Hybrid transmission power downshift control method, storage medium and program product

Abstract

The invention relates to a hybrid transmission power downshift control method, a storage medium and a program product, and the method comprises the steps that when power downshift of a hybrid vehicle is activated and is in a preparation stage, the torque capacity of a to-be-separated clutch is controlled to be reduced to a first target torque value; when entering the inertia phase stage from the preparation stage, controlling the torque capacity of the to-be-separated clutch according to the first torque compensation value and the second torque compensation value, and finishing speed regulation of the input shaft of the transmission from the current rotating speed to the target rotating speed; and when the inertia phase stage enters the torque exchange stage, based on the rotating speed of the transmission input shaft and the actual torque of the transmission input shaft, the torque capacity of the to-be-separated clutch is controlled to be reduced to zero, and the torque capacity of the to-be-connected clutch is controlled to be increased to a second target torque value, so that the to-be-separated clutch and the to-be-connected clutch complete torque exchange.

Description

Technical Field

[0001] This application relates to the field of downshift control technology for hybrid vehicles, and particularly to a method, storage medium, and program product for controlling downshift in a hybrid transmission. Background Technology

[0002] With the rapid development of hybrid vehicles, hybrid transmissions have emerged. Hybrid transmissions are an important component of hybrid vehicles. The core function of a hybrid transmission is to combine the power of the engine and electric motor of a hybrid vehicle to achieve a highly efficient and energy-saving driving experience. As people's demands for hybrid vehicles continue to increase, higher requirements are also being placed on the shift control of hybrid transmissions, especially on downshift control.

[0003] In related technologies, hybrid vehicles utilize segmented control of the downshifting process, dividing it into four stages: clutch disengagement, gear engagement and speed adjustment, clutch engagement, and torque recovery. In each stage, engine torque is kept constant, while the transmission input shaft speed is adjusted by regulating the electric motor torque and clutch pressure.

[0004] However, the above-mentioned scheme has a relatively simple method for controlling the shifting speed during the downshifting process, which affects the overall downshifting control effect of the hybrid transmission and results in poor downshifting control. Summary of the Invention

[0005] This application provides a hybrid transmission power downshift control method, storage medium, and program product, which can improve the power downshift control effect of the hybrid transmission. The technical solution is as follows:

[0006] On one hand, a hybrid transmission downshift control method is provided, the method being executed by a hybrid vehicle, the hybrid vehicle including a transmission, the transmission including a clutch to be disengaged and a clutch to be engaged, the method comprising:

[0007] When the power downshift of the hybrid vehicle is activated and in the preparation stage, the torque capacity of the clutch to be disengaged is controlled to decrease to a first target torque value, which is the torque value transmitted by the transmission input axis to the clutch to be disengaged at the moment of shift start.

[0008] When entering the inertial phase from the preparation phase, the torque capacity of the clutch to be separated is controlled according to the first torque compensation value and the second torque compensation value. The first torque compensation value is used to reduce the torque of the clutch to be separated in the inertial phase, and the second torque compensation value is used to adjust the speed regulation speed of the clutch to be separated in the inertial phase.

[0009] When entering the torque exchange stage from the inertial phase stage, based on the rotational speed of the transmission input shaft and the actual torque of the transmission input shaft, the torque capacity of the clutch to be disengaged is controlled to be reduced to zero, and the torque capacity of the clutch to be engaged is controlled to be increased to a second target torque value. The second target torque value is the torque value at which the clutch to be engaged can fully transmit the actual torque of the transmission input shaft, so that the clutch to be disengaged and the clutch to be engaged can complete the torque exchange.

[0010] On the other hand, a hybrid transmission power downshift control device is provided, the device comprising:

[0011] The first torque capacity control module is used to control the torque capacity of the clutch to be disengaged to decrease to a first target torque value when the power downshift of the hybrid vehicle is activated and in the preparation stage. The first target torque value is the torque value transmitted by the transmission input axis to the clutch to be disengaged at the moment of shift start.

[0012] The second torque capacity control module is used to control the torque capacity of the clutch to be separated according to the first torque compensation value and the second torque compensation value when entering the inertial phase phase from the preparation phase. The first torque compensation value is used to reduce the torque of the clutch to be separated in the inertial phase phase, and the second torque compensation value is used to adjust the speed regulation speed of the clutch to be separated in the inertial phase phase.

[0013] The third torque capacity control module is used to control the torque capacity of the clutch to be disengaged to decrease to zero and the torque capacity of the clutch to be engaged to increase to a second target torque value when entering the torque exchange stage from the inertial phase stage, based on the rotational speed of the transmission input shaft and the actual torque of the transmission input shaft. The second target torque value is the torque value at which the clutch to be engaged can fully transmit the actual torque of the transmission input shaft, so that the clutch to be disengaged and the clutch to be engaged can complete the torque exchange.

[0014] In one possible implementation, the inertial phase includes an inertial loading phase, a speed regulation phase, and an inertial unloading phase.

[0015] The second torque capacity control module is used for,

[0016] Control the clutch to be disengaged to reduce the first torque compensation value;

[0017] During the speed adjustment phase, the second torque compensation value is superimposed or reduced on the clutch to be separated, so that the actual speed adjustment process of the transmission input shaft is within a preset process range.

[0018] In one possible implementation, the second torque capacity control module is used for,

[0019] The speed difference, inertia coefficient, moment of inertia, and inertial phase time of the transmission input shaft are obtained. The speed difference of the transmission input shaft is the difference between the target speed of the transmission input shaft and the speed of the transmission input shaft before shifting.

[0020] Based on the speed difference of the transmission input shaft, the inertia coefficient, the moment of inertia, and the inertial phase time, determine the inertial torque value that needs to be overcome to adjust the speed of the transmission input shaft from the current speed to the target speed corresponding to the target gear.

[0021] Based on the inertial torque value, the inertial loading phase time process, and the inertial unloading phase time process, a first torque compensation value is determined. The inertial loading phase time process is the ratio of the duration from the moment of entering the inertial loading phase to the current moment to the total duration corresponding to the inertial loading phase. The inertial unloading phase time process is the ratio of the duration from the moment of entering the inertial unloading phase to the current moment to the total duration corresponding to the inertial unloading phase.

[0022] Control the clutch to be disengaged to reduce the first compensation torque value.

[0023] In one possible implementation, the second torque capacity control module is used for,

[0024] When the inertial phase is the inertial loading phase, the product of the inertial torque and the time progression of the inertial loading phase is obtained as the first torque compensation value.

[0025] When the inertial phase is the speed regulation phase, the inertial torque value is obtained as the first torque compensation value;

[0026] When the inertial phase is the inertial unloading phase, the difference between 1 and the time progress of the inertial unloading phase is obtained, and the product of this difference and the inertial torque value is used as the first torque compensation value.

[0027] In one possible implementation, the second torque capacity control module is used for,

[0028] Obtain the ratio of the speed difference of the transmission input shaft to the inertial phase time;

[0029] The product of the ratio of the speed difference of the transmission input shaft to the inertial phase time, the moment of inertia, and the inertia coefficient is calculated as the inertial torque value that needs to be overcome to adjust the speed of the transmission input shaft from the current speed to the target speed corresponding to the target gear.

[0030] In one possible implementation, the second torque capacity control module is used for,

[0031] When the actual speed adjustment process corresponding to the time process is higher than the set upper limit of the speed adjustment process, the clutch to be separated is controlled to be superimposed with a second torque compensation value. The speed adjustment phase time process is the ratio of the duration from the moment of entering the speed adjustment phase to the current moment to the total duration corresponding to the speed adjustment phase.

[0032] If the actual speed adjustment process corresponding to the time process is lower than the set lower limit of the speed adjustment process, the clutch to be separated is controlled to reduce the second torque compensation value.

[0033] In another aspect, a computer device is provided, the computer device comprising a processor and a memory, the memory storing at least one instruction, at least one program, code set or instruction set, the at least one instruction, the at least one program, the code set or instruction set being loaded and executed by the processor to implement the hybrid transmission power downshift control method as described above.

[0034] In another aspect, a computer-readable storage medium is provided, wherein at least one instruction, at least one program, code set, or instruction set is stored therein, wherein the at least one instruction, the at least one program, the code set, or the instruction set is loaded and executed by a processor to implement the hybrid transmission power downshift control method as described above.

