Gear shifting control method and system for hybrid power system, and electronic device

Abstract

A gear shifting control method and system for a hybrid power system, and an electronic device. The gear shifting control method comprises: once a vehicle is powered on, continuously acquiring a synchronizer rotating speed difference of a hybrid power system; determining whether a duration in which the synchronizer rotating speed difference exceeds a preset rotating speed difference threshold is greater than a preset time period; and if the duration in which the synchronizer rotating speed difference exceeds the preset rotating speed difference threshold is greater than the preset time period, reporting a gear disengagement fault and performing gear disengagement degradation protection.

Description

Shift control method, system and electronic equipment for hybrid power system

[0001] This application claims priority to the Chinese patent application filed with the China Patent Office on January 26, 2024, with application number 202410116494.3 and invention name “Shifting control method, system and electronic device for hybrid power system”, the entire contents of which are incorporated by reference into the application. Technical Field

[0002] The present application relates to the field of automobile-related technologies, and in particular to a shift control method, system, and electronic equipment for a hybrid power system. Background Art

[0003] Most automatic transmissions and new energy transmissions use synchronizers as the shift actuator. The synchromesh mechanism performs corresponding actions, engaging the synchronizer with the corresponding gear. Synchronous shifting mechanisms present a risk of shift jamming, particularly in new energy transmissions, where the motor rotor inertia is significantly greater than the transmission shaft inertia, increasing the difficulty of synchronizer synchronization. For example, during the shift process, a tooth tip or synchronizer ring lock can occur, leading to shift failure.

[0004] If the shift system is deformed, the synchronizer may not shift into position, but the shift drive system may indicate a successful shift. If no action is taken, system components may be damaged and the vehicle may become stranded. Synchronizer component damage, resulting in a shift out, can also damage the transmission if not diagnosed. Technical issues

[0005] In view of this, embodiments of the present application provide a shift control method, system, and electronic device for a hybrid power system to improve the accuracy and reliability of gear shift fault detection and reduce the damage caused by gear shift faults to the transmission hardware. Technical Solutions

[0006] The technical solution of this application is achieved as follows:

[0007] An embodiment of the present application provides a shift control method for a hybrid power system, including: a shift control method for a hybrid power system, including: after the vehicle is powered on, continuously obtaining the synchronizer speed difference of the hybrid power system; judging whether the duration for which the synchronizer speed difference exceeds a preset speed difference threshold is greater than a preset time; if the duration for which the synchronizer speed difference exceeds the preset speed difference threshold is greater than the preset time, reporting a gear disengagement fault and performing gear disengagement degradation protection.

[0008] In one embodiment, performing the gear disengagement and downgrade protection includes: detecting whether the current gear of the hybrid power system enables the vehicle to perform full-function driving; if the current gear of the hybrid power system cannot enable the vehicle to perform the full-function driving, shifting the current gear of the hybrid power system to a gear that enables the vehicle to perform the full-function driving.

[0009] In one embodiment, the full-function driving gear includes: a continuously variable transmission gear and / or a series gear.

[0010] In one embodiment, before obtaining the synchronizer speed difference, the shift control method further includes: detecting the vehicle speed; and determining whether the vehicle speed is within the preset vehicle speed range.

[0011] In one embodiment, performing the gear-disengagement degradation protection further includes: reducing the engine torque and the motor torque of the hybrid power system to zero; and reducing the vehicle speed to within the preset vehicle speed range.

[0012] In one embodiment, the shift control method further includes: if the duration of the synchronizer speed difference exceeding the preset speed difference threshold is less than the preset time, or the synchronizer speed difference is less than the preset speed difference threshold, the hybrid power system operates normally.

[0013] In one embodiment, obtaining the synchronizer speed difference of the hybrid system includes: obtaining an engine speed and a motor speed of the hybrid system; and determining the synchronizer speed difference based on the engine speed and the motor speed.

[0014] In one embodiment, the gear shift control method further includes: restoring the gear disengagement fault after the vehicle is powered on next time.

