Hybrid vehicle power system, gear shifting control method and predictive gear shifting control method

Abstract

The invention provides a hybrid power vehicle power system, a gear shifting control method and a predictive gear shifting control method, and relates to the technical field of vehicle control. The hybrid power vehicle power system comprises an engine, a traction motor, a power coupling mechanism, a gearbox, a differential mechanism and a gear shifting motor device. The power input end of the power coupling mechanism is connected with the engine and the traction motor, and the power output end of the power coupling mechanism is connected to the power input end of the gearbox. The gear shifting motor device is connected to the control end of the gearbox, the power output end of the gearbox is connected to the differential mechanism, a gear set in the gearbox is controlled through the gear shifting motor device, and power input by the power input end of the gearbox is transmitted to the differential mechanism through the gear set. The power system of the hybrid power vehicle can achieve the technical effect of improving the gear shifting control reliability of the hybrid power vehicle.

Description

Technical Field

[0001] The present application relates to the field of vehicle control technology, and in particular to a hybrid vehicle power system, a shift control method, and a predictive shift control method. Background Art

[0002] Generally speaking, the powertrains of hybrid vehicles differ from those of traditional vehicles. Due to the addition of components such as drive motors and power batteries, hybrid vehicles differ somewhat from traditional vehicles in terms of drive type and energy-saving principles. Due to the unique nature of their powertrains, hybrid vehicles can develop and design different shift control methods to improve the vehicle's drivability, power, and economy. However, if the shift system design is not effective, it will inevitably affect the vehicle's driving control and performance. Therefore, how to accurately and effectively design and control the shift system of hybrid vehicles is a key issue that needs to be addressed. In existing technologies, most hybrid vehicles use mechanical transmission mechanisms for shift control, which lacks coordinated control and results in low shift control reliability. Summary of the Invention

[0003] The purpose of this application is to provide a hybrid vehicle power system, a shift control method and a predictive shift control method, which can achieve the technical effect of improving the reliability of the shift control of the hybrid vehicle.

[0004] In a first aspect, the present application provides a hybrid vehicle power system, comprising an engine, a traction motor, a power coupling mechanism, a gearbox, a differential, and a shift motor device; The power input end of the power coupling mechanism is connected to the engine and the traction motor respectively, and the power output end of the power coupling mechanism is connected to the power input end of the gearbox; The shift motor device is connected to the control end of the gearbox, the power output end of the gearbox is connected to the differential, the gear set in the gearbox is controlled by the shift motor device, and the power input from the power input end of the gearbox is transmitted to the differential through the gear set.

[0005] In the above implementation process, a shifting motor device is used to achieve gear shifting. The shifting motor device can control the gear set in the transmission. The power input from the power input end of the transmission is transmitted to the differential through the gear set, and finally the torque of the traction motor and the engine is transmitted to the wheels to achieve vehicle drive. In this process, the gear shifting of the transmission system transmission gear can be achieved through the coordinated control of the shifting motor device, making the gear shifting control more reliable and effective, and achieving the technical effect of improving the reliability of the gear shifting control of hybrid vehicles.

[0006] Furthermore, the shift motor device includes a shift motor, a shift motor controller, a vehicle controller, a transmission mechanism and a synchronization device; The shift motor is connected to the synchronizing device through a transmission mechanism, the synchronizing device is connected to the gear shaft of the gearbox, and the synchronizing device can move along the gear shaft of the gearbox; The shift motor controller is connected to the vehicle controller and the shift motor respectively.

[0007] In the above implementation process, the vehicle controller can perform comprehensive control to decide when to perform active predictive shifting based on the vehicle status (such as vehicle speed, accelerator pedal, brake pedal, etc.). The vehicle controller can send instructions to the shift motor controller and control the shift motor, and adjust the transmission mechanism and synchronization device through the shift motor to ultimately achieve vehicle shifting.

[0008] Furthermore, the transmission mechanism includes a worm, a turbine, a shift block, and a shift fork, and the shift motor is connected to the synchronization device through the worm, the turbine, the shift block, and the shift fork in sequence.

[0009] In the above implementation process, the shift motor drives the worm, and the worm drives the turbine to control the turbine center and the shift block on the same axis. Then the shift block drives the shift fork to rotate, and the shift fork drives the synchronizer to move along the gear shaft of the transmission, thereby realizing the shifting of the power system transmission mechanism.

[0010] Furthermore, the hybrid vehicle power system also includes an instrument mechanism and an intelligent network control mechanism, the instrument mechanism and the intelligent network control mechanism are respectively connected to the vehicle controller, and the instrument mechanism and the intelligent network control mechanism are connected.

[0011] In the above implementation process, the instrument display can display upshift reminders during vehicle acceleration and downshift reminders during braking and deceleration, etc., to remind the driver of gear shifting; through the big data integration of the intelligent network control mechanism, such as combining GPS navigation data, etc., it can judge the distribution of driving road conditions, the congestion level of each section of the road, and the distribution and distance of the next traffic light, so as to identify active gear shifting in advance and improve the reliability of gear shifting control of hybrid vehicles.

[0012] Furthermore, the hybrid vehicle power system also includes an engine control system, a traction motor controller and a transmission controller, the engine control system is connected to the engine, the traction motor controller is connected to the traction motor, and the transmission controller is connected to the transmission.

