Torque control method and device of gearbox, vehicle and storage medium

Abstract

This application relates to the field of vehicle control technology, and particularly to a torque control method, device, vehicle, and storage medium for a transmission. The method includes: calculating the target clamping force requirement of a second dog clutch based on the current engine output torque, torsional damper stiffness parameters, and power transmission path; then, calculating the target drive power and target power generation of the second motor in the corresponding mode based on this requirement and the current drive operating mode; next, determining the target motor power requirement based on the target drive and power generation; calculating the torque allocated to the second motor based on this power and the current speed of the second motor; and performing staged filtering processing to achieve transmission anti-knock noise control. Thus, by dynamically calculating the minimum clamping force of the dog clutch and controlling the torque output of the drive motor according to this clamping force requirement, the problem of dog clutch knock noise caused by engine vibration transmission is solved, improving vehicle driving comfort.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a torque control method, device, vehicle, and storage medium for a transmission. Background Technology

[0002] In the powertrain system of hybrid vehicles, the clutch, as a key component for connecting and disconnecting power, has a significant impact on the vehicle's driving performance and reliability. In recent years, dog-tooth clutches have been increasingly used in hybrid vehicles due to their advantages such as high transmission efficiency and low cost.

[0003] With the development of technology, dual-motor hybrid architecture has gradually become a research hotspot. However, in this architecture, due to the increased complexity of the power transmission path, the dog clutch is prone to knocking noise under certain operating conditions.

[0004] However, there is still no mature solution to effectively solve the knocking noise problem of the dog-tooth clutch in the dual-motor hybrid architecture, which urgently needs to be addressed. Summary of the Invention

[0005] This application provides a torque control method, device, vehicle, and storage medium for a transmission to solve the problem of knocking noise from the dog-tooth clutch caused by engine vibration transmission, thereby improving the driving comfort of the vehicle.

[0006] To achieve the above objectives, a first aspect of this application proposes a torque control method for a transmission, the transmission comprising a first motor, a second motor, a first dog clutch, and a second dog clutch connected in sequence via a drive shaft, wherein the method includes the following steps: The vehicle's current engine output torque, torsional damper stiffness parameters, current power transmission path, current speed of the second motor, and current drive mode are obtained. Based on the current engine output torque, the torsional damper stiffness parameters, and the current power transmission path, calculate the target clamping force requirement acting on the second dog clutch; Based on the target clamping force requirement and the current drive operating mode, the target motor power requirement is determined. Based on the target motor power requirement and the current speed of the second motor, the allocated torque of the second motor is calculated, so as to control the gearbox according to the allocated torque of the second motor.

[0007] According to one embodiment of this application, determining the target motor power requirement based on the target clamping force requirement and the current drive operating mode includes: Obtain the vehicle's current engine speed, current driver torque demand, and current battery SOC (State of Charge). Based on the current engine speed and the current driver torque demand, the required power of the first motor is determined, and based on the current battery SOC state and the required power of the first motor, the required power of the second motor is determined. Based on the target clamping force requirement and the current driving mode, calculate the target power group of the second motor corresponding to the current driving mode, and determine the target motor required power based on the target power group of the second motor and the required power of the second motor.

[0008] According to one embodiment of this application, determining the required power of the first motor based on the current engine speed and the current driver torque demand includes: Calculate the torque difference between the current driver torque demand and the preset engine economic torque; The required power of the first motor is calculated based on the torque difference and the current engine speed.

[0009] According to one embodiment of this application, determining the second motor power demand based on the current battery SOC state and the first motor power demand includes: Calculate the target battery discharge power limit and the target battery power generation limit based on the current battery SOC state; Based on the target battery discharge power limit and the first motor power requirement, the third motor power requirement is determined, and the second motor power requirement is obtained based on the target battery power generation limit and the third motor power requirement.

[0010] According to one embodiment of this application, the target power group of the second motor includes a target drive power, and determining the target motor demand power based on the target power group of the second motor and the demand power of the second motor includes: Determine whether the power demand of the second motor is greater than or equal to the first preset threshold; If the power demand of the second motor is greater than or equal to the first preset threshold, then the power demand of the target motor is determined to be the larger value between the power demand of the second motor and the target drive power.

[0011] According to one embodiment of this application, the target power group of the second motor further includes a target power generation capacity, and determining the target motor power demand based on the target power group of the second motor and the power demand of the second motor includes: Determine whether the power demand of the second motor is less than or equal to a second preset threshold, wherein the second preset threshold is less than a first preset threshold; If the power demand of the second motor is less than or equal to the second preset threshold, then the power demand of the target motor is determined to be the smaller value between the power demand of the second motor and the target power generation.

[0012] According to the torque control method for a transmission proposed in this application, the target clamping force requirement of the second dog clutch can be calculated based on the current engine output torque, torsional damper stiffness parameters, and power transmission path. Then, based on this requirement and the current drive operating mode, the target drive power and target power generation of the second motor in the corresponding mode can be calculated. Next, based on the target drive and power generation, the target motor power requirement is determined. Based on this power and the current speed of the second motor, the torque allocated to the second motor is calculated and subjected to staged filtering to achieve transmission anti-knock noise control. Thus, by dynamically calculating the minimum clamping force of the dog clutch and controlling the torque output of the drive motor according to this clamping force requirement, the problem of dog clutch knock noise caused by engine vibration transmission is solved, improving vehicle driving comfort.

