Gear shift control method, vehicle controller and hybrid vehicle

Abstract

A gear shift control method, vehicle controller, and hybrid vehicle, in which, in the stage of speed adjustment by gear shifting in the gear shift process, the total speed adjustment interference torque determined based on the target angular acceleration and moment of inertia is divided in advance into input shaft interference torque and clutch interference torque, and if the input shaft interference torque does not exceed the torque interference capacity of the first motor, all of it is assigned to the first motor, making full use of the motor's quick response capability and accuracy, thereby improving gear shift performance.

Description

Technology field

[0001] The present disclosure relates to the field of vehicle gear shifting technology, but is not limited thereto. [Background technology]

[0002] Gear shifting is required while a vehicle is moving, and can be achieved by simultaneously controlling the disengagement of the offgoing clutch and the engagement of the oncoming clutch. The performance of gear shift control has a significant impact on drivability, but currently there is still room for improvement in the performance of the gear shift process. Summary of the Invention

[0003] The following is a summary of the subject matter described in detail herein, which is not intended to limit the scope of protection of the claims. [Means for solving the problem]

[0004] One embodiment of the present disclosure provides a gear shift control method applicable to a hybrid vehicle including an engine, a first motor, and a transmission, the transmission receiving power transmitted from the engine and the first motor via an input shaft, the method including, when shifting gears between adjacent gear positions, in each control cycle of a speed adjustment stage by gear shifting: A process of determining a sum of speed adjustment interference torques Tsum based on the target angular acceleration and the moment of inertia, and dividing Tsum into an input shaft interference torque Taxis and a clutch interference torque Tclutch in advance; and if the Taxis does not exceed the torque interference capability of the first motor, assigning the Taxis to the first motor and controlling the first motor to provide the speed regulating interference torque assigned to the first motor.

[0005] One embodiment of the present disclosure further provides a vehicle controller that is applied to a hybrid vehicle and includes a processor and a storage device in which a computer program is stored, and when the processor executes the computer program, the gear shift control method described in any of the embodiments of the present disclosure can be realized.

[0006] An embodiment of the present disclosure further provides a vehicle including the vehicle controller according to any one of the embodiments of the present disclosure.

[0007] An embodiment of the present disclosure further provides a non-transitory computer-readable storage medium having a computer program stored therein, which, when executed by a processor, can realize the gear shift control method described in any of the embodiments of the present disclosure. [Effects of the Invention]

[0008] The gear shift control method and apparatus according to the above-described embodiments of the present disclosure can rationally allocate the speed adjustment interference torque during the speed adjustment stage of gear shifting, fully utilize the precision and speed of motor speed adjustment, and improve the performance of the gear shift process.

[0009] Other aspects may become apparent after reading and understanding the accompanying drawings and detailed description. [Brief explanation of the drawings]

[0010] [Figure 1] FIG. 1 is a schematic diagram of a hybrid vehicle in series mode according to one embodiment of the present disclosure. [Figure 2] FIG. 1 is a schematic diagram of a hybrid vehicle in parallel mode according to one embodiment of the present disclosure. [Figure 3] FIG. 1 is a schematic diagram of a hybrid architecture according to one embodiment of the present disclosure. [Figure 4] 4 is a flowchart of a gear shift control method according to one embodiment of the present disclosure. [Figure 5A]FIG. 10 is a curve diagram of the progress rate of the clutch to be engaged without correction. [Figure 5B] FIG. 10 is a curve diagram of the progress rate of the on-coming clutch after correction according to an embodiment of the present disclosure. [Figure 5C] FIG. 10 is a curve diagram of the progress rate of the clutch to be disengaged without correction. [Figure 5D] FIG. 10 is a curve diagram of the progress rate of the clutch to be disengaged after correction according to an embodiment of the present disclosure. [Figure 6] 3 is a schematic diagram of oil pressure changes in the fuel supply control stage of one embodiment of the present disclosure. FIG. [Figure 7] 4 is a flowchart of a gear shift control method according to another embodiment of the present disclosure. [Figure 8A] FIG. 10 is a schematic diagram of angular acceleration gradient control when the current gear shift type is power-on up or power-off up in one embodiment of the present disclosure. [Figure 8B] FIG. 10 is a schematic diagram of angular acceleration gradient control when the current gear shift type is power-on down or power-off down in one embodiment of the present disclosure. [Figure 9] 1 is a hardware structural diagram of a gear shift control device according to an embodiment of the present disclosure; DETAILED DESCRIPTION OF THE INVENTION

[0011] Hereinafter, the technical solutions of the present disclosure will be described clearly and completely with reference to the drawings of the embodiments of the present disclosure, and it should be understood that the described embodiments are only a part of the embodiments of the present disclosure, and not all of the embodiments, and all other embodiments obtained by those skilled in the art without creative work based on the embodiments of the present disclosure fall within the scope of protection of the present disclosure.

[0012] In describing the present disclosure, terms such as "exemplary" or "for example" are used to indicate an example, illustration, or explanation. Any embodiment described in the present disclosure as "exemplary" or "for example" should not be construed as preferred or advantageous over other embodiments. In this specification, "and / or" describes a relationship between related objects and indicates a three-way relationship; for example, A and / or B can indicate three cases: A exists alone, A and B exist simultaneously, and B exists alone. In describing the present disclosure, "plurality" means at least two, e.g., two, three, etc., unless otherwise expressly limited.

[0013] Note that directional designations (up, down, left, right, front, rear, etc.) in the embodiments of the present disclosure are used merely to describe the relative positional relationships, movement situations, etc. between components in a particular position (as shown in the accompanying drawings), and do not indicate or imply that the depicted structure has a particular orientation, is configured, or is operated in a particular direction. If the particular position changes, the directional designations will change accordingly. Therefore, they should not be understood as limiting the present disclosure. Furthermore, references to "first," "second," etc. in the embodiments of the present disclosure are for explanatory purposes only and are not intended to indicate or imply their relative importance or to implicitly indicate the number of technical features depicted. Therefore, a feature referred to as "first" or "second" may explicitly or implicitly include at least one of the feature.

[0014] In the present disclosure, the terms "connected," "fixed," and the like should be understood in a broad sense unless otherwise clearly specified or limited. For example, unless otherwise clearly limited, "fixed" may mean a fixed connection, a detachable connection, or an integral type, a mechanical connection, an electrical connection, a direct connection, an indirect connection via an intermediate medium, or an internal communication between two elements or an interactive relationship between two elements. The specific meanings of the above terms in the present disclosure will be understood by those skilled in the art in some cases.

[0015] The technical solutions in each embodiment of the present disclosure can be combined with each other, provided that it is possible for a person skilled in the art to achieve this. If the combination of technical solutions is inconsistent or cannot be achieved, it should be considered that such combination of technical solutions does not exist and is not included in the scope of protection claimed in the present disclosure.

[0016] As fuel consumption and emissions requirements become increasingly stringent and electrification systems continue to develop, hybrid technology is key to achieving energy savings and reduced emissions. To meet and comply with emissions regulations, automakers and parts suppliers are seeking solutions. Currently, pure electric vehicle technology is complex and costly, leading to the promotion of hybrid systems.

[0017] A gear shift control method according to an embodiment of the present disclosure can be applied to a hybrid vehicle. A dual-motor hybrid system has three modes: pure electric mode, series mode, and parallel mode, and the hybrid vehicle can switch between these modes. As shown in FIGS. 1 and 2 , the hybrid vehicle includes a first power mechanism and a second power mechanism. The first power mechanism includes an engine 1 (designated ICE in the drawings) and a second motor 2 (designated P1 in the drawings; the second motor generates electricity to charge the battery and is used for engine starting, etc.), which are connected to each other. The second power mechanism includes a first motor 3 (designated P2 in the drawings; the first motor 3 is also called a drive motor) and a clutch 4 (designated C0 in the drawings) for mode switching, which is connected between the first motor 3 and the second motor 2. FIG. 1 is a schematic diagram of the drive system of a hybrid vehicle in series mode, in which the clutch 4 is in a disengaged state, the engine 1 supplies power to the battery 6 and the first motor 3 via the second motor 2, and the first motor 3 drives the wheels via the transmission 5. FIG. 2 is a schematic diagram of the drive system of a hybrid vehicle in parallel mode, in which the clutch 4 is in an engaged state (also called a coupled state), and both the engine 1 and the first motor 3 drive the wheels via the transmission 5.

[0018] A gear shift control method according to an embodiment of the present disclosure may be applied to a hybrid architecture shown in FIG. 3. As shown in the drawing, the hybrid architecture includes a first power mechanism, a second power mechanism, and a transmission mechanism. The first power mechanism includes an engine ICE and a second motor P1 connected to each other, and the second power mechanism includes a first motor P2. The transmission mechanism includes a fourth clutch C0 that can be used for mode switching, a two-row planetary gear set, a first clutch B1, a second clutch B2, and a third clutch C3 that can be used for gear shift control. The two-row planetary gear set includes a first planetary gear set consisting of a first sun gear S1, a first planetary gear carrier PC1, and a first ring gear R1, and a second planetary gear set consisting of a second sun gear S2, a second planetary gear carrier PC2, and a second ring gear R2.

[0019] As shown in the drawings, the second motor P1 has an output shaft connected to the second sun gear S2 via a fourth clutch C0 to drive the second sun gear S2. The first motor P2 has an output shaft connected to the second sun gear S2 to drive the second sun gear S2. The first motor P2 also has an output shaft connected to the first sun gear S1 via a third clutch C3 to drive the first sun gear S1. One end of a second clutch B2 is connected to the first sun gear S1, and the other end of the second clutch B2 is connected to the hydraulic system. The first planetary gear carrier PC1 is connected to the second ring gear R2, and one end of a first clutch B1 is connected to both the first planetary gear carrier PC1 and the second ring gear R2, and the other end of the first clutch B1 is connected to the hydraulic system. The first ring gear R1 is connected to the second planetary gear carrier PC2. The power input to the double-row planetary gear is transmitted to the wheel end from an output shaft connected to the first ring gear R1 and the second planetary gear carrier PC2.