[0013] In the above implementation process, the engine is controlled by the engine control system, the traction motor controller controls the traction motor, and the transmission controller controls the transmission.

[0014] Furthermore, the hybrid vehicle power system further includes a power battery and a battery management system, and the power battery is connected to the traction motor and the battery management system respectively.

[0015] In the above implementation process, the power battery supplies high voltage electricity to the traction motor, thereby providing an energy source for the traction motor, and then the traction motor and the engine realize power coupling through the power coupling mechanism; among them, the output of the power battery is controlled by the battery management system.

[0016] In a second aspect, the present application provides a shift control method, which is applied to the hybrid vehicle power system according to any one of the first aspects, and the shift control method includes: The shift motor device completes the disengagement of the shift gear; controlling the speed of the shift motor device so that the speed difference between the shift gear and the synchronizing device in the shift motor device is less than or equal to a speed threshold; Controlling the shift motor device to drive the shift gear of the shift motor from a neutral position to a synchronous point position; Control the synchronizer and the shift gear to complete synchronization through sliding friction within the preset time; The shift motor is controlled to drive the shift gear from the synchronous point position to the end position to complete the shifting of the hybrid vehicle power system.

[0017] In the above implementation process, when the shift motor device completes the shift control, the operation of the synchronizer includes synchronizer disengagement, synchronizer sliding, and synchronizer engagement, and then the shift motor controls the power system transmission system (gear set of the transmission) to shift gears.

[0018] In a third aspect, the present application provides a predictive shift control method, which is applied to the hybrid vehicle power system according to any one of the first aspects, and the predictive shift control method includes: Obtaining vehicle driving information parameters, driving behavior information parameters, road condition information parameters and powertrain information parameters; Determining vehicle shift prediction data based on the vehicle travel information parameter, the driving behavior information parameter, the road condition information parameter, and the powertrain information parameter; If the vehicle shift prediction data indicates a shift demand, generating a shift request instruction according to a shift schedule MAP curve; The gear shifting unit is controlled according to the gear shifting request instruction to complete the gear shifting.

[0019] In the above implementation process, during the operation of the vehicle, processing is performed based on the vehicle driving information parameters, driving behavior information parameters, road condition information parameters and powertrain information parameters to obtain vehicle shift prediction data, and then a shift request instruction is generated based on the vehicle shift prediction data and the shift rule MAP curve, thereby achieving the technical effect of actively identifying the shift timing and predicting the shift.

[0020] Furthermore, before the step of controlling the single-machine shift device to complete the shift according to the shift request instruction, the method further includes: generating a gear shift position request signal according to the gear shift request instruction, wherein the gear shift position request signal is used to control the gear shift to the target gear position; generating a torque command based on current gear position and vehicle speed information of the hybrid vehicle powertrain; The shift motor device is controlled to output a preset torque value according to the torque command.

[0021] Furthermore, the step of controlling the single-machine shift device to complete the shift according to the shift request instruction includes: controlling the traction motor and the engine to adjust the speeds thereof, wherein the speeds of the traction motor and the engine are maintained within a target speed range for a period exceeding a first time threshold, wherein the speeds within the target speed range are determined by a shift schedule MAP curve under different gear positions; When the rotation speed of the traction motor and the rotation speed of the engine meet the shifting requirement, controlling the traction motor and the engine to couple input; The torque of the traction motor and the torque of the engine are controlled to further increase to the gear shift target torque, and the maintenance time exceeds the second time threshold, thereby completing the gear shift.

[0022] Other features and advantages disclosed in the present application will be described in the following description, or some features and advantages can be inferred or determined without doubt from the description, or can be learned by implementing the above-mentioned technology disclosed in the present application.

[0023] In order to make the above-mentioned objects, features and advantages of the present application more obvious and easy to understand, preferred embodiments are given below and described in detail with reference to the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following is a brief introduction to the drawings required for use in the embodiments of the present application. It should be understood that the following drawings only show certain embodiments of the present application and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other relevant drawings can be obtained based on these drawings without creative work.

[0025] Figure 1A structural block diagram of a hybrid vehicle power system provided in an embodiment of the present application; Figure 2 A structural block diagram of a shift motor device provided in an embodiment of the present application; Figure 3 A schematic flow chart of a shift control method provided in an embodiment of the present application; Figure 4 A flowchart of a predictive shift control method provided in an embodiment of the present application; Figure 5 A flowchart of another predictive shift control method provided in an embodiment of the present application. DETAILED DESCRIPTION

[0026] The technical solutions in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all of the embodiments. The components of the embodiments of the present application generally described and shown in the drawings here can be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of the present application provided in the drawings is not intended to limit the scope of the application for protection, but merely represents the selected embodiments of the present application. Based on the embodiments of the present application, all other embodiments obtained by those skilled in the art without making creative work are within the scope of protection of this application.

[0027] In this application, terms such as "upper," "lower," "left," "right," "front," "back," "top," "bottom," "inner," "outer," "center," "vertical," "horizontal," "transverse," and "longitudinal" indicate positions or locations based on the positions or locations shown in the accompanying drawings. These terms are primarily intended to better describe this application and its embodiments and are not intended to limit the devices, elements, or components indicated to having a specific orientation, or to being constructed or operated in a specific orientation.

