Adaptive control method and system for hybrid vehicle based on electromagnetic clutch and vehicle

Abstract

The application discloses a hybrid vehicle adaptive control method and system based on an electromagnetic clutch and a vehicle, relates to the electric control technical field of new energy vehicles, integrates a gear shifting control module in a vehicle controller, and integrates an electromagnetic clutch control execution switch in a motor controller. Based on a target gear and a current gear, it is determined whether this gear shifting is forward gear shifting or reverse gear shifting. When it is determined that the gear shifting is forward gear shifting, gear shifting speed adjustment, speed difference judgment, speed synchronization prediction control and twist elimination, clutch closing, gear updating are sequentially executed, the current gear is updated to the target gear, and forward gear shifting is completed. When it is determined that the gear shifting is reverse gear shifting, gear shifting twist elimination, torque judgment, clutch disengagement and gear updating are sequentially executed, the current gear is updated to the target gear, and reverse gear shifting is completed. The original independent gearbox controller and the vehicle controller are connected through multiple signal transmission links, and the control link cycle is shortened.

Description

Technical Field

[0001] This invention relates to the field of electric control technology for new energy vehicles, and in particular to an adaptive control method, system, and vehicle for hybrid vehicles based on electromagnetic clutch. Background Technology

[0002] In hybrid vehicles, the vehicle controller, transmission controller, and motor controller need to coordinate with each other during gear shifting.

[0003] In existing technologies, the transmission controller exists as an independent module. When a gear shift is required, the transmission controller needs to send a target speed or target torque request to the vehicle controller via an enable intervention. The vehicle controller then forwards the command to the motor controller for execution. After the motor controller completes the speed adjustment or torque reset, it feeds back to the vehicle controller, which then forwards it to the transmission controller. The transmission controller then determines whether the shift conditions are met and issues a clutch engagement / disengagement command. In this control architecture, control signals need to be transmitted multiple times between multiple controllers, resulting in a long control chain. Each signal transmission has a communication delay, leading to a long overall shift control cycle, limited response speed, and a lack of a clear closed-loop structure in the control logic, which is detrimental to improving shift quality. Summary of the Invention

[0004] To overcome the shortcomings of the prior art, the present invention provides an adaptive control method, system and vehicle for hybrid vehicles based on electromagnetic clutch, so as to solve the problems of cumbersome control links and long control loop path cycles in the prior art.

[0005] To achieve the above objectives, one or more embodiments of the present invention provide the following technical solutions: In a first aspect, the present invention provides an adaptive control method for hybrid vehicles based on an electromagnetic clutch, applied to a hybrid vehicle control system. The hybrid vehicle control system includes a vehicle controller and a motor controller. The vehicle controller integrates a shift control module, which includes a shift working module and a shift motor module. The motor controller integrates an electromagnetic clutch control execution switch. The method includes the following steps: The system acquires vehicle speed and driving mode signals, combines them with a preset shift strategy table to determine whether a shift is needed, and identifies the target gear. Based on the target gear and the current gear, determine whether this gear shift is an upshift or a downshift; When it is determined that a gear shift is needed, the following steps are executed in sequence: gear shift speed adjustment, speed difference judgment, speed synchronization prediction control and torque clearing, clutch engagement, and gear update. The current gear is updated to the target gear, and the gear shift is completed. When a downshift is detected, the following steps are executed in sequence: shift torque clearing, torque judgment, clutch disengagement, and gear update. The current gear is then updated to the target gear, and the downshift is completed.

[0006] In a further technical solution, the shift control module determines whether the shift is an upshift or a downshift based on the relationship between the target gear and the current gear. Specifically, if the target gear is greater than the current gear, it is determined to be an upshift; if the target gear is less than the current gear, it is determined to be a downshift.

[0007] A further technical solution, the speed difference determination specifically includes: The shifting module calculates the speed difference between the motor speed and the idler wheel speed in real time and compares the speed difference with the adaptive speed difference threshold. If the speed difference is greater than the adaptive speed difference threshold, then continue to perform gear shifting and speed adjustment; If the speed difference is less than or equal to the adaptive speed difference threshold, then speed synchronization predictive control and torque clearing are executed.

[0008] A further technical solution, the speed synchronization prediction control and torque clearing specifically includes: Real-time acquisition of motor angular acceleration; prediction of speed convergence time based on current motor speed, target speed, and motor angular acceleration. When the predicted speed convergence time is less than the preset lead time, the shift module sends a torque control command to the motor controller in advance to clear the auxiliary motor torque.

[0009] A further technical solution involves the shift motor module sending a clutch engagement command to the motor controller after the torque is cleared. The electromagnetic clutch control execution switch receives the clutch engagement command and drives the electromagnetic clutch to perform the engagement action. When the adaptive holding time for the clutch holding state is detected, the vehicle controller performs a gear signal update, updating the current gear to the target gear.

[0010] A further technical solution, the shift torque clearing specifically includes: the vehicle controller sending a torque control command to the motor controller through the shift control module; after receiving the torque control command, the motor controller controls the drive motor to clear the auxiliary motor torque, and feeds back the motor torque status to the vehicle controller in real time.

[0011] A further technical solution, the clutch disengagement and gear update specifically includes: after torque clearing is completed, the shift motor module sends a clutch disengagement command to the motor controller, the electromagnetic clutch control execution switch receives the clutch disengagement command and drives the electromagnetic clutch to perform the disengagement action; after the electromagnetic clutch enters the disengagement holding state, the vehicle controller continuously monitors the clutch status feedback signal; when it is detected that the clutch holding disengagement state has reached the adaptive holding time, the vehicle controller performs a gear signal update, updating the current gear to the target gear.