[0035] In another aspect, a computer program product is provided, comprising a computer program stored in a computer-readable storage medium. A processor of a computer device reads the computer program from the computer-readable storage medium and executes the computer program, causing the computer device to perform the hybrid transmission power downshift control method provided in the various alternative implementations described above.

[0036] The technical solution provided in this application may include the following beneficial effects:

[0037] When the hybrid vehicle's power downshift is activated and in the preparation phase, the torque capacity of the clutch to be disengaged is controlled to decrease to the first target torque value. When the clutch to be disengaged enters the inertial phase, control is performed based on the first and second torque compensation values. Finally, in the torque exchange phase, the torque capacity of the clutch to be disengaged is reduced to zero and the torque capacity of the clutch to be engaged is increased to the second target torque value to complete the torque exchange. This solution precisely controls the torque capacity of the clutches to be disengaged and engaged in stages (torque reduction in the preparation phase, dynamic compensation in the inertial phase, and handover in the torque exchange phase) to accurately match the power demand and clutch status, reduce shocks, avoid interruptions, and improve the power downshift control effect of the hybrid transmission.

[0038] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0039] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0040] Figure 1 This is a system configuration diagram of a hybrid transmission power downshift control method according to an embodiment of this application;

[0041] Figure 2 This is a flowchart of a hybrid transmission power downshift control method provided in one embodiment of this application;

[0042] Figure 3 This is a flowchart of a hybrid transmission power downshift control method provided in one embodiment of this application;

[0043] Figure 4 This is a flowchart of a hybrid transmission power downshift control method provided in one embodiment of this application;

[0044] Figure 5 This is a flowchart of an embodiment of the inertial phase OFG clutch torque reduction and speed regulation method provided in this application;

[0045] Figure 6 This is a schematic diagram of a power downshifting process provided in an exemplary embodiment of this application;

[0046] Figure 7 This is a block diagram of a hybrid transmission power downshift control device provided in an exemplary embodiment of this application;

[0047] Figure 8 This is a schematic diagram of the structure of a computer device provided in an exemplary embodiment of this application. Detailed Implementation

[0048] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0049] Figure 1 This is a system configuration diagram of a hybrid transmission power downshift control method according to an embodiment of this application. Figure 1As shown, the system includes a hybrid vehicle 100, which includes a hybrid architecture system 100a. The hybrid architecture system 100a includes an engine 1, a first motor 2, a clutch 3, a transmission input shaft 4, a first clutch 5, a second clutch 6, a second motor 7, a second motor transmission gear set 8, an inner input shaft 9, a first gear set 10, a second gear set 11, a third gear set 12, a first speed sensor 13, a second speed sensor 14, a synchronizer 15, and an output shaft 16.

[0050] like Figure 1 As shown, the hybrid architecture system 100a includes an engine and a hybrid transmission. More specifically, it includes a first power source, which comprises an engine 1 and a first electric motor 2. The engine 1 and the first electric motor 2 are coupled and decoupled via a clutch 3. When the clutch 3 is engaged, the output torque of the first power source is the coupling torque between the engine 1 and the first electric motor 2. When the clutch 3 is disengaged, the output torque of the first power source is equal to the output torque of the first electric motor 2. The first electric motor 2 is connected to the outer hub of the first clutch 5 and the second clutch 6 via the transmission input shaft 4. The first clutch 5 and the second clutch 6 share a common outer hub. The hybrid architecture also includes a second power source, which is a second electric motor 7. The second electric motor 7 transmits its power to the inner input shaft 9 via a second electric motor transmission gear set 8. The hybrid transmission includes gear sets that achieve three speed ratios: a first-speed gear set 10, a second-speed gear set 11, and a third-speed gear set 12. Each gear set includes a driving gear and a driven gear. The driving gears of the first-speed gear set 10 and the third-speed gear set 12 are fixed to the inner input shaft 9. A first speed sensor 13 is connected to the driving gear of the first-speed gear set 10 to obtain the speed of the inner input shaft. The driven end of the first clutch is connected to the inner input shaft; therefore, the speed of the inner input shaft is equal to the speed of the driven end of the first clutch. A second speed sensor 14 is connected to the driving gear of the second-speed gear set 11 to obtain the speed of the driving gear of the second-speed gear set 11. The driving gear of the second-speed gear set 11 is connected to the driven end of the second clutch 6; therefore, the speed of the driving gear of the second-speed gear set 11 is equal to the speed of the driven end of the second clutch. The hybrid transmission also includes a synchronizer 15, which, depending on its position, enables power transmission in either first or third gear. The hybrid transmission ultimately outputs power through output shaft 16.

[0051] like Figure 1 As shown, the hybrid transmission of this application is a combination gear, denoted by AB, where A is the gear of the first power source and B is the gear of the second power source.

[0052] Where A = 1, 2, 3, B = 1, 2, 3.

[0053] Different gear combinations can be achieved without interference by varying the combination of clutches and synchronizers.

[0054] For example, in gear 23, the first clutch is disengaged and the second clutch is engaged, which is synchronizer gear III. Similarly, in gear 33, the first clutch is engaged and the second clutch is disengaged, which is synchronizer gear III.

[0055] More gear combination modes are available, but they will not be listed here.

[0056] The hybrid transmission described in this application includes multiple shifting methods. This application uses the downshifting from 33rd gear to 23rd gear as an example to illustrate the power downshift control method.

[0057] Figure 2 This is a flowchart of a hybrid transmission power downshift control method according to an embodiment of this application. The hybrid transmission power downshift control method may include steps 210, 220, and 230. This method can be executed by a hybrid vehicle, which includes a transmission. The transmission includes a clutch to be disengaged and a clutch to be engaged. For example, the hybrid vehicle may be... Figure 1 The specific implementation process of this method is as follows for the hybrid vehicle 100 in the example.

[0058] Step 210: When the power downshift of the hybrid vehicle is activated and in the preparation stage, control the torque capacity of the clutch to be disengaged to decrease to the first target torque value. The first target torque value is the torque value transmitted by the transmission input axis to the clutch to be disengaged at the moment of shift start.

[0059] In this embodiment, the aforementioned power downshift of the hybrid vehicle refers to the process by which the hybrid vehicle actively downshifts to enhance power output under specific conditions.

[0060] The activation of the power downshift in the aforementioned hybrid vehicle indicates that the hybrid vehicle has detected a need to increase power output.

[0061] In some embodiments, the hybrid vehicle can acquire the current gear position, accelerator pedal opening, target torque of the transmission input shaft, temperature of the clutch to be disengaged, and temperature of the clutch to be engaged; when the current gear position, accelerator pedal opening, target torque of the transmission input shaft, temperature of the clutch to be disengaged, and temperature of the clutch to be engaged meet specified conditions, it is determined that the power downshift of the hybrid vehicle is activated.

[0062] The specified conditions include: the current gear is a high gear, the accelerator pedal opening is not less than the minimum opening, the target torque of the transmission input shaft is not less than the minimum torque, and the temperatures of the clutch to be disengaged and the clutch to be engaged are both not greater than the temperature threshold.

[0063] The above-mentioned specified conditions can be set as follows: when the current gear is 33, the accelerator pedal opening is not less than 80%, the target torque of the transmission input shaft is not less than 150 Nm, and the temperature of the clutch to be disengaged and the temperature of the clutch to be engaged are both less than or equal to 150°C, the power downshift activation flag is triggered, and it is determined that the power downshift of the hybrid vehicle is activated.

[0064] In this embodiment, the preparation stage mentioned above is the preparation stage within the shifting stage of the transmission. During the preparation stage, the clutch to be engaged is prepared with oil filling, rapidly filling the gap between the clutches to be engaged. This is achieved through three stages: fast filling, delayed filling, and slow filling, ensuring the oil quickly fills the gap between the clutches to be engaged. When the hybrid vehicle detects that the preparation stage of the clutch to be disengaged is 100% complete, the preparation stage of the clutch to be disengaged ends, and the vehicle enters the inertial phase stage.

[0065] In some embodiments, a hybrid vehicle can control the torque capacity of the clutch to be disengaged to decrease to a first target torque value via a transmission control unit.

