicle may include a Hybrid Control Unit (HCU), a Transmission Control Unit (TCU), a Vehicle Control Unit (VCU), a Power train Domain Control Unit (PDCU), an Engine Management System (EMS), a Drive Motor control Unit (TMCU), etc.

[0079] The following takes Figure 1 as an example to describe the architecture of the powertrain of the hybrid vehicle.

[0080] For example, Figure 1 is a schematic structural diagram of a powertrain of a hybrid vehicle provided by the embodiments of the present application. Refer to Figure 1 , Figure 1 which may include an engine 101, a clutch 102, a front axle motor 103, a synchronizer 104, a power battery 105, and a rear axle motor 106.

[0081] The engine 101 can provide power output for the vehicle and can also charge the power battery.

[0082] The clutch 102 is used to connect and disconnect the power output of the engine 101 from the transmission system. By separating the clutch 102, the power link between the engine 101 and the transmission system can be cut off, that is, the engine 101 does not participate in the driving of the vehicle. By engaging the clutch 102, the output torque of the engine 101 can be transmitted, so that the engine 101 participates in the driving of the vehicle.

[0083] The front axle motor 103 is used to provide power output and can drive the front wheels of the vehicle. It can jointly output power with the engine 101 to drive the vehicle, and can also jointly output power with the rear axle motor 106 to drive the vehicle.

[0084] The synchronizer 104 is used to shift gears. The synchronizer 104 is used to quickly make the rotational speeds of the gears about to mesh at the input end and the output end reach consistency, thereby avoiding impacts and noises caused by speed differences and improving the smoothness of gear shifting.

[0085] The power battery 105 is used to provide a power source for the front axle motor 103 and the rear axle motor 106, so that the front axle motor 103 and the rear axle motor 106 can work, and thus the front axle motor 103 and the rear axle motor 106 can drive the vehicle to travel.

[0086] The rear axle motor 106 is the drive motor for the rear axle and is used to drive the rear wheels of the vehicle. It can drive the rear wheels alone to drive the vehicle to travel, and can also jointly output power with the front axle motor 103 to drive the vehicle to travel.

[0087] The above Figure 1 The power system shown above can achieve a variety of different drive modes, namely pure electric two-wheel drive mode, pure electric four-wheel drive mode, series mode, parallel two-wheel drive mode, parallel four-wheel drive mode, first-gear direct drive mode, second-gear direct drive mode, single-axis kinetic energy recovery mode, and double-axis kinetic energy recovery mode. The working processes corresponding to various drive modes are described below.

[0088] 1. Pure electric two-wheel drive mode (pure electric rear-wheel drive mode)

[0089] The pure electric two-wheel drive mode is also the pure electric rear-wheel drive mode. When the vehicle is in the pure electric two-wheel drive mode, the power battery 105 provides a power source for the rear axle motor 106. The rear axle motor 106 is in a working state, and power output is provided by the rear axle motor 106. The vehicle is driven to travel by driving the rear wheels to rotate. In addition, in the pure electric two-wheel drive mode, the engine 101 and the front axle motor 103 do not work, that is, no power output is provided.

[0090] 2. Pure electric four-wheel drive mode

[0091] When the vehicle is in the pure electric four-wheel drive mode, the power battery 105 jointly provides a power source for the front axle motor 103 and the rear axle motor 106. Both the front axle motor 103 and the rear axle motor 106 are in a working state. The front axle motor 103 outputs power to drive the front wheels, and the rear axle motor 106 outputs power to drive the rear wheels. Thus, when the vehicle is in the pure electric four-wheel drive mode, the front axle motor 103 and the rear axle motor 106 jointly output power to drive the vehicle to travel.

[0092] 3. Series mode

[0093] When the vehicle is in the series mode, the engine 101 is in operation. The front axle motor 103 is driven by the engine 101 to generate electricity, so that the front axle motor 103 charges the power battery 105. Thus, the power battery 105 can provide a power source for the rear axle motor 106. Then, the rear axle motor 106 provides power output, and the vehicle is driven to move by driving the rear wheels to rotate.

[0094] 4. Parallel two-wheel drive mode

[0095] When the vehicle is in the parallel two-wheel drive mode, both the engine 101 and the front axle motor 103 are in operation. In the parallel two-wheel drive mode, the clutch 102 is closed, and the engine 101 and the front axle motor 103 can jointly output power to drive the front axle, thereby driving the vehicle to move.

[0096] 5. Parallel four-wheel drive mode

[0097] When the vehicle is in the parallel four-wheel drive mode, the engine 101, the front axle motor 103, and the rear axle motor 106 are all in operation. In the parallel four-wheel drive mode, the clutch 102 is closed, and the power battery simultaneously provides a power source for the front axle motor 103 and the rear axle motor 106, enabling the engine 101 and the front axle motor 103 to jointly output power to drive the front wheels, and the rear axle motor 106 outputs power to drive the rear wheels, thereby realizing a four-wheel drive mode with the front and rear axles jointly driving.

[0098] In addition, the parallel two-wheel drive mode and the parallel four-wheel drive mode can be collectively referred to as the parallel drive mode.

[0099] 6. Direct drive mode

[0100] Generally, the direct drive mode includes the first-gear direct drive mode and the second-gear direct drive mode. When the vehicle is in the first-gear direct drive mode or the second-gear direct drive mode, the clutch 102 is closed, and the engine 101 is directly engaged with the intermediate gear of the gearbox through the clutch 102, and then the power is transmitted to the drive shaft to finally drive the wheels to rotate. In addition, during the operation of the engine, the front axle motor 103 can also rotate accordingly, but the front axle motor 103 does not output power, that is, the front axle motor 103 does not participate in driving. In these two modes, the power output by the engine 101 does not pass through the front axle motor 103, but the power output is directly completed by mechanical transmission.

[0101] 7. Single-axis kinetic energy recovery mode

[0102] When the vehicle is in the single-axis kinetic energy recovery mode, the rear axle motor 106 is in operation, and the rear axle motor 106 generates electricity to charge the power battery.

[0103] 8. Dual-axis kinetic energy recovery mode

[0104] When the vehicle is in the dual-axis kinetic energy recovery mode, both the front axle motor 103 and the rear axle motor 106 are in the working state, and both the front axle motor 103 and the rear axle motor 106 rotate in reverse to generate electricity, thereby charging the power battery.

[0105] The application scenarios of the embodiments of the present application will be described below.