[0012] Secondly, the present invention provides an adaptive control system for hybrid vehicles based on an electromagnetic clutch, comprising: The target gear determination module is configured to: acquire the vehicle speed signal and driving mode signal, combine them with a preset shift strategy table to determine whether a shift is needed and determine the target gear; The shift judgment module is configured to determine whether the current shift is an upshift or a downshift based on the target gear and the current gear. The gear shift control module is configured to: when a gear shift is detected, sequentially execute gear shift speed adjustment, speed difference judgment, speed synchronization prediction control and torque clearing, clutch engagement, and gear update, update the current gear to the target gear, and the gear shift is completed; The downshift control module is configured to: when downshifting is detected, sequentially execute shift torque clearing, torque judgment, clutch disengagement and gear update, update the current gear to the target gear, and complete the downshifting.

[0013] Thirdly, the present invention provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of the electromagnetic clutch-based adaptive control method for hybrid vehicles as described in the first aspect.

[0014] Fourthly, the present invention provides a vehicle including 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 steps of the electromagnetic clutch-based adaptive control method for hybrid vehicles as described in the first aspect.

[0015] The above one or more technical solutions have the following beneficial effects: This invention integrates the shift control module (including the shift working module and the shift motor module) into the vehicle controller and the electromagnetic clutch control execution switch into the motor controller, eliminating the multi-level signal transmission links between the original independent transmission controller and the vehicle controller, shortening the control link cycle, and improving system integration. At the same time, for gear shifting, it adopts an orderly and coordinated control process of shift speed adjustment, speed difference judgment, speed synchronization prediction control and torque clearing, and for gear shifting, it adopts a precise sequential control process of shift torque clearing, torque judgment and clutch disengagement, realizing clear path control of the entire gear shifting process, effectively improving shift response speed and shift smoothness.

[0016] This invention clarifies the control link path of the electromagnetic clutch, solves the problem of long control loop path cycle, reduces the control link cycle by 80ms, and is integrated, making it more cost-effective.

[0017] Advantages of additional aspects of the invention 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 the invention. Attached Figure Description

[0018] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an improper limitation of the invention.

[0019] Figure 1 This is a flowchart of an embodiment of the adaptive control method for hybrid vehicles based on an electromagnetic clutch according to the present invention; Figure 2 This is a flowchart of the control method of the present invention, which is coordinated by the vehicle controller. Figure 3 This is a flowchart of the control method for the integrated strategy in an embodiment of the present invention. Detailed Implementation

[0020] It should be noted that the following detailed descriptions are exemplary and intended to provide further illustration of the invention. Unless otherwise specified, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains.

[0021] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the scope of exemplary embodiments according to the invention. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0022] Where there is no conflict, the embodiments and features in the embodiments of the present invention can be combined with each other.

[0023] Terminology Explanation: Vehicle Controller (HCU): The central control unit of a hybrid vehicle, responsible for coordinating the work of various subsystems such as the engine controller and the motor controller. In this application, the vehicle controller integrates a shift control module, which can directly send control commands to the motor controller via a communication bus.

[0024] Motor controller (MCU): A control unit that controls the operation of drive motors and generators (ISG / TM). In this application, the motor controller integrates an electromagnetic clutch control actuator switch, which can directly execute the clutch engagement or disengagement action.

[0025] A hybrid vehicle electromagnetic clutch control method requires coordinated operation of the engine and motor, and a power domain coordination approach, to perform gear shifting. This method controls gear shifting in a hybrid vehicle comprising an engine, motor, and stepped transmission. When a gear shift request is received, the power domain controller needs to clear the torque required by the engine and motor; determine whether to shift gears by disengaging the clutch based on the feedback torque value; or the power domain controller needs to adjust the speed required by the engine and motor; determine whether to shift gears by engaging the clutch based on the feedback speed difference. Under existing hybrid system architectures, the control structure is relatively complex and lacks a clear control loop.

[0026] Therefore, to solve the control path problem, the present invention addresses the issue of the existing transmission controller enabling intervention of the vehicle controller, which in turn commands the motor controller to control the motor to complete the gear shifting action. Instead, the transmission controller is now integrated into the vehicle controller, and the electromagnetic clutch is controlled by the motor controller. To solve the problem of long control loop cycles and the cumbersome nature of existing control links, an integration strategy is adopted to split the transmission controller module.

[0027] To address the issues of cumbersome control chains and long control loop cycles in existing technologies, this invention provides an adaptive control scheme for the electromagnetic clutch in hybrid vehicles. This scheme separates the transmission controller module and integrates it into the vehicle controller, forming a shift control module (including a shift operation module and a shift motor module); simultaneously, the electromagnetic clutch control execution switch is integrated into the motor controller. The vehicle controller determines shift requirements based on vehicle speed and driving mode, and directly sends SpdAct speed control commands or TorqAct torque control commands to the motor controller through the internal shift control module. The motor controller directly executes these commands and controls the clutch action through the electromagnetic clutch control execution switch. This scheme eliminates multi-level signal transmission through its integrated architecture, shortens the control chain cycle, and introduces three innovative mechanisms: adaptive speed difference threshold, adaptive clutch holding time adjustment, and speed synchronization prediction control, significantly differentiating it from existing independent transmission controller architectures.

[0028] This invention illustrates a schematic diagram of a shift control architecture coordinated by the vehicle controller (i.e., a hybrid vehicle clutch power domain control system based on an electromagnetic clutch). The system includes two core control units: the vehicle controller (HCU) and the motor controller (MCU), as well as actuators such as the electromagnetic clutch and the hybrid gearbox. The vehicle controller (HCU) receives vehicle speed and driving mode signals, determines shift requirements, and sends control commands such as motor mode, target speed, and target torque (ISG / TM) to the motor controller (MCU) via a communication bus. After receiving the commands, the motor controller (MCU) adjusts the motor speed or torque and feeds back the motor mode status, speed status, and torque status (ISG / TM) to the vehicle controller (HCU). The electromagnetic clutch in the hybrid gearbox receives and disengages commands via an electromagnetic clutch control switch integrated within the motor controller and performs the corresponding actions.

[0029] In this invention, the vehicle controller only involves the power domain control system, the vehicle control module, which is the vehicle controller; the hybrid gearbox controller only includes clutch and shift control; and the motor controller controls the generator and drive motor.

[0030] The system can also be expanded into a multi-controller collaborative architecture that includes an engine controller (ECU), making it suitable for various parallel hybrid vehicle platforms.