[0028] Furthermore, some of the above terms may be used to express other meanings besides indicating a position or location. For example, the term "on" may also be used to indicate a dependency or connection in certain circumstances. Those skilled in the art will understand the specific meanings of these terms in this application based on the specific circumstances.

[0029] Furthermore, the terms "installed," "disposed," "provided with," "connected," and "connected" should be interpreted broadly. For example, they can refer to fixed connections, removable connections, or integral structures; mechanical connections or point connections; direct connections, indirect connections through an intermediary, or internal communication between two devices, elements, or components. Those skilled in the art will understand the specific meanings of these terms in this application based on the specific circumstances.

[0030] Furthermore, the terms "first," "second," and the like are primarily used to distinguish different devices, elements, or components (which may or may not be the same in type and configuration) and are not intended to indicate or imply the relative importance or quantity of the devices, elements, or components indicated. Unless otherwise specified, "plurality" means two or more.

[0031] Generally speaking, the power system of hybrid vehicles is different from that of traditional vehicles. Due to the addition of components such as drive motors and power batteries, hybrid vehicles have certain differences in drive form and energy-saving principles compared to traditional vehicles. Among them, due to the special characteristics of their power system, hybrid vehicles can develop and design different shift control methods to improve the vehicle's drivability, power and economy. However, if the shift system scheme cannot be effectively designed, it will inevitably affect the driving control and performance of the entire vehicle. Therefore, how to accurately and effectively design and control the shift system scheme of hybrid vehicles is one of the key issues to be solved at present. Refer to the following existing technologies: A hybrid vehicle and a shift control method and system thereof. The technical solution disclosed in the prior art mainly determines whether an assisted shift condition is met based on the vehicle speed and engine speed of the hybrid vehicle. If the assisted shift condition is met, the vehicle control unit generates an assisted shift instruction and sends the assisted shift instruction to the auxiliary motor control unit. The auxiliary motor is connected to the engine, and the assisted shift is mainly determined by the speed. A hybrid power transmission shift control method disclosed in the prior art primarily controls the front-end motor to linearly increase and output a reverse torque in the opposite direction of the engine torque. After the transmitted torque disappears, the clutch is controlled to re-engage and output torque to the input shaft of the transmission, so that the input shaft speed is the same as the engine speed. This method is used to reduce the impact sensation at the start or end of the shift and extend the service life of the synchronizer. An automatic shift control circuit for an electric vehicle. The technical solution disclosed in the prior art is to control upshifting or downshifting according to the increase and decrease of motor current, gear state, driving direction and electrical state through a system composed of a power supply, a motor, a sensor and a control circuit. It can be found that the vehicle shifting control in the above-mentioned disclosed technical solutions is performed through a mechanical transmission mechanism. Most of the shifting controls are performed through a mechanical transmission mechanism and lack coordinated control, resulting in low reliability of the shifting control.

[0032] In response to the technical problems raised above, the embodiments of the present application provide a hybrid vehicle power system, a gear shift control method and a predictive gear shift control method, which can realize the gear shifting of the transmission system transmission gear through the coordinated control of the gear shift motor device, making the gear shift control more reliable and effective, and achieving a more reliable vehicle gear shifting effect.

[0033] See Figure 1 and Figure 2 , Figure 1 This is a structural block diagram of the hybrid vehicle power system provided in an embodiment of the present application. Figure 2 This is a structural block diagram of a shift motor device provided in an embodiment of the present application; the hybrid vehicle power system includes an engine 100, a traction motor 200, a power coupling mechanism 300, a gearbox 400, a differential 500, and a shift motor device 600; The power input end of the power coupling mechanism 300 is connected to the engine 100 and the traction motor 200 respectively, and the power output end of the power coupling mechanism 300 is connected to the power input end of the gearbox 400; The shift motor device 600 is connected to the control end of the gearbox 400, and the power output end of the gearbox 400 is connected to the differential 500. The gear set in the gearbox 400 is controlled by the shift motor device 600, and the power input from the power input end of the gearbox 400 is transmitted to the differential 500 through the gear set.

[0034] In some embodiments, the power of the engine 100 and the traction motor 200 is output to the power coupling mechanism 300, and after power coupling by the power coupling mechanism 300, is output to the transmission 400, thereby achieving unified power output of the hybrid vehicle.

[0035] In some embodiments, the traction motor 200 and the engine 100 input power to the transmission 400 through the power coupling mechanism 300. The power then further passes through the gear set of the transmission 400. Different gear combinations produce different gear ratios. Furthermore, the gear ratio of the transmission 400 can be switched by controlling the shift motor device 600. The power of the input shaft is transmitted between the gears and then transmitted from the output shaft through the differential 500 to finally transmit the torque of the power source (traction motor 200 and engine 100) to the wheels.

