Shift control method of hybrid vehicle and hybrid vehicle

Abstract

The application provides a shift control method of a hybrid vehicle and the hybrid vehicle. The method comprises the following steps: in response to triggering DPF regeneration in the clear twist stage of the shift of the hybrid vehicle, controlling the engine and the driving motor to perform the clear twist operation respectively, wherein the DPF regeneration requires the engine to generate positive torque; obtaining the first actual torque of the engine in the current clear twist process; when the first actual torque of the engine is less than the first target torque dynamically allocated based on the historical clear twist stage actual clear twist condition of the engine, and the second actual torque of the driving motor is less than the second target torque, determining that the clear twist is completed, wherein the first target torque is dynamically allocated based on the historical clear twist stage actual clear twist condition of the engine. The application can effectively solve the problem of clear twist overtime and shift failure caused by the engine needing to maintain positive torque in the DPF regeneration working condition, and improve the shift reliability.

Description

Technical Field

[0001] This invention relates to the field of automotive control technology, specifically to a shift control method for a hybrid vehicle and the hybrid vehicle itself. Background Technology

[0002] Hybrid vehicles utilize gear shifting to keep the engine operating within its efficient range, achieving dynamic torque matching and meeting the demands of different operating conditions. The gear shifting process typically includes stages such as torque clearing, disengaging, speed adjustment, and gear engagement. The torque clearing stage is the primary step, its function being to clear the power source torque to establish a power interruption window, preventing the input shaft from being unable to disengage due to load. In existing technologies, when the vehicle enters the torque clearing stage, if the clutch is disengaged, the target torque of the electric motor is controlled; if the clutch is not disengaged, the target torques of both the electric motor and the engine are controlled simultaneously. Torque clearing is considered complete when both actual torques have decreased to a minimum value. Meanwhile, to meet emission standards, modern diesel vehicles are equipped with a Diesel Particulate Filter (DPF), which purifies exhaust gases by capturing carbon particles. The DPF regeneration process requires active engine intervention, increasing engine speed and fuel injection to raise and maintain exhaust temperature, thereby burning off the captured carbon particles. During this process, the engine needs to generate specific positive torque.

[0003] However, in existing technologies, when a hybrid vehicle triggers engine DPF regeneration during the shift clearing phase, the engine needs to maintain the high-temperature environment required for regeneration and continuously output positive torque. Consequently, its actual torque often fails to respond to the low-torque clearing command issued by the control system, resulting in the actual torque exceeding the target torque for clearing for an extended period. This prevents the clearing phase from completing smoothly within the specified time, leading to clearing timeout and ultimately causing the entire shifting process to fail, affecting the vehicle's ride smoothness and reliability. Summary of the Invention

[0004] In view of this, the present invention aims to provide a shift control method for hybrid vehicles and a hybrid vehicle, in order to solve the technical problem that when DPF regeneration is triggered during the shift torque clearing stage of a hybrid vehicle, the actual torque cannot respond to the low torque shift command because the engine needs to maintain positive torque, which in turn causes torque clearing timeout and shift failure.

[0005] This invention provides a shift control method for a hybrid vehicle, the shift control method comprising: In response to the DPF regeneration being triggered during the torque clearing phase of gear shifting in the hybrid vehicle, the engine and drive motor are controlled to perform torque clearing operations respectively, wherein the DPF regeneration requires the engine to generate positive torque; Obtain the first actual torque of the engine during this torque clearing process; When the first actual torque of the engine is less than the first target torque, and the second actual torque of the drive motor is less than the second target torque, the torque clearing is determined to be complete. The first target torque is dynamically allocated based on the actual torque clearing conditions of the engine during the historical torque clearing phase.

[0006] In one embodiment, the shift control method further includes: Determine whether the engine completed the torque clearing process within a preset time threshold during the previous torque clearing phase. If the torque clearing is completed within the preset time threshold, the first target torque is obtained according to the first control strategy; If torque clearing is not completed within the preset time threshold, the first target torque is obtained according to the second control strategy.