[0031] The data collection and processing in this embodiment strictly comply with relevant laws and regulations and are used solely for gear shift control, not for any other unauthorized purposes. It should be understood that the above environment is described for illustrative purposes only and does not imply any limitation on the scope of protection of this application.

[0032] Example 1 This embodiment describes the complete process of the vehicle controller coordinating the motor controller through the shift control module to complete the electromagnetic clutch shift control, including two sub-processes: upshifting and downshifting.

[0033] like Figure 1 , Figure 2 As shown, this embodiment discloses an adaptive control method for hybrid vehicles based on an electromagnetic clutch, applied to a hybrid vehicle control system. The hybrid vehicle control system includes a vehicle controller and a motor controller. The vehicle controller integrates a shift control module, which includes a shift working module and a shift motor module. The motor controller integrates an electromagnetic clutch control execution switch. The method includes the following steps: S1: Obtain vehicle speed signal and driving mode signal, combine with preset shift strategy table to determine whether shifting is required, and determine the target gear; This invention determines the gear shifting time based on vehicle speed and mode. When the vehicle controller determines that a gear shift is needed based on the vehicle speed and mode, it sends the target gear to the transmission controller module. The transmission controller receives the target gear via a bus signal and determines whether to activate the gear based on the vehicle's existing gear mode. If the gears are different, a gear shifting command is initiated, and the sending flag information on the bus is changed, indicating that a gear shift is needed. If the target gear is the same as the vehicle's gear, the process ends directly without needing to shift gears.

[0034] In this embodiment, the vehicle controller collects vehicle speed and driving mode signals in real time, determines whether a gear shift is needed based on a preset shift strategy table, and identifies the target gear. The shift control module integrated within the vehicle controller receives the target gear and compares it with the current gear. If the target gear is the same as the current gear, no shift is required, and the current judgment ends directly. If the target gear is different from the current gear, a gear shifting command is initiated, and the shift control module marks the gear shifting status internally within the vehicle controller.

[0035] Preferably, the sampling period of the vehicle controller is no more than 10ms, and the shift strategy table determines the target gear based on the three-dimensional MAP of vehicle speed-throttle opening-SOC to ensure the real-time performance and accuracy of shift judgment.

[0036] Furthermore, the preset method for establishing the shift strategy table is as follows: (1) Data Acquisition and Operating Condition Coverage. Systematic bench tests and vehicle tests are conducted on the target vehicle model at standard test sites and on actual roads. Multi-dimensional operating condition data covering the entire speed range (e.g., 0–120 km / h), the full throttle opening range (0%–100%), and the full battery state of charge (SOC, e.g., 20%–90%) are collected to ensure data coverage of typical driving scenarios such as low-speed heavy load, high-speed light load, and frequent start-stop. Preferably, at least three valid data points are collected for each operating condition to eliminate random errors.

[0037] (2) Determination of shift boundaries. With power performance, economy, and shift smoothness as comprehensive optimization objectives, the collected data is analyzed and processed to determine the upshift and downshift boundaries for each gear under different combinations of vehicle speed and throttle opening. The upshift boundary corresponds to the operating point where the engine or motor is close to the upper boundary of its optimal efficiency zone in the current gear, and the downshift boundary corresponds to the operating point where the power demand exceeds the maximum driving force that the current gear can provide. Preferably, a speed hysteresis range of not less than 5 km / h is maintained between the upshift and downshift boundaries to prevent frequent shifting (i.e., shift oscillation) near the boundaries.

[0038] (3) Incorporation of SOC Correction Strategy. Battery SOC is introduced as a third dimension into the shifting strategy. When the SOC is low (e.g., below 30%), the upshift boundary is advanced appropriately to prioritize driving the generator for charging and extend the pure electric driving range. When the SOC is high (e.g., above 70%), the upshift boundary is delayed appropriately to prioritize using the electric motor for driving and reduce the frequency of engine intervention. The shifting strategy is fully described by a three-dimensional MAP (vehicle speed - throttle opening - SOC).

[0039] (4) Calibration, optimization, and verification. The initially established shift strategy table is burned into the vehicle controller, and calibration tests are conducted on a real vehicle. The shift timing, shift frequency, and shift smoothness are comprehensively evaluated by combining subjective evaluation with objective data. The boundary parameters are iteratively corrected based on the evaluation results until the design requirements are met. Preferably, the calibration verification conditions should include standard cycle conditions such as WLTC and NEDC, as well as extreme environmental conditions such as high temperature, high altitude, and low temperature.

[0040] (5) Solidified storage and retrieval. The final calibrated 3D MAP data is solidified and stored in the non-volatile memory (such as FLASH) of the vehicle controller in the form of a lookup table. The vehicle controller looks up the table in real time in each sampling period through an interpolation algorithm (such as bilinear interpolation) and quickly obtains the target gear output based on the three input quantities of current vehicle speed, throttle opening and SOC, so as to realize the real-time retrieval of the shift strategy table.

[0041] By integrating a shift control module into the vehicle controller, the original transmission controller's enabling intervention on the vehicle controller is eliminated, reducing the control chain from three levels to two levels and shortening the response time for shift judgment.

[0042] S2: Based on the target gear and the current gear, determine whether this gear shift is an upshift or a downshift; After starting the gear shift, determine whether to downshift or upshift based on the gear level.

[0043] In this embodiment, the shift control module determines whether the current shift is an upshift or a downshift based on the relationship between the target gear and the current gear. If the target gear is greater than the current gear, the upshift process (S3) is initiated; if the target gear is less than the current gear, the downshift process (S7) is initiated.

[0044] By accurately determining the gear level, the gear shifting process is divided into two independent control paths: gear engagement for speed adjustment and gear disengagement for torque clearing. This avoids confusion in the control logic and improves the accuracy of gear shifting control.