[0066] Step 220: When entering the inertial phase from the preparation phase, the torque capacity of the clutch to be separated is controlled according to the first torque compensation value and the second torque compensation value. The first torque compensation value is used to reduce the torque of the clutch to be separated in the inertial phase, and the second torque compensation value is used to adjust the speed regulation speed of the clutch to be separated in the inertial phase.

[0067] The aforementioned inertial phase stage refers to the period during clutch shifting in a hybrid vehicle where the transmission input shaft adjusts from the current speed to the target speed.

[0068] The torque capacity mentioned above is the magnitude of the transmittable torque calculated by the clutch to be disengaged based on its pressure and parameters.

[0069] In some embodiments, a hybrid vehicle may first reduce the torque of the clutch to be disengaged in the inertial phase based on a first torque compensation value, and then adjust the speed regulation speed of the clutch to be disengaged in the inertial phase based on a second torque compensation value.

[0070] Step 230: When entering the torque exchange stage from the inertial phase stage, based on the rotational speed and actual torque of the transmission input shaft, the torque capacity of the clutch to be disengaged is controlled to be reduced to zero, and the torque capacity of the clutch to be engaged is controlled to be increased to the second target torque value. The second target torque value is the torque value at which the clutch to be engaged can fully transmit the actual torque of the transmission input shaft, so that the clutch to be disengaged and the clutch to be engaged can complete the torque exchange.

[0071] The torque exchange phase described above is the process of smoothly and continuously transferring the power generated by the engine and / or motor from the original gear clutch to the target gear clutch after the inertial phase ends during power downshifting, by coordinating and controlling the torque capacity of the clutch to be disengaged and the clutch to be engaged.

[0072] The speed of the transmission input shaft mentioned above refers to the rotational speed of the transmission input shaft, which is generally expressed in revolutions per minute (rpm).

[0073] In some embodiments, the rotational speed of the transmission input shaft can be measured by an input shaft speed sensor on the transmission.

[0074] The actual torque of the transmission input shaft mentioned above refers to the real torque value that is jointly output by the engine and / or drive motor and transmitted to the transmission input shaft at the moment of gear shift.

[0075] The second target torque value mentioned above is the torque value at which the clutch to be engaged can fully transmit the actual torque of the transmission input shaft.

[0076] In this embodiment, when the hybrid vehicle's power downshift is activated and in the preparation phase, the torque capacity of the clutch to be disengaged is controlled to decrease to a first target torque value. When the clutch to be disengaged enters the inertial phase, control is applied based on a first torque compensation value and a second torque compensation value. Finally, in the torque exchange phase, the torque capacity of the clutch to be disengaged is reduced to zero, and the torque capacity of the clutch to be engaged is increased to a second target torque value to complete the torque exchange. This solution precisely controls the torque capacity of the clutches to be disengaged and engaged in stages (torque reduction in the preparation phase, dynamic compensation in the inertial phase, and handover completion in the torque exchange phase) to accurately match power demand and clutch status, reduce impact, avoid interruptions, and improve the power downshift control effect of the hybrid transmission.

[0077] Based on the solutions shown in any one or more of the above-described corresponding embodiments, in one possible implementation, the inertial phase stage includes an inertial loading stage, a speed regulation stage, and an inertial unloading stage.

[0078] The aforementioned inertial loading stage is the inertial phase of the gear shifting process in a hybrid vehicle. The inertial torque that needs to be overcome in the process of adjusting the transmission input shaft from the speed before shifting to the target speed corresponding to the target gear is gradually superimposed on the first torque compensation value determined by the time process of the inertial loading stage and then added to the stage where the clutch is to be disengaged.

[0079] The aforementioned speed adjustment phase is the inertial phase of the gear shifting process in a hybrid vehicle, where the torque capacity of the clutch to be disengaged is controlled based on the first torque compensation value and the second torque compensation value to adjust the speed of the transmission input shaft.

[0080] The aforementioned inertial unloading phase is the inertial phase of the gear shifting process in a hybrid vehicle. The inertial torque that needs to be overcome in the process of adjusting the transmission input shaft from the speed before shifting to the target speed corresponding to the target gear is gradually superimposed on the first torque compensation value determined by the inertial unloading phase time process and then added to the stage where the clutch is to be disengaged.

[0081] based on Figure 2 Please refer to Figure 3 , Figure 3 This is a flowchart of a hybrid transmission power downshift control method provided in an embodiment of this application. The above step 220 can be implemented as steps 220a and 220b. The specific implementation process of this method is as follows.

[0082] Step 220a: Control the clutch to be disengaged to reduce the first torque compensation value.

[0083] In some embodiments, a hybrid vehicle can add a first torque compensation value to the original torque command of the clutch to be disengaged by the transmission control unit, and adjust the clutch oil pressure by controlling the current of the solenoid valve, thereby reducing the torque value transmitted by the clutch to be disengaged.

[0084] Step 220b: During the speed adjustment phase, control the clutch to be disengaged to superimpose or reduce the second torque compensation value so that the actual speed adjustment process of the transmission input shaft is within the preset process range.

[0085] The aforementioned preset process range is a preset process threshold range, used to ensure the smoothness and efficiency of the gear shifting or speed adjustment process.

[0086] In this embodiment, during the speed adjustment phase, the second torque compensation value is superimposed or reduced by controlling the clutch to be separated, so that the actual speed adjustment process of the transmission input shaft is within a preset process range, which can effectively improve the control effect of the hybrid transmission during the speed adjustment phase.

[0087] Based on the solutions shown in any one or more of the above embodiments, in one possible implementation, step 220a can be implemented as follows: obtaining the speed difference, inertia coefficient, moment of inertia, and inertial phase time of the transmission input shaft, wherein the speed difference of the transmission input shaft is the difference between the target speed of the transmission input shaft and the speed of the transmission input shaft before shifting; determining the inertial torque value that needs to be overcome to adjust the speed of the transmission input shaft from the current speed to the target speed corresponding to the target gear based on the speed difference, inertia coefficient, moment of inertia, and inertial phase time of the transmission input shaft; determining a first torque compensation value based on the inertial torque value, the inertial loading phase time process, and the inertial unloading phase time process, wherein the inertial loading phase time process is the ratio of the duration from the moment of entering the inertial loading phase to the current moment to the total duration corresponding to the inertial loading phase, and the inertial unloading phase time process is the ratio of the duration from the moment of entering the inertial unloading phase to the current moment to the total duration corresponding to the inertial unloading phase; and controlling the clutch to be disengaged to reduce the first compensation torque value.

[0088] The aforementioned inertia coefficient is a correction factor used to compensate for the deviation between the theoretical inertial torque and the actual response torque. In some embodiments, the aforementioned inertia coefficient is a preset value, which can be obtained through bench calibration tests.

[0089] The aforementioned moment of inertia is the resistance of the rotating components involved in gear shifting and speed regulation to angular acceleration, and its unit is kg·m. 2 .

[0090] The target speed of the transmission input shaft mentioned above refers to the speed of the transmission input shaft calculated based on the current vehicle speed, the target gear, and the transmission ratio corresponding to the target gear.

[0091] In some embodiments, the target speed of the transmission input shaft can be calculated by the transmission control unit based on the real-time vehicle speed and the gear ratio of the target gear. The formula for calculating the target speed of the transmission input shaft is: Target speed = Vehicle speed * Gear ratio.

[0092] The aforementioned inertial torque value represents the magnitude of the inertial torque that the transmission input shaft needs to overcome to reach the target speed during the power downshifting process.

[0093] In some embodiments, the above-mentioned inertial torque value can be calculated by the following formula: Inertial torque value = (rotational speed difference ÷ inertial phase time) × moment of inertia × coefficient of inertia.

[0094] In some embodiments, a timer is set for the inertial loading phase and the inertial unloading phase respectively. When a phase is just entered, the timer starts counting and accumulates the time from the moment of entering the phase to the current moment. Furthermore, the accumulated time is divided by the theoretical total time corresponding to the current phase to determine the progress of the current phase.

[0095] Specifically, a timer is set for the inertial loading phase. The timer starts counting when the inertial loading phase is just entered, and accumulates the time from the moment the inertial loading phase begins to the current moment. Furthermore, the accumulated time is divided by the theoretical total time corresponding to the inertial loading phase to determine the time progress of the inertial loading phase.