[0036] The hybrid vehicle power system provided in the embodiment of the present application adopts a shift motor device 600 to achieve gear shifting. The shift motor device 600 can control the gear set in the transmission 400. The power input from the power input end of the transmission 400 is transmitted to the differential 500 through the gear set, and finally the torque of the traction motor 200 and the engine 100 is transmitted to the wheels to achieve vehicle drive; in this process, the gear shifting of the transmission system transmission gear can be achieved through the coordinated control of the shift motor device 600, making the gear shift control more reliable and effective, and achieving the technical effect of improving the reliability of the gear shift control of the hybrid vehicle.

[0037] In some embodiments, the shift motor device 600 includes a shift motor 610 , a shift motor controller 620 , a vehicle controller 630 , a transmission mechanism 640 , and a synchronization device 650 ; The shift motor 610 is connected to the synchronizer 650 via the transmission mechanism 640 . The synchronizer 650 is connected to the gear shaft of the gearbox 400 , and the synchronizer 650 can move along the gear shaft of the gearbox 400 . The shift motor controller 620 is connected to the vehicle controller 630 and the shift motor 610 respectively.

[0038] For example, the vehicle controller 630 can perform comprehensive control based on the vehicle status (such as vehicle speed, accelerator pedal, brake pedal, etc.) to decide when to perform active predictive shifting. The vehicle controller 630 can send instructions to the shift motor controller 620 and control the shift motor 610, and adjust the transmission mechanism 640 and the synchronization device 650 through the shift motor 610 to ultimately achieve vehicle shifting.

[0039] In some embodiments, the transmission mechanism 640 includes a worm 641 , a turbine 642 , a shift block 643 , and a shift fork 644 , and the shift motor is connected to the synchronization device 650 via the worm 641 , the turbine 642 , the shift block 643 , and the shift fork 644 in sequence.

[0040] Exemplarily, the shift motor 610 drives the worm 641, the worm 641 drives the turbine 642 to control the turbine center and the shift block 643 on the same axis, and then the shift block 643 drives the shift fork 644 to rotate, and the shift fork 644 drives the synchronizer 650 to move along the transmission gear shaft, thereby realizing the shifting of the power system transmission system mechanism.

[0041] In some embodiments, the hybrid vehicle power system further includes an instrument mechanism 660 and an intelligent network control mechanism 670 , which are respectively connected to the vehicle controller 630 , and the instrument mechanism 660 and the intelligent network control mechanism 670 are connected to each other.

[0042] For example, the instrument mechanism 660 can display reminders for upshifting during vehicle acceleration and downshifting during braking and deceleration, etc., to remind the driver of the gear shifting situation; through the big data integration of the intelligent network control mechanism 670, such as combining with GPS navigation data, etc., it can determine the distribution of driving road conditions, the congestion level of each road section, and the distribution and distance of the next traffic light, so as to identify active gear shifting in advance and improve the gear shift control reliability of hybrid vehicles.

[0043] In some embodiments, the hybrid vehicle power system further includes an engine control system 110 , a traction motor controller 210 , and a transmission controller 410 . The engine control system 110 is connected to the engine 100 , the traction motor controller 210 is connected to the traction motor 200 , and the transmission controller 410 is connected to the transmission 400 .

[0044] For example, the engine 100 is controlled by the engine control system 110 , the traction motor controller 210 controls the traction motor 200 , and the transmission controller 410 controls the transmission 400 .

[0045] In some embodiments, the hybrid vehicle power system further includes a power battery 700 and a battery management system 710 , and the power battery 700 is connected to the traction motor 200 and the battery management system 710 , respectively.

[0046] Exemplarily, the power battery 700 supplies high voltage electricity to the traction motor 200, thereby providing an energy source for the traction motor 200, and then the traction motor 200 and the engine 100 realize power coupling through the power coupling mechanism 300; wherein, the output of the power battery 700 is controlled by the battery management system 710.

[0047] In some implementation scenarios, combined with Figures 1 to 2 The hybrid vehicle power system shown is described in detail below: The hybrid vehicle power system includes an engine 100, a traction motor 200, a power coupling mechanism 300, a transmission 400, a differential 500, and a shift motor device 600, as well as controllers corresponding to each powertrain component. The controllers involved specifically include an engine management system 110 (EMS), a traction motor controller 210 (MCU), a transmission controller 410 (TCU), and a battery management system 10 (BMS). The EMS controls the engine 100, the MCU controls the traction motor 200, the TCU controls the transmission 400, and the shift motor device 600 is used to automatically control the shifting of the transmission gear set.

[0048] In some embodiments, the power battery 700 supplies high voltage electricity to the traction motor 200 to provide an energy source. The traction motor 200 and the engine 100 input power to the transmission 400 through the power coupling mechanism 300. The power then further passes through the gear set of the transmission 400. Different gear combinations produce different gear ratios. Furthermore, the gear ratio is switched by controlling the shift motor device 600. The power of the input shaft of the transmission 400 is transmitted between the gears and then passed from the output shaft through the differential 500 to finally transmit the torque of the power source (traction motor 200 and engine 100) to the wheels.