[0045] S3: When it is determined that the gear shift is to be changed, the following steps are executed in sequence: shift speed adjustment, speed difference judgment, speed synchronization prediction control and torque clearing, clutch engagement, and gear update. The current gear is updated to the target gear and the gear shift is completed. If gear shifting is required, speed adjustment is necessary. The vehicle controller coordinates with the engine controller and motor controller to regulate the engine and motor speeds. The specific operation is as follows: the transmission controller module enables the vehicle controller module and sends a target speed signal to it. The vehicle controller module then sends the target speed command signal to the transmission controller module, which in turn sends the target speed to the motor controller module via the bus. The motor controller module executes this signal to adjust the generator speed. When the speed difference between the motor speed and the idler wheel speed is within 50 rpm, the gearbox controller module sends an enable intervention to the vehicle controller module to clear the torque command controlled by the motor. Then, the gearbox controller sends a clutch engagement command. The command signal is amplified by the amplifier circuit, and the clutch executes the clutch engagement command. The clutch remains in the engaged state. If the clutch remains engaged for more than 5 seconds, the gear signal is updated, and the gear shift signal is completed.

[0046] In this embodiment, the complete gear shifting process includes five stages: gear shifting and speed adjustment, speed difference judgment, speed synchronization prediction and torque clearing, clutch engagement, and gear update. Each stage is executed sequentially, as follows: (1) Perform gear shifting and speed adjustment Gear shifting requires speed synchronization to ensure no impact occurs when the clutch engages. The gear shifting module sends a speed control command (SpdAct) to the motor controller, which carries the target speed value (i.e., idler wheel speed). Upon receiving the SpdAct command, the motor controller controls the drive motor (ISG / TM) to adjust its speed to the target value. Simultaneously, the motor controller feeds back the motor speed status to the vehicle controller in real time via the communication bus.

[0047] Preferably, the target speed is calculated by the vehicle controller based on the current vehicle speed and the gear ratio of the target gear, using the following formula:

[0048] in, The target motor speed, Current vehicle speed The target gear ratio. The radius is the wheel radius.

[0049] Preferably, the vehicle controller updates the target speed calculation result in real time within each control cycle (no more than 10ms) to adapt to dynamic changes in vehicle speed.

[0050] The vehicle controller directly controls the motor speed via SpdAct commands, eliminating the need for the gearbox controller as an intermediary. This results in a clear control path and faster speed response.

[0051] (2) Perform adaptive speed difference threshold calculation and speed difference judgment The shifting module calculates the speed difference between the motor speed and the idler gear speed in real time and compares it with an adaptive speed difference threshold to determine whether to proceed to the next stage, i.e., to execute the clutch engagement action. The adaptive speed difference threshold is dynamically adjusted according to the current operating conditions, and the calculation formula is as follows:

[0052] in, For adaptive speed difference threshold, The base speed difference threshold represents the maximum permissible speed difference under reference operating conditions; This is the vehicle speed correction coefficient, representing the weight of the influence of vehicle speed on the speed difference threshold. This is the gear correction coefficient, representing the weight of the gear level on the speed difference threshold. This is a temperature correction factor, indicating the degree to which the speed difference threshold needs to be appropriately reduced when the motor temperature rises; Current vehicle speed; For reference speed; The current gear level; For reference gear level; This refers to the current motor temperature. This is for reference motor temperature.

[0053] If the speed difference between the motor speed and the idler wheel speed is greater than If the speed difference is less than or equal to the specified value, the process continues, repeatedly checking each gear and speed until the speed difference meets the condition. Then proceed to the next step.

[0054] Preferably, Take 50 r / min, Take 60km / h, Take gear 3. Take 80℃, Take 0.1, Take 0.05, Take 0.02.

[0055] In some implementation methods, the basis and specific steps for setting the vehicle speed correction factor, gear correction factor, and temperature correction factor are as follows: 1) Clarify the physical meaning and constraint range of each coefficient. This is the vehicle speed correction factor, reflecting the degree to which changes in vehicle speed affect the speed difference threshold: the higher the vehicle speed, the greater the inertia of the transmission system, and the allowable speed difference threshold can be appropriately relaxed. Take a positive value; This is the gear ratio correction factor, reflecting the degree of influence of the gear level on the speed difference threshold: the higher the gear, the smaller the transmission ratio, and the more sensitive the speed change is to the vehicle speed, thus the allowable speed difference threshold can be appropriately relaxed. Take positive values; This is a temperature correction factor, reflecting the impact of increased motor temperature on the speed difference threshold: the higher the motor temperature, the lower the torque response capability and the slower the speed difference convergence speed. To protect the clutch, the threshold needs to be tightened. Positive values ​​with a negative correction direction. All three coefficients should satisfy the constraint: adaptive speed difference threshold across the entire operating range. It must always be kept within a reasonable range, preferably, The effective range is from 20 r / min to 150 r / min. If the speed exceeds this range, it will be truncated according to the boundary value.

[0056] 2) Single-factor sensitivity analysis based on bench test data. On the vehicle test bench, with other variables fixed, the vehicle speed was changed individually. Gear Level and motor temperature This records the optimal speed difference threshold required for smooth gear shifting under different parameter levels. The speed correction coefficient is used as the basis for this. Taking the calibration as an example: fixed , ,exist At five vehicle speed levels (20 km / h, 40 km / h, 60 km / h, 80 km / h, and 100 km / h), at least 10 gear shift tests were conducted at each speed. The impact of each gear shift (measured by the peak longitudinal acceleration of the vehicle body, preferably not exceeding 2 m / s²) and the shift time were recorded. The optimal speed difference threshold that balances shift smoothness and shift time at each speed level was then calculated. Obtained through linear fitting Similarly, calibrate respectively. and .

[0057] Preferably, The rated speed range is 20–120 km / h. The calibrated gear range covers all effective gears (e.g., 1 to 6). The rated temperature range is from room temperature (25℃) to the motor's rated maximum operating temperature (e.g., 150℃).

[0058] 3) Multi-factor coupling correction and cross-validation. Since there is a certain coupling relationship between the three factors of vehicle speed, gear and temperature, after the single-factor calibration is completed, cross-validation tests need to be carried out under typical coupled conditions (such as high speed, high gear and high temperature, low speed, low gear and low temperature, etc.). If the prediction error under coupled conditions exceeds ±10 r / min, the coefficients are jointly fine-tuned until the accuracy requirements are met.