[0007] In one embodiment, the step of obtaining the first target torque according to the first control strategy includes: The first target torque is calculated based on the engine's third actual torque at the time of the previous torque clearing phase and the historical torque clearing completion value.

[0008] In one embodiment, the step of calculating the first target torque based on the engine's third actual torque at the time of the previous torque clearing phase completion and the historical torque clearing completion value includes: The first target torque is obtained by averaging the third actual torque with the historical torque completion value.

[0009] In one embodiment, the step of obtaining the first target torque according to the second control strategy includes: The basic preset value is obtained based on the engine's third actual torque at the time of the last torque clearing phase completion and the historical torque clearing completion value. The dynamic compensation offset is obtained based on the environmental condition parameters of this cleaning and twisting phase. The first target torque is obtained based on the basic preset value and the dynamic compensation offset.

[0010] In one embodiment, the step of obtaining a basic preset value based on the engine's third actual torque at the time of the previous torque clearing phase completion and the historical torque clearing completion value includes: The basic preset value is obtained by averaging the third actual torque and the historical torque completion value; The step of obtaining the first target torque based on the basic preset value and the dynamic compensation offset includes: The first target torque is obtained by superimposing the basic preset value and the dynamic compensation offset.

[0011] In one embodiment, the environmental condition parameters include at least the DPF regeneration temperature and the engine drag torque; The step of obtaining the dynamic compensation offset based on the environmental condition parameters of this clearing and twisting stage includes: Based on the engine DPF regeneration temperature and the engine resistance torque, a preset mapping relationship is queried to obtain a preset coefficient; Calculate the product of the preset coefficient and the first actual torque of the current engine, and use the product result as the dynamic compensation offset.

[0012] In one embodiment, the shift control method further includes: If the torque clearing is not completed within the preset time threshold, an engine torque clearing timeout fault will be reported. The second target torque of the drive motor is controlled to be a negative value of the first actual torque value of the current engine, so as to counteract the positive torque generated by the engine due to DPF regeneration.

[0013] In one embodiment, the shift control method further includes: when the hybrid vehicle first triggers DPF regeneration and enters the shift torque clearing stage in this driving cycle, the first target torque is initially set to a preset fixed calibration value.

[0014] Another aspect of the present invention provides a hybrid vehicle, the hybrid vehicle comprising: engine; Drive motor; gearbox; And a vehicle controller, which is connected to the engine, drive motor and transmission signals respectively; The vehicle controller includes a memory and a processor. The memory stores a computer program, and the processor executes the computer program to implement the steps of the gear shifting control method described above.

[0015] Beneficial effects This invention provides a shift control method for a hybrid vehicle and a hybrid vehicle. The method includes: responding to the triggering of DPF regeneration during the torque clearing phase of a shift in the hybrid vehicle, controlling the engine and drive motor to perform torque clearing operations respectively, wherein DPF regeneration requires the engine to generate positive torque; acquiring a first actual torque of the engine during this torque clearing process; determining that torque clearing is complete when the first actual torque of the engine is less than a first target torque and the second actual torque of the drive motor is less than a second target torque; wherein the first target torque is dynamically allocated based on the actual torque clearing status of the engine in historical torque clearing phases.

[0016] Since the DPF regeneration process requires the engine to generate positive torque to maintain exhaust temperature, this invention does not force the engine torque to drop to zero or an extremely low fixed value. Instead, it uses historical data to dynamically adjust the first target torque as the judgment criterion, allowing the torque clearing completion criterion to adapt to the actual torque output characteristics of the engine under DPF regeneration conditions. In this way, it effectively avoids misjudgment or timeout of torque clearing caused by the engine's inability to respond to traditional low torque commands, thereby solving the problem of shift failure caused by the conflict between DPF regeneration and shift torque clearing, and ensuring the continuity and reliability of the shifting process. Attached Figure Description

[0017] Figure 1 This is a schematic flowchart of a gear shifting control method for a hybrid vehicle provided in the first embodiment of the present invention.