[0049] Illustratively, the shift motor device provided in the embodiment of the present application includes a shift motor 610, a shift motor controller 620, a vehicle controller 630, a transmission mechanism 640, and a synchronizer 650. The shift motor 610 drives a worm 641, which drives a turbine 642 to align the turbine center and a shift block 643 on the same axis. The shift block 643 then drives a shift fork 644 to rotate, and the shift fork 644 drives the synchronizer 650 to move along the gear shaft of the transmission 400, thereby achieving shifting of the powertrain transmission mechanism. Among them, the English names and abbreviations of each component are as follows: vehicle control unit 630 (VCU), gear shift motor 610 (GSM), gear shift motor controller 620 (GSMC), intelligent network control mechanism 670 also known as intelligent network control system (INCS), instrument mechanism 660 also known as instrument cluster module (ICM); VCU, GSMC, INCS, and ICM communicate through the CAN network.

[0050] For example, the vehicle controller 630 performs comprehensive control based on vehicle status (such as speed, accelerator pedal, brake pedal, etc.) and information sent by the intelligent network control unit 670 to determine when to initiate proactive predictive shifts. This control utilizes a pre-defined and calibrated shift schedule MAP curve (the calibrated shift schedule MAP curve is pre-set in the controller software model of the vehicle controller 630). The shift motor controller 620 receives commands from the vehicle controller 630 and controls the shift motor 610. This control operates the transmission mechanism 640 to further move the synchronizer 650, achieving gear disengagement and engagement, ultimately shifting the vehicle. The transmission mechanism 640 is a worm gear drive comprising a worm 641, a turbine 642, a shift block 643, and a shift fork 644. The shift motor controller 620 receives and executes shift control commands from the vehicle controller 630 and reports the torque and speed of the shift motor 610 to the CAN bus.

[0051] See Figure 3 , Figure 3 A schematic flow chart of a shift control method provided in an embodiment of the present application; the shift control method is applied to Figure 1 and Figure 2 The hybrid vehicle power system shown in FIG. 1 includes the following steps: S110: The shift motor device completes the shift gear disengagement; S120: Controlling the speed of the shift motor device so that the speed difference between the shift gear and the synchronizer in the shift motor device is less than or equal to a speed threshold; S130: Control the shift motor device to drive the shift gear of the shift motor from the neutral position to the synchronous point position; S140: Controlling the synchronizing device and the shifting gear to achieve synchronization through sliding friction within a preset time; S150: Controlling the shift motor to drive the shift gear from the synchronous point position to the end position, thereby completing the shifting of the hybrid vehicle power system.

[0052] Illustratively, during the process of the shift motor device 600 completing the shift control, the operation of the synchronizer 650 includes synchronizer disengagement, synchronizer sliding, and synchronizer engagement, and then the shift motor 610 controls the power system transmission system (gear set of the transmission 400) to shift gears.

[0053] In some implementation scenarios, combined with Figures 1 to 3 As shown, the shift control method provided in the embodiment of the present application has the following specific implementation steps: (1) When shifting gears, the gear disengagement control of the gear shift transmission system is first performed. The GSMC controls the gear shift motor to complete the gear disengagement within a specified time (such as 60ms, which can be calibrated), and then the gear shift motor speed control is performed; (2) Shift motor speed control is to control the speed of the motor so that the speed difference between the gears of the shift transmission system and the synchronizer does not exceed the specified value (such as 100 rpm, which can be calibrated). At the same time, the speed of the motor is controlled so that the gear set does not get stuck during the synchronization process. The speed adjustment control process time does not exceed the specified value (such as 200 ms, which can be calibrated). (3) When the GSMC detects that the speed between the gear and the synchronizer is less than a specified value (e.g., 100 rpm, which can be calibrated), the shift motor starts to drive the gear from the neutral position to the synchronization point position; (4) Shift gear synchronization control, GSMC controls the synchronization device and the gear to complete synchronization through sliding friction within a specified time (such as 50ms, which can be calibrated); (5) When the shift gear synchronization is completed, the shift motor should drive the gear from the synchronization point to the end position. The GSMC control gear meshing time shall not exceed the specified value (such as 45ms, which can be calibrated).

[0054] See Figure 4 , Figure 4 A flow chart of a predictive shift control method provided in an embodiment of the present application, wherein the predictive shift control method is applied to Figure 1 and Figure 2 The hybrid vehicle power system shown in FIG. 1 includes the following steps: S210: Acquiring vehicle travel information parameters, driving behavior information parameters, road condition information parameters, and powertrain information parameters; S220: Determining vehicle shift prediction data based on vehicle travel information parameters, driving behavior information parameters, road condition information parameters, and powertrain information parameters; S230: If the vehicle shift prediction data indicates a shift demand, generating a shift request instruction according to the shift schedule MAP curve; S240: Controlling the single-unit shift device to complete the shift according to the shift request instruction.

[0055] For example, during vehicle operation, vehicle travel information parameters, driving behavior information parameters, road condition information parameters and powertrain information parameters are processed to obtain vehicle shift prediction data, and then a shift request instruction is generated based on the vehicle shift prediction data and the shift pattern MAP curve, thereby achieving the technical effect of actively identifying the shift timing and predicting the shift.

[0056] See Figure 5 , Figure 5 A flowchart of another predictive shift control method provided in an embodiment of the present application.