[0059] 4) Coefficient solidification and online self-learning update. The calibrated coefficients will be fixed and updated. , , The initial value is permanently stored in the non-volatile memory of the vehicle controller as the factory default value. During actual vehicle use, the vehicle controller can use an online self-learning mechanism to count the actual impact of each gear shift. If the gear shift impact exceeds the threshold multiple times (preferably no less than 5 times), the correction coefficient of the corresponding operating condition range will be adaptively fine-tuned. The fine-tuning step size is preferably no more than 5% of the initial value of the coefficient to ensure the stability and convergence of the coefficient.

[0060] The adaptive speed difference threshold mechanism replaces the fixed threshold judgment, which can optimize the judgment conditions in real time according to vehicle speed, gear and motor temperature. At high vehicle speed or high gear, the threshold is appropriately relaxed to speed up the shifting speed, and the threshold is tightened at high temperature to protect the clutch, which significantly improves the smoothness and reliability of shifting.

[0061] (3) Perform speed synchronization predictive control and torque clearing. During the speed regulation process described above, the gear shifting module synchronously performs speed synchronization predictive control. Real-time acquisition of motor angular acceleration is also performed. According to the current motor speed Target speed and motor angular acceleration Predicted rotational speed convergence time :

[0062] in, To predict the rotational speed convergence time, For the target speed, This is the current motor speed. This is the angular acceleration of the motor.

[0063] When the predicted rotational speed convergence time Less than the preset lead time At this time, the shift module sends a torque control command TorqAct to the motor controller in advance to clear the auxiliary motor torque and prepare for clutch engagement.

[0064] Preferably, a preset lead time is used. 50ms is set to compensate for the communication bus transmission delay and the clutch mechanical response time.

[0065] The speed synchronization predictive control mechanism sends a torque clearing command in advance, and executes the torque clearing action and speed convergence process in parallel, reducing the serial waiting time, further shortening the total shift time, and improving shift efficiency.

[0066] (4) Perform clutch engagement and gear shifting. Once the speed difference condition is met and the torque clearing is complete, the shift motor module sends a clutch engagement command to the motor controller. The integrated electromagnetic clutch control execution switch within the motor controller receives the engagement command, amplifies the command signal via an amplifier circuit, and drives the electromagnetic clutch to perform the engagement action. After the electromagnetic clutch enters the engaged holding state, the vehicle controller continuously monitors the clutch status feedback signal.

[0067] The time threshold for holding the clutch in the closed state adopts an adaptive adjustment mechanism, and the calculation formula is as follows:

[0068] in, For adaptive hold time; The base holding time represents the shortest time the clutch needs to remain closed under normal operating conditions. This is the wear correction factor, representing the weight of the influence of wear degree on retention time; Clutch wear rate indicates the current degree of clutch wear. This is a temperature correction factor, indicating the degree to which the holding time needs to be extended when the temperature increases; The current clutch temperature; This is for reference clutch temperature.

[0069] When the clutch is detected to be in an adaptive holding state for a certain period of time. Then, the vehicle controller performs a gear position signal update, changing the current gear to the target gear, and the gear shift is completed.

[0070] In some implementations, the base hold time It indicates the shortest time that the clutch needs to remain closed under normal operating conditions (no clutch wear, temperature at reference value). Essentially, it is the shortest time required to ensure that the clutch friction plates fully engage and establish a stable friction pair under the action of electromagnetic force. Clutch bench tests determined that, under reference operating conditions (wear rate)... =0, temperature = Under the condition that the rated pull-in current is applied to the target clutch, and the criterion is that the speed difference between the clutch output shaft and the input shaft approaches zero and the torque transmission efficiency is stable at more than 95% of the rated value, the average holding time of no less than 50 repeated tests is statistically analyzed, and 1.2 times the average value is taken as the average value. The calibration value is set to retain a safety margin. Preferably, The calibration range is usually 3s to 8s, and the specific value varies depending on the clutch model and the characteristics of the friction material. In this invention, 5s is preferred.

[0071] In some implementations, the wear correction factor Weighting of the impact of clutch friction plate wear on holding time: As friction plate wear intensifies, the friction area decreases and the surface roughness decreases, increasing the contact time required to achieve the same frictional force, thus requiring a longer holding time. Calibration was achieved through graded wear bench tests: clutches of the same model were categorized according to wear rate. Divided into several gradients (preferably, Five wear gradients (0%, 20%, 40%, 60%, and 80%) were used to repeatedly determine the shortest reliable holding time at each wear gradient. The slope is obtained through linear regression. Preferably, The value ranges from 0.01 to 0.05, and the present invention preferably uses 0.02, which means that for every 1% increase in wear rate, the holding time is extended by about 2%.

[0072] In some implementations, the temperature correction factor Weighting of the impact of clutch temperature rise on holding time: When the temperature rises, the resistance of the electromagnet coil increases, the attraction force decreases, and the thermal expansion of the friction material causes changes in the clearance, all of which affect the clutch response characteristics. The holding time needs to be appropriately extended to ensure reliable closure. Calibration was performed using a temperature gradient bench test: under the reference wear condition ( Under the condition that =0), the clutch operating temperature is divided into several gradients (preferably, Five temperature gradients (25℃, 60℃, 100℃, 130℃, and 150℃) were used to determine the shortest reliable holding time at each temperature gradient. Obtained through linear regression Preferably, The value range is 0.005 to 0.02, and the present invention preferably uses 0.01, representing that for every 1 unit increase in temperature... The unit's holding time is extended by approximately 1%.

[0073] Preferably, Take 5 seconds. Take 100℃, The detection accuracy is no less than 1%.

[0074] The adaptive clutch holding time mechanism can dynamically adjust the holding time according to the actual wear and temperature of the clutch. When the wear is heavy or the temperature is high, the holding time is appropriately extended to ensure reliable clutch engagement. At the same time, it avoids unnecessary waiting under normal operating conditions, extends the clutch service life and improves shifting efficiency.