[0018] Figure 2 This is a schematic flowchart of a gear shifting control method for a hybrid vehicle provided in the second embodiment of the present invention.

[0019] Figure 3 yes Figure 2 The flowchart of step S33 shown is a schematic diagram of an embodiment.

[0020] Figure 4 yes Figure 3 The flowchart of step S332 shown is a schematic diagram of an embodiment.

[0021] Figure 5 This is a schematic flowchart of a gear shifting control method for a hybrid vehicle provided in the third embodiment of the present invention.

[0022] Figure 6 This is a structural schematic diagram of a hybrid vehicle provided in the third embodiment of the present invention. Detailed Implementation

[0023] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0024] During the operation of a hybrid vehicle, gear shifting allows the engine to operate within its efficient range, improving engine performance and achieving dynamic torque matching. The torque clearing phase, the first step in the shifting process, aims to remove torque from the power source and unload the load for subsequent disengagement. However, when the torque clearing phase in hybrid mode coincides with diesel particulate filter (DPF) regeneration, the engine needs to actively intervene to increase and maintain exhaust temperature by raising engine speed and increasing fuel injection, thereby burning off carbon particles in the DPF. This process results in a significant positive torque from the engine. If the vehicle controller still requires the engine torque to drop to a near-zero minimum to complete the torque clearing, the engine, due to the fuel injection demand for DPF regeneration, cannot respond to the target low torque within the effective timeframe. This results in the actual torque exceeding the target torque required for torque clearing for an extended period, leading to torque clearing timeout, shift failure, and severely impacting vehicle reliability and smoothness.

[0025] To address the aforementioned problems, this invention provides a shift control method for hybrid vehicles. Please refer to [link to relevant documentation]. Figure 1 Therefore, the shift control method includes the following steps: Step S1: In response to the DPF regeneration being triggered during the torque clearing phase of gear shifting in the hybrid vehicle, the engine and drive motor are controlled to perform torque clearing operations respectively. DPF regeneration requires the engine to generate positive torque.

[0026] Step S2: Obtain the first actual torque of the engine during this torque clearing process.

[0027] Step S3: When the first actual torque of the engine is less than the first target torque and the second actual torque of the drive motor is less than the second target torque, it is determined that the torque clearing is completed. The first target torque is dynamically allocated based on the actual torque clearing status of the engine in the historical torque clearing stage.

[0028] This invention controls the engine and drive motor to perform torque clearing operations separately in response to DPF regeneration triggering. While maintaining the necessary positive torque of the engine, it uses a first target torque dynamically allocated based on historical torque clearing conditions as a judgment criterion, achieving adaptive torque clearing completion determination. This allows for precise identification of the torque clearing completion timing while ensuring the continuity of DPF regeneration. It avoids torque clearing timeouts and shift failures caused by the engine's inability to reach the traditional low torque threshold. The shift control method of this invention shortens the duration of the torque clearing phase, improving the reliability of the shifting process and the overall driving smoothness of the vehicle.

[0029] In step S1, the torque clearing operation refers to the torque adjustment command issued by the Vehicle Control Unit (VCU) to the engine and drive motor when it detects that the vehicle has entered a shift process and the DPF regeneration trigger condition is met. Because the characteristics of the DPF regeneration process require the engine to maintain a certain amount of fuel injection to increase exhaust temperature, the engine cannot adjust the torque to zero or an extremely low value during this stage, unlike traditional shifting. In this step, controlling the engine to perform the torque clearing operation does not require its torque to return to zero, but rather controls it to enter a controlled torque clearing state, allowing the engine to adjust based on the minimum positive torque required to maintain DPF regeneration. Simultaneously, controlling the drive motor to perform the torque clearing operation typically involves setting the target torque of the drive motor to zero or reverse torque to establish a power interruption window in conjunction with the engine's state. For example, when the vehicle is traveling in third gear and the exhaust temperature is below the DPF regeneration threshold, the VCU determines that regeneration needs to be initiated immediately. If the driver requests an upshift at this time, the VCU immediately executes step S1, controlling the engine to maintain approximately 20Nm to 30Nm of positive torque to sustain regeneration, while simultaneously controlling the drive motor torque to decrease rapidly. This separate control strategy satisfies the regeneration needs of the emission system while initiating the torque clearing process required for gear shifting, thus avoiding regeneration interruption or torque clearing failure caused by forced engine torque reduction.