[0015] The present application also provides a gear shift control system, including: a vehicle control unit, configured to continuously obtain the synchronizer speed difference of the hybrid system after the vehicle is powered on; a transmission control unit, configured to determine whether the duration of the synchronizer speed difference exceeding the preset speed difference threshold is greater than a preset time; and, if the duration of the synchronizer speed difference exceeding the preset speed difference threshold is greater than the preset time, report a gear disengagement fault and perform gear disengagement degradation protection.

[0016] The present application also provides an electronic device, comprising: a memory configured to store executable instructions; and a processor configured to implement the shift control method in the above-mentioned scheme when executing the executable instructions stored in the memory. Beneficial effects

[0017] The embodiment of the present application provides a shift control method for a hybrid system, comprising: after the vehicle is powered on, continuously obtaining the synchronizer speed difference of the hybrid system; judging whether the duration of the synchronizer speed difference exceeding the preset speed difference threshold is greater than a preset time; if the duration of the synchronizer speed difference exceeding the preset speed difference threshold is greater than the preset time, reporting a disengagement fault and performing disengagement degradation protection. In this way, compared with the scheme of the shift drive system for disengagement judgment in the related art, the embodiment of the present application uses the synchronizer speed difference as the condition for disengagement judgment, which can improve the accuracy and reliability of disengagement fault detection. Thus, the damage to the gearbox hardware caused by the disengagement fault can be reduced. At the same time, during the process of vehicle disengagement degradation protection, the vehicle gear is downgraded, and the motor is used to perform torque filling shifting, thereby ensuring the normal driving of the vehicle and avoiding dangerous conditions such as vehicle breakdown and power loss. In addition, the present application performs disengagement diagnosis after the vehicle is powered on to ensure full-range driving of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] FIG1 is a flow chart of a shift control method according to an embodiment of the present application;

[0019] FIG2 is a schematic structural diagram of a shift control system provided in an embodiment of the present application;

[0020] FIG3 is a second flow chart of the shift control method provided in an embodiment of the present application;

[0021] FIG4 is a schematic structural diagram of a hybrid power system provided in an embodiment of the present application;

[0022] FIG5 is a third flow chart of the shift control method provided in an embodiment of the present application;

[0023] FIG6 is a fourth flow chart of the shift control method provided in an embodiment of the present application;

[0024] FIG7 is a fifth flow chart of the shift control method provided in an embodiment of the present application;

[0025] FIG8 is a sixth flow chart of the shift control method provided in an embodiment of the present application;

[0026] FIG9 is a schematic diagram of the structure of an electronic device provided in an embodiment of the present application. Modes for Carrying Out the Invention

[0027] In order to make the purpose, technical solutions and advantages of this application clearer, the technical solutions of this application are further elaborated in detail below with reference to the accompanying drawings and embodiments. The described embodiments should not be regarded as limiting this application. All other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of this application.

[0028] In the following description, reference is made to “some embodiments”, which describes a subset of all possible embodiments, but it will be understood that “some embodiments” may be the same subset or different subsets of all possible embodiments and may be combined with each other without conflict.

[0029] If similar descriptions of "first / second" appear in the application documents, the following explanation is added. In the following description, the terms "first / second / third" involved are merely used to distinguish similar objects and do not represent a specific order for the objects. It can be understood that "first / second / third" can be interchanged with a specific order or sequence where permitted, so that the embodiments of the present application described herein can be implemented in an order other than that illustrated or described herein.

[0030] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by those skilled in the art to which this application pertains. The terms used herein are for the purpose of describing the embodiments of this application only and are not intended to limit this application.

[0031] It should be noted that, in this document, the terms "comprises," "includes," or any other variations thereof are intended to encompass non-exclusive inclusion, such that a process, method, article, or apparatus comprising a series of elements includes not only those elements but also other elements not explicitly listed, or elements inherent to such process, method, article, or apparatus. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not exclude the presence of other identical elements in the process, method, article, or apparatus comprising the element.

[0032] FIG1 is a flow chart of a shift control method for wireless charging of a vehicle provided in an embodiment of the present application, which will be described in conjunction with the steps shown in FIG1 .