[0013] To achieve the above objectives, a second aspect of this application provides a torque control device for a transmission, the transmission including a first motor, a second motor, a first dog clutch, and a second dog clutch connected in sequence via a drive shaft, wherein the device includes: The acquisition module is used to acquire the vehicle's current engine output torque, torsional damper stiffness parameters, current power transmission path, current speed of the second motor, and current drive mode. The first calculation module is used to calculate the target clamping force requirement acting on the second dog clutch based on the current engine output torque, the torsional damper stiffness parameters, and the current power transmission path. The second calculation module is used to determine the target motor power requirement based on the target clamping force requirement and the current drive working mode, and to calculate the allocated torque of the second motor based on the target motor power requirement and the current speed of the second motor, so as to control the gearbox according to the allocated torque of the second motor.

[0014] According to one embodiment of this application, the second computing module includes: The acquisition unit is used to acquire the vehicle's current engine speed, current driver torque demand, and current battery SOC status. The first determining unit is configured to determine the required power of the first motor based on the current engine speed and the current driver torque demand, and to determine the required power of the second motor based on the current battery SOC state and the required power of the first motor. The second determining unit is used to calculate the target power group of the second motor corresponding to the current driving mode according to the target clamping force requirement and the current driving mode, and to determine the target motor demand power based on the target power group of the second motor and the demand power of the second motor.

[0015] According to an embodiment of this application, the first determining unit is specifically used for: Calculate the torque difference between the current driver torque demand and the preset engine economic torque; Calculate the required power of the first motor based on the torque difference and the current engine speed; According to an embodiment of this application, the first determining unit is specifically used for: Calculate the target battery discharge power limit and the target battery power generation limit based on the current battery SOC state; Based on the target battery discharge power limit and the first motor power requirement, the third motor power requirement is determined, and the second motor power requirement is obtained based on the target battery power generation limit and the third motor power requirement.

[0016] According to one embodiment of this application, the target power group of the second motor includes a target drive power, and the second determining unit is specifically used for: Determine whether the power demand of the second motor is greater than or equal to the first preset threshold; If the power demand of the second motor is greater than or equal to the first preset threshold, then the power demand of the target motor is determined to be the larger value between the power demand of the second motor and the target drive power.

[0017] According to one embodiment of this application, the target power group of the second motor further includes a target power generation capacity, and the second determining unit is specifically used for: Determine whether the power demand of the second motor is less than or equal to a second preset threshold, wherein the second preset threshold is less than a first preset threshold; If the power demand of the second motor is less than or equal to the second preset threshold, then the power demand of the target motor is determined to be the smaller value between the power demand of the second motor and the target power generation.

[0018] According to the torque control device for the transmission proposed in this application, the target clamping force requirement of the second dog clutch can be calculated based on the current engine output torque, torsional damper stiffness parameters, and power transmission path. Then, based on this requirement and the current drive operating mode, the target drive power and target power generation of the second motor in the corresponding mode can be calculated. Next, based on the target drive and power generation, the target motor power requirement is determined. Based on this power and the current speed of the second motor, the torque allocated to the second motor is calculated and subjected to staged filtering to achieve transmission anti-knock noise control. Thus, by dynamically calculating the minimum clamping force of the dog clutch and controlling the torque output of the drive motor according to this clamping force requirement, the problem of dog clutch knock noise caused by engine vibration transmission is solved, improving vehicle driving comfort.

[0019] To achieve the above objectives, a third aspect of this application provides a vehicle comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the torque control method of the transmission as described in the above embodiments.

[0020] To achieve the above objectives, a fourth aspect of this application provides a computer-readable storage medium having a computer program stored thereon, which is executed by a processor to implement the torque control method of the gearbox as described in the above embodiments.

[0021] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0022] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the following description of the embodiments taken in conjunction with the accompanying drawings, wherein: Figure 1 This is a flowchart of a torque control method for a gearbox according to an embodiment of this application; Figure 2 This is a schematic diagram of the P13 multi-speed hybrid power architecture according to an embodiment of this application; Figure 3 This is a schematic diagram of a control process for preventing knocking noises from dog teeth according to an embodiment of this application; Figure 4 This is a schematic diagram of an anti-knock control algorithm according to an embodiment of this application; Figure 5 This is a block diagram of a torque control device for a gearbox according to an embodiment of this application; Figure 6 This is a structural schematic diagram of a vehicle provided according to an embodiment of this application. Detailed Implementation

[0023] The embodiments of this application are described in detail below. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application.

[0024] The torque control method, apparatus, vehicle, and storage medium for a transmission according to embodiments of this application are described below with reference to the accompanying drawings.

[0025] Figure 1 This is a flowchart of a torque control method for a gearbox according to an embodiment of this application.

[0026] Before introducing the torque control method of the gearbox proposed in the embodiments of this application, the relevant technical background and the principle involved in the torque control method of the gearbox will be introduced first.

[0027] Understandably, although the dog clutch has obvious advantages in terms of transmission efficiency and cost, its knocking noise problem has become the main bottleneck restricting its widespread application in practical applications. Specifically, (1) there is a large gap between the gear engagement teeth and the sliding sleeve spline teeth of the dog clutch. When the direction of the driving force acting on the engagement teeth changes, knocking noise is generated due to the change in the engagement surface of the driving force; (2) when the engine is in direct drive mode, the torque output by the engine will be transmitted to the output shaft in the form of periodic vibration. At this time, if the dog clutch is in the engagement state and the engagement teeth are not under force or the force is too small, knocking noise will be generated between the gear engagement teeth and the sliding sleeve spline teeth.