[0030] In step S2, the first actual torque is the effective torque value output by the engine in real time during the current torque clearing phase. Its source can be the instantaneous torque calculated by the engine control unit (ECU) using data from the crankshaft position sensor, intake pressure sensor, etc., or it can be the average torque value after filtering to ensure signal stability. This first actual torque reflects the engine's true output state under DPF regeneration injection conditions and is a dynamically changing value. For example, in the initial stage of DPF regeneration, as the injection quantity increases, the first actual torque may rapidly rise from idle torque to 25 Nm and remain fluctuating; while after torque clearing control intervenes, this value may oscillate slightly between 20 Nm and 28 Nm.

[0031] Step S3 is used to determine whether the subsequent gear disengagement stage can proceed. The second actual torque can refer to the actual output torque of the drive motor at the current moment, which is obtained in a similar way to the engine, through real-time feedback from the motor controller. The second target torque is usually a preset minimum value (such as 5Nm or 0Nm) used to confirm that the motor has completely unloaded the load. The torque clearing action is considered complete only when the actual torques of the engine and the drive motor are simultaneously lower than their respective target thresholds. For example, if the second target torque is set to 2Nm, and the actual torque of the drive motor drops to 1Nm but the first actual torque of the engine remains at 25Nm, while the first target torque is dynamically adjusted to 26Nm based on historical data, the system determines that both conditions are met and the torque clearing is complete; conversely, if the first target torque is set to 20Nm, it is determined that the process is not complete and the system continues to wait.

[0032] Step S3 specifies that the first target torque is dynamically allocated, calculated and updated in real time based on torque clearing data recorded in past vehicle operating cycles. Historical torque clearing conditions include, but are not limited to, the actual engine torque value, clearing time, ambient temperature, and engine resistance torque at the time of completion of gear shifting during the previous DPF regeneration cycle. By utilizing this historical data, the system can learn the optimal torque clearing threshold under the current vehicle condition and external environment. For example, if historical data shows that under similar DPF regeneration temperatures and engine loads, a stable engine torque of 24 Nm is sufficient for successful gear shifting, then the first target torque will be dynamically allocated to a value slightly higher than 24 Nm (e.g., 25 Nm); if historical data shows that previous torque clearing was difficult, requiring the actual torque to drop to 18 Nm to complete, then the target torque will be adjusted accordingly. This dynamic allocation mechanism based on historical conditions allows the first target torque to automatically optimize with vehicle aging, environmental changes, and the degree of DPF blockage, ensuring the accuracy and timeliness of torque clearing determination.

[0033] The previous section introduced that the first target torque is dynamically allocated based on the actual torque clearing status of the engine during historical torque clearing phases. One historical status is determining whether the engine completed torque clearing within a preset time threshold during the previous torque clearing phase, and selecting an appropriate control strategy to obtain the first target torque based on the determination result. Please refer to [link to relevant documentation] for details. Figure 2 This includes the following steps: Step 31: Determine whether the engine completed the torque clearing within the preset time threshold during the previous torque clearing stage.

[0034] Step 32: If the torque clearing is completed within the preset time threshold, the first target torque is obtained according to the first control strategy.

[0035] Step 33: If torque clearing is not completed within the preset time threshold, the first target torque is obtained according to the second control strategy.