[0020] The hybrid architecture described above can achieve shifting among three forward gears. First gear is achieved when only the first clutch B1 is engaged among the first, second, and third clutches B2 and C3. Second gear is achieved when only the second clutch B2 is engaged. Third gear is achieved when only the third clutch C3 is engaged. Shifting among gear positions can be achieved by disengaging one of the clutches (i.e., the disengageable clutch) and engaging the other (i.e., the engageable clutch). The disengageable clutch may also be referred to as an active clutch, and the engageable clutch may also be referred to as a passive clutch. When the disengageable and engageable clutches change state, the power transmission path changes, resulting in a change in transmission ratio, thereby achieving a gear shift.

[0021] Taking the first clutch B1 as an example, at a first point in time, it is the clutch to be disengaged and its disengagement is controlled, and at a second point in time, it is the clutch to be engaged and its engagement is controlled, and it can be understood that the first point in time and the second point in time represent different points in time and do not represent a time priority. For example, assuming that the current gear is first, the first clutch B1 is engaged, and the second clutch B2 and the third clutch C3 are disengaged. Then, when shifting from first to second gear, the first clutch B1 is controlled as the clutch to be disengaged and disengaged, the second clutch B2 is controlled as the clutch to be engaged and engaged, and the third clutch C3 is controlled as it is and maintained disengaged. Furthermore, when shifting from second to third gear, the first clutch B1 is controlled as it is and maintained disengaged, the second clutch B2 is controlled as the clutch to be disengaged and disengaged, and the third clutch C3 is controlled as the clutch to be engaged and engaged.

[0022] Whether a hybrid vehicle operates in series mode or parallel mode, gear shift control is required. The performance of the gear shift control has a significant impact on drivability, and currently, there is still room for improvement in the performance of the gear shift process. While the above describes hybrid architectures to which the embodiments of the present disclosure can be applied, the gear shift control method according to the embodiments of the present disclosure is not limited to application to any particular hybrid architecture.

[0023] The gear shift process according to the embodiment of the present disclosure includes three stages. When the gear shift type is power on up and power off down, the three stages are sequentially arranged as a fueling stage, a torque exchange stage, and a speed adjustment stage by gear shifting. When the gear shift type is power on down and power off up, the three stages are sequentially arranged as a fueling stage, a speed adjustment stage by gear shifting, and a torque exchange stage. The power on up may be referred to as an accelerator pedal up, the power on down may be referred to as an accelerator pedal down, the power off up may be referred to as an accelerator pedal up, and the power off down may be referred to as an accelerator pedal down.

[0024] Before the on-coming clutch is engaged, there is a certain gap between the driving part (such as the driving disc) and the passive part (such as the passive disc) of the clutch, and during the oiling stage, the oiling control of the on-coming clutch is performed to eliminate this gap, allowing the on-coming clutch to reach a torque transmission state in a relatively short time. The speed of clutch oiling and the pressure response after oiling are completed have a significant impact on drivability and power response during the gear shift process.

[0025] In the torque exchange stage, the disengagement of the clutch to be disengaged and the engagement of the clutch to be engaged are performed in synchronization, and the torque of the clutch is exchanged from the clutch to be disengaged to the clutch to be engaged.

[0026] During the speed regulation phase, the transmission control unit sends a torque down or torque up request to generate an inertial torque, also known as a speed regulation interference torque, which changes the rotational speed of the power mechanism (such as an engine) until it reaches the target rotational speed.

[0027] During the torque exchange phase, torque control of the off-going clutch and the on-coming clutch is performed according to a predetermined time interval and can be realized based on a progress rate, where the progress rate is equal to the ratio of the exchange time length to the torque exchange time length (i.e., the time length of the torque exchange phase), where the exchange time length to date is equal to the current time minus the start time of the torque exchange phase. In some implementations, during torque exchange, the gear shift torques allocated to the off-going clutch and the on-coming clutch change linearly (i.e., the absolute value of the gradient of the gear shift torque remains the same), the gear shift torque allocated to the off-going clutch decreases linearly over time, and the gear shift torque allocated to the on-coming clutch increases linearly over time. However, the gear shift torques allocated to the clutches function as request torques for the clutches, and the actual torques generated during torque control are also correlated with the response characteristics of the torque control system. For example, the torque control system may generate the same request torque at different control stages. Ku The response speed of the gears differs. This change in response speed causes torque to jump up and down, affecting the smoothness of gear shifts.

[0028] One embodiment of the present disclosure provides a gear shift control method for improving torque exchange, as shown in Figures 4 to 6. The gear shift control method for improving torque exchange according to the embodiment of the present disclosure is not limited to application to hybrid vehicles, but can also be applied to gear shift control of gasoline vehicles and electric vehicles, that is, can be applied to switching between adjacent gear positions (between first and second gear, between second and third gear), and can also be applied to switching across gear positions (between first and third gear).

[0029] As shown in FIG. 4, the method includes steps 110 and 120, In step 110, the torque exchange time length and the clutch request torque sum T0 of the torque exchange phase are determined; In one exemplary embodiment of the present disclosure, the total clutch request torque may be equal to the request torque of the clutch being disengaged before the torque exchange.

[0030] In step 120, during the torque exchange time, the gear shift torque Toff assigned to the clutch to be disengaged is gradually decreased, and the gear shift torque Ton assigned to the clutch to be engaged is gradually increased, and the condition Toff+Ton=T0 is satisfied. Ton and Toff are set to change nonlinearly within the torque exchange time in order to suppress the influence of changes in the response speed of the torque control system on the smoothness of torque exchange.

[0031] In one exemplary embodiment of the present disclosure, the torque control system may have a fast response speed at the beginning of torque exchange and a slower response speed thereafter. In such a case, the absolute value of the gradient of Ton and Toff, which reflects the rate of change of Ton and Toff, may be controlled to change from a small value to a large value within the torque exchange time. In such a case, the hydraulic system has a fast response speed at the beginning, but the changes of Ton and Toff are slow, which can suppress torque spikes, avoid torque bumps, and improve gear shift smoothness. After the absolute value of the gradient of Ton and Toff changes from a small value to a large value, the response speed of the torque control system tends to stabilize. At this time, the rate of change of Ton and Toff may be maintained, or the rate of change of Ton and Toff may be reduced to maintain stability until the end of the latter half of torque exchange. During the entire torque exchange time, the absolute values ​​of the gradients of Ton and Toff can be changed from a small value to a large value, and then changed from a large value to a small value, or maintained unchanged, or changed from a large value to a small value and then maintained unchanged, or other change methods can be set.

[0032] In another exemplary embodiment of the present disclosure, the torque control system may have a slow response speed at the beginning of torque exchange and then a faster response speed. In such a case, the absolute values ​​of the gradients of Ton and Toff may be controlled to change from a large value to a small value within the torque exchange time. This may suppress torque spikes caused by changes in the response speed of the torque control system, resulting in smoother torque exchange. After the absolute values ​​of the gradients of Ton and Toff change from a large value to a small value, the absolute values ​​of the gradients of Ton and Toff may be maintained unchanged, changed from a small value to a large value, or another change method may be used.

[0033] The gear shift torques allocated to the disengagement clutch and the engagement clutch by the gear shift control method according to this embodiment are not simply set to vary linearly, but are set to vary non-linearly according to the response characteristics of the torque control system in order to reduce the impact of changes in the response speed of the torque control system on the smoothness of torque exchange, thereby improving the smoothness of the gear shift process. The torque control system in the embodiments of the present disclosure refers to a torque control system for controlling clutch torque, and may be, but is not limited to, a hydraulic system.

[0034] In another exemplary embodiment of the present disclosure, the torque control system may include a hydraulic system and The absolute values ​​of the gradients of Ton and Toff are set to change from a small value to a large value (e.g., monotonically increasing) within the torque exchange time. This setting is made assuming a situation in which the response speed of the hydraulic system is fast at the start of torque exchange and then slows down, in order to suppress the effect of changes in the response speed of the hydraulic system on the smoothness of torque exchange; the hydraulic system may be a hydraulic system. After the absolute values ​​of the gradients of Ton and Toff are changed from a small value to a large value, they can be maintained unchanged, or changed from a large value to a small value (e.g., monotonically decreasing).

[0035] In one exemplary embodiment of the present disclosure, the step of gradually decreasing the gear shift torque Toff assigned to the clutch to be disengaged and gradually increasing the gear shift torque Ton assigned to the clutch to be engaged within the torque exchange time includes: The method includes the steps of: obtaining an initial progress rate based on the ratio of the exchange time length up to the present to the torque exchange time length according to a predetermined time interval within the torque exchange time; correcting the initial progress rate and calculating Toff and Ton based on the corrected progress rate and T0; and changing the absolute value of the gradient of the corrected progress rate from a small value to a large value and then changing it from a large value to a small value, or changing it from a small value to a large value and then maintaining it unchanged within the torque exchange time. The exchange time length up to the present is equal to the current time minus the start time of the torque exchange phase.