[0028] To address the aforementioned issues of knocking and banging noises, the torque control method for the gearbox proposed in this application can effectively prevent these noises. The specific method is as follows: (1) By controlling the output torque of the drive motor, the force between the gear engagement teeth and the sliding sleeve spline teeth is controlled, and a certain force is always present between the gear engagement teeth and the sliding sleeve spline teeth under any working conditions, so as to avoid knocking noise caused by no force or too small force. (2) Based on the SOC status of the power battery, the power system capability, the actual vehicle speed, the vehicle acceleration requirements, the current driving mode, the power transmission path, etc., under the premise of ensuring the best economy, coordinate and decide the drive motor to execute the optimal torque control requirements, and ensure that the force between the gear engagement teeth and the sliding sleeve spline teeth meets the requirements to eliminate the knocking noise of the dog tooth clutch.

[0029] This application's embodiments use a P13 multi-speed hybrid architecture scheme employing two dog-tooth clutches as the control object, that is, as follows: Figure 2 As shown, the gearbox includes a first motor (i.e., P1 motor), a second motor (i.e., P3 motor), a first dog clutch (i.e., dog clutch 1), and a second dog clutch (i.e., dog clutch 2) connected in sequence via a drive shaft, which can realize multiple gear drives such as pure electric first gear, pure electric second gear, parallel first gear, parallel second gear, and engine direct drive gear.

[0030] For the P13 dog-tooth multi-speed hybrid system, since the power transmission paths of the engine and the drive motor are different, the dog-tooth knocking noise problem only occurs when the vehicle enters parallel mode (engine and motor power converge at the intermediate shaft) or direct drive mode (engine power goes directly to the output shaft, and motor power is superimposed at the output shaft). The following details how to prevent the dog-tooth knocking noise problem by controlling the power source output.

[0031] For example, such as Figure 1 As shown, the torque control method of this transmission includes the following steps: In step S101, the vehicle's current engine output torque, torsional damper stiffness parameters, current power transmission path, current speed of the second motor, and current drive mode are obtained.

[0032] Specifically, the engine's operating status can be monitored in real time through the engine control unit to obtain the current output torque value. The current engine output torque is the actual torque value output by the engine under the current operating conditions, and it is one of the key factors affecting the force acting on the dog clutch. In parallel and direct-drive modes, engine vibration and torque output directly affect the clamping force between the engagement teeth of the dog clutch and the spline teeth of the sliding sleeve. The stiffness parameter of the torsional damper reflects its elastic characteristics under torque, affecting the smoothness of engine torque transmission. This parameter is usually determined experimentally or through simulation during the vehicle design phase and stored in the vehicle's control system. The current power transmission path includes the power coupling relationship between the engine, the first motor, and the second motor. Different power transmission paths lead to different torque transmission characteristics and vibration characteristics. For example, in parallel mode, the power from the engine and the first motor is transmitted to the intermediate shaft via the first dog clutch, and then to the output shaft via the second dog clutch; while in direct-drive mode, the power from the engine and the first motor is directly transmitted to the output shaft via the first dog clutch. The vehicle's control system monitors the current drive mode (e.g., pure electric mode, series mode, parallel mode, direct drive mode) and clutch status in real time to determine the current power transmission path. The current speed of the second motor can be monitored in real time by the second motor's control unit. The current drive mode can be either parallel mode or direct drive mode. Different drive modes have different power transmission paths and torque distribution strategies, therefore, the control strategy needs to be adjusted according to the current drive mode.

[0033] In step S102, the target clamping force requirement acting on the second dog clutch is calculated based on the current engine output torque, torsional damper stiffness parameters, and current power transmission path.

[0034] Specifically, based on the foregoing analysis, to resolve the knocking noise issue on the second dog clutch, the minimum clamping force required to eliminate the knocking noise can be calculated based on the current engine output torque, torsional damper stiffness parameters, and the current power transmission path; this is the target clamping force requirement. This clamping force includes both forward and reverse clamping forces. The actual calculation formula for the minimum clamping force is complex and can be replaced by the following formula: F pressMin = ±K0×S stiff ×T engtq ×I inertia ×T ratio ; Among them, F pressMin K0 is the target clamping force requirement (i.e., minimum clamping force), and S is the correction factor. stiff T represents the stiffness parameter of the torsional damper. engtq For the current engine output torque, Iinertia Let T be the moment of inertia of the current power transmission path. ratio This represents the transmission speed ratio of the current power transmission path.

[0035] It should be noted that in actual control strategy software, the target clamping force requirement is usually not determined directly through real-time calculation using the above formula. Instead, it is achieved through a two-dimensional lookup table. This table can be pre-calculated using experiments or simulations to determine the minimum clamping force values ​​under different operating conditions, and these values ​​are stored in the control software. During vehicle operation, the control system can look up the corresponding minimum clamping force value from the table based on the current engine output torque and speed (or transmission ratio). If the current operating condition is not at the precise point in the table, an approximate minimum clamping force value can be calculated using interpolation. This method is fast and suitable for real-time control systems.

[0036] In step S103, the target motor power requirement is determined based on the target clamping force requirement and the current drive operating mode. Based on the target motor power requirement and the current speed of the second motor, the allocated torque of the second motor is calculated so as to control the gearbox according to the allocated torque of the second motor.