[0106] Since the hybrid transmission includes components such as clutches, various gears, and shaft gears, when the hybrid transmission is working, its internal components usually rotate at a relatively high speed in coordination to achieve power transmission. Therefore, during the operation of the hybrid transmission, high-intensity friction will be generated during the rotation of each component, and thus relatively large heat will also be generated.

[0107] For example, from the above various working modes, when the front axle motor 103 and / or the clutch 102 are working, it will involve the coordinated work of relevant components within the hybrid transmission, so there will be the above-mentioned high-intensity friction and heat generation problems. For example, when the front axle motor 103 is working, the rotation of the front axle motor 103 will drive the rotation of relevant gears within the hybrid transmission, so there will be problems of friction and heat generation. When the clutch 102 is working, there are two states: closed and open. When the clutch 102 is closed, the clutch plates are tightly pressed, and there may be no problem of friction and heat generation. However, when the clutch 102 is open, in some cases, there may be slip between the clutch plates, and in this case, there will be a phenomenon of friction and heat generation. Therefore, it is necessary to set a lubricating pump within the hybrid transmission. By spraying oil on relevant components such as the shaft gear of the front axle motor 103 and the friction plates of the clutch, the functions of lubrication and cooling can be achieved.

[0108] In the related art, the corresponding relationship between vehicle speed, transmission oil temperature, and lubricating pump speed as shown in Table 1 below can be established in advance. Then, according to the current vehicle speed and the current transmission oil temperature, the corresponding speed of the lubricating pump can be determined, and finally, the lubricating pump can be controlled to work at the corresponding speed, so as to achieve spraying lubricating oil on relevant components such as clutch friction plates and shaft gears. For example, if the current vehicle speed of the vehicle is 0 and the current transmission oil temperature is -40 °C (degrees Celsius), it can be determined from Table 1 below that the speed of the lubricating pump can be 800. Therefore, subsequently, the lubricating pump can be controlled to spray lubricating oil on relevant components such as clutch plates and shaft gears at a speed of 800.

[0109] Table 1

[0110]

[0111] The embodiments of the present application only exemplarily illustrate the corresponding relationship between vehicle speed, transmission oil temperature, and lubricating pump speed in the related art by taking Table 1 above as an example, and do not constitute a limitation to the embodiments of the present application.

[0112] However, in the above - mentioned method, the following problems exist:

[0113] First, when the vehicle is in the pure - electric four - wheel drive mode, the front - axle motor is in the working state. If the current vehicle speed is very low, the rotation speed of the front - axle motor is relatively low, so the motor will not cause noise impact on the whole vehicle. However, at this time, the lubrication pump will spray oil to related components such as shaft gears. As shown in Table 1, when the vehicle speed is very low, if a relatively high rotation speed is used to control the lubrication pump to spray oil, the sound of the lubrication pump in the whole vehicle will be more prominent, thus causing noise problems.

[0114] Second, in the related technology, the oil - spraying timing of the lubrication pump is that when the vehicle is turned on, the lubrication pump will always spray oil to related components. However, when the vehicle is in the pure - electric two - wheel drive mode, the hybrid transmission and the front - axle motor are not working, and the whole vehicle is driven by the rear - axle motor. When the rear - axle motor drives, there will be no friction and heat - generation problems between the components in the hybrid transmission. Therefore, when the rear - axle motor drives the vehicle, there is no need to spray oil to related components for lubrication. In the above - mentioned method, as long as the vehicle is turned on, oil is sprayed to related components, making the lubricating oil always running, which will cause the problem of low - pressure energy consumption waste.

[0115] Third, when the oil temperature is relatively low, the viscosity of the oil is relatively high. If shifting gears at this time, when too much lubricating oil is delivered to the clutch plate, the resistance to the separation between the clutch plates will increase, resulting in the problem of clutch drag, and further resulting in the problem of abnormal noise during shifting.

[0116] For this reason, the embodiment of the present application provides a lubrication - pump control method for a hybrid transmission. This lubrication - pump control method for a hybrid transmission can be applied to the scenario where the lubrication pump sprays oil to related components.

[0117] Specifically, when the front - axle motor is in the working state or the front - axle motor and the engine are in the working state, based on the current rotation speed of the front - axle motor or the current rotation speed of the engine and the current transmission oil temperature, the rotation speed at which the lubrication pump should rotate under the current circumstances can be determined, and the lubrication pump is controlled to work at this rotation speed. Then, when a shifting instruction is received, based on the current transmission oil temperature, the rotation speed of the lubrication pump is controlled to decrease.

[0118] In this case, by reducing the rotation speed of the lubrication pump during the shifting process, the drag torque of the clutch can be reduced after the lubrication pump sprays oil to the clutch, thereby reducing the resistance to the separation between the clutch plates during the shifting process, making it easier for the clutch plates to separate during the shifting process, and further making the shifting process smoother, which can reduce the problem of abnormal noise during shifting.

[0119] Next, a detailed explanation of the lubrication - pump control method for a hybrid transmission provided by the embodiment of the present application will be given.

[0120] Figure 2 This is a flowchart of a lubricating pump control method for a hybrid transmission provided by an embodiment of the present application. This method can be applied to a vehicle controller, specifically to the transmission control unit (TCU) of the vehicle. Refer to Figure 2 This method includes the following steps.

[0121] Step 201: When the front axle motor and / or the vehicle engine is in a working state, determine the first speed of the lubricating pump based on the current motor speed of the front axle motor or the current engine speed of the engine and the current transmission oil temperature, and control the lubricating pump to operate at the first speed.

[0122] The current transmission oil temperature refers to the oil temperature of the lubricating oil in the transmission. Optionally, a transmission oil temperature sensor can be provided at the oil inlet of the transmission, and the transmission oil temperature can be detected in real time through the transmission oil temperature sensor.

[0123] When the front axle motor and the engine are in a working state, it means that the components in the hybrid transmission need to work together. That is, components such as shafts, gears, and clutches need to work, and then problems such as component friction and heat generation will occur in the hybrid transmission. Therefore, in this case, it is necessary to control the lubricating pump to spray oil to relevant components such as shafts and clutches.

[0124] In the above method, by determining the first speed of the lubricating pump based on the current motor speed or the current engine speed and the current transmission oil temperature, the speed at which the lubricating pump should rotate under the current conditions can be determined, and the lubricating pump is controlled to operate at the first speed, so as to realize the lubrication and cooling of relevant components in the hybrid transmission.

[0125] In addition, the current motor speed or the current engine speed can more accurately represent the transmission situation inside the hybrid transmission compared to the current vehicle speed. Thus, by based on the current motor speed of the front axle motor or the current engine speed of the engine and the current transmission oil temperature, a more accurate lubricating pump speed can be determined.