[0033] S101: After the vehicle is powered on, continuously obtain a synchronizer speed difference of the hybrid power system.

[0034] FIG2 is a schematic diagram of a shift control system 100 provided in an embodiment of the present application. It should be noted that the shift control method in the embodiment of the present application can be implemented by the shift control system 100 shown in FIG2 .

[0035] In an embodiment of the present application, referring to FIG2 , a hybrid power system may include an engine 110 and a motor 120. The synchronizer 210 in the gearbox generally includes a hub gear, a sleeve gear, and a coupling tooth. The hub gear is a disc-shaped part with an inner spline hole and an outer spline shaft, which is spline-connected to the shaft. The sleeve gear is an annular part with a spline hole, which is spline-connected to the outer spline of the hub gear. When speed change is required, the sleeve gear mounted on the hub gear moves axially, and the spline hole is simultaneously mounted on the coupling tooth of the gear, thereby realizing power connection and transmission. The engine 110 is connected to the engine input shaft of the gearbox, and the rotation speed of the engine 110 is the same as the rotation speed of the hub gear of the synchronizer 210. Therefore, controlling the rotation speed of the engine 110 can control the rotation speed of the synchronizer hub gear. The motor 120 is connected to the coupling tooth. Thus, after the vehicle is powered on, the vehicle control unit 10 can detect the speed of the engine 110 and the speed of the motor 120, and then obtain the gear hub speed and the coupling gear speed based on the speed of the engine 110 and the speed of the motor 120, and then obtain the speed difference of the synchronizer 210. The present application performs gear disengagement diagnosis after the vehicle is powered on, ensuring full-range driving of the vehicle and improving safety.

[0036] S102: Determine whether the duration that the synchronizer speed difference exceeds a preset speed difference threshold is greater than a preset time.

[0037] S103: If the synchronizer speed difference exceeds the preset speed difference threshold for a duration greater than a preset time, a gear disengagement fault is reported and gear disengagement degradation protection is performed.

[0038] In an embodiment of the present application, referring to FIG2 , the vehicle control unit 10 may transmit the acquired synchronizer speed difference to the transmission control unit (TCU) 20. The TCU 20 may determine whether the synchronizer 210 speed difference exceeds a preset speed difference threshold, and whether the duration of the synchronizer 210 speed difference exceeding the preset speed difference threshold is greater than a preset time. For example, the preset speed difference threshold is 800 rpm, and the preset time may be 200 ms. If the synchronizer 210 speed difference exceeds 800 rpm and lasts for more than 200 ms, the TCU 20 may report a gear shift failure.

[0039] Furthermore, after detecting a gear shift failure, the transmission control unit 20 can implement gear shift downgrade protection for the transmission. For example, after detecting a gear shift failure, the transmission control unit 20 can downgrade the hybrid system to an electronic continuously variable transmission (ECVT) gear, and the vehicle control unit 10 can reduce the engine and motor torque to zero. The downgrade mode of gear shift downgrade protection can be divided into two steps. The first step is to begin limiting the engine and generator torque to prevent power transmission from damaging the transmission. The second step is to perform a torque-filling shift to the adjacent continuously variable transmission gear. After the shift is completed, the engine torque is restored to ensure normal vehicle operation.

[0040] It is understood that the embodiments of the present application determine whether the hybrid system has successfully shifted by determining whether the synchronizer speed difference exceeds a preset threshold and the duration of the synchronizer speed difference exceeding the preset threshold. Thus, compared to related art methods that use the shift drive system to determine a gear shift failure, the embodiments of the present application use the synchronizer speed difference as a condition for determining a gear shift failure, thereby improving the accuracy and reliability of gear shift failure detection. This, in turn, reduces the damage to the transmission hardware caused by a gear shift failure.

[0041] In some embodiments of the present application, the shift control method can be further implemented through S201 to S202 shown in FIG. 3 , which will be described in conjunction with each step.

[0042] S201. Detect whether the current gear position of the hybrid power system enables the vehicle to be driven with full functions.