[0037] Specifically, after obtaining the target clamping force requirement acting on the second dog clutch, the target motor power requirement (i.e., the target power that the second motor needs to execute) can be determined based on the target clamping force requirement and the current drive mode (such as direct drive mode or parallel mode) to simultaneously meet the requirements of power economy and elimination of knocking noise. Then, based on the target motor power requirement and the current speed of the second motor, the allocated torque of the second motor can be calculated. Finally, the torque command corresponding to the allocated torque is sent to the controller of the second motor, which actively controls the magnitude and direction of its output torque to maintain a clamping force on the dog clutch sufficient to suppress impact, thereby achieving precise anti-knock control of the transmission.

[0038] Therefore, by dynamically calculating the minimum clamping force of the dog clutch and controlling the torque output of the drive motor according to the clamping force requirement, the problem of knocking noise caused by engine vibration transmission of the dog clutch is effectively solved, thereby improving the driving comfort of the vehicle.

[0039] Next, we will explain in detail how to determine the target motor's power requirements.

[0040] As one possible implementation, in some embodiments, determining the target motor power requirement based on the target clamping force requirement and the current driving mode includes: acquiring the vehicle's current engine speed, current driver torque requirement, and current battery SOC state; determining the first motor power requirement based on the current engine speed and current driver torque requirement, and determining the second motor power requirement based on the current battery SOC state and the first motor power requirement; calculating the target power set of the second motor corresponding to the current driving mode based on the target clamping force requirement and the current driving mode, and determining the target motor power requirement based on the target power set of the second motor and the second motor power requirement.

[0041] Specifically, the current engine speed of the vehicle is obtained through sensor signals or the vehicle's dashboard, along with the torque demand expressed by the driver through input devices such as the accelerator pedal (i.e., the current driver torque demand, the amount of driving torque the driver desires from the vehicle). Additionally, the current battery state of charge (SOC) can be obtained through the battery management system or the vehicle's dashboard. Based on these two key parameters—the current engine speed and the current driver torque demand—the required power P of the first motor can be determined. mot1 Based on the current battery SOC state and the first motor's power requirement P mot1 The required power P of the second motor can be determined. mot3 ; after clarifying the required power P of the second motor mot3 Then, the required power P of the second motor can be determined. mot3 The target power set of the second motor is used to further obtain the target motor power requirement, thereby ensuring that the vehicle can operate smoothly and efficiently according to the driver's intentions.

[0042] It should be noted that the target power group of the second motor here may include the target drive power (i.e., minimum drive power) and the target power generation (i.e., minimum power generation) of the second motor. The power transmission path and torque distribution strategy differ under different drive operating modes; therefore, the target drive power and target power generation of the second motor need to be determined based on the target clamping force requirement and the current drive operating mode.

[0043] When the current drive mode is direct drive, the calculation formulas for the target drive power and target power generation of the second motor are as follows: P motMin1 = F pressMin R gearDHEV N eng ; P genMin1 = -F pressMin R gearDHEV N eng ; Among them, P motMin1 F is the target drive power of the second motor in direct drive mode. pressMin To meet the target clamping force requirement, R gearDHEV T is the radius of the power input gear of the second dog-tooth clutch in direct drive. ratio N represents the transmission ratio of the current power transmission path. eng P is the current engine speed. genMin1 The target power output of the second motor in direct drive mode.

[0044] When the current driving mode is parallel, the calculation formulas for the target driving power and target generating power of the second motor are as follows: P motMin2 = F pressMin R gearDHEV N eng ; P genMin2 = -F pressMin R gearDHEV N eng ; Among them, P motMin2 For the target drive power of the second motor in parallel mode, F pressMin To meet the target clamping force requirement, R gearDHEV T is the radius of the power input gear of the second dog-tooth clutch in direct drive. ratio N represents the transmission ratio of the current power transmission path. eng P is the current engine speed. genMin2 The target power output of the second motor in parallel mode.

[0045] To make it easier to understand, the following will explain in detail how to obtain the required power of the first motor.

[0046] As one possible implementation, in some embodiments, determining the required power of the first motor based on the current engine speed and the current driver torque demand includes: calculating the torque difference between the current driver torque demand and a preset engine economic torque; and calculating the required power of the first motor based on the torque difference and the current engine speed.

[0047] Specifically, the formula for calculating the power requirement of the first motor is as follows: Pmot1 = (T drvTq -T EngEcoTq )×N eng × ; Among them, P mot1 The required motor power (i.e., the first motor power requirement) is calculated based on the current driver torque demand and the engine's universal characteristics to meet the overall vehicle's power economy performance requirements; T drvTq For the current driver's torque requirements; T EngEcoTq This refers to the engine's economic torque (i.e., the preset engine economic torque). Engine economic torque is the torque output by the engine under specific operating conditions, allowing it to operate in the most economical manner. This torque value can be determined through the engine's characteristic curves (such as the fuel consumption rate curve); N eng This is the current engine speed.

[0048] Next, we will explain in detail how to obtain the required power of the second motor.

[0049] As one possible implementation, in some embodiments, determining the second motor's required power based on the current battery SOC state and the first motor's required power includes: calculating a target battery discharge power limit and a target battery power generation limit based on the current battery SOC state; determining the third motor's required power based on the target battery discharge power limit and the first motor's required power; and obtaining the second motor's required power based on the target battery power generation limit and the third motor's required power.