[0036] In one example of this embodiment, the step of correcting the initial progress rate includes a step of adding the initial progress rate to a current correction value to obtain a corrected progress rate, and the current correction value is calculated based on a trigonometric function with the initial progress rate as an independent variable. For example, the current correction value is calculated using the formula X=sin(P0×0.0628)×k, where X is the current correction value, P0 is the initial progress rate, and k is a correction coefficient, and k is obtained based on the total clutch request torque, for example: k is The torque exchange progress rate is obtained by checking a table based on the total clutch request torque. In this example, the torque exchange progress rate is corrected by introducing a sine curve, but the sine function may be replaced with a cosine function, or another function format may be used that changes the absolute value of the gradient of the corrected progress rate from a small value to a large value.

[0037] In one example of this embodiment, Toff and Ton calculated based on the corrected progress rate and T0 satisfy the conditions Ton = T0 × P' and Toff = T0 × (100% - P), where P' is the corrected progress rate. There are various specific calculation processes for Toff and Ton. For example, Toff can be calculated first and then subtracted from T0 to obtain Ton, or Ton can be calculated first and then subtracted from T0 to obtain Toff, or Toff and Ton can be calculated directly using the formulas Ton = T0 × P' and Toff = T0 × (100% - P'). P' may represent the corrected progress rate of the disengagement clutch, and (100% - P') represents the corrected progress rate of the engagement clutch.

[0038] In one example of this embodiment, the corrected progress rate P′ of the clutch to be separated is set to ((current replacement time length / torque replacement time length)×100+correction value)%, where (current replacement time length / torque replacement time length)×100 % is the initial progress rate P, and the correction value = sin(initial progress rate x 0.0628) x correction coefficient. The correction coefficient is obtained by checking the table based on the total clutch request torque. The sum of the corrected progress rates of the clutch to be disengaged and the clutch to be engaged is 100 % After calculating the corrected progress rate of one of the clutches, the corrected progress rate of the other clutch can be obtained by subtraction.

[0039] 5A is a curve diagram of the progress rate of the on-coming clutch without correction, FIG. 5B is a curve diagram of the progress rate of the on-coming clutch after correction in an embodiment of the present disclosure, FIG. 5C is a curve diagram of the progress rate of the off-going clutch without correction, and FIG. 5D is a curve diagram of the progress rate of the off-going clutch after correction in an embodiment of the present disclosure. As is clear from the drawings, the progress rate curve after correction in an embodiment of the present disclosure has the characteristics of a sine curve, where the curve changes slowly in the starting stage, changes quickly in the middle stage, and changes slowly in the ending stage, i.e., the absolute value of the slope changes from a small value to a large value and then changes from a large value to a small value. In addition to sine functions, other trigonometric functions and continuous functions, discrete functions, or combinations of functions that can realize these characteristics may all be applied to embodiments of the present disclosure.

[0040] In another exemplary embodiment of the present disclosure, no correction is required during calculation of the progress rate, and the gear shift torque to be assigned to the clutch to be disengaged and the gear shift torque to be assigned to the clutch to be engaged are calculated based on the uncorrected progress rate (i.e., the above-mentioned initial progress rate) and T0, and then the calculated gear shift torque to be assigned to the clutch to be disengaged is corrected to obtain Toff, and the calculated gear shift torque to be assigned to the clutch to be engaged is corrected to obtain Ton, and torque exchange is realized using Toff and Ton as the request torques of the clutch to be disengaged and the clutch to be engaged, respectively.This method has an effect equivalent to that used when correcting the progress rate, and both are considered to be within the scope of protection of the present disclosure.

[0041] In the embodiment of the present disclosure, the progress rate is obtained based on the ratio of the exchange time up to the present time to the length of the torque exchange time, and the obtained progress rate is corrected (by introducing the characteristics of a sinusoidal curve, for example), and Toff and Ton are calculated based on the corrected progress rate and T0. This makes it possible to change the absolute value of the gradient of Ton and Toff from a small value to a large value within the torque exchange time. By changing the gear shift torque assigned to the clutch to be engaged slowly in the initial stage, quickly in the middle stage, and slowly in the final stage, it is possible to suppress the swelling caused by changes in the response speed of the torque control system and improve the smoothness of the gear shift.

[0042] In one exemplary embodiment of the present disclosure, the torque exchange time length is obtained according to the process in the following steps:

[0043] In the first step, the corresponding torque exchange time length is obtained according to the following methods:

[0044] In the first method, the torque exchange time length is determined by referencing a table based on the total clutch request torque and the input shaft rotational speed corresponding to the target shift position. To prevent the clutch from overheating, the greater the total clutch request torque, the higher the input shaft rotational speed corresponding to the target shift position and the shorter the time. When the forward gears include 1st, 2nd, and 3rd gears, the target shift position is 2nd or 3rd in the cases of power-on up and power-off up, but 1st or 2nd in the cases of power-on down and power-off down. Taking the hybrid architecture shown in Figure 3 as an example, the second sun gear S2 of the two-row planetary gear is connected in the drawing, and the shaft that realizes power input is called the input shaft.

[0045] In the second type of method, the torque exchange time length is obtained by checking a table according to the oil temperature of the hydraulic system, and the torque exchange time length is the maximum torque exchange time length allowed by the current oil temperature.

[0046] In the third type method, the torque exchange time length is obtained by checking a table according to the clutch temperature, and the torque exchange time length is the maximum torque exchange time length allowed by the current clutch temperature.

[0047] In the fourth type of method, the torque exchange time length is calculated based on the maximum clutch energy (set according to the hardware), and the torque exchange time length = maximum clutch energy value / (total clutch request torque x slip difference).

[0048] In the second step, the minimum value of all the obtained torque exchange time lengths is determined as the final torque exchange time length, i.e., this torque exchange time length is used to calculate the gear shift torques to be allocated to the clutch to be disengaged and the clutch to be engaged.

[0049] When the gearshift torque of the clutch to be disengaged is equal to the sum of the clutch request torques, the torque exchange phase ends and a delay of a certain time may be added before proceeding to the speed regulation phase to ensure that the torque of the clutch to be disengaged is fully unloaded.

[0050] In one exemplary embodiment of the present disclosure, the method further includes, before the torque exchange stage, performing oil supply control in three stages, and in the first stage, the second stage, and the third stage, oiling the clutch to be engaged with a first oil pressure, a second oil pressure, and a third oil pressure, wherein the third oil pressure is equal to the half-engagement point pressure of the clutch to be engaged, and the second oil pressure is greater than the third oil pressure but less than the first oil pressure.

[0051] In one example of this embodiment, the difference between the first hydraulic pressure and the second hydraulic pressure is greater than the difference between the second hydraulic pressure and the third hydraulic pressure. Setting the first hydraulic pressure higher can increase the oil supply speed and shorten the length of time required for the oil supply phase.

[0052] In one example of this embodiment, the duration of the first stage is less than the sum of the durations of the second and third stages, thereby allowing the hydraulic pressure to quickly reach the half-engagement pressure of the clutch to be engaged.

[0053] FIG. 6 shows a pressure control curve (i.e., oil supply curve, clutch filling strategy diagram) of the on-coming clutch according to this embodiment, and as shown in the drawing, the oil supply control process according to this embodiment includes the following three stages in sequence:

[0054] The first stage (also called the high-pressure oil supply stage) corresponds to time period t1 in Figure 6. As shown in the figure, in the high-pressure oil supply stage, the clutch oil is supplied with a high first hydraulic pressure to operate the solenoid valve, Actual pressure response speed of the clutch The high-pressure refueling stage has a shorter duration than the other two stages. The refueling pressure (first oil pressure) used in the high-pressure refueling stage is correlated with the refueling time and oil temperature, and can be determined based on the current oil temperature and the refueling pressure and refueling time calibrated at different oil temperatures. The refueling pressure and refueling time in this stage calibrated at different oil temperatures can be determined according to test results.

[0055] The second stage (also known as the medium-pressure oil supply stage) corresponds to time period t2 in Figure 6. As shown in the figure, during the medium-pressure oil supply stage, the clutch is oiled with a second oil pressure, causing oil to flow into the clutch oil passage. The second oil pressure is lower than the first oil pressure but slightly higher than the clutch's half-engagement point (i.e., KP point) pressure. The difference between the first oil pressure minus the second oil pressure is greater than the difference between the second oil pressure minus the third oil pressure, so the clutch oil supply pressure approaches the KP point pressure as quickly as possible. The oil supply pressure and oil supply time during the medium-pressure oil supply stage are correlated with oil temperature and can be determined based on the current oil temperature and the oil supply pressure and oil supply time during this stage calibrated at different oil temperatures.

[0056] The third stage (also known as the low-pressure oil supply stage) corresponds to time period t3 in Figure 6. As shown in the figure, during the low-pressure oil supply stage, clutch oil is supplied at a third oil pressure, which is equal to the KP point pressure, allowing the clutch pressure to reach the KP point and preventing over-oiling. There are differences in KP point pressure between different ambient temperatures and samples. A single sample can be tested during the pre-oil supply calibration, and calibration can be performed according to the test results. The clutch KP point pressure can then be determined through self-learning.

[0057] At each of the above stages, a gearbox control unit or other control unit sends a corresponding hydraulic pressure request to the hydraulic control system supplying oil to the clutch, which generates a corresponding hydraulic pressure.

[0058] In this embodiment, the oil supply stage is divided into three stages: high-pressure oil supply, medium-pressure oil supply, and low-pressure oil supply. First, high-pressure oil supply improves clutch pressure response, then medium-pressure oil supply brings the clutch oil pressure closer to the KP point pressure as quickly as possible, and finally low-pressure oil supply brings the clutch pressure to the KP point. The oil supply process in this embodiment is rapid and smooth, preventing over-oiling and benefiting from smooth torque transmission at the beginning of a gear shift and enabling the gear shift process to be completed quickly without any sense of instability.