[0043] FIG4 is a schematic diagram of the structure of a hybrid power system 300 provided in an embodiment of the present application. It should be noted that the hybrid power system 300 includes a planetary gear set 310, two synchronizers 211 and 212, two motors 121 and 122, a differential 330, a torsional vibration damper 320, and an engine 110. In other words, the synchronizer 210 in FIG1 is exemplified by synchronizers 211 and 212 in FIG4, and the motor 120 in FIG1 is exemplified by synchronizer motors 121 and 122 in FIG4. The hybrid power system 300 in FIG4 is used as an example in the embodiment of the present application. The hybrid power system 300 may also have other structures, which are not limited here.

[0044] [Corrected 24 / 12 / 2024 in accordance with Rule 26] In the embodiment of the present application, referring to Figure 4 , motor 121 may be a drive motor capable of assisting vehicle power and regenerating braking energy; motor 122 may be a generator capable of generating electricity, assisting vehicle power, and regenerating braking energy. The two synchronizers 211 and 212, when combined in different ways, enable the hybrid system 300 to achieve eight gears. The synchronizer states corresponding to the different gears are shown in Table 1:

[0045] [Corrected 24.12.2024 in accordance with Article 26]

[0046] Table 1

[0047] In Table 1, "S1L," "S1 Middle," and "S1R" represent different engagement positions of synchronizer 211, and "S2L," "S2 Middle," and "S2R" represent different engagement positions of synchronizer 212. "√" indicates that the corresponding synchronizer position is engaged, and "-" indicates that the corresponding synchronizer position is disengaged. ECVT1 and ECVT2 are both continuously variable transmission gears, and the EV gear is a pure electric drive gear. When the engine 110 and motor 120 are driven in parallel, the engagement positions of synchronizers 121 and 122 can be the same as the engagement positions of the corresponding engine gears.

[0048] It should also be noted that full-function driving means that the vehicle is capable of parking, power generation, starting, brake energy recovery, driving assistance, and normal driving conditions. In the hybrid system 300 shown in Figure 4, the motor 121 is coupled to the differential 330, so all eight driving modes can perform brake energy recovery and driving assistance. The series mode in Table 1 is an extended-range mode that can achieve parking, power generation, starting, and normal driving conditions. The continuously variable transmission gears ECVT1 and ECVT2 can both perform parking, power generation, starting, and normal driving conditions.

[0049] In the embodiment of the present application, referring to Figures 2 and 4 , the transmission control unit 20 can detect whether the current gear of the hybrid system 300 enables full vehicle operation. For example, when the hybrid system 300 is in series mode or a continuously variable transmission gear, the vehicle can be fully operated. When the hybrid system 300 is in the continuously variable transmission gear ECVT1, the hybrid system 300 can utilize the motor 121 to smoothly start the vehicle. When the vehicle is continuously traveling at a lower speed, the motor 121 can also generate electricity. When the vehicle is in the parking power generation mode, the engine 110 drives the motor 121 to generate electricity.

[0050] S202: If the current gear of the hybrid power system cannot enable the vehicle to be driven with full functions, shift the current gear of the hybrid power system to a gear that can enable the vehicle to be driven with full functions.

[0051] In the embodiment of the present application, referring to FIG2 , after a gear shift failure is detected, the vehicle's gear position must ensure full vehicle operation in order to maintain full vehicle drivability. If the transmission control unit 20 detects that the current gear position of the hybrid system 300 does not enable full vehicle operation, the transmission control unit 20 shifts the current gear position of the hybrid system 300 to a gear position that enables full vehicle operation. For example, if the current gear position of the hybrid system 300 is engine gear 1, the transmission control unit 20 maintains the engaged position of the synchronizer 211 and adjusts the engaged position of the synchronizer 211 from "S2L" to "S2 Middle," thereby shifting the hybrid system 300 from engine gear 1 to the continuously variable transmission gear ECVT1. Correspondingly, if the current gear position of the hybrid system enables full vehicle operation, the hybrid system maintains the current gear position. This ensures that the vehicle's current gear position satisfies full vehicle operation after a gear shift failure occurs, thereby preventing dangerous situations such as vehicle stalling and power loss.