[0126] Specifically, the operation of step 201 can be realized in the following two possible situations.

[0127] The first possible situation: When the front axle motor is in a working state or both the front axle motor and the engine are in a working state, determine the first speed based on the current transmission oil temperature and the current motor speed.

[0128] When the front axle motor is in the working state, or when both the front axle motor and the engine are in the working state, it indicates that the vehicle may be in pure electric four-wheel drive mode, series mode, parallel two-wheel drive mode, parallel four-wheel drive mode or direct drive mode. In this case, the hybrid transmission is in the working state, so there will be friction and heat generation problems between relevant components inside the hybrid transmission.

[0129] In addition, in pure electric four-wheel drive mode, the front axle motor rotates to output power, and in series mode, the engine drives the front axle motor to generate electricity to supply power to the rear axle motor. Therefore, in pure electric four-wheel drive mode and series mode, the transmission process in the hybrid transmission is related to the front axle motor. In parallel drive mode and direct drive mode, although the engine also participates in driving, the clutch is in the closed state in these two drive modes, that is, the clutch plates are tightly pressed, so there will be no friction and heat generation problems. Then, the friction and heat generation at this time are also caused by the rotation of the front axle motor. In short, in the above several modes, the friction between relevant components is related to the rotation of the front axle motor. Therefore, based on the current transmission oil temperature and the current motor speed, the speed of the lubricating pump can be determined.

[0130] A possible method is that when the front axle motor is in the working state or when both the front axle motor and the engine are in the working state, based on the current motor speed, determine the reference motor speed from the first corresponding relationship; divide the current motor speed by the reference motor speed to obtain the target speed ratio; based on the reference motor speed, the first corresponding relationship, the target speed ratio and the current transmission oil temperature, determine the first speed.

[0131] The first corresponding relationship refers to the corresponding relationship between multiple motor speeds, multiple transmission oil temperatures and the speed of the lubricating pump when the front axle motor is working. The first corresponding relationship may include multiple motor speeds, multiple transmission oil temperatures and multiple speeds of the lubricating pump. Among them, different motor speeds and different transmission oil temperatures can correspond to different lubricating pump speeds. In the embodiments of the present application, the reference motor speed refers to the motor speed with the smallest difference from the current motor speed among the multiple motor speeds in the first corresponding relationship.

[0132] For example, Table 2 is an example of a first corresponding relationship. Referring to Table 2, Table 2 includes multiple motor speeds, multiple transmission oil temperatures and multiple speeds of the lubricating pump. Among them, different motor speeds and different transmission oil temperatures correspond to different lubricating pump speeds.

[0133] Table 2

[0134]

[0135] It should be noted that when the motor speed is 0, it indicates that the front axle motor is not working. Therefore, it can be determined that the speed of the lubricating pump is 0. In this way, when the motor speed of the front axle motor is 0, compared with the solution in the related art where the lubricating pump speed is set even when the vehicle speed is 0, the operating energy consumption of the lubricating pump can be saved, and the waste of low-pressure operating energy consumption can be avoided.

[0136] In the embodiments of the present application, only Table 2 above is used as an example to illustrate the first correspondence relationship, and it does not limit the embodiments of the present application.

[0137] Exemplarily, the multiple motor speeds in the first correspondence relationship are 1000, 2000, 4000, and 6000 respectively, and the current motor speed of the front axle motor is 600. Then, the difference between the motor speed of 1000 and the current motor speed of 600 in the first correspondence relationship is the smallest. Therefore, the reference motor speed can be determined to be 1000. Then, divide the current motor speed of 600 by the reference motor speed of 1000 to obtain a target speed ratio of 3 / 5. Thus, the first speed can be determined based on the target speed ratio of 3 / 5, the reference motor speed, the first correspondence relationship, and the current transmission oil temperature.

[0138] In the above method, instead of directly determining a suitable speed of the lubricating pump from the first correspondence relationship, an interpolation method is used, that is, the speed of the lubricating pump most in line with the current motor speed and the current transmission oil temperature is determined according to the target speed ratio. In this way, a more accurate speed of the lubricating pump can be determined to accurately control the lubricating flow rate of related components.

[0139] In addition, in the above method, when the front axle motor operates at a low speed, it means that the vehicle speed is low. By determining the speed of the lubricating pump through the above interpolation method, compared with directly corresponding to the speed of the lubricating pump in the prior art, the speed of the lubricating pump is reduced. Therefore, for the whole vehicle, the rotation sound of the lubricating pump is not very obvious, and thus the noise problem caused by the high-speed rotation of the lubricating pump at low vehicle speeds can be reduced, which can improve the user experience.

[0140] Among them, the operation of determining the first speed based on the reference motor speed, the first correspondence relationship, the target speed ratio, and the current transmission oil temperature can be: determining the reference speed from the first correspondence relationship based on the reference motor speed and the current transmission oil temperature; multiplying the target speed ratio by the reference speed to obtain the first speed.

[0141] In the above method, by first determining the reference rotational speed from the first corresponding relationship, it is possible to first determine the lubricating pump rotational speed that conforms to the reference motor rotational speed and the current transmission oil temperature. Additionally, the ratio between the current motor rotational speed and the reference motor rotational speed is equivalent to the ratio between the first rotational speed and the reference rotational speed. Thus, subsequently, according to the target speed ratio, a relatively accurate first rotational speed can be determined, that is, the lubricating pump rotational speed that conforms to the current motor rotational speed and the current transmission oil temperature can be determined, which can improve the accuracy of determining the first rotational speed.

[0142] Continuing with the above example, the reference motor rotational speed is 1000, and the current transmission oil temperature is 0°C. Then, from the first corresponding relationship shown in Table 2 above, the corresponding lubricating pump rotational speed can be determined to be 800, that is, the reference rotational speed is 800. Additionally, the ratio between the current motor rotational speed and the reference motor rotational speed is 3 / 5, which means the ratio between the first rotational speed and the reference rotational speed is 3 / 5. Thus, the first rotational speed can be determined to be 480.

[0143] In a second possible situation, when the engine is in a working state, based on the current transmission oil temperature and the current engine rotational speed, the first rotational speed is determined.