[0096] Specifically, a timer is set for the inertial unloading phase. The timer starts counting when the inertial unloading phase is just entered, and accumulates the time from the moment the inertial unloading phase begins to the current moment. Furthermore, the accumulated time is divided by the theoretical total time corresponding to the inertial unloading phase to determine the time progress of the inertial unloading phase.

[0097] In this embodiment, the above scheme combines the time process of the inertial loading stage and the time process of the inertial unloading stage, and determines the first torque compensation value for the sub-stage corresponding to the specific inertial phase stage, thereby avoiding torque mutation. By quantifying the dynamic relationship between various parameters, the power downshifting effect of the hybrid transmission can be effectively controlled.

[0098] Based on the solutions shown in any one or more of the above-described corresponding embodiments, in one possible implementation, when the inertial phase is the inertial loading phase, the product of the inertial torque and the inertial loading phase time progression is obtained as the first torque compensation value; when the inertial phase is the speed regulation phase, the inertial torque value is obtained as the first torque compensation value; when the inertial phase is the inertial unloading phase, the product of 1 minus the inertial unloading phase time progression and the inertial torque value is obtained as the first torque compensation value.

[0099] In this embodiment, the method for determining the first torque compensation value corresponding to different sub-stages of the inertial phase is refined. This method can adjust the torque compensation value according to the actual situation of the clutch to be separated, improve the accuracy of the first torque compensation setting, and effectively improve the control effect of the clutch to be separated.

[0100] Based on the solutions shown in any one or more of the above embodiments, in one possible implementation, the ratio of the speed difference of the transmission input shaft to the inertial phase time is obtained; the product of the ratio of the speed difference of the transmission input shaft to the inertial phase time, the moment of inertia, and the inertia coefficient is calculated as the inertial torque value that needs to be overcome for the transmission input shaft to adjust its speed from the current speed to the target speed corresponding to the target gear.

[0101] In this embodiment, the inertial torque value is determined by multiple reference factors, including the ratio of the speed difference of the transmission input shaft to the inertial phase time, the moment of inertia, and the inertia coefficient. This fully considers the mechanical dynamic characteristics, has a strong adaptability to the calculation method, and effectively improves the accuracy of the inertial torque value calculation.

[0102] Based on the solutions shown in any one or more of the above embodiments, in one possible implementation, step 220b can be implemented as follows: when the actual speed regulation process corresponding to the time process is higher than the set upper limit threshold of the speed regulation process, the clutch to be separated is controlled to add a second torque compensation value, wherein the actual speed regulation process is the ratio of the duration from the moment of entering the speed regulation stage to the current moment to the total duration corresponding to the speed regulation stage; when the actual speed regulation process corresponding to the time process is lower than the set lower limit threshold of the speed regulation process, the clutch to be separated is controlled to reduce the second torque compensation value.

[0103] If the actual speed adjustment process corresponding to the time process is higher than the set upper limit threshold, it means that the adjustment speed of the clutch to be disengaged is too fast; if the actual speed adjustment process corresponding to the time process is lower than the set lower limit threshold, it means that the adjustment speed of the clutch to be disengaged is too slow.

[0104] In some embodiments, a hybrid vehicle can determine the relationship between the current actual speed adjustment process and the upper and lower speed adjustment process thresholds determined based on the time process by querying the upper and lower speed adjustment process mapping tables.

[0105] The upper limit mapping table for speed regulation process includes the mapping relationship between speed regulation time processes and upper limit thresholds for speed regulation processes. One speed regulation time process corresponds to one upper limit threshold for speed regulation process, and different speed regulation time processes correspond to different upper limit thresholds for speed regulation processes. The lower limit mapping table for speed regulation process includes the mapping relationship between speed regulation time processes and lower limit thresholds for speed regulation processes. One speed regulation time process corresponds to one lower limit threshold for speed regulation process, and different speed regulation time processes correspond to different lower limit thresholds for speed regulation processes.

[0106] For example, the preset speed adjustment phase time is 300ms, and the cumulative timing duration of the current speed adjustment phase is 60ms, meaning the speed adjustment time progress is 20%. Please refer to Tables 1 and 2, and query Tables 1 and 2 according to the speed adjustment time progress to obtain the upper limit threshold 'a' of the speed adjustment process corresponding to the current speed adjustment process in Tables 1 and 2. i And the lower limit threshold b of the speed regulation process i .

[0107] Table 1 Mapping Table of Upper Limit of Gear Shifting and Speed ​​Adjustment Process

[0108]

[0109] Table 2 Lower Limit Mapping Table for Gear Shifting and Speed ​​Adjustment Process

[0110]

[0111] Among them, a i >b i(i = 1, 2, 3, ..., 8), a i ∈[0, 100%], b i ∈[0, 100%], the specific value can be set through actual vehicle calibration.

[0112] During the inertial phase, when the speed regulation time progress is within the range of 20% to 90%, the speed regulation speed of the transmission input shaft is judged. When the actual speed regulation progress corresponding to the time progress is higher than the set upper limit of the speed regulation progress, it is confirmed that the speed regulation is too fast; when it is lower than the set lower limit of the speed regulation progress, it is confirmed that the speed regulation is too slow; when it is in between, it is confirmed that the speed regulation is normal.

[0113] For example, when the speed adjustment phase time progress is 30%, the corresponding upper limit threshold for the speed adjustment process is set to 50%, and the lower limit threshold for the speed adjustment process is set to 40%. When the actual speed adjustment progress is 60%, it is judged as speed adjustment too fast. When the actual speed adjustment progress is 35%, it is judged as speed adjustment too slow. When the actual progress is 45%, it is judged as speed adjustment normal.

[0114] When the speed adjustment is too fast, the second torque compensation value is added to the clutch to be disengaged; when the speed adjustment is too slow, the second torque compensation value is subtracted from the clutch to be disengaged; when the speed adjustment is normal, the second torque compensation value of the clutch to be disengaged is set to 0.

[0115] In this embodiment, the speed of speed adjustment is determined based on the relationship between the actual speed adjustment process and the upper and lower threshold values ​​of the speed adjustment process determined based on the speed adjustment time process. Furthermore, the second torque compensation value is selected to be superimposed or reduced according to the actual speed adjustment situation. This adjustment mechanism realizes active intervention in the speed adjustment rate, effectively improves the accuracy of the control of the second torque compensation value of the clutch to be separated during the speed adjustment stage, thereby improving the overall power downshift control effect of the hybrid transmission.

[0116] For example, based on Figures 2 to 3 For any one or more embodiments, this application proposes a hybrid transmission power downshift control method.

[0117] This application example illustrates a hybrid transmission power downshift control method, the method including:

[0118] Determine whether to activate power downshifting based on the current gear, vehicle speed, accelerator pedal opening, and target torque of the input shaft;

[0119] When power downshifting is activated, the current speed and target speed of the transmission input shaft are determined based on vehicle speed, current gear, and target gear.

[0120] Based on the shift status determination module, the current shift stage is obtained;

[0121] During the shifting phase, when the gear shift is in the preparation phase, the torque capacity of the disengaged clutch is controlled based on the actual torque of the transmission input shaft, while the oil filling preparation of the clutch to be engaged is completed.

[0122] When the gear shift is in the inertial phase, the inertial torque that the gear shift needs to overcome is determined based on the gear shift speed of the gear input shaft before the shift, the target speed corresponding to the target gear, the equivalent moment of inertia of the gear input shaft, and the preset inertial phase time. The first torque compensation value of the clutch to be separated is determined based on the speed adjustment process calculated from the real-time speed of the gear input shaft and the inertial torque.

[0123] Furthermore, based on whether the gear shifting speed regulation process is within a preset speed regulation process range determined by a preset time in the inertial phase speed regulation stage, a second torque compensation value for the clutch to be disengaged is determined. The torque capacity of the clutch to be disengaged is controlled based on the first and second torque compensation values ​​to achieve speed regulation of the transmission input shaft, ensuring that the actual speed regulation process follows the preset speed regulation process. In the inertial phase, the pressure of the clutch to be engaged is controlled to be stabilized at the KP (Kiss Point) point (the critical point where torque is just transmitted).