[0057] In some embodiments, before the step of S240: controlling the single-machine shift device to complete the shift according to the shift request instruction, the method further includes: S231: generating a gear shift position request signal according to the gear shift request instruction, wherein the gear shift position request signal is used to control the gear shift to the target gear position; S232: Generate a torque command based on the current gear position and vehicle speed information of the hybrid vehicle power system; S233: Controlling the shift motor device to output a preset torque value according to the torque command.

[0058] In some embodiments, S240: controlling the single-machine shift device to complete the shift according to the shift request instruction includes: S241: Controlling the traction motor and the engine to adjust the speeds, maintaining the speeds of the traction motor and the engine within a target speed range for a period exceeding a first time threshold, wherein the speeds within the target speed range are determined by a shift schedule MAP curve under different gear positions; S242: When the rotation speed of the traction motor and the rotation speed of the engine meet the shifting requirement, controlling the traction motor and the engine to perform coupling input; S243: Control the torque of the traction motor and the torque of the engine to further increase to the gear shift target torque, and maintain it for a time exceeding the second time threshold to complete the gear shift.

[0059] In some embodiments, S210: obtaining vehicle travel information parameters, driving behavior information parameters, road condition information parameters, and powertrain information parameters, the specific implementation steps are as follows: (1) Vehicle driving information detection; The VCU obtains vehicle speed, acceleration, gear information and other parameters through sensor devices and the CAN network bus, providing parameter input for the vehicle's gear shift system control; (2) Driving behavior information detection; The VCU uses sensors to obtain parameters for the accelerator and brake pedals, and uses CAN bus signals to obtain the user's selected driving mode. The driving mode refers to the vehicle control mode selected by the driver through manual touchscreen or button presses, such as Economy, Comfort, or Sport. Simultaneously, the intelligent connected control system (INCS) sends the user's driving type signal to the VCU. The driving type refers to the driver's driving performance indicators (such as the frequency, degree, speed, and acceleration of the accelerator and brake pedals) collected through intelligent connectivity. The system then uses the backend stored big data to determine the user's driving behavior, such as aggressive, normal, or moderate. (3) Road condition information detection; The VCU obtains steering and driving parameters through sensors and the CAN network bus, and uses the intelligent connected control system INCS big data (combined with GPS navigation data) to determine the distribution of driving conditions, the congestion level of each road section, and the distribution and distance of the next traffic light. It identifies active gear shifting in advance and displays it through the instrument control module ICM to remind the driver of the gear shifting situation.

[0060] In some implementation scenarios, combined with Figure 1 and Figure 2 The hybrid vehicle powertrain shown, and Figure 3 The shift control method shown is a predictive shift control method provided by an embodiment of the present application, and its specific implementation steps are as follows: The VCU identifies and predicts shift requirements in advance based on vehicle travel information, driving behavior information, road condition information, and powertrain information. It then calls the shift module and the shift schedule MAP curve (MAP 1 to MAP n, which are calibrated in advance and stored in the VCU's internal controller software) to perform upshift or downshift control based on comprehensive judgment. The VCU proactively predicts shift changes based on road conditions, using radar, cameras, and GPS navigation data to understand road conditions ahead. It proactively shifts gears in advance based on these road conditions and sends this information to the intelligent connected control system and instrument control module, avoiding emergency shifts near congested roads. Drivers are alerted through the instrument panel or entertainment system, such as when the vehicle is accelerating and when it is downshifting. Through the intelligent connected control system (which includes some sensor equipment and communication equipment, etc.) installed in the vehicle, the VCU can obtain real-time information on the vehicle's driving status, the driving information of the vehicle ahead, and the traffic light time at the intersection. For example, when it is detected that there is a traffic light intersection ahead, further, when it is detected that the distance between the vehicle and the vehicle ahead is less than a specified value (such as 15m, which can be calibrated) and the speed difference between the two is less than a specified value (such as 10km / h, which can be calibrated), it can actively perform downshift control. When the vehicle is at a traffic light intersection, the GPS navigation data is used to calculate the parking waiting time. If it is determined that the distance and speed difference with the vehicle ahead exceed the specified value, it can actively perform upshift control. Specifically, the predictive shift control method / steps are as follows: (1) The VCU detects the vehicle's driving status in real time, and the intelligent connected control system INCS detects the driving behavior status and road working environment status in real time and sends the information to the VCU; (2) The VCU combines the information provided by the intelligent connected control system and the operating status of each power source assembly to identify the need for the vehicle to shift gears; (3) When the vehicle has a gear shift requirement, the VCU controls the power source to reduce torque, controls the engine output torque and the motor output torque to be consistent with the TCU gear shift requirement torque, and calls the gear shift schedule MAP curve; (4) Gear shift request command control; a) After internal judgment and identification, the VCU proactively predicts the gear shift timing and sends a gear shift request instruction. The VCU sends a gear shift request signal GearShiftReq to the GSMC, requesting the GSMC to control the gear shift to 1st gear or 2nd gear; GearShiftReq=1 means 1st gear, GearShiftReq=2 means 2nd gear; b) When the driver operates the shift lever to the D or R gear, the gear position of the shift system must not be in neutral. That is, the GearShiftReq command sent by the VCU cannot be equal to 3 (3 indicates neutral gear command). c) The VCU internally calculates the torque command based on the driver's shift lever position (D or R) and vehicle speed, and sends the shift motor torque request signal GSMTorqueReq to the GSMC. The GSMC controls the shift motor button torque signal command to output the torque value; (5) Upshift control method of the shift motor system; The VCU determines and calls the shift MAP curve based on the principle of optimal powertrain operating efficiency and vehicle status, and simultaneously sends a shift command. When the driver operates the shift lever to the driving gear (D or R) and the vehicle is accelerating, the VCU should determine whether to set gear 2 or continue to maintain gear 1 based on the shift line. The VCU sends a signal GearShiftReq = 2 or 1 to the GSMC; (6) Downshift control method of the shift motor system; When the driver operates the shift lever to the driving gear (D or R) and the vehicle is in the process of deceleration, the VCU shall determine whether to set gear 1 or maintain gear 2 according to the downshift line. The VCU sends a signal GearShiftReq = 1 or 2 to the GSMC; (7) Control the traction motor and engine to adjust the speed. The speed of each power source is maintained within the target speed range and the time exceeds the threshold. The speed is set by the MAP curve under different gears. (8) When the speeds of the two power sources, the traction motor and the engine, meet the shifting requirements, that is, when the target speed is reached, the control performs power coupling input; (9) Finally, the torque of the traction motor and the engine is controlled to further increase to the gear shift target torque, and after the time exceeds the specified value, the power source torque transmission after this gear shift is completed.