[0144] When the front axle motor is not working but the engine is in a working state, it indicates that the vehicle may be in an idle mode. When the vehicle is in an idle mode, on the one hand, the clutch is in an open state, that is, the clutch discs are separated, and the gap between the clutch discs is small, and heat may be generated in the gap. Therefore, oil injection cooling is required. On the other hand, the vehicle may move later, that is, the engine and the front axle motor need to be ready to start outputting power, that is, related components in the subsequent hybrid transmission may experience friction, heat generation, etc. In the embodiments of the present application, in order to ensure the protection of related components when outputting power later, oil can be injected into the related components in advance, so as to reduce friction, heat generation, etc. between related components when outputting power later.

[0145] In addition, when the engine is in a working state, the friction between various related components is related to the rotation of the engine. Therefore, based on the current transmission oil temperature and the current engine rotational speed, a relatively accurate first rotational speed can be determined.

[0146] It should be noted that in the embodiments of the present application, when the front axle motor is in the working state or both the front axle motor and the engine are in the working state, that is, when the vehicle is in the pure electric four-wheel drive mode, the series mode, the parallel two-wheel drive mode, the parallel four-wheel drive mode, and the direct drive mode, based on the current transmission oil temperature and the current motor speed, the first speed is determined, and when the engine is in the working state, that is, when the vehicle is in the idle mode, based on the current transmission oil temperature and the current engine speed, the first speed is determined, so that the lubricating pump speed can be determined in different ways under different driving modes, and the lubricating pump speed can be accurately determined based on the driving mode, thereby a more accurate first speed can be determined.

[0147] Among them, the operation of determining the first speed based on the current transmission oil temperature and the current engine speed can be: determining the first speed from the third corresponding relationship based on the current transmission oil temperature and the current engine speed.

[0148] The third corresponding relationship refers to the corresponding relationship among the engine speed, the transmission oil temperature, and the lubricating pump speed when only the engine is running in the vehicle, that is, the corresponding relationship among the engine speed, the transmission oil temperature, and the lubricating pump speed in the idle mode. The third corresponding relationship includes multiple engine speeds, multiple transmission oil temperatures, and multiple lubricating pump speeds. Among them, different engine speeds and different transmission oil temperatures have different lubricating pump speeds.

[0149] For example, Table 3 is an example of the first third corresponding relationship. Referring to Table 3, Table 3 includes multiple engine speeds, multiple transmission oil temperatures, and multiple lubricating pump speeds. Among them, different engine speeds and different transmission oil temperatures correspond to different lubricating pump speeds. For example, when the current engine speed is 1000 and the current transmission oil temperature is 0 °C, the first speed can be determined to be 1100 from the following Table 3.

[0150] Table 3

[0151]

[0152] The embodiments of the present application only use the above Table 3 as an example to illustrate the third corresponding relationship, and do not limit the embodiments of the present application.

[0153] It should be noted that when the front axle motor and the engine are not in the working state, the lubricating pump can be controlled not to rotate.

[0154] When the front axle motor and the engine are not in the working state, it indicates that the vehicle is not running or the vehicle is in the pure electric rear-wheel drive mode. In this case, the hybrid transmission of the vehicle is not working, so the related components in the hybrid transmission will not experience phenomena such as friction and heat generation. Therefore, there is no need to spray oil for lubrication and cooling of the related components. Thus, the lubrication pump can be controlled not to rotate.

[0155] In the above method, when the front axle motor and the engine are not in the working state, by controlling the lubrication pump not to rotate, the rotation speed of the lubrication pump is not requested, so that the low-voltage energy consumption of the whole vehicle can be reduced.

[0156] It should be noted that the above step 201 describes the method for determining the rotation speed of the lubrication pump under various driving modes. It should be understood that after determining the rotation speed of the lubrication pump (the first rotation speed), a lubrication speed request can be sent to the lubrication pump controller to request the lubrication pump to work at the first rotation speed, so that oil can be sprayed to the related components for lubrication and cooling of the related components.

[0157] Step 202: When receiving a shift command, based on the current transmission oil temperature, control the lubrication pump to decrease from the first rotation speed to the second rotation speed, where the second rotation speed is the rotation speed at which the drag torque of the clutch decreases after the lubrication pump sprays oil to the clutch at the current transmission oil temperature.

[0158] When receiving a shift command, it indicates that there is a shift requirement at this time, and the shift process needs to be executed. During the shift process, the clutch disc needs to be disengaged to cut off the connection between the power output of the engine or the front axle motor and the transmission system. Thus, after the gear speeds at the input end and the output end are synchronized later, the gears at the input end and the output end can be better meshed, and gear clashing during gear meshing during the shift process can be avoided.

[0159] However, when the transmission oil temperature is relatively low, the viscosity of the oil is relatively high. If shifting is taking place at this time, too much lubricating oil delivered to the clutch disc may cause an increase in the separation resistance between the clutch discs, resulting in a relatively large drag torque, that is, the clutch drag problem will occur. This will cause the clutch discs not to be completely disengaged, so gear clashing will occur when the gears at the input end and the output end are meshed, and further a shift rattling problem will occur.

[0160] In the above method, by reducing the rotation speed of the lubrication pump during the shift process, the lubrication pump can spray oil to the clutch slowly. Then, the drag torque of the clutch can be reduced after spraying oil to the clutch, thereby reducing the separation resistance between the clutch discs during the shift process, making it easier for the clutch discs to be disengaged during the shift process, and further making the shift process smoother and reducing the shift rattling problem.

[0161] In a possible way, the operation in step 202 can be: when a gearshift instruction is received, determine a speed adjustment factor based on the current transmission oil temperature; determine a second speed based on the first speed and the speed adjustment factor; control the lubrication pump to decrease from the first speed to the second speed.

[0162] This speed adjustment factor is used to reduce the speed of the lubrication pump. In the embodiments of the present application, this speed adjustment factor is a value between 0 and 1.

[0163] In the above way, by determining a speed adjustment factor based on the current transmission oil temperature, a smaller speed of the lubrication pump (the second speed) can be determined according to this speed adjustment factor subsequently, so that the speed of the lubrication pump can be reduced subsequently.

[0164] In addition, since the viscosity of the lubricating oil is different at different oil temperatures, therefore, a speed adjustment factor more in line with the current transmission oil temperature can be determined based on the current transmission oil temperature, that is, a more accurate speed adjustment factor can be determined, so that the speed of the lubrication pump that can reduce the drag torque of the clutch can be determined subsequently. In this way, the accurate reduction of the speed of the lubrication pump can be achieved.

[0165] Among them, the operation of determining the speed adjustment factor based on the current transmission oil temperature can be: determine the speed adjustment factor from the fourth corresponding relationship based on the current transmission oil temperature.