[0075] S4: When it is determined that it is a downshift, the shift torque clearing, torque judgment, clutch disengagement and gear update are executed in sequence to update the current gear to the target gear, and the downshift is completed.

[0076] If downshifting is required, a torque clearing process is necessary. This process is initiated by a torque command sent by the vehicle controller. During vehicle operation, torque control is employed, with torque continuously applied to the gears. When disengaging, the auxiliary shift motor clears the torque. At this point, the transmission controller module enables the vehicle controller to intervene with the target torque. The vehicle controller then changes the target torque command to the motor controller, which in turn adjusts the motor command to clear the auxiliary motor torque. The motor controller then reports the motor torque status. Upon receiving this signal, the vehicle controller sends it to the transmission control module for torque assessment. If the torque is not completely cleared, the torque clearing command continues. If the torque is cleared, a clutch disengagement command is executed, sent by the transmission controller. This command signal is amplified by an amplifier circuit, causing the clutch to disengage. The clutch remains disengaged. If the clutch remains disengaged for more than 5 seconds, the gear signal is updated, and the downshift signal is complete.

[0077] In this embodiment, the complete downshifting process includes four steps: shift torque clearing, torque judgment, clutch disengagement, and gear update. Each step is executed sequentially, as follows: (1) Perform gear shift clearing Downshifting requires torque clearing to eliminate gear meshing force and facilitate the downshifting action. The vehicle controller sends a torque control command (TorqAct) to the motor controller via the shift control module. The TorqAct command carries a target torque value of zero. Upon receiving the TorqAct command, the motor controller controls the drive motor (ISG / TM) to clear the auxiliary motor torque, eliminating the torque load on the gears. The motor controller feeds back the motor torque status to the vehicle controller in real time via the communication bus.

[0078] (2) Execution torque judgment After receiving the motor torque status feedback, the vehicle controller determines whether the torque has been completely cleared: if it has not been completely cleared, it continues to send the TorqAct torque clearing command until the torque is cleared; if the torque has been completely cleared, it proceeds to the next step.

[0079] Preferably, the threshold for torque clearing is that the absolute value of the motor output torque is no greater than 5 N·m, so as to ensure that the gears are completely disengaged from the meshing force.

[0080] By directly sending TorqAct commands to the vehicle controller to control the motor to clear torque, the original transmission controller's enabling intervention on the vehicle controller is eliminated, resulting in faster torque clearing response and smoother downshifting.

[0081] (3) Disengage the clutch. Once the torque is cleared, the shift motor module sends a clutch disengagement command to the motor controller. The electromagnetic clutch control actuator integrated within the motor controller receives the disengagement command, amplifies the signal via an amplifier circuit, and drives the electromagnetic clutch to perform the disengagement action. After the electromagnetic clutch enters the disengagement holding state, the vehicle controller continuously monitors the clutch status feedback signal.

[0082] The time threshold for keeping the clutch in the disengaged state also adopts the same adaptive adjustment mechanism as gear shifting.

[0083] (4) Execute gear position signal update When the clutch is detected to be in an adaptive hold time Afterwards, the vehicle controller performs a gear position signal update, changing the current gear to the target gear, and the downshift is completed.

[0084] The adaptive hold time mechanism for clutch disengagement ensures reliable clutch disengagement and avoids shift failures caused by premature gear signal updates. At the same time, the dynamic adjustment mechanism avoids unnecessary waiting.

[0085] In summary, the beneficial effects of the present invention are as follows: Shortening the control chain improves shift response speed. The shift control module is integrated into the vehicle controller, eliminating the enabling intervention of the original independent transmission controller on the vehicle controller. The control chain is reduced from three levels (transmission controller → vehicle controller → motor controller) to two levels (vehicle controller → motor controller). The response time for shift judgment and command issuance is shortened by about 80ms, and the real-time performance of shifting is significantly improved.

[0086] The control path is clear, and the system integration is improved. The shift control module is integrated into the vehicle controller. The shift working module and the shift motor module are responsible for generating speed / torque commands and clutch commands, respectively. The control loop path is clear and definable, avoiding the problems of ambiguous control paths and overlapping responsibilities of multiple controllers in the original architecture. The system integration and maintainability are significantly improved.

[0087] Improved shift smoothness and reduced shift shock. The shift switching adopts an adaptive speed difference threshold speed regulation mechanism, which dynamically adjusts the speed difference judgment conditions based on vehicle speed, gear level, and motor temperature, and combines it with speed synchronization prediction control to perform torque clearing action in advance. The torque clearing and speed convergence are processed in parallel, achieving precise speed synchronization before the clutch closes, effectively reducing clutch closing shock and improving shift smoothness.

[0088] Improve downshift reliability and completely eliminate torque. Downshifting uses TorqAct commands to directly control the motor to clear torque. The vehicle controller monitors the torque status feedback in real time and makes cyclic judgments to ensure that the gear meshing force is completely eliminated before the clutch disengages. This avoids downshifting jamming or shifting failure caused by residual torque, making the downshifting action more reliable and smooth.

[0089] Example 2 like Figure 3 As shown in the figure, this embodiment describes an integrated control scheme after the vehicle controller integrates the transmission control module. The vehicle controller integrates complete shifting logic and interacts directly with the motor controller, further simplifying the control link.

[0090] The core architecture of the integrated solution is as follows: the vehicle controller contains a complete gear shifting judgment process, from receiving the target gear, judging the gear, initiating gear switching, to shifting speed adjustment or shifting torque clearing, and then to gear updating, all of which are completed within the vehicle controller's core for judgment and instruction generation. The vehicle controller directly sends the target motor mode, target speed, target torque (ISG / TM), and clutch switch control commands to the motor controller; the motor controller directly returns the motor mode status, speed status, torque status (ISG / TM), and clutch status feedback to the vehicle controller, without going through any intermediate controller.