[0061] In some implementation scenarios, combined with Figure 1 and Figure 2 The hybrid vehicle powertrain shown, and Figure 3 The shift control method shown, Figure 4 and Figure 5 The specific implementation steps of the predictive shift control method for a hybrid vehicle power system performing automatic shifting are as follows: (1) Synchronous device position detection; GSMC detects the specific position of the synchronization device through sensors and sends the position value to VCU through the CAN network; (2) Torque and speed detection; GSMC detects the specific values of the torque and speed of the shift motor and sends the values to the VCU via the CAN network; (3) Synchronous device control method; Based on the shift gear position request and torque request signals received (both sent by the VCU), the GSMC controls the worm gear mechanism, moves the shift fork position, and applies shift fork torque to shift the synchronizer. If the difference between the input and output shaft speeds falls below a specified threshold (e.g., 100 rpm, which can be calibrated), the VCU sends a signal command requesting the GSMC to control the shift gear engagement and synchronizer. (4) Shift motor mode control; 1) The VCU shall send the shift motor state control signal instruction GSMStateControl to the GSMC, requiring the GSMC to work in the corresponding control mode. At the same time, the GSMC shall feedback the shift motor state signal GSMState result to the VCU; 2) When the signal instruction GSMStateControl=1 sent by the VCU, that is, in the position control mode, the GSMC should control the shift gear and synchronizer based on the received position request instruction; 3) When the signal command sent by the VCU is GSMStateControl=2, that is, in torque control mode, the GSMC should control the shift gears and synchronizer based on the received torque request command; (5) Gear shift request command control; 1) After internal judgment and identification, the VCU determines the gear shift timing and sends a gear shift request instruction. The VCU sends a gear shift instruction GearShiftReq to the GSMC, requesting the GSMC to control the gear shift to 1st gear or 2nd gear; GearShiftReq=1 means 1st gear, GearShiftReq=2 means 2nd gear; 2) When the driver operates the shift lever to the D or R gear, the gear position of the shift system should be ensured to be not in neutral. That is, the GearShiftReq command sent by the VCU cannot be equal to 3 (3 indicates neutral gear command). 3) The VCU internally calculates the torque command based on the driver's shift lever position (D or R) and vehicle speed, and sends the shift motor torque command GSMTorqueReq to the GSMC. The GSMC controls the shift motor to output the corresponding torque value.

[0062] In some implementation scenarios, during the fault diagnosis process of the hybrid vehicle power system provided by the embodiments of the present application, the specific implementation steps are as follows: During the vehicle shifting process, when the GSMC sends the shift motor fault signal GSMFault=0 to the VCU, it means that the shift motor system has no fault. When a fault occurs, the GSMC divides the fault mode into two levels, which are designed as follows: (1) Fault level 1: When fault level 1 occurs, the fault can be continuously detected, eliminated, and restored to normal within the current driving cycle. If fault level 1 persists after it occurs, the current gear shift will not be continued, and the GSMC should control the current gear to be maintained. That is, if the original gear is 1, it will continue to be 1, and if the original gear is 2, it will continue to be 2; GSMFault=1, indicating fault level 1, which is a general fault; (2) Fault level 2: When fault level 2 occurs, it can only be resolved by repairing the vehicle and eliminating or resetting the GSMC. The fault cannot be eliminated or restored to normal within the current driving cycle. If fault level 2 occurs, the current gear shift will no longer be able to control the gear shift, and this will also trigger a fault in the vehicle power system; GSMFault=2, indicating fault level 2, which is a serious fault; In addition, when fault level 2 occurs, GSMC sets the internal signal GSMMiLReq to 1, that is, GSMMiLReq=1. At this time, GSMC sends a signal to VCU, and VCU sends a signal to ICM module, requesting the instrument to light up the fault light and remind the driver to go to the maintenance station for repair as soon as possible.