[0036] In step S31, the time threshold is a fixed or dynamically adjusted value pre-calibrated based on the power interruption window required for gearbox disengagement and vehicle driving safety requirements. The judgment process is achieved by comparing the actual time consumed in the previous torque clearing phase with the preset time threshold. If the actual time consumed is less than or equal to the preset time threshold, it is determined that the engine completed torque clearing on time in the previous torque clearing phase, indicating that the engine's current response capability is good and the interference of DPF regeneration on torque control is within an acceptable range. If the actual time consumed is longer than the preset time threshold, it is determined that the engine did not complete torque clearing within the specified time, indicating that the engine is greatly affected by DPF regeneration, and there is a risk of torque response lag or failure to reach the ideal low torque state. For example, if the preset time threshold is set to 500ms, if the previous torque clearing actually took 450ms, it is determined to be completed; if it took 600ms, it is determined to be incomplete.

[0037] In step S32, the first control strategy is applicable to scenarios where the engine has historically performed well in torque clearing. In step S33, the second control strategy is applicable to scenarios where the engine has historically exceeded the torque clearing time and its performance is limited. The aim is to enhance the robustness of the system by introducing a compensation mechanism to ensure that torque clearing can be successfully completed under the current DPF regeneration conditions.

[0038] This invention achieves adaptive switching between a first control strategy and a second control strategy by introducing a judgment logic based on the timeliness of the previous torque clearing stage. When the engine's historical performance is good, the first control strategy is adopted; when a historical torque clearing timeout is detected, the system automatically switches to the second control strategy. The combined use of these two strategies improves the success rate and reliability of torque clearing during DPF regeneration in hybrid vehicles, and effectively shortens the waiting time of the torque clearing process.

[0039] In step S32, the specific scheme for obtaining the first target torque according to the first control strategy includes: calculating the first target torque based on the engine's third actual torque at the time of completion of the previous torque clearing stage and the historical torque clearing completion value. The third actual torque can refer to the actual output torque value collected and fed back by the engine sensors in real time at the moment the previous torque clearing stage was determined to be completed. This value reflects the engine's true load state under the most recent successful torque clearing condition. The historical torque clearing completion value is based on the engine's actual torque record when torque clearing was successfully completed under the same or similar DPF regeneration conditions one or more times within the vehicle's entire life cycle or the current driving cycle. For example, it could be the engine's actual torque when torque clearing was successfully completed under the DPF regeneration condition two years ago, or a collection of engine's actual torques when torque clearing was successfully completed under multiple historical DPF regeneration conditions. The first target torque is obtained by averaging the third actual torque and the historical torque clearing completion value, and its function is to serve as a dynamic threshold benchmark for determining whether torque clearing is completed in the current torque clearing stage. Specifically, the first target torque can be obtained by taking the average of the third actual torque and the historical torque clearing completion value. The specific calculation formula is: First target torque = (Third actual torque + Historical torque clearing completion value) / 2. For example, if the engine's third actual torque at the time of the last torque clearing completion was 25 Nm, and the torque clearing completion value two years ago was 23 Nm, then the average of the two, 24 Nm, can be set as the first target torque for this time. Furthermore, the first target torque can also be obtained through weighted averaging. For instance, when historical data indicates significant recent fluctuations in engine operating conditions, a higher weighting coefficient can be assigned to the third actual torque to respond more quickly to the latest engine state. By combining different historical data, this calculation method balances instantaneous fluctuations with historical patterns, avoiding excessive impact from a single abnormal data point on the control strategy. For example, if the third actual torque at the time of the last torque clearing completion was 26 Nm, and the historical torque clearing completion value recorded by the system was 22 Nm, then the calculated first target torque is 24 Nm. This method considers both the current actual response state of the engine and preserves the stability of historical data, preventing drastic jumps in the target torque setting value due to noise from a single measurement. This step aims to optimize the setting accuracy of the target torque through a smoothing filtering algorithm, providing a more robust reference benchmark for subsequent torque clearing completion determination, thereby effectively suppressing the oscillation of the control system and improving the smoothness of the shifting process.

[0040] Please see Figure 3 In step S33 above, the specific scheme for obtaining the first target torque according to the second control strategy includes the following steps: Step 331: Obtain the basic preset value based on the engine's third actual torque at the time of the last torque clearing stage completion and the historical torque clearing completion value.