[0124] During the gear shifting phase, when the clutch to be disengaged and the clutch to be engaged are in the torque exchange phase, the torque is exchanged according to a preset time to complete the power downshift.

[0125] In existing power downshift control methods, the speed of the transmission input shaft is adjusted by reducing torque through the clutch to be disengaged. In this process, the focus is on whether the transmission input shaft reaches the target speed, and the speed adjustment process is not effectively controlled. There is uncertainty in the speed adjustment time of the transmission input shaft. When the clutch torque reduction is too large, the speed adjustment time is fast, which can easily cause shift shock; when the torque reduction is too small, the speed adjustment time is slow, causing the clutch friction plate to heat up, and at the same time delaying the power response time of the transmission.

[0126] To address the aforementioned issues, this application proposes a hybrid transmission power downshift control method based on a torque compensation mechanism. This method aims to ensure that the speed adjustment time is within a reasonable range while smoothly transitioning the transmission input shaft speed to the target gear during power downshifting. By precisely controlling the speed adjustment process, the method ensures that the speed adjustment time is within a reasonable range, while simultaneously guaranteeing driving smoothness and clutch safety during power downshifting.

[0127] For ease of explanation, the method described in this application can be applied to a vehicle's hybrid architecture system, which can be... Figure 1 The hybrid architecture system 100a in the middle.

[0128] Power downshifting occurs during rapid acceleration by the driver, triggering the transmission to downshift quickly and enhance vehicle power. During downshifting, the transmission needs to smoothly transfer the torque transmitted from the disengaged clutch (hereinafter referred to as the OFG clutch) to the driven clutch (hereinafter referred to as the ONC clutch). Due to the downshift, the transmission input shaft needs to accelerate. However, the ONC clutch has a negative slip at the start of the shift, meaning it cannot transmit positive torque. Negative slip refers to the speed of the driving end of the clutch connected to the power source being lower than the speed of the driven end. Positive torque refers to the torque transmitted from the power source to the driven end through the clutch being greater than zero. Therefore, the OFG clutch is first controlled to reduce torque to accelerate the transmission input shaft. Once the transmission input shaft reaches the target speed, the speed adjustment ends, and then the torque exchange between the OFG and ONC clutches occurs.

[0129] Please refer to Figure 4 , Figure 4 This is a flowchart of a hybrid transmission power downshift control method provided in one embodiment of this application. Figure 4 The steps include 401, 402, 403, and 404, as detailed below.

[0130] Step 401: Power downshift trigger is detected, and the stage of the shift process is obtained.

[0131] Check if power downshifting is activated. Power downshifting activation requires the following conditions to be met simultaneously:

[0132] 1. The current gear is 33.

[0133] 2. Accelerator pedal opening ≥ PercGasPedl_min;

[0134] 3. The target torque of the transmission input shaft is ≥ TransInpTrq_min;

[0135] 4. Both the OFG clutch and the ONC clutch must satisfy the condition that temperature ≤ Temp_high;

[0136] Step 402: During the preparation phase of the shifting stage, control the torque capacity of the clutch to be disengaged to be reduced to near the actual torque of the transmission input shaft.

[0137] During the OFG clutch preparation phase, the OFG clutch is pre-disengaged, and its torque capacity drops rapidly from the current value to near the torque transmitted from the transmission input shaft to the active end of the OFG clutch at the start of the shift, so that the OFG clutch is in a state of slight slippage, in preparation for speed adjustment of the transmission input shaft.

[0138] The control torque during the OFG clutch preparation phase satisfies the following relationship:

[0139] TOFGprep=[(Tin+TOFGPrepOfs)-TOfGPreIni]*PrepProg+TOfGPreIni;

[0140] Tin – The torque value (Nm) transmitted from the transmission input shaft to the active end of the OFG clutch at the start of a shift;

[0141] TOFGPrepOfs – OFG clutch torque offset during the preparation phase (Nm);

[0142] PrepProg – Preparation phase progress (%);

[0143] TOfGPreIni – OFG clutch torque capacity (Nm) at the start of a gear shift;

[0144] The OFG clutch torque offset is determined based on the speed of the transmission input shaft and the OFG clutch torque capacity at the start of shifting. The specific value is ultimately determined through calibration. Setting the OFG clutch torque offset is to make the clutch enter a micro-slipping state, in preparation for speed adjustment of the transmission input shaft.

[0145] The preparation phase progress is the ratio (0-100%) of the cumulative sampling time from the start of the OFG clutch entering the preparation phase to the preset time of the entire preparation phase. For example, if the cumulative sampling time from the start of the preparation phase is 50ms and the preset time of the entire preparation phase is 100ms, then the preparation phase progress PrepProg = 50%.

[0146] The clutch torque capacity Tc (Nm) is based on the clutch disc friction coefficient u, the corresponding solenoid valve controlled oil pressure P (MPa), and the friction area A (mm²). 2 The maximum working condition reset spring force Fs (N), friction radius Rf (mm), and number of friction plates n are determined as follows:

[0147] Tc=u(P*A-Fs)*(Rf / 1000)*n

[0148] Conversely, when the clutch torque capacity and other relevant parameters are known, the corresponding oil pressure P can also be calculated. It should be noted that the clutch torque capacity determines the torque that the clutch can transmit. Only when the clutch torque capacity is greater than the transmission input shaft torque can the entire transmission input shaft torque be transmitted to the wheel end. When the clutch torque capacity is lower than the torque transmitted from the transmission input shaft to the clutch drive end, the clutch slips, causing the transmission input shaft speed to increase.

[0149] Step 403: When the gear shifting phase is in the inertial phase, the torque capacity of the clutch to be disengaged is controlled according to the first torque compensation value and the second torque compensation value to complete the speed regulation of the transmission input shaft.

[0150] During the inertial phase, the ONC clutch remains in the oil-filled holding phase, with pressure stable at point KP. The OFG clutch needs to reduce torque to adjust the speed of the transmission input shaft. To precisely control the speed adjustment of the transmission input shaft during the inertial phase, the inertial phase is divided into three sub-phases: inertial loading, speed adjustment, and inertial unloading. By setting shift speed adjustment process coefficients from the inertial loading phase to the speed adjustment phase and from the speed adjustment phase to the inertial unloading phase, the OFG clutch smoothly reduces torque, ensuring the smoothness of the speed adjustment process.

[0151] The shift speed regulation process coefficients from the inertial loading stage to the speed regulation stage and from the speed regulation stage to the inertial unloading stage are determined based on the actual torque and rotational speed of the transmission input shaft. The shift speed regulation process coefficient from the inertial loading stage to the speed regulation stage can be set to 10%, and the shift speed regulation process coefficient from the speed regulation stage to the inertial unloading stage can be set to 90%, both of which can be adjusted through actual vehicle calibration.

[0152] Please refer to Figure 5 , Figure 5 This is a flowchart of a torque reduction and speed regulation method for an OFG clutch in the inertial phase stage according to an embodiment of this application. The method includes steps 501, 502, 503, and 504, as detailed below.

[0153] Step 501: Obtain the real-time speed and target speed of the transmission input shaft, and calculate the magnitude of the inertial torque that needs to be overcome during the speed regulation process based on the equivalent rotational inertia of the transmission input shaft, the speed difference, and the preset inertial phase time.

[0154] Based on the speed difference between the target speed of the transmission input shaft and the speed before shifting, the preset inertial phase time, the equivalent moment of inertia of the transmission input shaft, and the inertia coefficient, the magnitude of the inertial torque that needs to be overcome during power downshifting speed adjustment is calculated as follows:

[0155] Inertial torque = moment of inertia * speed difference / inertial phase time * inertia coefficient;

[0156] The inertial phase time includes inertial loading time, speed adjustment time, and inertial unloading time. All three time values ​​are predetermined based on experience and are finally determined through repeated experiments under the premise of balancing the total shift time and shift smoothness. The inertial coefficient is determined based on the actual torque and actual speed of the transmission input shaft.

[0157] Step 502: Determine the time from the inertial phase loading stage to the speed regulation stage and the time from the speed regulation stage to the inertial unloading stage based on the speed regulation process, and calculate the magnitude of the first torque compensation value of the clutch to be separated.