[0050] Specifically, based on the current battery SOC, the battery discharge power limit P is obtained through a one-dimensional lookup table. bat1 (The maximum permissible discharge power of the battery at its current state of charge, a hard limit designed to protect the battery from over-discharge, overheating, or lifespan degradation) and the battery power generation limit P. bat2 (The maximum allowable charging power of the battery under the current SOC state is also a hard limit to protect the battery and prevent overcharging.) The one-dimensional table can be obtained through pre-calculation or experimentation. Next, calculate the power demand P of the third motor. mot2 That is, take the target battery discharge power limit P. bat1 The power required by the first motor P mot1 The smaller value in the middle is used as the power demand P of the third motor. mot2 It is understandable that the third motor requires power P. mot2 Taking the smaller of these two values ​​ensures that the power requested from the motor does not exceed the battery's safe supply capacity, fundamentally preventing the risk of battery overload caused by excessive motor power demand, and ensuring the reliability of the high-voltage system and the lifespan of the battery.

[0051] Furthermore, based on the battery power generation limit P bat2 and the power demand P of the third motor mot2 Calculate the required power P of the second motor. mot3 That is, take the battery power generation limit P. bat2 and the power demand P of the third motor mot2 The larger value in the range is used as the required power P of the second motor. mot3 It is understandable that the second motor requires power P. mot3 Taking the larger of these two values ​​ensures that when the motor needs to generate electricity, its power output will not exceed the battery's receiving capacity. This step is related to the previous step (determining the power demand P of the third motor). mot2 This complements the existing structure and protects the battery's safety during charging scenarios (regenerative braking, engine-driven motor power generation). At this point, the second motor's required power P... mot3 It is a "feasible power requirement" that satisfies the driver's power needs, stays within the battery's charging and discharging capabilities, and takes into account economic efficiency.

[0052] Optionally, in some embodiments, the target power group of the second motor includes a target drive power. Determining the target motor demand power based on the target power group of the second motor and the demand power of the second motor includes: determining whether the demand power of the second motor is greater than or equal to a first preset threshold; if the demand power of the second motor is greater than or equal to the first preset threshold, then determining that the target motor demand power is the larger value between the demand power of the second motor and the target drive power.

[0053] Specifically, after obtaining the required power P of the second motor mot3 Then, the required power P of the second motor can be determined. mot3 Is it greater than or equal to the first preset threshold (P in direct drive mode)? DHEV1 Parallel mode is P PHEV1 If the second motor requires power P mot3 If the target motor's required power is equal to or greater than the first preset threshold, then the required power P of the second motor can be determined. mot3 The target drive power of the second motor target power group (direct drive mode selected P) motmin1 Parallel mode P is selected motmin2 The larger value in ). Wherein, the first preset threshold P DHEV1 The first preset threshold P is the threshold for the hysteresis calibration variable in direct drive mode. PHEV1These are the hysteresis calibration variable thresholds in parallel mode. The hysteresis calibration variable thresholds here refer to comparison thresholds with a hysteresis region. Their purpose is to prevent the control system from frequently switching near the critical point, which could cause torque jitter or mode oscillations and affect driving smoothness. These thresholds are not fixed physical constants, but rather a set of optimal parameters determined by engineers through repeated adjustments during vehicle development based on real-vehicle testing of smoothness, fuel economy, and noise reduction effectiveness. These parameters are ultimately written into the control software in the form of a data table.

[0054] The second motor requires power P mot3 If the target motor power demand of the second motor is greater than or equal to the first preset threshold, the system considers the target motor power demand of the second motor to be high, placing it in the "driving" tendency region. At this time, to prevent impact damage, the system will command the second motor to output the target motor power demand P equal to the second motor's required power. mot3 The larger of the target drive power of the first motor and the second motor, i.e., the value required to ensure that the torque is not less than the minimum drive clamping force.

[0055] Optionally, in other embodiments, the target power group of the second motor further includes a target power generation. Based on the target power group of the second motor and the power demand of the second motor, the target power demand of the motor is determined, including: determining whether the power demand of the second motor is less than or equal to a second preset threshold, wherein the second preset threshold is less than a first preset threshold; if the power demand of the second motor is less than or equal to the second preset threshold, then the target power demand of the motor is determined to be the smaller value between the power demand of the second motor and the target power generation.

[0056] Specifically, if the second motor requires power P mot3 Less than or equal to the second preset threshold (P in direct drive mode) DHEV2 Parallel mode is P PHEV2 The second preset threshold P DHEV2 The second preset threshold P is the threshold for the hysteresis calibration variable in direct drive mode. PHEV2 The threshold value for the hysteresis calibration variable in parallel mode is set, and the second preset threshold value is less than the first preset threshold value, i.e., P in direct drive mode. DHEV2 <P DHEV1 In parallel mode P PHEV2 <P PHEV1 Therefore, it can be determined that the target motor's required power is the second motor's required power P. mot3 The target power generation of the second motor's target power group (P selected in direct drive mode) genMin1 Parallel mode P is selected genMin2 The smaller value in ).