[0059] As shown in the oil supply curve after time t3 in Figure 6, hydraulic control is still required during the torque exchange and speed regulation stages of the gearshift process. By controlling the hydraulic pressure at each stage of the gearshift process, the on-coming clutch is smoothly engaged and pressed until locked, and the off-going clutch is quickly disengaged and released, ensuring power stability during the gearshift process.

[0060] During the torque exchange phase, the engagement of the on-coming clutch and the disengagement of the off-going clutch are synchronized, with the torque of the on-coming clutch gradually increasing and the torque of the off-going clutch gradually decreasing. After the torque exchange phase is over, the torque is generated entirely by the on-coming clutch. The gearshift process then proceeds to the speed regulation phase, also known as the inertia phase.

[0061] 9, an embodiment of the present disclosure further provides a vehicle controller including a processor and a storage device storing a computer program, and when the processor executes the computer program, the gear shift control method for improving the torque exchange step described in any embodiment of the present disclosure can be realized, and the vehicle controller may further include components such as a memory, a network interface, etc. The vehicle controller may also include a transmission control module, an overall control module, etc., and is not limited by the present disclosure.

[0062] An embodiment of the present disclosure further provides a vehicle including the vehicle controller according to any one of the embodiments of the present disclosure. In one example, the vehicle is a hybrid vehicle, and the clutch to be disengaged and the clutch to be engaged are clutches in a hybrid transmission. In another example, the vehicle may be a gasoline vehicle, an electric vehicle, or the like.

[0063] An embodiment of the present disclosure further provides a non-transitory computer-readable storage medium having a computer program stored therein, which, when executed by a processor, can realize a gear shift control method that improves upon the torque exchange phase described in any of the embodiments of the present disclosure.

[0064] During the speed adjustment stage of the gear shift process, because the gear ratio of the transmission increases or decreases with a change in the shift position, it is necessary to provide a speed adjustment interference torque (also called an inertia torque) that adjusts the rotational speed of the engine and the first motor so that the rotational speed of the input shaft of the transmission becomes equal to the target rotational speed, i.e., the product of the rotational speed of the output shaft of the transmission and the gear ratio of the transmission at the target shift position. During the speed adjustment stage of the gear shift, it is necessary to achieve fast and smooth speed adjustment by fully utilizing the capabilities of the engine, drive machine, and clutch without exceeding the capabilities of the devices (first motor, engine, etc.) or affecting the normal life of the devices (clutch, etc.).

[0065] Therefore, an embodiment of the present disclosure further provides a gear shift control method that improves the stages of speed adjustment by gear shifting, and the gear shift control method in the embodiment of the present disclosure that improves the stages of speed adjustment by gear shifting is applied to a hybrid vehicle, and switching between adjacent gear positions (switching between 1st and 2nd gear, switching between 2nd and 3rd gear) is achieved by disengaging one clutch and engaging the other latch.

[0066] As shown in FIG. 7 , an embodiment of the present disclosure provides a gear shift control method applicable to a hybrid vehicle including an engine, a first motor, and a transmission, wherein the transmission receives power transmitted from the engine and the first motor via an input shaft, and the method includes, when performing a gear shift between adjacent gear positions, in each control cycle of a speed adjustment stage by gear shifting: In step 210, a process of determining a sum of speed adjustment interference torques Tsum based on the target angular acceleration and the moment of inertia, and dividing Tsum into an input shaft interference torque Taxis and a clutch interference torque Tclutch in advance; In step 220, if the Taxis does not exceed the torque interference capability of the first motor, the Taxis is assigned to the first motor and the first motor is controlled to provide the speed regulating interference torque assigned to the first motor.

[0067] The first motor can provide torque interference capability by increasing or decreasing torque to achieve deceleration or acceleration. The torque interference capability of the first motor has a range of values. When the Taxis does not exceed the torque interference capability of the first motor, the value of the Taxis is within that range. The maximum value of the range of values ​​is defined as max(uninterfered first motor request torque, first motor maximum torque capacity) - uninterfered first motor request torque. Here, the uninterfered first motor request torque refers to the first motor request torque when the speed regulating interference torque assigned to the first motor is not taken into account. As can be seen from this expression, when the uninterfered first motor request torque is equal to the first motor's maximum torque capacity, the maximum value of the range of values ​​is 0, and no speed regulating interference torque can be provided. However, when the uninterfered first motor request torque is less than the first motor's maximum torque capacity, the maximum value is equal to the difference between the first motor's maximum torque capacity and the uninterfered first motor request torque, and speed regulating interference torque for torque increase can be provided. On the other hand, the minimum value of the value range = min (uninterfered first motor request torque, first motor minimum torque capacity) - uninterfered first motor request torque. As can be seen from this expression, when the uninterfered first motor request torque is equal to the first motor minimum torque capacity, the minimum value of the value range is 0, and a speed regulating interference torque cannot be provided. When the uninterfered first motor request torque is greater than the first motor minimum torque capacity, the minimum value of the value range is equal to the difference (negative value) of the first motor minimum torque capacity minus the uninterfered first motor request torque, and a speed regulating interference torque for torque reduction can be provided.

[0068] In one example of this embodiment, the overall control module adds the speed adjustment interference torque assigned to the first motor by the transmission control module and the first motor request torque requested by the engine control module to obtain a final first motor request torque, and then performs torque control of the first motor by a corresponding execution mechanism to provide the speed adjustment interference torque assigned to the first motor.

[0069] In an embodiment of the present disclosure, a total speed adjustment interference torque, Tsum, is determined based on a target angular acceleration and a moment of inertia. Tsum is then pre-divided between the input shaft and the clutch. The speed adjustment interference torque pre-divided to the input shaft is provided by a drive mechanism (engine, first motor), and the speed adjustment interference torque pre-divided to the clutch is provided by a clutch in a slipping wear state. When the current gear shift type is power-on upshift or power-off downshift, the speed adjustment stage by gear shift is a stage after the torque exchange stage, and the clutch in a slipping wear state is the clutch to be engaged. When the current gear shift type is power-on downshift or power-off upshift, the speed adjustment stage by gear shift is a stage before the torque exchange stage, and the clutch in a slipping wear state is the clutch to be disengaged. When pre-dividing, Tsum can be pre-divided entirely as Taxis, pre-divided entirely as Tclutch, or pre-divided partially as Taxis and partially as Tclutch.

[0070] The gear shift control method according to the embodiment of the present disclosure allocates Taxis to the first motor when Taxis does not exceed the torque interference capacity of the first motor, i.e., allocates the speed adjustment interference torque Taxis pre-divided to the input shaft to the first motor preferentially, making full use of the accuracy and rapidity of motor speed adjustment and improving the speed and smoothness of the gear shift process.

[0071] In one exemplary embodiment of the present disclosure, the method further includes a step of, when the Taxis exceeds the torque interference capacity of the first motor but does not exceed the torque interference capacities that can be provided by both the engine and the first motor, preferentially allocating to the first motor a portion of the Taxis that does not exceed the torque interference capacity of the first motor, and allocating the remaining portion of the Taxis to the engine, and controlling the engine to provide the speed regulating interference torque allocated to the engine.

[0072] Similar to the first motor, the engine torque interference capacity has a range of values, and the maximum value of the range of values ​​is defined as max(uninterfered engine request torque, engine maximum torque capacity) - uninterfered engine request torque, where max(uninterfered engine request torque, engine maximum torque capacity) means the maximum value of the uninterfered engine request torque and the engine maximum torque capacity. Here, the uninterfered engine request torque is the engine request torque when the speed adjustment interference torque allocated to the engine is not taken into consideration. Meanwhile, the minimum value of the range of values ​​is defined as min(uninterfered engine request torque, engine minimum torque capacity) - uninterfered engine request torque, where the engine minimum torque capacity in this specification is a negative value, and min(uninterfered engine request torque, engine minimum torque capacity) means the minimum value of the uninterfered engine request torque and the engine minimum torque capacity.

[0073] The torque interference capacity that can be provided by both the engine and the first motor is the torque interference capacity in the speed adjustment stage of the input shaft, and the speed adjustment torque interference capacity of the input shaft is equal to the sum of the torque interference capacity of the first motor and the torque interference capacity of the engine, i.e., the maximum value of the torque interference capacity of the input shaft is equal to the value obtained by adding the maximum value of the torque interference capacity of the engine to the maximum value of the torque interference capacity of the first motor, and the minimum value of the torque interference capacity of the input shaft is equal to the value obtained by adding the minimum value of the torque interference capacity of the engine to the minimum value of the torque interference capacity of the first motor.

[0074] The range of the value of the torque interference ability of the first motor is [Tpmin, Tpmax]. Assuming that Taxis exceeds the torque interference ability of the first motor, the part of Taxis that does not exceed the torque interference ability of the first motor is preferentially assigned to the first motor. That is, when Taxis > Tpmax, the part of Taxis equal to Tpmax is assigned to the first motor. When Taxis < Tpmin, Taxis of is assigned to the first motor.

[0075] In this embodiment, by preferentially assigning the part of Taxis that does not exceed the torque interference ability of the first motor to the first motor and assigning the remaining part of Taxis to the engine, it is possible to avoid the situation where the assigned torque exceeds the capabilities of the engine and the first motor and has an adverse effect on the device. At the same time, by utilizing the excellent speed adjustment performance of the motor, speed adjustment interference torque can be provided, and the response speed and accuracy of speed adjustment can be improved.