[0158] The first torque compensation value is determined as follows:

[0159] At any moment during the inertial loading phase, the first torque compensation value is the inertial torque multiplied by the inertial loading phase time.

[0160] At any point during the speed regulation phase, the first torque compensation value is the inertial torque.

[0161] At any moment during the inertial unloading phase, the first torque compensation value is the inertial torque * (1 - the time progression of the inertial unloading phase).

[0162] The time progression of the inertial loading phase is the ratio of the cumulative time taken to enter the inertial loading phase to the preset inertial loading time.

[0163] The time progression of the inertial unloading phase is the ratio of the cumulative time taken to enter the inertial unloading phase to the preset inertial unloading time.

[0164] For example, when the power downshift is triggered, the transmission input shaft speed is 3000 rpm (314 rad / s), the target transmission input shaft speed is 4000 rpm (419 rad / s), the speed difference is 105 rad / s, the inertial loading time, speed adjustment time, and inertial unloading time are 0.1s, 0.3s, and 0.05s respectively, and the equivalent rotational inertia of the transmission input shaft is 0.2 kg·m. 2 The inertia coefficient is 1.1, and the calculated inertial torque is 51 Nm. When the inertial loading phase reaches 0.03 s, the inertial loading phase has progressed for 30% of its duration, and the first torque compensation value is 15.3 Nm. When the inertial unloading phase reaches 0.03 s, the inertial unloading phase has progressed for 60% of its duration, and the first torque compensation value is 20.4 Nm.

[0165] The transmission control unit calculates the shift speed regulation process coefficient in real time. First, it applies inertial loading and controls the OFG clutch to gradually reduce the magnitude of the inertial torque. At the end of the inertial loading stage, it refers to the preset shift speed regulation process coefficient for the transition from the inertial loading stage to the speed regulation stage. When the shift speed regulation process coefficient is greater than or equal to the preset shift speed regulation process coefficient for the transition from the inertial loading stage to the speed regulation stage, the inertial loading ends and the speed regulation stage begins. In the speed regulation stage, the OFG clutch is controlled to reduce the magnitude of the inertial torque. When the shift speed regulation process coefficient is greater than or equal to the preset shift speed regulation process coefficient for the transition from the speed regulation stage to the inertial unloading stage, the OFG clutch is controlled to gradually increase the magnitude of the inertial torque from the torque value of the speed regulation stage to prevent the transmission input shaft speed from overshooting and causing shock.

[0166] The gear shifting and speed adjustment process is determined according to the following method:

[0167] First, obtain the gear ratio before the shift. Then, multiply the gear ratio before the shift by the output shaft speed of the transmission to obtain the input shaft speed before the shift.

[0168] The output shaft speed of the transmission is obtained by dividing the speed collected by the wheel-end speed sensor by the final drive ratio.

[0169] Obtain the target speed of the transmission input shaft, and multiply the transmission output shaft speed by the target gear ratio to get the target speed of the transmission input shaft.

[0170] The real-time speed of the transmission input shaft during speed regulation is obtained. The transmission input shaft described in this application is rigidly connected to the output shaft of the first motor, and the real-time speed of the transmission input shaft is consistent with the speed of the first motor. It can be obtained from the CAN (Controller Area Network) bus through the vehicle control unit.

[0171] The shift speed adjustment process (represented by %) is obtained by dividing (real-time input shaft speed - input shaft speed before shift) by (target input shaft speed - current input shaft speed).

[0172] 33-23 When downshifting, the OFG clutch is the first clutch and the ONC clutch is the second clutch. For example, if the transmission output shaft speed before the shift is 2000 rpm, the 2nd gear ratio is 2, the 3rd gear ratio is 1.5, the transmission input shaft speed before the shift is 2000 * 1.5 = 3000 rpm, and the target transmission input shaft speed is 2000 * 2 = 4000 rpm.

[0173] At any moment during a gear shift, the speed of the transmission input shaft is 3200 rpm. Therefore, the actual speed adjustment process during the gear shift at that moment is: (3200-3000) / (4000-3000)=20%.

[0174] Step 503: Compare the actual speed regulation process with the preset speed regulation process determined based on the time process of the inertial phase speed regulation stage, determine whether the speed regulation is too fast or too slow, and control the clutch to be separated to add or subtract the second torque compensation value according to whether the speed regulation is too fast or too slow and its duration.

[0175] In this embodiment, if the actual speed adjustment process is higher than the upper limit threshold of the preset speed adjustment process determined based on the time process of the inertial phase speed adjustment stage, it is confirmed that the speed adjustment is too fast, and the clutch to be separated is controlled to add a second torque compensation value; in this embodiment, if the actual speed adjustment process is lower than the lower limit threshold of the preset speed adjustment process determined based on the time process of the inertial phase speed adjustment stage, it is confirmed that the speed adjustment is too slow, and the clutch to be separated is controlled to reduce the second torque compensation value.

[0176] Whether the gear shifting and speed adjustment process is within a preset range includes:

[0177] Based on the preset inertial phase speed adjustment stage time, the timing starts from the moment the power downshifts into the speed adjustment stage, and the time progress is obtained by dividing the cumulative timing time by the total speed adjustment time.

[0178] Determine the second torque compensation value for the OFG clutch, including:

[0179] Based on the duration of excessively fast or slow speed adjustment, a second torque compensation value is set, as shown in Table 3 below:

[0180] Table 3 Mapping Table of Second Torque Compensation Values

[0181]

[0182] Where ci≥0 and ci≥ci-1 (i=2,3,…,10), the specific values ​​can be set by combining actual vehicle calibration with speed adjustment performance. When the duration of excessively fast or slow speed adjustment exceeds 180ms, the second torque compensation value is taken as c10.

[0183] By adding or subtracting the second torque compensation value during the speed adjustment phase, the torque capacity of the OFG clutch can be further adjusted.

[0184] Step 504: Control the torque capacity of the clutch to be separated according to the first torque compensation value and the second torque compensation value to complete the speed regulation of the input shaft of the inertial phase transmission.

[0185] When the difference between the real-time speed of the transmission input shaft and the target speed is detected to be within a preset range, it indicates that the transmission input shaft has completed speed adjustment. The preset range can be set to -30 rpm to 30 rpm. After the transmission input shaft speed adjustment is completed, the inertial phase ends, and the torque exchange phase of power downshifting begins.

[0186] Step 404: During the torque exchange phase of the gear shifting process, control the clutch to be disengaged and the clutch to be engaged to complete the torque exchange.

[0187] During the torque exchange phase, based on the preset parameters of the transmission input shaft speed and actual torque, the decreasing gradient of the OFG clutch torque capacity and the increasing gradient of the ONC clutch torque capacity are determined respectively. This causes the OFG clutch torque capacity to gradually decrease to 0, while the ONC clutch torque capacity gradually increases to a value sufficient to transmit torque to the transmission input shaft. After the torque exchange is complete, the OFG clutch torque has been fully transferred to the ONC clutch. At this point, a step torque is applied to the ONC clutch to prevent slippage. This step torque can be 50 Nm.

[0188] A clutch control device for realizing Figure 4 , Figure 5The method shown includes a shift state determination module and a clutch control module. The shift state determination module determines the stage of the shift process, which includes a preparation stage, an inertia phase stage, and a torque exchange stage. The clutch control module controls the torque capacity of the clutches during different shift stages. During the preparation stage, the OFG clutch is controlled to reduce its torque capacity to near the actual torque of the transmission input shaft, while the ONC clutch is controlled to prepare for oil filling. During the inertia phase, the OFG clutch is controlled to reduce torque according to a first torque compensation value and a second torque compensation value to adjust the speed of the transmission input shaft, while the ONC clutch oil pressure is stabilized at point KP. During the torque exchange stage, the OFG clutch and ONC clutch are controlled to complete torque exchange.

[0189] A storage medium storing at least one instruction, which is loaded and executed by a processor to implement the above. Figure 4 as well as Figure 5 The operation performed by the method shown.