[0041] Step 332: Obtain the dynamic compensation offset based on the environmental condition parameters of this clearing and twisting stage.

[0042] Step 333: Obtain the first target torque based on the basic preset value and the dynamic compensation offset.

[0043] In step S331, the basic preset value is based on statistical processing of historical data, including obtaining the basic preset value by arithmetically averaging the third actual torque with the historical torque clearing completion value. The specific scheme is as described above and will not be repeated here.

[0044] In step S332, the dynamic compensation offset is a correction amount used to compensate for changes in torque recovery difficulty caused by changes in the current environment. Environmental condition parameters include at least the DPF regeneration temperature and engine drag torque, which directly reflect the engine's thermal and mechanical load conditions at the current moment. Please refer to [link to relevant documentation]. Figure 4 The method for determining the dynamic compensation offset includes the following steps: Step S3321: Based on the engine DPF regeneration temperature and engine resistance torque, query the preset mapping relationship to obtain the preset coefficient.

[0045] Step S3322: Calculate the product of the preset coefficient and the first actual torque of the current engine, and use the product result as the dynamic compensation offset.

[0046] First, by using the engine's DPF regeneration temperature and engine resistance torque, a pre-calibrated mapping table (Map) is consulted to obtain the corresponding preset coefficient. Then, this preset coefficient is multiplied by the current engine's first actual torque, and the product is used as the dynamic compensation offset. For example, when a low DPF regeneration temperature and high engine resistance torque are detected, the preset coefficient obtained from the table might be 0.15. If the first actual torque is 20 Nm at this time, the calculated dynamic compensation offset would be 3 Nm. By introducing environmental condition parameters, this step S332 can identify adverse operating conditions such as low temperature or high resistance and automatically generate a positive torque compensation amount, preventing overly stringent torque clearing judgments due to environmental factors.

[0047] In step S333, the first target torque can be obtained by linearly superimposing the basic preset value obtained in the previous steps with the dynamic compensation offset. Specifically, the basic preset value is used as a baseline, and the dynamic compensation offset is added to obtain the first target torque adapted to the current complex operating conditions. For example, if the basic preset value calculated above is 24 Nm and the dynamic compensation offset calculated above is 3 Nm, then the final determined first target torque is 27 Nm. This step achieves dynamic adaptive adjustment of the target torque by combining historical trend data with real-time environmental compensation data. Therefore, in the case of engine torque clearing timeout, the system not only refers to the historical average but also adds an additional compensation amount for the severity of the current environment, effectively avoiding torque clearing misjudgment or timeout failure caused by sudden changes in the external environment, and improving the robustness of shift control.

[0048] In another alternative embodiment, such as Figure 5 The diagram shows a flowchart of a shift control method for a hybrid vehicle according to an embodiment of the present invention, which handles torque clearing timeout faults and torque cancellation. The method further includes the following steps: Step 34: If the torque clearing is not completed within the preset time threshold, report an engine torque clearing timeout fault.

[0049] Step 35: Control the second target torque of the drive motor to be the negative of the first actual torque value of the current engine, so as to counteract the positive torque generated by the engine due to DPF regeneration.

[0050] In step S34, the preset time threshold is a pre-defined time window used to determine whether the torque clearing process is abnormal. Its value can be dynamically set according to the vehicle model, transmission type, and current operating conditions, for example, set to 500ms or 800ms. Reporting an engine torque clearing timeout fault means that the vehicle control unit (VCU) detects that from the issuance of the torque clearing command to the reaching of the preset time threshold, the engine's first actual torque has not decreased below the first target torque. At this point, the VCU determines that the torque clearing process has failed and immediately sends a fault code to the vehicle's instrument panel or remote monitoring terminal. This fault code indicates to the driver or maintenance personnel that there is an abnormality in the current shifting system and triggers the vehicle's fault protection logic to prevent damage to mechanical components due to forced disengagement. By setting this time threshold and reporting faults promptly, the system can avoid consuming too much time in ineffective waiting, thus quickly entering the emergency handling phase.