[0076] In an exemplary embodiment of the present disclosure, before the step of pre-dividing the recorded Tsum into Taxis and Tclutch teeth, When the current gear shift type is power-on upshift, power-off upshift, or power-off downshift, Tsum is pre-divided as all Taxis. After pre-dividing, Taxis = Tsum and Tclutch = 0, When the type of the current gear shift is power on / down, a part of Tsum is pre-divided as Taxis, and the other part is pre-divided as Tclutch. After pre-dividing, Taxis=R1×Tsum, Tclutch=(1−R1)×Tsum, where R1 is determined based on the maximum torque capacity of the first motor and the uninterfered first motor request torque. For example, R1 can be determined by looking up a table based on the ratio or difference between the maximum torque capacity of the first motor and the uninterfered first motor request torque (taking the current value), or calculated, or obtained by a network model. include.

[0077] This embodiment adopts a different pre-allocation scheme to account for the different power output requirements of different gearshift types. Specifically, during power-on / power-down, the first motor prioritizes driving requirements and outputs positive torque. However, if all of the speed regulation interference torque were allocated to the input shaft and then primarily allocated to the first motor, it would be difficult for the first motor's capabilities to meet both the driving and speed regulation interference requirements. Therefore, during power-on / power-down, only a portion of the speed regulation interference torque is pre-allocated to the input shaft, with the remaining portion provided by the clutch. For other gearshift types, since driving requirements do not need to be prioritized, the entire Tsum can be pre-allocated to the Taxis. This differentiated pre-allocation scheme satisfies the power requirements of the gearshift process, while prioritizing the allocation of speed regulation interference torque to the drive mechanism, providing better speed regulation performance.

[0078] In an exemplary embodiment of the present disclosure, the speed adjustment step by gear shifting includes an increasing section, a maximizing section, and a decreasing section of an angular acceleration value, in that order; The method further comprises the step of determining, at the start of the gearshift speed adjustment phase, a gradient value Ginc in an ascending section, a value Amax in a maximization section, and a gradient value Gdec in a descending section of the angular acceleration value; The target angular acceleration is calculated such that, in the ascending section, the target angular acceleration is determined based on Ginc and the difference between the current time and the start time of the ascending section; in the maximization section, Amax is used as the target angular acceleration; and, in the descending section, the target angular acceleration is determined based on Amax, the difference between the current time and the start time of the descending section, and Gdec.

[0079] If the current gear shift type is power-on up or power-off up, the actual rotational speed of the input shaft is higher than the target rotational speed, and therefore, a speed adjustment interference torque must be used to decelerate. In this case, the angular acceleration of the input shaft is a negative value, and the gradient control method is shown in FIG. 8A. In the figure, the symbol a denotes the ascending section of the angular acceleration value (the angular acceleration value refers to the absolute value of the angular acceleration). The absolute value of the gradient of the ascending section of the angular acceleration is the gradient value Ginc in the ascending section of the angular acceleration. The symbol b denotes the maximizing section of the angular acceleration value Amax. The symbol c denotes the descending section of the angular acceleration value. The absolute value of the gradient of the descending section of the angular acceleration is the gradient value Gdec in the descending section of the angular acceleration. If the current gear shift type is power-on down or power-off down, the actual rotational speed of the input shaft is lower than the target rotational speed, and therefore, a speed adjustment interference torque must be used to accelerate. The angular acceleration of the input shaft is a positive value, and the gradient control method is shown in FIG. 8B. In FIG. 8B, the rising, maximizing, and falling intervals of the angular acceleration value are marked using a, b, and c, respectively, as in FIG. 8A, and will not be repeated here.

[0080] In this embodiment, after Ginc, Amax, and Gdec are determined, the angular acceleration value at each point in time during the speed adjustment stage due to gear shifting can be calculated based on the current time and the start points of the ascending and descending sections. This method of dividing the speed adjustment into three stages makes it easy to control the speed adjustment stage due to gear shifting.

[0081] In one exemplary embodiment of the present disclosure, the G inc is When the current gear shift type is power-on-up, the minimum value of Gonu and Gtem is determined as Ginc, and Gonu is determined based on the request torque Treq0 at the start of speed adjustment of the clutch in a slip wear state, and Gonu has a positive correlation with Treq0. When the current gear shift type is power on / down, the minimum value of Gond and Gtem is determined as Ginc, and Gond is determined according to the current driving mode. When the type of the current gear shift is power-off down, the minimum value of Gofd and Gtem is determined as Ginc, and Gofd is determined based on the current throttle and the maximum power of the first motor, and Gofd has a positive correlation with both the throttle and the maximum power of the first motor; When the current gear shift type is power-off up, the minimum value of Gofu and Gtem is determined as Ginc, and Gofu is determined according to one or more of the following methods: Here, Gtem is a speed adjustment gradient value determined based on the current temperature of the clutch, and indicates the maximum allowable gradient value. If it is greater than this value, the angular acceleration will change too quickly, causing the clutch to overheat.

[0082] When the gradient value Gofd is determined based on one or more parameters, it can be obtained by checking a table based on the one or more parameters (the table is created based on test data), or calculated based on the one or more parameters, or the one or more parameters can be output to a trained model (such as a neural network model) and the gradient value Gofd can be obtained from the output of the model, and this disclosure is not limited thereto. When other gradient values, speed adjustment time lengths, etc. are determined based on one or more parameters, these methods can also be adopted and will not be described again.

[0083] In this embodiment, different methods are used to determine the gradient value Ginc in the ascending section of the angular acceleration value for different gearshift types, thereby fully addressing the characteristics of different gearshift types and optimizing the speed regulation performance. For example, if the current gearshift type is power-off down, the throttle magnitude and the maximum power of the first motor are taken into consideration when determining Ginc. Here, the throttle magnitude indicates the driver's intention, and Gofd has a positive correlation with the throttle. Therefore, the larger the throttle, the larger Gofd and the faster the speed regulation. As a result, the gearshift process is completed faster and the driver's intention is met. The maximum power of the first motor indicates the capacity of the first motor. The greater the capacity of the first motor, the faster the speed regulation. This fully utilizes the capacity of the first motor to accelerate the speed regulation process.

[0084] In another embodiment, for the four types of gear shift types, Ginc can be determined for only some of the gear shift types by adopting the same method as the corresponding gear shift types in this embodiment, and Ginc can be determined for the remaining gear shift types by adopting a method different from that in this embodiment.

[0085] In an exemplary embodiment of the present disclosure, the driving mode includes one or more of a dynamic mode, a normal mode, and an economical mode, and it can be understood that the current driving mode is one of the one or more modes.

[0086] In one exemplary embodiment of the present disclosure, Amax is determined according to a method of determining the maximum value of Ac and Aclu as Amax, where Ac is determined based on a value obtained by dividing a rotational speed difference between a target rotational speed and an actual rotational speed of the input shaft at a speed adjustment start time by a target speed adjustment time length Tv; Aclu is This is an angular acceleration value determined based on the current temperature of the clutch in a slipping and wearing state.

[0087] In this embodiment, the target speed adjustment time length Tv is When the type of the current gear shift is power-on-up, determining the minimum value of Tonu and Tclu as Tv, wherein Tonu is determined based on at least one of a current driving mode, the rotational speed difference, and an uninterrupted torque of the input shaft, and Tonu has a positive correlation with the rotational speed difference and a negative correlation with the uninterrupted torque of the input shaft; When the type of the current gear shift is power-on down, determine the minimum value of Tond and Tclu as Tv, wherein Tond is obtained by multiplying a time length determined based on at least one of a current driving mode, the rotational speed difference, and an uninterrupted torque of the input shaft by a first coefficient, wherein the first coefficient is determined based on a ratio between a maximum torque and an actual torque of the first motor, and Tond is positively correlated with the rotational speed difference and negatively correlated with the uninterrupted torque of the input shaft and the ratio; When the type of the current gear shift is power-off-up, determining the minimum value of Tofd and Tclu as Tv, wherein Tofd is determined based on at least one of a current driving mode, the rotational speed difference, and the uninterrupted torque of the input shaft, and Tofd has a positive correlation with the rotational speed difference and a negative correlation with the uninterrupted torque of the input shaft; When the type of the current gear shift is power-off down, determine the minimum value of Tofu and Tclu as Tv, where Tofu is obtained by dividing a time length determined based on at least one of a current driving mode, the rotational speed difference, and the uninterrupted torque of the input shaft by a second coefficient, the second coefficient being determined based on a current throttle and a maximum power of the first motor, and Tofu is determined according to one or more of the following formulas: positively correlated with the rotational speed difference, and negatively correlated with the uninterrupted torque of the input shaft, the throttle, and the maximum power of the first motor; Here, Tclu is the maximum speed adjustment time length determined based on the maximum energy value of the clutch. For example, the maximum speed adjustment time length = the maximum energy value of the clutch / (request torque of the clutch * slip difference of the clutch), where the request torque and slip difference of the clutch can be values ​​at the start of speed adjustment. The maximum energy value of the clutch is set according to the hardware.

[0088] For example, the positive correlation in the embodiments of the present disclosure, such as Tofu being positively correlated with the rotation speed difference, means that, when there is no change in other parameters related to Tofu, an increase in the rotation speed difference does not necessarily mean an increase in Tofu (Tofu does not have to change), and when the rotation speed difference causes a change in Tofu, a large Tofu corresponds to a large rotation speed difference, and the two can be considered to have a positive correlation. The same applies to positive correlations between other parameters.

[0089] In this embodiment, different methods are used to determine the target speed adjustment time length Tv for different gear shift types, thereby fully addressing the characteristics of different gear shift types and optimizing speed adjustment performance. For example, in the case of power-on / downshift, the ratio of the maximum torque to the actual torque of the first motor, which indicates the capacity of the first motor, is taken into account. Therefore, in the case of power-on / downshift, the capacity of the first motor must prioritize meeting driving requirements. Therefore, calculating Tond taking the capacity of the first motor into account here can avoid the impact of speed adjustment on driving, and can prevent, for example, unstable vehicle speed during gear shifting. Furthermore, for example, when the current gear shift type is power-off / downshift, the throttle magnitude and the maximum power of the first motor are taken into account when determining Tv. As described above, the throttle magnitude indicates the driver's intention, and the maximum power of the first motor indicates the capacity of the first motor. During calculation, Tofu is negatively correlated with the throttle and the maximum power of the first motor, thereby meeting the driver's intention and fully utilizing the capacity of the first motor to accelerate the speed adjustment process.