[0190] Based on the above methods, please refer to Figure 6 , Figure 6 This is a schematic diagram of a power downshifting process provided in an exemplary embodiment of this application. Figure 6 The diagram illustrates the pressure change curves of the ONC clutch and OFG clutch based on controlled torque, the speed change curve of the transmission input shaft, and the speed adjustment process curve during the power downshifting process described in this application. ① to ⑥ represent the OFG clutch preparation stage, OFG clutch inertial loading stage, OFG clutch speed adjustment stage, OFG clutch inertial unloading stage, OFG clutch and ONC clutch torque exchange stage, and ONC clutch oil filling preparation stage, respectively. During the inertial phase of the shifting process, a first torque compensation value is confirmed based on the real-time speed adjustment process. A second torque compensation value is confirmed by comparing the real-time speed adjustment process with a speed adjustment process determined according to a preset speed adjustment time. The torque capacity of the OFG clutch is controlled based on the first and second torque compensation values ​​to ensure that the speed adjustment time during the shifting process matches the preset speed adjustment time, guaranteeing the smoothness of the shifting process and the safety of the clutch.

[0191] This application aims to provide a power downshift control method that includes a torque compensation mechanism. For clutch-to-clutch power downshifts that use a disengaging clutch to reduce torque for speed regulation, excessive torque reduction by the disengaging clutch, while accelerating the speed regulation of the transmission input shaft, can easily cause a feeling of power drop, and rapid speed changes can generate significant noise. Insufficient torque reduction by the disengaging clutch, on the other hand, can lead to slow speed regulation, increase clutch slippage work, and easily cause clutch thermal failure.

[0192] In light of the above, it is necessary to balance the torque reduction of the clutch to be disengaged and the speed adjustment time during the speed adjustment process. During the speed adjustment of the transmission input shaft, the torque capacity of the disengaged clutch is controlled to increase or decrease depending on whether the speed adjustment process is within the preset process range determined by the speed adjustment time, so that the actual speed adjustment process follows the preset speed adjustment process.

[0193] Please refer to Figure 7 It shows a block diagram of a hybrid transmission power downshift control device provided in an exemplary embodiment of this application, to achieve the above-described Figures 2 to 3 All or part of the steps in the illustrated embodiments. For example... Figure 7 As shown, the hybrid transmission downshift control device includes:

[0194] The first torque capacity control module 701 is used to control the torque capacity of the clutch to be disengaged to decrease to a first target torque value when the power downshift of the hybrid vehicle is activated and in the preparation stage. The first target torque value is the torque value transmitted by the transmission input axis to the clutch to be disengaged at the moment of shift start.

[0195] The second torque capacity control module 702 is used to control the torque capacity of the clutch to be separated according to the first torque compensation value and the second torque compensation value when entering the inertial phase from the preparation phase. The first torque compensation value is used to reduce the torque of the clutch to be separated in the inertial phase, and the second torque compensation value is used to adjust the speed regulation speed of the clutch to be separated in the inertial phase.

[0196] The third torque capacity control module 703 is used to control the torque capacity of the clutch to be separated to drop to zero and the torque capacity of the clutch to be engaged to increase to a second target torque value when entering the torque exchange stage from the inertial phase stage, based on the rotational speed and actual torque of the transmission input shaft. The second target torque value is the torque value at which the clutch to be engaged can fully transmit the actual torque of the transmission input shaft, so that the clutch to be separated and the clutch to be engaged can complete the torque exchange.

[0197] In one possible implementation, the inertial phase includes an inertial loading phase, a speed regulation phase, and an inertial unloading phase.

[0198] The second torque capacity control module 702 is used for,

[0199] Control the clutch to be disengaged to reduce the first torque compensation value;

[0200] During the speed adjustment phase, the second torque compensation value is superimposed or reduced by controlling the clutch to be separated, so that the actual speed adjustment process of the transmission input shaft is within the preset process range.

[0201] In one possible implementation, the second torque capacity control module 702 is used for,

[0202] The speed difference, inertia coefficient, moment of inertia, and inertial phase time of the transmission input shaft are obtained. The speed difference of the transmission input shaft is the difference between the target speed of the transmission input shaft and the speed of the transmission input shaft before shifting.

[0203] Based on the speed difference, inertia coefficient, moment of inertia, and inertial phase time of the transmission input shaft, determine the inertial torque value that needs to be overcome to adjust the speed of the transmission input shaft from the current speed to the target speed corresponding to the target gear.

[0204] Based on the inertial torque value, the time progress of the inertial loading stage, and the time progress of the inertial unloading stage, the first torque compensation value is determined. The time progress of the inertial loading stage is the ratio of the duration from the moment of entering the inertial loading stage to the current moment to the total duration of the inertial loading stage. The time progress of the inertial unloading stage is the ratio of the duration from the moment of entering the inertial unloading stage to the current moment to the total duration of the inertial unloading stage.

[0205] Control the clutch to be disengaged to reduce the first compensation torque value.

[0206] In one possible implementation, the second torque capacity control module 702 is used for,

[0207] When the inertial phase is the inertial loading phase, the product of the inertial torque and the time progress of the inertial loading phase is obtained as the first torque compensation value.

[0208] When the inertial phase is the speed regulation phase, the inertial torque value is obtained as the first torque compensation value.

[0209] When the inertial phase is the inertial unloading phase, the product of 1 minus the time progress of the inertial unloading phase and the inertial torque value is used as the first torque compensation value.

[0210] In one possible implementation, the second torque capacity control module 702 is used for,

[0211] Obtain the ratio of the speed difference of the transmission input shaft to the inertial phase time;

[0212] The ratio of the speed difference of the transmission input shaft to the inertial phase time, the product of the moment of inertia and the coefficient of inertia is calculated as the inertial torque value that needs to be overcome to adjust the speed of the transmission input shaft from the current speed to the target speed corresponding to the target gear.

[0213] In one possible implementation, the second torque capacity control module 702 is used for,

[0214] If the actual speed regulation process corresponding to the time process is higher than the set upper limit of the speed regulation process, the clutch to be separated is controlled to be superimposed with the second torque compensation value. The speed regulation phase time process is the ratio of the duration from the moment of entering the speed regulation phase to the current moment to the total duration corresponding to the speed regulation phase.

[0215] If the actual speed adjustment process corresponding to the time process is lower than the set lower limit of the speed adjustment process, the clutch to be disengaged is controlled to reduce the second torque compensation value.

[0216] Please refer to Figure 8 , Figure 8 This is a schematic diagram of the structure of a computer device provided in an exemplary embodiment of this application. The computer device 800 includes a Central Processing Unit (CPU) 801, a system memory 804 including Random Access Memory (RAM) 802 and Read-Only Memory (ROM) 803, and a system bus 805 connecting the system memory 804 and the CPU 801. The computer device 800 also includes a Basic Input / Output System (I / O System) 806 that facilitates the transfer of information between various devices within the computer, and a mass storage device 807 for storing the operating system 813, application programs 814, and other program modules 815.

[0217] The basic input / output system 806 includes a display 808 for displaying information and an input device 809 for user input, such as a mouse or keyboard. Both the display 808 and the input device 809 are connected to the central processing unit 801 via an input / output controller 810 connected to the system bus 805. The basic input / output system 806 may also include the input / output controller 810 for receiving and processing input from multiple other devices such as a keyboard, mouse, or electronic stylus. Similarly, the input / output controller 810 also provides output to a display screen, printer, or other types of output devices.

[0218] The mass storage device 807 is connected to the central processing unit 801 via a mass storage controller (not shown) connected to the system bus 805. The mass storage device 807 and its associated computer-readable media provide non-volatile storage for the computer device 800. That is, the mass storage device 807 may include computer-readable media (not shown) such as a hard disk or a CD-ROM (Compact Disc Read-Only Memory) drive.

[0219] Without loss of generality, the computer-readable medium may include computer storage media and communication media. Computer storage media include volatile and non-volatile, removable and non-removable media implemented using any method or technology for storing information such as computer-readable instructions, data structures, program modules, or other data. Computer storage media include RAM (Random Access Memory), ROM (Read-Only Memory), EPROM (Erasable Programmable Read-Only Memory), EEPROM (Electrically Erasable Programmable Read-Only Memory), flash memory or other solid-state storage technologies, CD-ROM, DVD (Digital Video Disc) or other optical storage, magnetic tape cassettes, magnetic tape, disk storage, or other magnetic storage devices. Of course, those skilled in the art will recognize that the computer storage media are not limited to the above-mentioned types. The system memory 804 and mass storage device 807 described above can be collectively referred to as memory.