[0091] The shifting process of the integrated solution is basically the same as S3 in Implementation Example 1. The difference is that the vehicle controller directly performs the internal judgment, the shifting module directly sends SpdAct and TorqAct commands to the motor controller, and the shifting motor module directly sends the clutch engagement command to the motor controller, without the need for the enable intervention signal of the gearbox controller.

[0092] The downshifting process of the integrated solution is basically the same as S4 in Implementation Example 1. The difference is that the shift control module inside the vehicle controller directly judges the torque without forwarding through the gearbox controller module. The vehicle controller directly sends the clutch disengagement command to the motor controller.

[0093] The integration strategy separates the transmission controller module and integrates it into the vehicle controller, completely eliminating the signal transmission delay between the transmission controller and the vehicle controller, further shortening the control link cycle, significantly improving system integration, reducing hardware costs, and making the control logic clearer.

[0094] In this embodiment, the control strategy provided by the present invention adopts an overall control strategy that integrates the vehicle controller with the transmission module, and integrates the electromagnetic clutch control execution switch with the motor controller; it is also a hybrid electric vehicle electromagnetic clutch control scheme based on the electromagnetic clutch, so as to facilitate the specific control of the electromagnetic clutch for gear shifting.

[0095] This invention determines the gear shifting time based on vehicle speed and mode. When the vehicle controller determines that a gear shift is needed based on the vehicle speed and mode, the vehicle controller module sends a signal to the gear shifting control module for gear selection. The gear shifting module determines whether to activate a gear based on the vehicle's existing gear modes. If the gears are different, a gear shifting command is initiated. The vehicle controller module then determines and executes the gear shifting function, at which point a gear shift is required. If the target gear is the same as the vehicle's gears, the process ends directly without gear shifting.

[0096] If the gear selection is inconsistent and a gear shift is required, after starting the gear shift, determine whether to downshift or upshift based on the gear level.

[0097] If gear shifting is required, speed adjustment is necessary. The vehicle controller coordinates with the engine controller and motor controller to regulate the engine and motor speeds. The specific operation is as follows: The vehicle controller internally determines whether the gear shifting module needs to work. It checks whether the target gear and the executed gear are the same. Then, the gear shifting module sends a target speed signal to the motor controller module. The vehicle controller sends a speed control command (SpdAct) to the motor controller, and the motor controller module executes this signal to adjust the generator speed.

[0098] When the speed difference between the motor speed and the idler wheel speed is within 50 rpm, the shift module sends a torque control command (TorqAct) to the motor controller. The vehicle controller then sends this command to the motor controller, which executes the command to clear the torque. The shift motor module then sends a clutch engagement command. The command signal is amplified by the amplifier circuit, causing the clutch to engage. The clutch remains engaged. If the clutch remains engaged for more than 5 seconds, the gear signal is updated, and the gear shift signal is completed.

[0099] If downshifting is required, a torque clearing process is necessary. This process is initiated by a torque command sent by the vehicle controller. During vehicle operation, torque control is employed, with torque continuously applied to the gears. When disengaging, the auxiliary shift motor clears the torque. The shift module assesses the torque, and the vehicle controller adjusts the target torque command to the motor controller. The motor controller then regulates the motor command to clear the auxiliary motor torque. The motor controller provides feedback on the motor torque status. Upon receiving the signal, if the torque is not completely cleared, the torque clearing command continues. If the torque is cleared, a clutch disengagement command is executed, and the vehicle controller sends another clutch disengagement command. This command signal is amplified by an amplifier circuit, causing the clutch to disengage. The clutch remains disengaged for at least 5 seconds, at which point the gear signal is updated, and the downshift signal is complete.

[0100] In summary, the beneficial effects of this invention are as follows: The control chain is completely flattened, minimizing response latency. The integration strategy completely separates the transmission controller module and integrates it into the vehicle controller. Shift judgment, gear shift command generation, and gear update are all completed within the vehicle controller, eliminating the bus signal transmission link between the transmission controller and the vehicle controller. The control chain is compressed from three levels—transmission controller → vehicle controller → motor controller—to a single-level direct connection between the vehicle controller and the motor controller. The control loop path cycle is further shortened, and shift response latency is reduced to a minimum.

[0101] The control logic is highly cohesive, improving system reliability. The entire gear shifting process is completed within the vehicle controller, eliminating the risk of control logic chaos caused by communication anomalies and timing discrepancies when multiple controllers are working together. The system has strong cohesion, clear and definable control logic, more convenient fault diagnosis and maintenance, and significantly improved overall reliability.

[0102] Direct bidirectional status feedback enhances real-time performance. The vehicle controller directly receives motor mode status, speed status, torque status (ISG / TM), and clutch status feedback from the motor controller without any intermediate controller relay. This allows for more timely acquisition of status information, enabling the vehicle controller to adjust control commands in real time based on the latest status, further improving the dynamic response accuracy during gear shifting.

[0103] The integration scheme in this embodiment further deepens the integration level based on the first embodiment. The two embodiments correspond to hardware platform requirements with different levels of integration, forming a technical gradient from shallow to deep. It is applicable to both modified platforms that retain independent transmission controllers and pure software architecture platforms with completely new integrated designs, thus broadening the applicable scenarios of the present invention.

[0104] Example 3 This embodiment discloses an adaptive control system for hybrid vehicles based on an electromagnetic clutch, including: The target gear determination module is configured to: acquire the vehicle speed signal and driving mode signal, combine them with a preset shift strategy table to determine whether a shift is needed and determine the target gear; The shift judgment module is configured to determine whether the shift is an upshift or a downshift based on the target gear and the current gear. The gear shift control module is configured to: when a gear shift is detected, sequentially execute gear shift speed adjustment, speed difference judgment, speed synchronization prediction control and torque clearing, clutch engagement, and gear update, update the current gear to the target gear, and the gear shift is completed; The downshift control module is configured to: when downshifting is detected, sequentially execute shift torque clearing, torque judgment, clutch disengagement and gear update, update the current gear to the target gear, and complete the downshifting.

[0105] Example 4 The purpose of this embodiment is to provide a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, performs the steps of the method of Embodiment 1.