[0166] The fourth corresponding relationship is the corresponding relationship between the transmission oil temperature and the speed adjustment factor during the gearshift process. The fourth corresponding relationship can include multiple transmission oil temperatures and multiple speed adjustment factors. Among them, any one of the multiple transmission oil temperatures corresponds to a speed adjustment factor, and the greater the transmission oil temperature, the greater the speed adjustment factor can be, and the smaller the transmission oil temperature, the smaller the speed adjustment factor can be.

[0167] Optionally, the fourth corresponding relationship can be pre-calibrated by a technician through experiments. For example, for any transmission oil temperature, different speed adjustment factors are set, and observe which speed adjustment factor calculated based on it can reduce the gearshift abnormal noise problem, so that this speed adjustment factor can be set as the speed adjustment factor corresponding to this transmission oil temperature.

[0168] For example, Table 4 is an example of the fourth corresponding relationship. Referring to Table 4, Table 4 includes multiple transmission oil temperatures and multiple speed adjustment factors. Among them, each of the multiple transmission oil temperatures corresponds to a speed adjustment factor. For example, when the current transmission oil temperature is -40°C, then the speed adjustment factor can be determined to be 0 from the fourth corresponding relationship in Table 4 below.

[0169] Table 4

[0170] Transmission oil temperature Speed adjustment factor -40℃ 0 -20℃ 0.1 0℃ 0.2 20℃ 0.4 …… ……

[0171] The embodiments of the present application only exemplarily illustrate the fourth corresponding relationship with the above Table 4, and do not limit the embodiments of the present application.

[0172] The operation of determining the second rotational speed based on the first rotational speed and the rotational speed adjustment factor may be: multiplying the first rotational speed by the rotational speed adjustment factor to obtain the second rotational speed.

[0173] Since the rotational speed adjustment factor is a value between 0 and 1, multiplying the first rotational speed by the rotational speed adjustment factor can obtain a lubricating pump rotational speed less than the first rotational speed. Therefore, subsequent reduction of the lubricating pump rotational speed can be achieved.

[0174] For example, if the first rotational speed is 800 and the current transmission oil temperature is -40°C, then the rotational speed adjustment factor can be determined to be 0 from the fourth corresponding relationship in Table 4 above, and the second rotational speed can be determined to be 0, that is, when the current transmission oil temperature is very low, the rotational speed of the lubricating pump is controlled to drop to 0 rotational speed.

[0175] Among them, the method of controlling the lubricating pump to drop from the first rotational speed to the second rotational speed may be: within the target time period, reducing the first rotational speed in multiple rounds at the target rotational speed gradient until the rotational speed of the lubricating pump drops to the second rotational speed.

[0176] The target time period refers to the time taken for the rotational speed of the lubricating pump to drop from the first rotational speed to the second rotational speed.

[0177] The target rotational speed is the rotational speed that the lubricating pump needs to reduce in each round during the multiple rounds of reduction.

[0178] The target time period and the target rotational speed can be set in advance. For example, the target time period can be set to 20 ms (milliseconds), and the target rotational speed can be set to 100. In some embodiments, the target time period can be determined based on the current transmission oil temperature, and the target rotational speed can be determined based on the difference between the first rotational speed and the second rotational speed and the target time period.

[0179] Specifically, the operations of determining the target time period and the target rotational speed may be: based on the current transmission oil temperature, determining the target time period from the fifth corresponding relationship; subtracting the second rotational speed from the first rotational speed to obtain the rotational speed difference; dividing the rotational speed difference by the target time period to obtain the target rotational speed.

[0180] The fifth corresponding relationship is the corresponding relationship between the current transmission oil temperature and the rotational speed decline duration. The fifth corresponding relationship may include multiple transmission oil temperatures and multiple rotational speed decline durations. Among them, any one of the multiple transmission oil temperatures has a corresponding rotational speed decline duration, and the smaller the transmission oil temperature among the multiple transmission oil temperatures, the smaller the target duration can be set. Thus, it can be ensured that when the transmission oil temperature is relatively low, the rotational speed of the lubricating pump can decline faster, and the drag torque of the clutch can be minimized as soon as possible.

[0181] For example, Table 5 is an example of the fifth corresponding relationship. Referring to Table 5, Table 5 includes multiple transmission oil temperatures and multiple rotational speed decline durations. Among them, different transmission oil temperatures correspond to different rotational speed decline durations. For example, when the current transmission oil temperature is -40 °C, the target duration can be determined to be 10 ms from Table 5 below.

[0182] Table 5

[0183] Transmission oil temperature Speed drop duration -40℃ 10ms -20℃ 15ms 0℃ 20ms 20℃ 30ms …… ……

[0184] The embodiments of the present application only take Table 5 above as an example to exemplarily illustrate the fifth corresponding relationship, and do not constitute a limitation on the embodiments of the present application.

[0185] Since the viscosity of the oil is different at different transmission oil temperatures, the drag torque on the clutch is different. Therefore, the time required to reduce the drag torque of the clutch is also different. And reducing the drag torque of the clutch is achieved by reducing the rotational speed of the lubricating pump. Therefore, the rotational speed decline duration can be set according to the transmission oil temperature.

[0186] In the above method, different rotational speed decline durations are set according to different transmission oil temperatures, so that the rotational speed decline duration that conforms to the current lubrication condition can be determined based on the current transmission oil temperature. That is, the rotational speed of the lubricating pump is reduced through the rotational speed decline duration corresponding to the current transmission oil temperature, so that the drag torque of the clutch can be reduced faster, thereby avoiding abnormal noise problems during the shifting process as much as possible.

[0187] After determining the target duration, that is, determining the duration for the rotational speed of the lubricating pump to decrease from the first rotational speed to the second rotational speed, the rotational speed to be decreased in each round can be set as the quotient of the rotational speed difference between the first rotational speed and the second rotational speed and the target duration, that is, the rotational speed to be decreased per unit time. In this way, the target rotational speed is made more reasonable.

[0188] In the above method, the rotation speed of the lubricating pump is reduced from the first rotation speed to the second rotation speed by decreasing the first rotation speed in multiple rounds at a certain gradient, rather than directly dropping to a certain rotation speed. This enables the rotation speed of the lubricating pump to decrease more smoothly, so that the lubricating flow rate can slowly decrease. For the lubricating pump, this can reduce mechanical vibration, impact or noise, improve the reliability of the lubricating pump, and enable the lubricating pump to operate smoothly.