[0057] The second motor requires power P mot3If the target motor power demand of the second motor is less than or equal to the second preset threshold, the system considers it to be low (or even negative, i.e., generating electricity), and in the "generating electricity" tendency region. At this time, the system will command the second motor to output the target motor power demand P equal to the second motor's power demand. mot3 The target power generation of the second motor (P selected in direct drive mode) genMin1 Parallel mode P is selected genMin2 The smaller value in the range is used to ensure that the torque does not exceed the value required for the maximum generating voltage tightening force (because the generating torque is negative and the target generating power of the second motor is also negative, taking the minimum value is actually taking a larger absolute value of negative torque).

[0058] In summary, after calculating the target power group of the second motor corresponding to the current driving operating mode (i.e., the target driving power P of the second motor), motMin1 / P motMin2 and target power generation P genMin1 / P genMin2 After that, the target motor's power requirement can be determined. Then, as... Figure 3 As shown, the calculated variables include the target motor power requirement corresponding to the current drive operating mode and the target power group of the second motor (i.e., the target drive power P of the second motor). motMin1 / P motMin2 Target power generation P genMin1 / P genMin2 The anti-knock control algorithm can calculate the distributed torque T of the second motor by inputting the current speed of the second motor and other parameters. mot .

[0059] Among them, the distributed torque T of the second motor mot The specific calculation formula is as follows: T mot = Max(P mot3 , P motmin )×9550× P mot3 ≥P1; T mot = Min(P mot3 , P genmin )×9550× P mot3 ≤P2; in, P represents the current speed of the second motor. motmin The target drive power for the corresponding drive operating mode (select P for direct drive mode). motmin1 Parallel mode P is selected motmin2 ), P genMin The target power generation for the corresponding drive mode (P is selected for direct drive mode).genMin1 Parallel mode P is selected genMin2 P1 is the first preset threshold (P in direct drive mode). DHEV1 Parallel mode is P PHEV1 P2 is the second preset threshold (P in direct drive mode). DHEV2 Parallel mode is P PHEV2 ).

[0060] Furthermore, the second motor's required torque T, calculated by the anti-knock control algorithm, is... mot Staged filtering control is implemented to ensure a smooth and shock-free transition during motor operation, especially during the critical phase of positive and negative torque switching. This smooth torque change avoids the knocking noise problem between the dog-tooth clutch gear engagement teeth and the sliding sleeve spline teeth caused by sudden torque changes.

[0061] Therefore, by translating power-level algorithmic decisions into torque commands that the motor can directly execute, the control strategy can be implemented, ensuring that the second motor can output the correct instantaneous torque at different vehicle speeds (corresponding to different speeds of the second motor), making the anti-knock effect effective across the entire vehicle speed range. Furthermore, a staged filtering algorithm is used to control the rate and magnitude of torque change in the drive motor during positive and negative torque switching, thereby preventing knocking noises caused by changes in the drive engagement surface between the gear engagement teeth and the sliding sleeve spline teeth.

[0062] It should be noted that the power requirement P for the second motor mot3 When the value is between the first and second preset thresholds, the system can maintain the previous state (i.e., maintain the calculation logic of the target motor power demand determined in the previous control cycle) and will not switch logic. This avoids frequent jumps in the control strategy caused by small signal fluctuations at the threshold boundary, making the output of motor torque and the switching of modes very smooth. Only when the power demand changes sufficiently large and clearly will the system change its decision logic, which greatly improves the driving experience.

[0063] The following is combined with Figure 4 The anti-knock algorithm is explained in detail.

[0064] like Figure 4 As shown, the anti-knock algorithm in direct drive mode: Step 1: Calculate the required power P of the motor mot2 It is the battery discharge power limit P. bat1 Power required by the motor Pmot1 Take the minimum value; Step 2: Calculate the motor's required power P mot3 It is the battery power generation limit P. bat2 With the motor's required power Pmot2 Take the maximum value; Step 3: Motor power requirement P mot3 With the hysteresis calibration variable threshold P in direct drive mode DHEV1 With P DHEV2 After comparison, P DHEV1 >P DHEV2 This determines whether to proceed to the next stage. Step 4: If P mot3 ≥P DHEV1 Then the final power requirement of the motor is calculated as the motor power requirement P calculated in the second step. mot3 The minimum drive power P of the second motor is calculated based on the clamping force requirement of the dog teeth. motmin1 Take the maximum value; if P mot3 ≤P DHEV2 Then the final power requirement of the motor is calculated as the motor power requirement P calculated in the second step. mot3 The minimum generating power P of the second motor is calculated based on the clamping force requirement of the dog teeth. genmin1 Take the minimum value; Step 5: Based on the current speed of the second motor and the motor power demand calculated above, calculate the required torque T of the second motor. mot .

[0065] Anti-knock algorithm in parallel mode: Step 1: Calculate the required power P of the motor mot2 It is the battery discharge power limit P. bat1 Power required by the motor Pmot1 Take the minimum value; Step 2: Calculate the motor's required power P mot3 It is the battery power generation limit P. bat2 With the motor's required power P mot2 Take the maximum value; Step 3: Motor power requirement P mot3 With the hysteresis calibration variable threshold P in parallel mode PHEV1 With P PHEV2 After comparison, P PHEV1 >P PHEV2 This determines whether to proceed to the next stage. Step 4: If P mot3 ≥P PHEV1 Then the final power requirement of the motor is calculated as the motor power requirement P calculated in the second step. mot3 The minimum drive power P of the second motor is calculated based on the clamping force requirement of the dog teeth. motmin2 Take the maximum value; if P mot3 ≤P PHEV2 Then the final power requirement of the motor is calculated as the motor power requirement P calculated in the second step.mot3 The minimum generating power P of the second motor is calculated based on the clamping force requirement of the dog teeth. genmin2 Take the minimum value; Step 5: Based on the current speed of the second motor and the motor power demand calculated above, calculate the required torque T of the second motor. mot .