[0063] It should be understood that the phrases “in this embodiment,” “in an embodiment of the present application,” or “as an optional implementation” mentioned throughout the specification mean that specific features, structures, or characteristics related to the embodiment are included in at least one embodiment of the present application. Therefore, “in this embodiment,” “in an embodiment of the present application,” or “as an optional implementation” appearing throughout the specification do not necessarily refer to the same embodiment. In addition, these specific features, structures, or characteristics may be combined in one or more embodiments in any suitable manner. Those skilled in the art should also be aware that the embodiments described in the specification are all optional embodiments, and the actions and modules involved are not necessarily required for the present application.

[0064] In the various embodiments of the present application, it should be understood that the size of the serial numbers of the above-mentioned processes does not necessarily mean the order of execution. The order of execution of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present application.

[0065] The above description is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any modifications or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in the present application should be included within the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.

Claims

1. A hybrid vehicle power system, characterized in that: It includes an engine, a traction motor, a power coupling mechanism, a gearbox, a differential and a shift motor device; The power input end of the power coupling mechanism is connected to the engine and the traction motor respectively, and the power output end of the power coupling mechanism is connected to the power input end of the gearbox; The shift motor device is connected to the control end of the gearbox, the power output end of the gearbox is connected to the differential, the gear set in the gearbox is controlled by the shift motor device, and the power input from the power input end of the gearbox is transmitted to the differential through the gear set.

2. The hybrid vehicle power system according to claim 1, characterized in that: The shift motor device includes a shift motor, a shift motor controller, a vehicle controller, a transmission mechanism and a synchronization device; The shift motor is connected to the synchronizing device through a transmission mechanism, the synchronizing device is connected to the gear shaft of the gearbox, and the synchronizing device can move along the gear shaft of the gearbox; The shift motor controller is connected to the vehicle controller and the shift motor respectively.

3. The hybrid vehicle power system according to claim 2, characterized in that: The transmission mechanism includes a worm, a turbine, a shift block, and a shift fork. The shift motor is connected to the synchronization device through the worm, the turbine, the shift block, and the shift fork in sequence.

4. The hybrid vehicle power system according to claim 2 or 3, characterized in that: The hybrid vehicle power system further includes an instrument mechanism and an intelligent network control mechanism, wherein the instrument mechanism and the intelligent network control mechanism are respectively connected to the vehicle controller, and the instrument mechanism and the intelligent network control mechanism are connected to each other.

5. The hybrid vehicle power system according to claim 1, characterized in that: The hybrid vehicle power system further includes an engine control system, a traction motor controller, and a transmission controller. The engine control system is connected to the engine, the traction motor controller is connected to the traction motor, and the transmission controller is connected to the transmission.

6. The hybrid vehicle power system according to claim 1, characterized in that: The hybrid vehicle power system further includes a power battery and a battery management system, wherein the power battery is connected to the traction motor and the battery management system respectively.

7. A shift control method, characterized in that: Applied to the hybrid vehicle power system according to any one of claims 1 to 6, the shift control method comprises: The shift motor device completes the disengagement of the shift gear; controlling the speed of the shift motor device so that the speed difference between the shift gear and the synchronizing device in the shift motor device is less than or equal to a speed threshold; Controlling the shift motor device to drive the shift gear of the shift motor from a neutral position to a synchronous point position; Control the synchronizer and the shift gear to complete synchronization through sliding friction within the preset time; The shift motor is controlled to drive the shift gear from the synchronous point position to the end position to complete the shifting of the hybrid vehicle power system.

8. A predictive shift control method, characterized in that: Applied to the hybrid vehicle power system according to any one of claims 1 to 6, the predictive shift control method comprises: Obtaining vehicle driving information parameters, driving behavior information parameters, road condition information parameters and powertrain information parameters; Determining vehicle shift prediction data based on the vehicle travel information parameter, the driving behavior information parameter, the road condition information parameter, and the powertrain information parameter; If the vehicle shift prediction data indicates a shift demand, generating a shift request instruction according to a shift schedule MAP curve; The gear shifting unit is controlled according to the gear shifting request instruction to complete the gear shifting.

9. The predictive shift control method according to claim 8, characterized in that: Before the step of controlling the single-unit shifting device to complete the shifting according to the shift request instruction, the method further includes: generating a gear shift position request signal according to the gear shift request instruction, wherein the gear shift position request signal is used to control the gear shift to the target gear position; generating a torque command based on current gear position and vehicle speed information of the hybrid vehicle powertrain; The shift motor device is controlled to output a preset torque value according to the torque command.

10. The predictive shift control method according to claim 8, wherein: The steps of controlling the single-machine shift device to complete the shift according to the shift request instruction include: controlling the traction motor and the engine to adjust the speeds thereof, wherein the speeds of the traction motor and the engine are maintained within a target speed range for a period exceeding a first time threshold, wherein the speeds within the target speed range are determined by a shift schedule MAP curve under different gear positions; When the rotation speed of the traction motor and the rotation speed of the engine meet the shifting requirement, controlling the traction motor and the engine to couple input; The torque of the traction motor and the torque of the engine are controlled to further increase to the gear shift target torque, and the maintenance time exceeds the second time threshold, thereby completing the gear shift.

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