[0090] In other embodiments, for the four types of gear shifts, for only some of the gear shift types, the same method as the corresponding gear shift type of this embodiment is adopted to determine Tv, and for the other gear shift types, a method different from this embodiment is adopted to determine Tv.

[0091] In an exemplary embodiment of the present disclosure, the gradient value Gdec in the descending section is determined according to the method of determining the minimum value of Gcon and Gtem as Gdec. Gcon is determined based on the rotational speed difference between the target rotational speed and the actual rotational speed of the input shaft at the start of speed adjustment and the torque not interfered with the input shaft, and Gtem is the speed adjustment gradient value determined based on the current temperature of the clutch in the slip wear state.

[0092] In the above-mentioned embodiment, when calculating the gradient value and the speed adjustment time length, by considering the related states of the clutch such as the oil temperature and the requested torque of the clutch, damage to the clutch due to overheating of the clutch can be avoided.

[0093] In an exemplary embodiment of the present disclosure, the method includes When the current gear shift type is power-on up or power-off up, or when the speed adjustment times out or Vin<Vout×I-Offset1 is satisfied, determining that the speed adjustment is completed; When the current gear shift type is power-on down or power-off down, or when the speed adjustment times out or Vin>Vout×I+Offset2 is satisfied, determining that the speed adjustment is completed, and further includes [[ID=DI]] Here, Vin is the rotational speed of the input shaft, Vout is the rotational speed of the output shaft of the transmission, I is the gear ratio of the transmission at the target shift position, and Offset1 and Offset2 are positive values and are set offsets.

[0094] In this embodiment, when the type of the current gear shift is power-on up or power-off up, it is necessary to decelerate in the stage of speed adjustment by gear shifting, so it can be determined that speed adjustment is complete when the rotation speed of the input shaft is smaller than the target rotation speed and differs by the set offset Offset1. On the other hand, when the type of the current gear shift is power-on down or power-off down, it is necessary to increase the speed in the stage of speed adjustment by gear shifting, so it can be determined that speed adjustment is complete when the rotation speed of the input shaft is larger than the target rotation speed and differs by the set offset Offset2.

[0095] In this embodiment, the speed adjustment timeout means that the current speed adjustment time has reached the maximum allowable speed adjustment time. The maximum allowable speed adjustment time can be determined based on the maximum energy value of the clutch in a slip wear state and the requested torque and slip difference of the clutch at the start of the speed adjustment. The maximum allowable speed adjustment time is positively correlated with the maximum energy value of the clutch in a slip wear state and negatively correlated with the requested torque and slip difference of the clutch at the start of the speed adjustment. For example, the maximum allowable speed adjustment time = maximum energy value of the clutch in a slip wear state / (requested torque of the clutch * slip difference of the clutch), where the requested torque and slip difference can be the values ​​at the start of the speed adjustment.

[0096] In one exemplary implementation of the present disclosure, the method includes, during the gear shift speed adjustment stage, adjusting a request torque of a clutch in a slip wear state by: The clutch interference torque Tclutch assigned to the clutch, the feedforward torque of the clutch, and the I term of the clutch (Integral term in PID control) calculating the sum of the adjusting torques to obtain the initial request torque for the clutch; and The step includes calculating the product of the initial requested torque and the efficiency of the clutch to obtain the requested torque of the clutch, the efficiency being determined according to a formula determined based on the type of current gear shift, the current slip of the clutch, and the uninterrupted torque of the input shaft.

[0097] In one exemplary implementation of the present disclosure, the method comprises: When a gear shift request is received during the mode switching, the mode switching process is paused, a gear shift process is executed, and the mode switching process is resumed after the gear shift process is completed; In the gear shifting process, during the speed adjustment stage or torque exchange stage, when a mode switching request is received, the mode switching process is not performed for a while, and the mode switching process is performed after the gear shifting process is completed.

[0098] The mode switching process may be a switching between a parallel mode, a series mode, and a pure electric mode of a hybrid vehicle. In this embodiment, regarding the mode switching and the gear shift, the gear shift process is prioritized because the fastest possible response of the gear shift is more important for the driving experience and can improve the driving experience.

[0099] An embodiment of the present disclosure further provides a gear shift control method, which employs gradient control during the gear shift speed adjustment stage, and divides the gear shift speed adjustment stage into three sections according to the change in angular acceleration value: an ascending section, a maximizing section, and a descending section.

[0100] When the current gear shift type is power-on up or power-off up, a schematic diagram of the angular acceleration gradient control is shown in FIG. 8A, and when the current gear shift type is power-on down or power-off down, a schematic diagram of the angular acceleration gradient control is shown in FIG. 8B.

[0101] In this embodiment, in order to determine the target angular acceleration at each time point during the speed adjustment stage by gear shifting, it is necessary to determine the gradient value of the ascending section to calculate the target angular acceleration in the ascending section, determine the angular acceleration in the maximization section to directly use this angular acceleration as the target angular acceleration in the maximization section, and determine the gradient in the descending section to calculate the target angular acceleration in the descending section.

[0102] The gradient value (increase rate) of the ascending section is calculated as follows depending on the gear shift type:

[0103] When the gear shift type is power on up, the increase rate is first initialized to 0 and then determined by consulting a table based on the clutch request torque. The greater the clutch request torque, the greater the increase rate and the higher the target speed adjustment speed. The table is then consulted based on the increase rate and the clutch temperature, and the smallest value among the determined increase rates is selected as the final increase rate to prevent clutch overheating. The clutch in this embodiment refers to a clutch that is in a slip wear state.

[0104] If the gear shift type is power on down, the increase rate is first initialized to 0, and the increase rate is determined by looking up the table according to the driving mode requested by the driver (travel mode, normal mode, economic mode, etc.), and the minimum value of the increase rates determined by looking up the table based on the increase rate and the clutch temperature is selected as the final increase rate to prevent clutch overheating.

[0105] When the gear shift type is power off down, the increase rate is first initialized to 0, and the increase rate is determined by checking the table based on the throttle and the maximum power of the first motor. The larger the maximum power of the first motor, the larger the increase rate and the faster the speed adjustment speed. However, the smaller the throttle, the smaller the increase rate and the smaller the target speed adjustment speed. The relevant The minimum increase rate is selected from the determined increase rates by checking the table based on the increase rate and the clutch temperature, and is set as the final increase rate to prevent the clutch from overheating. In one example, the relationship between the throttle and the maximum power of the first motor and the increase rate is shown in the table below. x is the throttle and y is the maximum power of the first motor. [Table 1]

[0106] If the gear shift type is power off up, the increase rate is first initialized to 0, and the increase rate is determined by consulting a table according to the driving mode requested by the driver. The minimum value of the increase rates determined by consulting the table based on the increase rate and the clutch temperature is selected as the final increase rate to prevent clutch overheating.

[0107] In this embodiment, the angular acceleration (max rate) in the maximization section is calculated by the method shown in steps 1 to 5.

[0108] In step 1, when a gear shift request is received, a target rotation speed of the input shaft is calculated based on a value obtained by multiplying the output shaft rotation speed of the transmission by the gear ratio of the target gear position, and the input shaft rotation speed at the time the gear shift request is received (i.e., the actual input shaft rotation speed) is subtracted from the target rotation speed to obtain an input shaft rotation speed difference.

[0109] In step 2, the target speed adjustment time is calculated according to the gear shift type.

[0110] When the gear shift type is Power on up, the operating mode (travel mode, normal mode, economic mode, etc.) is distinguished, and the speed adjustment time length is determined by checking a table based on the input shaft rotational speed difference and the uninterfered input shaft torque. The larger the uninterfered input shaft torque (i.e., input shaft torque without considering the speed adjustment interference torque), the shorter the speed adjustment time length, and the smaller the rotational speed difference, the shorter the speed adjustment time length. Next, the minimum value of the speed adjustment time length and the maximum speed adjustment time length calculated based on the clutch maximum energy value is selected as the target speed adjustment time length to prevent clutch overheating. The clutch maximum energy value is set according to the hardware. Maximum speed adjustment time = Clutch maximum energy value / (Clutch request torque * Clutch slip difference), where "*" represents multiplication and " / " represents division, and the clutch request torque and clutch slip difference in the formula may be the clutch request torque and clutch slip difference at the start of speed adjustment.

[0111] When the gear shift type is power on down, the driving mode is distinguished, and a speed adjustment time length is determined by consulting a table based on the input shaft rotational speed difference and the uninterfered input shaft torque. The speed adjustment time length is multiplied by a first coefficient to obtain a speed adjustment time length correction value, and the minimum of the maximum speed adjustment time length calculated based on the clutch maximum energy value is selected as the target speed adjustment time length to prevent clutch overheating. The first coefficient is determined by consulting a table based on the ratio between the maximum torque of the first motor and the actual torque of the first motor. A larger ratio indicates a stronger performance of the first motor, while a smaller first coefficient results in a smaller speed adjustment time length correction value. In one example, the relationship between the ratio and the first coefficient is shown in the table below. [Table 2]

[0112] When the gear shift type is Power off up, the operation mode is distinguished, and the speed adjustment time length is obtained by checking a table based on the input shaft rotational speed difference and the input shaft torque that is not interfered with, and the minimum value of the speed adjustment time length and the maximum speed adjustment time length calculated based on the clutch maximum energy value is selected as the target speed adjustment time length, thereby preventing clutch overheating.