[0189] In another possible way, the operation in step 202 can be: upon receiving a shift command, obtain the second rotation speed from the second correspondence based on the current transmission oil temperature; control the lubricating pump to decrease from the first rotation speed to the second rotation speed.

[0190] The second correspondence is the correspondence between the transmission oil temperature and the rotation speed of the lubricating pump during the shifting process. The second correspondence can include multiple transmission oil temperatures and multiple rotation speeds of the lubricating pump. Among them, any one of the multiple transmission oil temperatures corresponds to different rotation speeds of the lubricating pump. Additionally, the smaller the multiple transmission oil temperatures, the smaller the corresponding rotation speed of the lubricating pump.

[0191] Optionally, the second correspondence can be pre-calibrated by a technician through the experimental method. For example, for any one of the multiple transmission oil temperatures, different rotation speeds of the lubricating pump can be set, and the lubricating pump can be controlled to work at different rotation speeds respectively. Observe at which rotation speed the lubricating pump can reduce the problem of abnormal noise during shifting, then the rotation speed at which the problem is reduced can be determined as the rotation speed of the lubricating pump corresponding to this transmission oil temperature.

[0192] For example, Table 6 is an example of a second correspondence. Referring to Table 6, Table 6 includes multiple transmission oil temperatures and multiple rotation speeds of the lubricating pump. Among them, different transmission oil temperatures can correspond to different rotation speeds of the lubricating pump. For example, when the current transmission oil temperature is -40°C, the second rotation speed can be determined to be 0 from the second correspondence shown in Table 6.

[0193] Table 6

[0194] Oil temperature -40℃ -30℃ -15℃ 0℃ 20℃ 60℃ 90℃ Speed of lubricating pump 0 100 200 300 400 500 600

[0195] The embodiments of the present application only illustrate the above second correspondence by taking Table 6 as an example, and do not limit the embodiments of the present application.

[0196] In the above method, by pre-establishing the second correspondence, during the shifting process, the second rotation speed can be directly obtained from the second correspondence based on the current transmission oil temperature, so that the second rotation speed can be quickly determined. Subsequently, the lubricating pump can be controlled to decrease from the first rotation speed to the second rotation speed, thereby improving the determination efficiency and response efficiency of the rotation speed of the lubricating pump.

[0197] Among them, the operation of controlling the lubrication pump to decrease from the first speed to the second speed is similar to the operation of controlling the lubrication pump to decrease from the first speed to the second speed in the above-mentioned first possible manner, and will not be elaborated here.

[0198] It should be noted that the above steps 201 - 202 can be implemented to reduce the speed of the lubrication pump during the gear shifting process, which can reduce the drag torque of the clutch, thereby reducing the abnormal noise during gear shifting caused by the clutch drag problem.

[0199] Furthermore, after the gear shifting is completed, the speed of the lubrication pump can be controlled to return to the first speed.

[0200] After the gear shifting is completed, the clutch plate can be engaged to connect the power output between the engine or the front axle motor and the power link in the transmission system. Therefore, there will be no clutch drag problem caused by incomplete separation of the clutch plate, and thus there is no need to reduce the speed of the lubrication pump anymore.

[0201] In the above manner, by controlling the speed of the lubrication pump to return to the first speed after the gear shifting is completed, the lubrication pump can normally spray oil to relevant components, playing a role in lubricating and cooling the relevant components.

[0202] For ease of understanding, the lubrication pump control method for the hybrid transmission provided in the embodiments of the present application will be exemplarily described in combination with Figure 3 For example, Figure 3 is a logic structure diagram of a lubrication pump control method for a hybrid transmission provided in the embodiments of the present application.

[0203] As Figure 3 shown, when the front axle motor is working, or both the front axle motor and the engine are working, it indicates that the vehicle may be in pure electric four-wheel drive mode, series mode, parallel drive mode, or direct drive mode. At this time, the first speed can be determined based on the current motor speed and the current transmission oil temperature. When the engine is working, it indicates that the vehicle may be in idle mode. At this time, the first speed can be determined based on the current engine speed and the current transmission oil temperature. When the front axle motor is not working and the rear axle motor is working, it indicates that the vehicle is in pure electric rear-wheel drive mode, and then the lubrication pump can be controlled not to rotate.

[0204] After determining the first speed, the lubrication pump can be controlled to work at the first speed, and it is judged whether a gear shifting instruction is received during the operation of the lubrication pump. If no gear shifting instruction is received, the lubrication pump can continue to be controlled to work at the first speed.

[0205] Upon receiving a gearshift command, the second rotational speed can be determined, and the lubrication pump can be controlled to decrease from the first rotational speed to the second rotational speed. After controlling the rotational speed of the lubrication pump to decrease, it can be monitored whether the gearshift process is completed. After the gearshift is completed, the rotational speed of the lubrication pump can be controlled to resume to the first rotational speed, that is, the lubrication pump is controlled to operate at the first rotational speed.

[0206] In an embodiment of the present application, when the front axle motor of the vehicle and / or the engine of the vehicle is in a working state, based on the current motor speed of the front axle motor or the current engine speed of the engine and the current transmission oil temperature, the first rotational speed of the lubrication pump is determined. That is, in different driving modes, the rotational speed of the lubrication pump can be determined in different ways, so that the rotational speed of the lubrication pump can be determined in a refined manner according to the driving mode; then it is monitored whether a gearshift command is received. Upon receiving the gearshift command, based on the current transmission oil temperature, the lubrication pump is controlled to decrease from the first rotational speed to the second rotational speed. The second rotational speed is the rotational speed at which the drag torque of the clutch decreases after the lubrication pump sprays oil to the clutch at the current transmission oil temperature. That is, when the lubrication pump rotates at the second rotational speed at the current transmission oil temperature, the drag torque of the clutch can decrease after spraying oil to the clutch. Thus, by reducing the rotational speed of the lubrication pump during the gearshift process, the drag torque of the clutch can decrease after the rotational speed of the lubrication pump decreases and sprays oil to the clutch, so that the resistance between the clutch discs during the gearshift process can be reduced, the clutch discs can be easily separated during the gearshift process, and further the gearshift process can be smoother, and the gearshift abnormal noise problem can be alleviated.

[0207] Figure 4 It is a schematic structural diagram of a lubrication pump control device for a hybrid transmission provided by an embodiment of the present application. The lubrication pump control device of the hybrid transmission can be implemented by software, hardware, or a combination of both to become part or all of the vehicle, and the vehicle can be the vehicle Figure 5 shown below. Refer to Figure 4 and the device includes: a determination module 401 and a first control module 402.