[0051] In step S35, the current first actual torque value of the engine can refer to the actual torque value on the engine output shaft collected in real time by the sensor at the torque clearing timeout moment. Since the engine is in the DPF regeneration stage, the engine fuel injection quantity increases to meet the regeneration temperature requirements, causing its actual torque to remain at a high positive level (e.g., 24 Nm), making it unable to respond to conventional zero torque or low torque commands. Controlling the second target torque of the drive motor to be negative can mean that the VCU calculates a torque command equal in magnitude but opposite in direction to the current engine's first actual torque and sends it to the drive motor controller. For example, if the current first actual torque of the engine is detected to be +24 Nm, then the drive motor is controlled to output a second target torque of -24 Nm. After receiving this command, the drive motor quickly adjusts the stator current phase to generate reverse electromagnetic torque. By actively reverse-dragging the drive motor, a virtual torque clearing state with approximately zero total torque of the power source is artificially constructed under extreme operating conditions where the engine cannot reduce torque. Based on the aforementioned actual engine torque data, the vehicle controller, the main actuator, uses precise negative feedback control to rapidly reduce the system's net torque (engine positive torque + drive motor negative torque) to near zero. This achieves the no-load condition required for disengagement, thereby generating a control signal that allows the transmission to perform the disengagement operation. This improves the shift success rate under the special conditions of DPF regeneration, effectively avoiding the risk of shifting jams or gear grinding caused by the inability to eliminate engine torque, and ensuring vehicle safety and smoothness in emergency situations.

[0052] This invention establishes a complete fault-tolerance mechanism by coordinating the reporting of engine torque clearing timeout faults with the control of the drive motor to output negative torque. Based on this, when the system determines that the conventional torque clearing path has failed, it immediately switches to emergency compensation mode, utilizing the drive motor's rapid response to compensate for the engine's insufficient torque regulation capability during DPF regeneration. This dynamic balance strategy, where the engine maintains positive regeneration torque while the motor applies an equivalent negative torque, not only resolves the contradiction between the engine's requirement to maintain high torque emission regeneration due to environmental regulations and the low torque conditions required for gear shifting, but also ensures that even in the event of a single power source failure or limitation, the vehicle's powertrain can still complete the necessary gear shifting actions. Ultimately, this synergistic effect achieves continuity and reliability in the gear shifting process under extreme operating conditions, significantly reducing the power interruption time caused by torque clearing failure.

[0053] In another embodiment, when the hybrid vehicle first triggers DPF regeneration and enters the shift clearing torque phase during the current driving cycle, the first target torque is initially set to a preset fixed calibration value. Here, the current driving cycle can refer to the complete operating cycle of the vehicle from ignition to shutdown. The first trigger of DPF regeneration specifically refers to the moment within this cycle when the particulate filter first reaches the regeneration conditions and requests the engine to increase the exhaust temperature. The first target torque is a threshold benchmark used to determine whether engine clearing torque is complete; its value directly determines the timing of the clearing torque completion judgment. The preset fixed calibration value is an empirical constant pre-calibrated based on a large amount of bench test and road test data. This value does not rely on historical clearing torque records or dynamic calculations of real-time environmental parameters, but rather serves as a default safety benchmark for the system when historical data is lacking. For example, setting this fixed calibration value to 30 Nm covers the minimum steady-state output torque of the engine under most normal operating conditions during cold starts or the initial stage of a new cycle, ensuring that the system can still establish a reasonable clearing torque completion judgment standard even without prior learning values. By using a preset fixed calibration value as the initial setting, the control logic gap caused by the lack of historical data is eliminated, and the system is prevented from falling into a waiting or misjudgment state when it is first run due to the inability to obtain the dynamic allocation value. This ensures the real-time response capability and control consistency of the hybrid mode shifting process in the DPF regeneration scenario.