[0113] When the gear shift type is power off down, the operating mode is identified, and a table is consulted based on the input shaft rotational speed difference and the uninterfered input shaft torque to obtain a speed adjustment time length. The speed adjustment time length is divided by a second coefficient to obtain a speed adjustment time length correction value, and the minimum of the maximum speed adjustment time length calculated based on the clutch maximum energy value is selected as the target speed adjustment time length to prevent clutch overheating. The second coefficient is determined by consulting a table based on the throttle and the maximum power of the first motor. The larger the throttle, the larger the second coefficient, the smaller the speed adjustment time length correction value, and the faster the speed adjustment (assuming the speed adjustment time length correction value is the target speed adjustment time length). However, the larger the maximum power of the first motor, the larger the second coefficient, the smaller the speed adjustment time length correction value, and the faster the speed adjustment. In one example, the relationship between the maximum power of the first motor, the throttle, and the second coefficient is shown in the table below. X is the maximum power of the first motor and y is the throttle. [Table 3]

[0114] In step 3, after calculating the target speed adjustment time, the max rate is calculated using the formula: maximum angular acceleration value max rate = input shaft rotational speed difference / target speed adjustment time. A table is referenced based on the max rate and clutch temperature, and the maximum value of the determined max rates is selected to prevent clutch overheating. In one example, the relationship between clutch temperature and max rate is shown in the table below. [Table 4]

[0115] In step 4, the gradient value (decrease rate) in the descending section of the angular acceleration value is calculated.

[0116] The decrease rate is determined by referencing a table based on the rotational speed difference between the target rotational speed and the actual rotational speed of the input shaft at the start of speed adjustment and the uninterfered input shaft torque. The larger the rotational speed difference, the larger the decrease rate. The larger the uninterfered input shaft torque, the larger the decrease rate. The decrease rate is then referenced to a table based on the decrease rate and the clutch temperature, and the minimum of the determined decrease rates (maximum allowable gradient values) is selected to prevent clutch overheating. The higher the clutch temperature, the larger the determined decrease rate.

[0117] In step 5, the speed regulation interference torque is calculated. During the gearshift speed regulation phase, the speed regulation interference torque needs to be calculated for each processing cycle, and the time length of the processing cycle may be a predetermined fixed value, but the present disclosure is not limited thereto. After calculating the gradient values ​​of the angular acceleration values ​​in the ascending section, the maximizing section, and the descending section, the angular acceleration value at each time point during the gearshift speed regulation phase can be calculated. The sign of the angular acceleration can be determined according to the gearshift type, thereby obtaining the angular acceleration at that time point. The angular acceleration is multiplied by the input shaft moment of inertia to obtain the speed regulation interference torque at that time point.

[0118] In this embodiment, the speed adjustment interference torque is When the current gearshift type is power on down, a part of the speed adjustment interference torque is allocated in advance as an input shaft speed adjustment interference torque and the remaining part is allocated in advance as a clutch speed adjustment interference torque based on the ratio between the maximum torque capacity (maximum torque that can be provided) of the first motor and the current actual torque of the engine; when the current gearshift type is any other gearshift type, the speed adjustment interference torque is allocated in advance as an input shaft speed adjustment interference torque.

[0119] Here, the speed adjusting interference torque pre-divided to the input shaft is When the input shaft speed adjustment interference torque exceeds the torque interference capacity of the input shaft, the excess torque is allocated to the clutch for speed adjustment interference. In this case, the requested torque of the clutch = the speed adjustment of the clutch Interference Torque + Clutch feedforward torque (equal to input shaft torque) + I term (Integral term in PID control) The I-term adjustment torque is calculated by multiplying the input shaft rotational speed change rate difference by the I-term adjustment coefficient. The input shaft rotational speed change rate difference is equal to the target input shaft rotational speed change rate minus the actual input shaft rotational speed change rate, and the I-term adjustment coefficient is assigned according to a method that can be determined by looking up a table based on the mode, gear shift type, gear position, the difference, etc., where the mode refers to the parallel mode, series mode, or pure electric mode of a hybrid vehicle.

[0120] When the input shaft speed adjustment interference torque does not exceed the torque interference capacity of the input shaft and is smaller than the torque interference capacity of the first motor, the input shaft speed adjustment interference torque is given priority due to the fast motor response and high accuracy, and the torque allocated to the first motor is increased or decreased, and at this time the total first motor request torque is equal to the sum of the speed adjustment interference torque allocated to the first motor and the uninterfered first motor request torque, and the uninterfered first motor request torque is, for example, the first motor torque requested by an engine control module (ECM).

[0121] If the input shaft speed adjustment interference torque does not exceed the torque interference capacity of the input shaft and exceeds the torque interference capacity of the first motor, the portion of the input shaft speed adjustment interference torque that exceeds the torque interference capacity of the first motor is allocated to the engine, and the total engine request torque is equal to the speed adjustment interference torque allocated to the engine plus the engine torque requested by the ECM.

[0122] In this embodiment, the conditions for completing the speed adjustment are: When the current gear shift type is a shift-up type (including power-on and power-off shift-up), if the condition that the rotation speed of the input shaft is less than the target rotation speed of the input shaft minus the first offset is satisfied before the speed adjustment times out, the speed adjustment is completed; and If the current gear shift type is a downshift type (including power-on downshift and power-off downshift), the speed adjustment can be determined to be complete if the condition that the rotation speed of the input shaft is greater than the value obtained by adding the target rotation speed of the input shaft to the second offset is met before the speed adjustment times out.

[0123] To prevent the clutch from overheating, whether the speed adjustment has timed out can be determined by calculating the maximum speed adjustment time based on the maximum clutch energy value set according to the hardware, as follows: Maximum speed adjustment time = Maximum clutch energy value / (requested clutch torque * slip difference of clutch). If the maximum speed adjustment time has been exceeded but the above conditions are not met, it is determined that the speed adjustment has timed out and the speed adjustment is completed.

[0124] After completing the speed adjustment, disengage the clutch.

[0125] In this embodiment, in the stage of speed adjustment by gear shifting, efficiency compensation is performed when calculating the clutch torque, and an efficiency value can be obtained by checking a table based on the gear shift type, clutch slip difference, and input shaft torque. If the current gear shift type is power-on upshift or power-on downshift, the final clutch request torque is obtained by multiplying the calculated clutch request torque by the efficiency value. If the current gear shift type is power-on downshift or power-off downshift, the final clutch request torque is obtained by dividing the calculated clutch request torque by the efficiency value.

[0126] In this embodiment, when a gear shift and a mode change are performed simultaneously, the gear shift is given priority. in In the gear shift speed adjustment process, when a mode switch request is received, mode switching is not performed, and mode switching is performed after the gear shift is completed. In the mode-switched speed adjustment process, when a gear shift request is received, processing of the gear shift process is performed, and after the gear shift process is completed, the mode-switched speed adjustment process is continued. In the engagement process of the fourth clutch C0 in mode switching, when a gear shift request is received, processing of the gear shift process is performed, and after the gear shift process is completed, C0 engagement is continued.

[0127] 9, an embodiment of the present disclosure further provides a vehicle controller applied to a hybrid vehicle, the vehicle controller including a processor and a storage device storing a computer program, and when the processor executes the computer program, the gear shift control method for improving the speed adjustment step by gear shifting described in any embodiment of the present disclosure can be realized, and the vehicle controller may further include components such as a memory, a network interface, etc. The vehicle controller may be a transmission control module, an overall control module, etc., and is not limited by the present disclosure.

[0128] An embodiment of the present disclosure further provides a hybrid vehicle including the vehicle controller applied to the hybrid vehicle described in the above embodiment.

[0129] An embodiment of the present disclosure further provides a non-transitory computer-readable storage medium having a computer program stored therein, which, when executed by a processor, can realize a gear shift control method that improves the gear shift speed adjustment step described in any of the embodiments of the present disclosure.

[0130] The processor according to the above embodiments of the present disclosure may be a general-purpose processor, including a central processing unit (CPU), a network processor (abbreviated as NP), a microprocessor, or other conventional processor. The processor may further be a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field programmable gate array (FPGA), a discrete logic or other programmable logic device, a discrete gate or transistor logic device, a discrete hardware component, or other equivalent integrated or discrete logic circuit, or a combination of the above devices. That is, the processor according to the above embodiments may be any processor device or combination of devices that implements each method, step, and logical block diagram disclosed in the embodiments of the present disclosure. When the embodiments of the present disclosure are implemented partially in software, instructions used in the software may be stored in a suitable non-volatile computer-readable storage medium, and the methods according to the embodiments of the present disclosure may be implemented by executing the instructions in hardware using one or more processors. As used herein, the term "processor" may refer to the above structure or other structure suitable for implementing the techniques described herein.

[0131] In the above example embodiment or examples, the functions described may be implemented in hardware, software, firmware, or any combination thereof. If implemented in software, the functions may be stored on or transmitted via a computer-readable medium as one or more instructions or code and executed by a hardware-based processing unit. Computer-readable media may include computer-readable storage media, which correspond to tangible media, such as data storage media, or communication media, which may comprise any medium that facilitates transfer of a computer program from one place to another, for example, according to a communications protocol. Thus, computer-readable media may generally correspond to non-transitory tangible computer-readable storage media or communication media, such as signals or carriers. Data storage media may be any available medium that can be accessed by one or more computers or one or more processors to retrieve instructions, code, and / or data structures used to implement the techniques described in this disclosure. A computer program product may comprise a computer-readable medium.