[0208] The determination module 401 is configured to, when the front axle motor of the vehicle and / or the engine of the vehicle is in a working state, based on the current motor speed of the front axle motor or the current engine speed of the engine and the current transmission oil temperature, determine the first rotational speed of the lubrication pump, and control the lubrication pump to operate at the first rotational speed;

[0209] The first control module 402 is configured to, upon receiving a gearshift command, based on the current transmission oil temperature, control the lubrication pump to decrease from the first rotational speed to the second rotational speed, where the second rotational speed is the rotational speed at which the drag torque of the clutch decreases after the lubrication pump sprays oil to the clutch at the current transmission oil temperature.

[0210] Optionally, the determination module 401 is configured to:

[0211] When the front axle motor is in the working state or both the front axle motor and the engine are in the working state, determine a first rotational speed based on the current transmission oil temperature and the current motor rotational speed;

[0212] When the engine is in the working state, determine a first rotational speed based on the current transmission oil temperature and the current engine rotational speed.

[0213] Optionally, the determining module 401 is configured to:

[0214] When the front axle motor is in the working state or both the front axle motor and the engine are in the working state, determine a reference motor rotational speed from a first correspondence relationship, where the first correspondence relationship refers to the correspondence relationship between multiple motor rotational speeds, multiple transmission oil temperatures, and the rotational speed of the lubricating pump, and the reference motor rotational speed refers to the motor rotational speed with the smallest difference from the current motor rotational speed among the multiple motor rotational speeds in the first correspondence relationship;

[0215] Divide the current motor rotational speed by the reference motor rotational speed to obtain a target speed ratio;

[0216] Determine a first rotational speed based on the reference motor rotational speed, the first correspondence relationship, the target speed ratio, and the current transmission oil temperature.

[0217] Optionally, the determining module 401 is configured to:

[0218] Determine a reference rotational speed from the first correspondence relationship based on the reference motor rotational speed and the current transmission oil temperature;

[0219] Multiply the target speed ratio by the reference rotational speed to obtain the first rotational speed.

[0220] Optionally, the device further includes:

[0221] A second control module, configured to control the lubricating pump not to rotate when the front axle motor and the engine are not in the working state.

[0222] Optionally, the first control module 402 is configured to:

[0223] When receiving a gearshift instruction, determine a speed adjustment factor based on the current transmission oil temperature, where the speed adjustment factor is used to reduce the rotational speed of the lubricating pump;

[0224] Determine a second rotational speed based on the first rotational speed and the speed adjustment factor;

[0225] Control the lubricating pump to reduce its rotational speed from the first rotational speed to the second rotational speed.

[0226] Optionally, the first control module 402 is configured to:

[0227] Within the target duration, the first speed is decreased in multiple rounds with the target speed as the gradient until the speed of the lubricating pump drops to the second speed.

[0228] Optionally, the first control module 402 is configured to:

[0229] When receiving a shift command, obtain the second speed from the second correspondence relationship based on the current transmission oil temperature, where the second correspondence relationship is the correspondence relationship between the transmission oil temperature and the speed of the lubricating pump during the shifting process;

[0230] Control the lubricating pump to decrease from the first speed to the second speed.

[0231] In the embodiment of the present application, when the front axle motor of the vehicle and / or the engine of the vehicle are in a working state, based on the current motor speed of the front axle motor or the current engine speed of the engine and the current transmission oil temperature, determine the first speed of the lubricating pump. That is, in different driving modes, the speed of the lubricating pump can be determined in different ways, so as to achieve refined determination of the speed of the lubricating pump according to the driving mode; then monitor whether a shift command is received. When receiving a shift command, based on the current transmission oil temperature, control the lubricating pump to decrease from the first speed to the second speed. The second speed is the speed at which the drag torque of the clutch decreases after the lubricating pump sprays oil to the clutch at the current transmission oil temperature. That is, when the lubricating pump rotates at the second speed at the current transmission oil temperature, the drag torque of the clutch can be reduced after spraying oil to the clutch. In this way, by reducing the speed of the lubricating pump during the shifting process, the drag torque of the clutch can be reduced after the speed of the lubricating pump is reduced and spraying oil to the clutch, so that the separation resistance between the clutch plates during the shifting process can be reduced, enabling the clutch plates to be easily separated during the shifting process, and further making the shifting process smoother and reducing the shifting abnormal noise problem.

[0232] It should be noted that: when the lubricating pump control device of the hybrid transmission provided in the above embodiment controls the lubricating pump, only the above-mentioned division of each functional module is used for illustration. In actual application, the above functions can be allocated to different functional modules according to needs, that is, the internal structure of the device is divided into different functional modules to complete all or part of the functions described above.

[0233] Each functional unit and module in the above embodiment can be integrated into one processing unit, or each unit can exist physically alone, or two or more units can be integrated into one unit. The above integrated unit can be implemented in the form of hardware or in the form of a software functional unit. In addition, the specific names of each functional unit and module are only for the convenience of mutual distinction and do not limit the protection scope of the embodiments of the present application.

[0234] The lubricating pump control device of the hybrid transmission provided in the above embodiments and the embodiments of the lubricating pump control method of the hybrid transmission belong to the same concept. For the specific working processes of the units and modules in the above embodiments and the technical effects brought about, reference can be made to the method embodiment part, which will not be elaborated here.

[0235] Figure 5 It is a schematic structural diagram of a vehicle provided by an embodiment of the present application.

[0236] Exemplarily, as Figure 5 shown, the vehicle 500 includes: a memory 51 and a processor 50. Among them, an executable program code 52 is stored in the memory 51, and the processor 50 is used to call and execute the executable program code 52 to execute the above-mentioned lubricating pump control method for a hybrid transmission.

[0237] In this embodiment, the vehicle can be divided into functional modules according to the above method examples. For example, it can correspond to each functional module, or two or more functions can be integrated into one processing module. The above integrated modules can be implemented in the form of hardware. It should be noted that the division of modules in this embodiment is illustrative, only a logical function division, and there may be other division methods in actual implementation.

[0238] In the case of dividing each functional module corresponding to each function, the vehicle may include: a determination module, a first control module. It should be noted that all relevant contents of each step involved in the above method embodiment can be cited in the function description of the corresponding functional module, which will not be elaborated here.

[0239] The vehicle provided in this embodiment is used to execute the above-mentioned lubricating pump control method for a hybrid transmission, so the same effects as the above implementation method can be achieved.