[0106] Example 5 The purpose of this embodiment is to provide a vehicle including 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 steps of the method of Embodiment 1.

[0107] The steps and methods involved in the apparatus of Embodiments 4 and 5 above correspond to those in Embodiments 1 and 2. For specific implementation details, please refer to the relevant descriptions in Embodiments 1 and 2. The term "computer-readable storage medium" should be understood as a single medium or multiple media including one or more instruction sets; it should also be understood as including any medium capable of storing, encoding, or carrying an instruction set for execution by a processor and enabling the processor to perform any of the methods in this invention.

[0108] Those skilled in the art will understand that the modules or steps of the present invention described above can be implemented using general-purpose computer devices. Optionally, they can be implemented using computer-executable program code, thereby allowing them to be stored in a storage device for execution by a computer device, or they can be fabricated as separate integrated circuit modules, or multiple modules or steps can be fabricated as a single integrated circuit module. The present invention is not limited to any particular combination of hardware and software.

[0109] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

[0110] While the specific embodiments of the present invention have been described above in conjunction with the accompanying drawings, this is not intended to limit the scope of protection of the present invention. Those skilled in the art should understand that various modifications or variations that can be made by those skilled in the art without creative effort based on the technical solutions of the present invention are still within the scope of protection of the present invention.

Claims

1. An adaptive control method for hybrid vehicles based on electromagnetic clutch, applied to the control system of hybrid vehicles, characterized in that, The hybrid vehicle control system includes a vehicle controller and a motor controller. The vehicle controller integrates a shift control module, which includes a shift working module and a shift motor module. The motor controller integrates an electromagnetic clutch control actuator switch, and includes the following steps: The system acquires vehicle speed and driving mode signals, combines them with a preset shift strategy table to determine whether a shift is needed, and identifies the target gear. Based on the target gear and the current gear, determine whether this gear shift is an upshift or a downshift; When it is determined that a gear shift is needed, the following steps are executed in sequence: gear shift speed adjustment, speed difference judgment, speed synchronization prediction control and torque clearing, clutch engagement, and gear update. The current gear is updated to the target gear, and the gear shift is completed. When a downshift is detected, the following steps are executed in sequence: shift torque clearing, torque judgment, clutch disengagement, and gear update. The current gear is then updated to the target gear, and the downshift is completed.

2. The adaptive control method for hybrid vehicles based on electromagnetic clutch as described in claim 1, characterized in that, The shift control module determines whether the shift is an upshift or a downshift based on the relationship between the target gear and the current gear. Specifically, if the target gear is greater than the current gear, it is determined to be an upshift; if the target gear is less than the current gear, it is determined to be a downshift.

3. The adaptive control method for hybrid vehicles based on electromagnetic clutch as described in claim 1, characterized in that, The speed difference determination specifically includes: The shifting module calculates the speed difference between the motor speed and the idler wheel speed in real time and compares the speed difference with the adaptive speed difference threshold. If the speed difference is greater than the adaptive speed difference threshold, then continue to perform gear shifting and speed adjustment; If the speed difference is less than or equal to the adaptive speed difference threshold, then speed synchronization predictive control and torque clearing are executed.

4. The adaptive control method for hybrid vehicles based on electromagnetic clutch as described in claim 3, characterized in that, The speed synchronization predictive control and torque clearing specifically include: Real-time acquisition of motor angular acceleration; prediction of speed convergence time based on current motor speed, target speed, and motor angular acceleration. When the predicted speed convergence time is less than the preset lead time, the shift module sends a torque control command to the motor controller in advance to clear the auxiliary motor torque.

5. The adaptive control method for hybrid vehicles based on electromagnetic clutch as described in claim 4, characterized in that, Once the torque is cleared, the shift motor module sends a clutch engagement command to the motor controller. The electromagnetic clutch control execution switch receives the clutch engagement command and drives the electromagnetic clutch to perform the engagement action. When it is detected that the clutch has been held in the closed state for the adaptive holding time, the vehicle controller performs a gear signal update, updating the current gear to the target gear.

6. The adaptive control method for hybrid vehicles based on electromagnetic clutch as described in claim 1, characterized in that, The specific steps of the shift torque clearing process include: the vehicle controller sending a torque control command to the motor controller through the shift control module; after receiving the torque control command, the motor controller controls the drive motor to clear the auxiliary motor torque and feeds back the motor torque status to the vehicle controller in real time.

7. The adaptive control method for hybrid vehicles based on electromagnetic clutch as described in claim 1, characterized in that, The clutch disengagement and gear update specifically include: after torque clearing is completed, the shift motor module sends a clutch disengagement command to the motor controller, the electromagnetic clutch control execution switch receives the clutch disengagement command and drives the electromagnetic clutch to perform the disengagement action; after the electromagnetic clutch enters the disengagement holding state, the vehicle controller continuously monitors the clutch status feedback signal; when it is detected that the clutch holding disengagement state has reached the adaptive holding time, the vehicle controller executes the gear signal update, updating the current gear to the target gear.

8. An adaptive control system for hybrid vehicles based on an electromagnetic clutch, characterized in that, include: The target gear determination module is configured to: acquire the vehicle speed signal and driving mode signal, combine them with a preset shift strategy table to determine whether a shift is needed and determine the target gear; The shift judgment module is configured to determine whether the current shift is an upshift or a downshift based on the target gear and the current gear. The gear shift control module is configured to: when a gear shift is detected, sequentially execute gear shift speed adjustment, speed difference judgment, speed synchronization prediction control and torque clearing, clutch engagement, and gear update, update the current gear to the target gear, and the gear shift is completed; The downshift control module is configured to: when downshifting is detected, sequentially execute shift torque clearing, torque judgment, clutch disengagement and gear update, update the current gear to the target gear, and complete the downshifting.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the program is executed by the processor, it implements the steps in the electromagnetic clutch-based adaptive control method for hybrid vehicles as described in any one of claims 1-7.

10. A vehicle comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the program, it implements the steps in the electromagnetic clutch-based adaptive control method for hybrid vehicles as described in any one of claims 1-7.

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