[0066] According to the torque control method for a transmission proposed in this application, the target clamping force requirement of the second dog clutch can be calculated based on the current engine output torque, torsional damper stiffness parameters, and power transmission path. Then, based on this requirement and the current drive operating mode, the target drive power and target power generation of the second motor in the corresponding mode can be calculated. Next, based on the target drive and power generation, the target motor power requirement is determined. Based on this power and the current speed of the second motor, the torque allocated to the second motor is calculated and subjected to staged filtering to achieve transmission anti-knock noise control. Thus, by dynamically calculating the minimum clamping force of the dog clutch and controlling the torque output of the drive motor according to this clamping force requirement, the problem of dog clutch knock noise caused by engine vibration transmission is solved, improving vehicle driving comfort.

[0067] Next, the torque control device for a gearbox according to an embodiment of this application is described with reference to the accompanying drawings.

[0068] Figure 5 This is a block diagram of a torque control device for a gearbox according to an embodiment of this application.

[0069] like Figure 5 As shown, the torque control device 10 of the transmission includes: an acquisition module 100, a low-level calculation module 200, and a second calculation module 300.

[0070] The acquisition module 100 is used to acquire the vehicle's current engine output torque, torsional damper stiffness parameters, current power transmission path, current speed of the second motor, and current drive mode. The first calculation module 200 is used to calculate the target clamping force requirement acting on the second dog clutch based on the current engine output torque, torsional damper stiffness parameters and the current power transmission path. The second calculation module 300 is used to determine the target motor power requirement based on the target clamping force requirement and the current drive working mode, and to calculate the allocated torque of the second motor based on the target motor power requirement and the current speed of the second motor, so as to control the gearbox according to the allocated torque of the second motor.

[0071] Optionally, in some embodiments, the second computing module 300 includes: The acquisition unit is used to acquire the vehicle's current engine speed, current driver torque demand, and current battery SOC status. The first determining unit is used to determine the required power of the first motor based on the current engine speed and the current driver torque demand, and to determine the required power of the second motor based on the current battery SOC state and the required power of the first motor. The second determining unit is used to calculate the target power group of the second motor corresponding to the current driving mode based on the target clamping force requirement and the current driving mode, and to determine the target motor demand power based on the target power group of the second motor and the demand power of the second motor.

[0072] Optionally, in some embodiments, the first determining unit is specifically used for: Calculate the torque difference between the current driver torque demand and the preset engine economic torque; Calculate the required power of the first motor based on the torque difference and the current engine speed.

[0073] Optionally, in some embodiments, the first determining subunit is specifically used for: Calculate the target battery discharge power limit and the target battery power generation limit based on the current battery SOC state; Based on the target battery discharge power limit and the first motor's required power, the third motor's required power is determined, and the second motor's required power is obtained based on the target battery power generation limit and the third motor's required power.

[0074] Optionally, in some embodiments, the target power group of the second motor includes a target drive power, and the second determining unit is specifically used for: Determine whether the power demand of the second motor is greater than or equal to the first preset threshold. If the power demand of the second motor is greater than or equal to the first preset threshold, then the power demand of the target motor is determined to be the larger value between the power demand of the second motor and the target drive power.

[0075] Optionally, in some embodiments, the target power group of the second motor further includes a target power generation capacity, and a second determining unit is specifically used for: Determine whether the power demand of the second motor is less than or equal to a second preset threshold, wherein the second preset threshold is less than a first preset threshold; If the power demand of the second motor is less than or equal to the second preset threshold, then the power demand of the target motor is determined to be the smaller value between the power demand of the second motor and the target power generation.

[0076] It should be noted that the foregoing explanation of the torque control method embodiment for the gearbox also applies to the torque control device of the gearbox in this embodiment, and will not be repeated here.

[0077] According to the torque control device for the transmission proposed in this application, the target clamping force requirement of the second dog clutch can be calculated based on the current engine output torque, torsional damper stiffness parameters, and power transmission path. Then, based on this requirement and the current drive operating mode, the target drive power and target power generation of the second motor in the corresponding mode can be calculated. Next, based on the target drive and power generation, the target motor power requirement is determined. Based on this power and the current speed of the second motor, the torque allocated to the second motor is calculated and subjected to staged filtering to achieve transmission anti-knock noise control. Thus, by dynamically calculating the minimum clamping force of the dog clutch and controlling the torque output of the drive motor according to this clamping force requirement, the problem of dog clutch knock noise caused by engine vibration transmission is solved, improving vehicle driving comfort.

[0078] Figure 6 A schematic diagram of the structure of a vehicle provided in an embodiment of this application. The vehicle may include: The memory 601, the processor 602, and the computer program stored on the memory 601 and capable of running on the processor 602.

[0079] When the processor 602 executes the program, it implements the torque control method for the gearbox provided in the above embodiments.

[0080] Furthermore, the vehicle also includes: Communication interface 603 is used for communication between memory 601 and processor 602.

[0081] The memory 601 is used to store computer programs that can run on the processor 602.