[0132] By way of example, and not limitation, such computer-readable storage media may include RAM, ROM, EEPROM, CD-ROM, or other optical disk storage, disk storage, or other magnetic storage, flash memory, or any other medium usable to store desired program code in the form of instructions or data structures and accessible by a computer. Furthermore, when referring to any connection as a computer-readable medium, for example, if instructions are transmitted from a website, server, or other remote source using coaxial cable, fiber optic cable, twisted pair cable, digital subscriber line (DSL), or wireless technologies such as infrared, radio, and microwave, the coaxial cable, fiber optic cable, twisted pair cable, DSL, or wireless technologies such as infrared, radio, and microwave may be included within the definition of the medium. It should be understood, however, that computer-readable storage media and data storage media do not include connections, carriers, signals, or other transitory (momentary) media, but rather refer to non-transitory, tangible storage media. As used herein, magnetic disks and optical disks include compressed compact disks (CDs), laser disks, optical disks, digital versatile disks (DVDs), floppy disks, and Blu-ray disks, among which magnetic disks typically reproduce data magnetically, while optical disks reproduce data optically using lasers. Combinations of the above are also included within the scope of computer-readable media. Although the embodiments disclosed in this disclosure are as described above, the above content is merely an embodiment adopted to facilitate understanding of the present disclosure and is not intended to limit the present disclosure. Those skilled in the art to which this disclosure pertains may make any modifications and changes in the embodiments and details without departing from the spirit and scope of the present disclosure; however, the patentable scope of the present disclosure is still defined by the appended claims. CROSS-REFERENCE TO RELATED APPLICATIONS

[0133] This application claims priority to a Chinese patent application bearing application number 202211449851.5 and entitled "Gear shift control method, vehicle controller and hybrid vehicle" filed with the State Intellectual Property Office of China on November 18, 2022, the entire contents of which are incorporated herein by reference.

Claims

1. A gear shift control method applicable to a hybrid vehicle having an engine, a first motor, and a transmission, the transmission receiving power transmitted from the engine and the first motor via an input shaft, the method comprising, when shifting gears between adjacent gear positions, in each control cycle of a speed adjustment stage by gear shifting: A process of determining a sum of speed adjustment interference torques Tsum based on the target angular acceleration and the moment of inertia, and dividing Tsum into an input shaft interference torque Taxis and a clutch interference torque Tclutch in advance; and If Taxis does not exceed the torque interference capability of the first motor, assigning Taxis to the first motor and controlling the first motor to provide the speed regulating interference torque assigned to the first motor.

2. 2. The method of claim 1, further comprising the steps of: if Taxis exceeds the torque interference capacity of the first motor but does not exceed the torque interference capacity that both the engine and the first motor can provide, preferentially allocating Taxis to the first motor without exceeding the torque interference capacity of the first motor, allocating the remainder of Taxis to the engine, and controlling the engine to provide a speed regulating interference torque allocated to the engine.

3. 3. The method of claim 2, further comprising the step of: when Taxis exceeds the torque interference capacity of the first motor but does not exceed the torque interference capacities that both the engine and the first motor can provide, preferentially allocating to the first motor a portion of Taxis that does not exceed the torque interference capacity of the first motor, allocating the remaining portion of Taxis to the engine, and controlling the engine to provide a speed regulating interference torque allocated to the engine.

4. The step of dividing Tsum into Taxis and Tclutch in advance includes: If the current gear shift type is power-on up, power-off up, or power-off down, pre-divide all Tsum into Taxis, and after pre-divide, Taxis=Tsum, Tclutch=0; 2. The method of claim 1, further comprising the step of: if the type of current gear shift is power on down, pre-dividing a portion of Tsum as Taxis and another portion as Tclutch, and after pre-dividing, Taxis = R1 x Tsum and Tclutch = (1 - R1) x Tsum, where R1 is determined based on the first motor's maximum torque capability and the uninterfered first motor request torque.

5. the step of adjusting the speed by gear shifting includes an increasing section, a maximizing section, and a decreasing section of the angular acceleration value, in that order; The method further comprises the step of determining a gradient value Ginc in an ascending section, a value Amax in a maximization section, and a gradient value Gdec in a descending section of the angular acceleration value at the start of the speed adjustment phase by gear shifting; 2. The method of claim 1, wherein the target angular acceleration is calculated such that, in an ascending section, the target angular acceleration is determined based on G inc and a difference between a current time and a start time of the ascending section; in a maximization section, A max is used as the target angular acceleration; and, in a descending section, the target angular acceleration is determined based on A max, the difference between a current time and a start time of the descending section, and G dec.

6. The Ginc is When the type of the current gear shift is power-on-up, the minimum value of Gonu and Gtem is determined as Ginc, and Gonu is determined based on the request torque Treq0 at the start of speed adjustment of the clutch in a slip wear state, and Gonu has a positive correlation with Treq0. When the current gear shift type is power on / down, the minimum value of Gond and Gtem is determined as Ginc, and Gond is determined according to the current driving mode. When the current gear shift type is power-off up, the minimum value of Gofu and Gtem is determined as Ginc, and Gofu is determined according to the current driving mode. When the type of the current gear shift is power-off down, the minimum value of G ofd and G tem is determined as G inc, and G ofd is determined based on the current throttle and the maximum power of the first motor, and G ofd is determined according to one or more of the following methods:

6. The method of claim 5, wherein Gtem is a speed modulation gradient value determined based on the current temperature of said clutch.

7. 6. The method according to claim 5, wherein Amax is determined to be the maximum value of Ac and Aclu, Ac is determined based on a value obtained by dividing a rotational speed difference between a target rotational speed and an actual rotational speed of the input shaft at a speed adjustment start time by a target speed adjustment time length Tv, and Aclu is an angular acceleration value determined based on a current temperature of a clutch in a slipping wear state.

8. The target speed adjustment time length Tv is When the type of the current gear shift is power-on-up, the minimum value of Tonu and Tclu is determined as Tv, and Tonu is determined based on at least one of the current driving mode, the rotational speed difference, and the uninterrupted torque of the input shaft, and Tonu has a positive correlation with the rotational speed difference and a negative correlation with the uninterrupted torque of the input shaft; When the type of the current gear shift is power on down, a minimum value of Tond and Tclu is determined as Tv, Tond is obtained by multiplying a time length determined based on at least one of a current driving mode, the rotational speed difference, and an uninterrupted torque of the input shaft by a first coefficient, the first coefficient being determined based on a ratio between a maximum torque and an actual torque of the first motor, Tond being positively correlated with the rotational speed difference and negatively correlated with the uninterrupted torque of the input shaft and the ratio; When the type of the current gear shift is power-off up, a minimum value of Tofd and Tclu is determined as Tv, and Tofd is determined based on at least one of a current driving mode, the rotational speed difference, and an uninterrupted torque of the input shaft, and Tofd has a positive correlation with the rotational speed difference and a negative correlation with the uninterrupted torque of the input shaft; When the current gear shift type is power-off down, determine the minimum value of Tofu and Tclu as Tv, where Tofu is obtained by dividing a time length determined based on at least one of a current driving mode, the rotational speed difference, and the uninterrupted torque of the input shaft by a second coefficient, the second coefficient being determined based on a current throttle and a maximum power of the first motor, and Tofu is determined according to one or more of the following formulas: positively correlated with the rotational speed difference, and negatively correlated with the uninterrupted torque of the input shaft, the throttle, and the maximum power of the first motor; 8. The method of claim 7, wherein Tclu is a maximum speed regulation time length determined based on a maximum energy value of the clutch.

9. 6. The method of claim 5, wherein Gdec is determined to be the minimum value of Gcon and Gtem, Gcon is determined based on a rotational speed difference between a target rotational speed and an actual rotational speed of the input shaft at a speed adjustment start time and an uninterfered torque of the input shaft, and Gtem is a speed adjustment gradient value determined based on a current temperature of a clutch in a slip wear state.

10. The method comprises: If the type of the current gear shift is power-on up or power-off up, determining that the speed regulation is complete if the speed regulation has timed out or Vin<Vout×I-Offset1 is satisfied; If the type of the current gear shift is power-on down or power-off down, determining that the speed regulation is complete if the speed regulation has timed out or Vin>Vout×I+Offset2 is satisfied; wherein Vin is the rotational speed of the input shaft, Vout is the rotational speed of the output shaft of the transmission, I is the gear ratio of the transmission at the target shift position, and Offset1 and Offset2 are positive values ​​and set offsets.

11. The speed adjustment timeout means that the current speed adjustment time length has reached the maximum allowable speed adjustment time length; 2. The method of claim 1, wherein the maximum allowable speed adjustment time length is determined based on a maximum energy value of the clutch in a slip wear state and a requested torque and slip difference of the clutch at the start of speed adjustment, and is positively correlated with the maximum energy value of the clutch in a slip wear state and negatively correlated with the requested torque and slip difference of the clutch at the start of speed adjustment.

12. When a gear shift request is received during mode switching, the mode switching process is paused, a gear shift process is executed, and after the gear shift process is completed, the mode switching process is resumed; 12. The method according to claim 11, wherein, during a speed adjustment phase or a torque exchange phase of the gear shift process, when a mode change request is received, the mode change process is not performed for a while, and the mode change process is performed after the gear shift process is completed.

13. A vehicle controller applied to a hybrid vehicle, comprising a processor and a storage device in which a computer program is stored, wherein the gear shift control method according to any one of claims 1 to 12 is realized when the processor executes the computer program.

14. A hybrid vehicle comprising the vehicle controller according to claim 13.

15. A non-transitory computer-readable storage medium having a computer program stored therein, the computer program enabling the gear shift control method of any one of claims 1 to 12 to be realized when executed by a processor.

Images