[0240] In the case of adopting an integrated unit, the vehicle may include a processing module and a storage module. Among them, the processing module can be used to control and manage the actions of the vehicle. The storage module can be used to support the vehicle to execute corresponding program codes and data, etc.

[0241] Among them, the processing module can be a processor or a controller, which can implement or execute various exemplary logic blocks, modules and circuits shown in combination with the disclosure of the present application. The processor can also be a combination that realizes computing functions, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc. The storage module can be a memory.

[0242] This embodiment also provides a computer-readable storage medium, in which computer program code is stored. When the computer program code runs on a computer, the computer is caused to execute the above-related method steps to implement the lubricating pump control method of a hybrid transmission in the above embodiment.

[0243] This embodiment also provides a computer program product. When the computer program product runs on a computer, the computer is caused to execute the above-related steps to implement the lubricating pump control method of a hybrid transmission in the above embodiment.

[0244] Among them, the vehicle, computer-readable storage medium, computer program product or chip provided in this embodiment are all used to execute the method provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the method provided above, which will not be elaborated here.

[0245] Through the description of the above embodiments, those skilled in the art can understand that for the convenience and conciseness of description, only the division of the above function modules is used as an example. In actual applications, the above functions can be allocated to different function modules according to needs, that is, the internal structure of the device is divided into different function modules to complete all or part of the functions described above.

[0246] In the embodiments provided in this application, it should be understood that the disclosed device and method can be implemented in other ways. For example, the device embodiments described above are illustrative. For example, the division of modules or units is only a logical function division. In actual implementation, there may be other division methods. For example, multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the displayed or discussed coupling or direct coupling or communication connection to each other can be through some interfaces. The indirect coupling or communication connection of the device or unit can be in an electrical, mechanical or other form.

[0247] The above content is only the specific implementation mode of this application, but the protection scope of this application is not limited thereto. Any person skilled in the art can easily think of changes or substitutions within the technical scope disclosed in this application, and all should be covered by the protection scope of this application. Therefore, the protection scope of this application should be subject to the protection scope of the claims.

Claims

1. A lubricating pump control method for a hybrid transmission, characterized in that, The hybrid transmission includes a front axle motor and a lubricating pump, and the method includes: When the front axle motor and / or the vehicle's engine is in a working state, based on the current motor speed of the front axle motor or the current engine speed of the engine and the current transmission oil temperature, determine the first speed of the lubricating pump, and control the lubricating pump to operate at the first speed; When a gearshift command is received, based on the current transmission oil temperature, control the lubricating pump to decrease from the first speed to a second speed, where the second speed is the speed at which the drag torque of the clutch decreases after the lubricating pump sprays oil on the clutch at the current transmission oil temperature.

2. The method according to claim 1, wherein The step of, when the front axle motor and / or the vehicle's engine is in a working state, based on the current motor speed of the front axle motor or the current engine speed of the engine and the current transmission oil temperature, determine the first speed of the lubricating pump, includes: When the front axle motor is in a working state or both the front axle motor and the engine are in a working state, determine the first speed based on the current transmission oil temperature and the current motor speed; When the engine is in a working state, determine the first speed based on the current transmission oil temperature and the current engine speed.

3. The method according to claim 2, wherein The step of, when the front axle motor is in a working state or both the front axle motor and the engine are in a working state, determine the first speed based on the current transmission oil temperature and the current motor speed, includes: When the front axle motor is in a working state or both the front axle motor and the engine are in a working state, based on the current motor speed, determine a reference motor speed from a first correspondence relationship, where the first correspondence relationship refers to the correspondence relationship between multiple motor speeds, multiple transmission oil temperatures, and the speed of the lubricating pump, and the reference motor speed is the motor speed in the multiple motor speeds of the first correspondence relationship with the smallest difference from the current motor speed; Divide the current motor speed by the reference motor speed to obtain a target speed ratio; Based on the reference motor speed, the first correspondence relationship, the target speed ratio, and the current transmission oil temperature, determine the first speed.

4. The method according to claim 3, wherein The step of, based on the reference motor speed, the first correspondence relationship, the target speed ratio, and the current transmission oil temperature, determine the first speed, includes: Based on the reference motor speed and the current transmission oil temperature, determine a reference speed from the first correspondence relationship; Multiply the target speed ratio by the reference speed to obtain the first speed.

5. The method according to claim 1, wherein The method further includes: When the front axle motor and the engine are not in a working state, control the lubricating pump not to rotate.

6. The method according to claim 1, characterized in that, The step of, when a gearshift command is received, based on the current transmission oil temperature, control the lubricating pump to decrease from the first speed to a second speed, includes: When a gearshift command is received, based on the current transmission oil temperature, determine a speed adjustment factor for reducing the speed of the lubricating pump; Determine the second rotational speed based on the first rotational speed and the rotational speed adjustment factor; Control the lubricating pump to decrease from the first rotational speed to the second rotational speed.

7. The method according to claim 6, wherein The controlling the lubricating pump to decrease from the first rotational speed to the second rotational speed includes: Within a target time period, perform multiple rounds of decreasing the first rotational speed in gradients of a target rotational speed until the rotational speed of the lubricating pump decreases to the second rotational speed.

8. The method according to claim 1, wherein When receiving a shift command, based on the current transmission oil temperature, controlling the lubricating pump to decrease from the first rotational speed to the second rotational speed includes: When receiving a shift command, based on the current transmission oil temperature, obtain the second rotational speed from a second correspondence relationship, where the second correspondence relationship is the correspondence relationship between the transmission oil temperature during a shift process and the rotational speed of the lubricating pump; Control the lubricating pump to decrease from the first rotational speed to the second rotational speed.

9. A lubricating pump control device for a hybrid transmission, characterized in that, The hybrid transmission includes a front axle motor and a lubricating pump, and the device includes: A determination module, configured to, when the front axle motor and / or the vehicle's engine is in a working state, determine the first rotational speed of the lubricating pump based on the current motor rotational speed of the front axle motor or the current engine rotational speed of the engine and the current transmission oil temperature, and control the lubricating pump to operate at the first rotational speed; A first control module, configured to, when receiving a shift command, based on the current transmission oil temperature, control the lubricating pump to decrease from the first rotational speed to the second rotational speed, where the second rotational speed is the rotational speed at which the drag torque of the clutch decreases after the lubricating pump injects oil into the clutch at the current transmission oil temperature.

10. A vehicle, characterized in that, The vehicle includes: A memory, configured to store executable program code; A processor, configured to call and run the executable program code from the memory, so that the vehicle executes the method according to any one of claims 1 to 8.

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