[0082] The memory 601 may include high-speed RAM (Random Access Memory) memory, and may also include non-volatile memory, such as at least one disk storage.

[0083] If the memory 601, processor 602, and communication interface 603 are implemented independently, then the communication interface 603, memory 601, and processor 602 can be interconnected via a bus to complete communication between them. The bus can be an ISA (Industry Standard Architecture) bus, a PCI (Peripheral Component Interconnect) bus, or an EISA (Extended Industry Standard Architecture) bus, etc. The bus can be divided into address bus, data bus, control bus, etc. For ease of representation, Figure 6The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

[0084] Optionally, in a specific implementation, if the memory 601, processor 602, and communication interface 603 are integrated on a single chip, then the memory 601, processor 602, and communication interface 603 can communicate with each other through an internal interface.

[0085] The processor 602 may be a CPU (Central Processing Unit), an ASIC (Application Specific Integrated Circuit), or one or more integrated circuits configured to implement the embodiments of this application.

[0086] This application also provides a computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the torque control method of the gearbox described above.

[0087] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0088] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0089] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.

Claims

1. A torque control method for a transmission, characterized in that, The gearbox includes a first motor, a second motor, a first dog clutch, and a second dog clutch connected in sequence via a drive shaft, wherein the method includes the following steps: The vehicle's current engine output torque, torsional damper stiffness parameters, current power transmission path, current speed of the second motor, and current drive mode are obtained. Based on the current engine output torque, the torsional damper stiffness parameters, and the current power transmission path, calculate the target clamping force requirement acting on the second dog clutch; Based on the target clamping force requirement and the current drive operating mode, the target motor power requirement is determined. Based on the target motor power requirement and the current speed of the second motor, the allocated torque of the second motor is calculated, so as to control the gearbox according to the allocated torque of the second motor. The step of determining the target motor power requirement based on the target clamping force requirement and the current driving mode includes: acquiring the vehicle's current engine speed, current driver torque requirement, and current battery SOC state; determining the first motor power requirement based on the current engine speed and current driver torque requirement, and determining the second motor power requirement based on the current battery SOC state and the first motor power requirement; calculating the target power group of the second motor corresponding to the current driving mode based on the target clamping force requirement and the current driving mode, and determining the target motor power requirement based on the target power group of the second motor and the second motor power requirement.

2. The method according to claim 1, characterized in that, Determining the required power of the first motor based on the current engine speed and the current driver torque demand includes: Calculate the torque difference between the current driver torque demand and the preset engine economic torque; The required power of the first motor is calculated based on the torque difference and the current engine speed.

3. The method according to claim 2, characterized in that, The step of determining the second motor's required power based on the current battery SOC state and the first motor's required power includes: Calculate the target battery discharge power limit and the target battery power generation limit based on the current battery SOC state; Based on the target battery discharge power limit and the first motor power requirement, the third motor power requirement is determined, and the second motor power requirement is obtained based on the target battery power generation limit and the third motor power requirement.

4. The method according to claim 1 or 3, characterized in that, The target power set of the second motor includes the target drive power. Determining the target motor demand power based on the target power set of the second motor and the demand power of the second motor includes: Determine whether the power demand of the second motor is greater than or equal to the first preset threshold; If the power demand of the second motor is greater than or equal to the first preset threshold, then the power demand of the target motor is determined to be the larger value between the power demand of the second motor and the target drive power.

5. The method according to claim 1 or 3, characterized in that, The target power group of the second motor also includes the target power generation capacity. Determining the target motor power demand based on the target power group of the second motor and the power demand of the second motor includes: Determine whether the power demand of the second motor is less than or equal to a second preset threshold, wherein the second preset threshold is less than a first preset threshold; If the power demand of the second motor is less than or equal to the second preset threshold, then the power demand of the target motor is determined to be the smaller value between the power demand of the second motor and the target power generation.

6. A torque control device for a transmission, characterized in that, The gearbox includes a first motor, a second motor, a first dog clutch, and a second dog clutch connected in sequence via a drive shaft, wherein the device includes: The acquisition module is used to acquire the vehicle's current engine output torque, torsional damper stiffness parameters, current power transmission path, current speed of the second motor, and current drive mode. The first calculation module is used to calculate the target clamping force requirement acting on the second dog clutch based on the current engine output torque, the stiffness parameters of the torsional damper, and the current power transmission path. The second calculation module is used to determine the target motor power requirement based on the target clamping force requirement and the current drive working mode, and to calculate the allocated torque of the second motor based on the target motor power requirement and the current speed of the second motor, so as to control the gearbox according to the allocated torque of the second motor. The second calculation module includes: an acquisition unit for acquiring the vehicle's current engine speed, current driver torque demand, and current battery SOC state; a first determination unit for determining the required power of a first motor based on the current engine speed and the current driver torque demand, and determining the required power of a second motor based on the current battery SOC state and the required power of the first motor; and a second determination unit for calculating a target power group for the second motor corresponding to the current driving mode based on the target clamping force demand and the current driving mode, and determining the required power of the target motor based on the target power group of the second motor and the required power of the second motor.

7. A vehicle, characterized in that, include: A memory, a processor, and a computer program stored in the memory and executable on the processor, the processor executing the program to implement the torque control method for a transmission as described in any one of claims 1-5.

8. A computer-readable storage medium having a computer program stored thereon, characterized in that, The program is executed by the processor to implement the torque control method of the transmission as described in any one of claims 1-5.

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