[0054] The present invention also provides a hybrid vehicle, such as Figure 6 As shown, the hybrid vehicle includes an engine 61, a drive motor 62, a clutch 63, a transmission 64, and a vehicle controller 65. The vehicle controller 65 is connected to the engine 61, drive motor 62, clutch 63, and transmission 64 via signals. The vehicle controller 65 includes a memory and a processor. The memory stores a computer program, and the processor executes the computer program to implement the steps of the shift control method described above.

[0055] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A shift control method for a hybrid vehicle, characterized in that, The shift control method includes: In response to the DPF regeneration being triggered during the torque clearing phase of gear shifting in the hybrid vehicle, the engine and drive motor are controlled to perform torque clearing operations respectively, wherein the DPF regeneration requires the engine to generate positive torque; Obtain the first actual torque of the engine during this torque clearing process; When the first actual torque of the engine is less than the first target torque, and the second actual torque of the drive motor is less than the second target torque, the torque clearing is determined to be complete. The first target torque is dynamically allocated based on the actual torque clearing conditions of the engine during the historical torque clearing phase.

2. The shift control method according to claim 1, characterized in that, The shift control method further includes: Determine whether the engine completed the torque clearing process within a preset time threshold during the previous torque clearing phase. If the torque clearing is completed within the preset time threshold, the first target torque is obtained according to the first control strategy; If torque clearing is not completed within the preset time threshold, the first target torque is obtained according to the second control strategy.

3. The shift control method according to claim 2, characterized in that, The step of obtaining the first target torque according to the first control strategy includes: The first target torque is calculated based on the engine's third actual torque at the time of the previous torque clearing phase and the historical torque clearing completion value.

4. The shift control method according to claim 3, characterized in that, The step of calculating the first target torque based on the engine's third actual torque at the time of the previous torque clearing phase completion and the historical torque clearing completion value includes: The first target torque is obtained by averaging the third actual torque with the historical torque completion value.

5. The shift control method according to claim 2, characterized in that, The step of obtaining the first target torque according to the second control strategy includes: The basic preset value is obtained based on the engine's third actual torque at the time of the last torque clearing phase completion and the historical torque clearing completion value. The dynamic compensation offset is obtained based on the environmental condition parameters of this cleaning and twisting phase. The first target torque is obtained based on the basic preset value and the dynamic compensation offset.

6. The shift control method according to claim 5, characterized in that, The step of obtaining a basic preset value based on the engine's third actual torque at the time of the previous torque clearing phase completion and the historical torque clearing completion value includes: The basic preset value is obtained by averaging the third actual torque and the historical torque completion value; The step of obtaining the first target torque based on the basic preset value and the dynamic compensation offset includes: The first target torque is obtained by superimposing the basic preset value and the dynamic compensation offset.

7. The shift control method according to claim 5, characterized in that, The environmental condition parameters include at least the DPF regeneration temperature and the engine drag torque; The step of obtaining the dynamic compensation offset based on the environmental condition parameters of this clearing and twisting stage includes: Based on the engine DPF regeneration temperature and the engine resistance torque, a preset mapping relationship is queried to obtain a preset coefficient; Calculate the product of the preset coefficient and the first actual torque of the current engine, and use the product result as the dynamic compensation offset.

8. The shift control method according to claim 2, characterized in that, The shift control method further includes: If the torque clearing is not completed within the preset time threshold, an engine torque clearing timeout fault will be reported. The second target torque of the drive motor is controlled to be a negative value of the first actual torque value of the current engine, so as to counteract the positive torque generated by the engine due to DPF regeneration.

9. The shift control method according to claim 1, characterized in that, The shift control method further includes: when the hybrid vehicle first triggers DPF regeneration and enters the shift torque clearing stage in this driving cycle, the first target torque is initially set to a preset fixed calibration value.

10. A hybrid vehicle, characterized in that, The hybrid vehicles include: engine; Drive motor; gearbox; And a vehicle controller, which is connected to the engine, drive motor and transmission signals respectively; The vehicle controller includes a memory and a processor. The memory stores a computer program, and the processor executes the computer program to implement the steps of the shift control method as described in any one of claims 1 to 9.

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