[0220] Computer device 800 can be connected to the Internet or other network devices via network interface unit 811 connected to the system bus 805.

[0221] The memory also includes one or more programs, which are stored in the memory, and the central processing unit 801 implements these programs. Figures 2 to 3 All or some of the steps in the method shown.

[0222] In an exemplary embodiment, a chip is also provided, the chip including programmable logic circuitry and / or program instructions, which, when the chip is run on a computer device, are used to implement all or part of the steps of the methods shown in the above embodiments of this application.

[0223] In an exemplary embodiment, a computer program product is also provided, comprising computer instructions stored in a computer-readable storage medium. A processor of a computer device reads the computer instructions from the computer-readable storage medium and executes the computer instructions to implement all or part of the steps of the methods shown in the above embodiments of this application.

[0224] In an exemplary embodiment, a computer-readable storage medium is also provided, which stores a computer program that is loaded and executed by a processor to implement all or part of the steps of the methods shown in the above embodiments of this application.

[0225] Those skilled in the art will understand that all or part of the steps of the above embodiments can be implemented by hardware or by a program instructing related hardware. The program can be stored in a computer-readable storage medium, such as a read-only memory, a disk, or an optical disk.

[0226] Those skilled in the art will recognize that the functions described in the embodiments of this application in one or more of the above examples can be implemented using hardware, software, firmware, or any combination thereof. When implemented using software, these functions can be stored in a computer-readable medium or transmitted as one or more instructions or code on a computer-readable medium. Computer-readable media include computer storage media and communication media, wherein communication media include any medium that facilitates the transfer of a computer program from one place to another. Storage media can be any available medium that can be accessed by a general-purpose or special-purpose computer.

[0227] The above description is merely an optional embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A method for controlling downshifting in a hybrid transmission, characterized in that, The method is performed by a hybrid vehicle, the hybrid vehicle including a transmission, the transmission including a clutch to be disengaged and a clutch to be engaged, the method comprising: When the power downshift of the hybrid vehicle is activated and in the preparation stage, the torque capacity of the clutch to be disengaged is controlled to decrease to a first target torque value, which is the torque value transmitted by the transmission input axis to the clutch to be disengaged at the moment of shift start. When entering the inertial phase from the preparation phase, the torque capacity of the clutch to be separated is controlled according to the first torque compensation value and the second torque compensation value. The first torque compensation value is used to reduce the torque of the clutch to be separated in the inertial phase, and the second torque compensation value is used to adjust the speed regulation speed of the clutch to be separated in the inertial phase. When entering the torque exchange stage from the inertial phase stage, based on the rotational speed of the transmission input shaft and the actual torque of the transmission input shaft, the torque capacity of the clutch to be disengaged is controlled to be reduced to zero, and the torque capacity of the clutch to be engaged is controlled to be increased to a second target torque value. The second target torque value is the torque value at which the clutch to be engaged can fully transmit the actual torque of the transmission input shaft, so that the clutch to be disengaged and the clutch to be engaged can complete the torque exchange.

2. The method according to claim 1, characterized in that, The inertial phase includes an inertial loading phase, a speed regulation phase, and an inertial unloading phase. The step of controlling the torque capacity of the clutch to be disengaged based on the first torque compensation value and the second torque compensation value includes: Control the clutch to be disengaged to reduce the first torque compensation value; During the speed adjustment phase, the second torque compensation value is superimposed or reduced on the clutch to be separated, so that the actual speed adjustment process of the transmission input shaft is within a preset process range.

3. The method according to claim 2, characterized in that, The control of reducing the first torque compensation value of the clutch to be disengaged includes: The speed difference, inertia coefficient, moment of inertia, and inertial phase time of the transmission input shaft are obtained. The speed difference of the transmission input shaft is the difference between the target speed of the transmission input shaft and the speed of the transmission input shaft before shifting. Based on the speed difference of the transmission input shaft, the inertia coefficient, the moment of inertia, and the inertial phase time, determine the inertial torque value that needs to be overcome to adjust the speed of the transmission input shaft from the current speed to the target speed corresponding to the target gear. Based on the inertial torque value, the inertial loading phase time process, and the inertial unloading phase time process, a first torque compensation value is determined. The inertial loading phase time process is the ratio of the duration from the moment of entering the inertial loading phase to the current moment to the total duration corresponding to the inertial loading phase. The inertial unloading phase time process is the ratio of the duration from the moment of entering the inertial unloading phase to the current moment to the total duration corresponding to the inertial unloading phase. Control the clutch to be disengaged to reduce the first compensation torque value.

4. The method according to claim 3, characterized in that, The determination of the first torque compensation value based on the inertial torque value, the time progress of the inertial loading phase, and the time progress of the inertial unloading phase includes: When the inertial phase is the inertial loading phase, the product of the inertial torque and the time progression of the inertial loading phase is obtained as the first torque compensation value. When the inertial phase is the speed regulation phase, the inertial torque value is obtained as the first torque compensation value; When the inertial phase is the inertial unloading phase, the difference between 1 and the time progress of the inertial unloading phase is obtained, and the product of this difference and the inertial torque value is used as the first torque compensation value.

5. The method according to claim 3, characterized in that, The step of determining the inertial torque value that needs to be overcome to adjust the speed of the transmission input shaft from the current speed to the target speed corresponding to the target gear, based on the speed difference of the transmission input shaft, the inertia coefficient, the moment of inertia, and the inertial phase time, includes: Obtain the ratio of the speed difference of the transmission input shaft to the inertial phase time; The product of the ratio of the speed difference of the transmission input shaft to the inertial phase time, the moment of inertia, and the inertia coefficient is calculated as the inertial torque value that needs to be overcome to adjust the speed of the transmission input shaft from the current speed to the target speed corresponding to the target gear.

6. The method according to claim 2, characterized in that, The control of superimposing or reducing the second torque compensation value of the clutch to be separated includes: If the actual speed adjustment process corresponding to the time process is higher than the set upper limit threshold of the speed adjustment process, the clutch to be separated is controlled to be superimposed with a second torque compensation value. The actual speed adjustment process is the ratio of the duration from the moment of entering the speed adjustment stage to the current moment to the total duration corresponding to the speed adjustment stage. If the actual speed adjustment process corresponding to the time process is lower than the set lower limit threshold of the speed adjustment process, the clutch to be separated is controlled to reduce the second torque compensation value.

7. A hybrid transmission power downshift control device, characterized in that, The device includes: The first torque capacity control module is used to control the torque capacity of the clutch to be disengaged to decrease to a first target torque value when the power downshift of the hybrid vehicle is activated and in the preparation stage. The first target torque value is the torque value transmitted by the transmission input axis to the clutch to be disengaged at the moment of shift start. The second torque capacity control module is used to control the torque capacity of the clutch to be separated according to the first torque compensation value and the second torque compensation value when entering the inertial phase phase from the preparation phase. The first torque compensation value is used to reduce the torque of the clutch to be separated in the inertial phase phase, and the second torque compensation value is used to adjust the speed regulation speed of the clutch to be separated in the inertial phase phase. The third torque capacity control module is used to control the torque capacity of the clutch to be disengaged to decrease to zero and the torque capacity of the clutch to be engaged to increase to a second target torque value when entering the torque exchange stage from the inertial phase stage, based on the rotational speed of the transmission input shaft and the actual torque of the transmission input shaft. The second target torque value is the torque value at which the clutch to be engaged can fully transmit the actual torque of the transmission input shaft, so that the clutch to be disengaged and the clutch to be engaged can complete the torque exchange.

8. A computer device, characterized in that, The computer device includes a processor and a memory, the memory storing instructions which are executed by the processor to implement the hybrid transmission power downshift control method as described in any one of claims 1 to 6.

9. A computer-readable storage medium, characterized in that, The storage medium stores instructions that are executed by a processor of a computer device to implement the hybrid transmission power downshift control method as described in any one of claims 1 to 6.

10. A computer program product, characterized in that, The computer program product includes computer instructions stored in a computer-readable storage medium; the computer instructions are read and executed by a processor of a computer device to implement the hybrid transmission power downshift control method as described in any one of claims 1 to 6.

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