[0052] It should be noted that during the shifting process of the transmission control unit 20 to a continuously variable transmission gear, the gear change can be performed nearby. For example, when shifting the hybrid system 300 from engine gear 1 to a continuously variable transmission gear, shifting to continuously variable transmission gear ECVT1 only requires adjusting the engagement position of the synchronizer 212, compared to shifting to continuously variable transmission gear ECVT2. Therefore, the transmission control unit 20 can shift the hybrid system 300 from engine gear 1 to continuously variable transmission gear ECVT1 nearby. This can further reduce shifting time.

[0053] In some embodiments of the present application, the gears for full-function driving include: continuously variable gears and / or series gears.

[0054] In the embodiment of the present application, in conjunction with Table 1 and Figure 3, the hybrid system 300 can be a dual-motor single planetary gearbox with multiple gears. In this way, the gears that the hybrid system 300 can use for full-function driving may include the continuously variable gear ECVT1, the continuously variable gear ECVT2, and the series gear.

[0055] In some embodiments of the present application, the shift control method can be further implemented through S301 to S302 shown in FIG5 , which will be described in conjunction with each step.

[0056] S301. Reduce the engine torque and motor torque of the hybrid system to zero.

[0057] S302: Reduce the vehicle speed to within a preset speed range.

[0058] In the embodiment of the present application, referring to Figures 2 and 4 , after the hybrid system 300 is switched to a gear capable of full-function driving, the vehicle control unit 10 is required to reduce the torque of the engine 110 and the motor 120 to zero. For example, after the hybrid system 300 is switched to the continuously variable transmission gear ECVT1, the torque of the engine 110 and the motor 122, which acts as a generator, is required to be reduced to zero. The vehicle control unit 10 then reduces the vehicle speed to within a preset speed range. The vehicle control unit 10 then controls the engine and generator to restore torque to ensure normal vehicle operation.

[0059] In some embodiments of the present application, before obtaining the synchronizer speed difference, the shift control method can be further implemented through S401 to S402 shown in FIG6 , which will be described in conjunction with each step.

[0060] S401: Detect vehicle speed.

[0061] S402: Determine whether the vehicle speed is within a preset speed range.

[0062] In the embodiment of the present application, referring to Figure 2 , even when the vehicle is in other operating conditions (e.g., parking and generating), the hybrid system 300 may also experience a clutch speed difference exceeding a preset speed difference threshold, and different gear shift downgrade protection measures may be implemented. Therefore, in the embodiment of the present application, before obtaining the speed difference from the synchronizer 210, the vehicle control unit 10 needs to determine the current vehicle operating condition. This allows for the implementation of different gear shift downgrade protection measures. For example, the vehicle control unit 10 can detect the vehicle speed to determine whether it is within a preset speed range of 0 to 8 km / h. If the vehicle speed is zero, the vehicle is considered to be in the parking and generating condition. At this point, if the clutch speed difference exceeds the preset speed difference threshold, the torque of the engine 110 and the motor 121 (acting as a generator) can be directly reduced to zero, without adjusting the gear position of the hybrid system 300 or reducing the vehicle speed. If the vehicle speed is greater than 8 km / h, it is determined that the vehicle is in normal driving; at this time, if the clutch speed difference exceeds the preset speed difference threshold, it is necessary to adjust the gear of the hybrid system 300 to the continuously variable gear, and then perform subsequent operations to limit the torque and vehicle speed.

[0063] In some embodiments of the present application, after completing S101 to S102 in FIG. 1 , the shift control method may be further implemented through S104 , which will be described in conjunction with each step.

[0064] S104: If the synchronizer speed difference exceeds the preset speed difference threshold for a duration shorter than a preset time, or the synchronizer speed difference is smaller than the preset speed difference threshold, the hybrid power system operates normally.

[0065] In the embodiment of the present application, referring to Figures 2 and 4 , if the speed difference of synchronizer 210 exceeds a preset speed difference threshold for less than a preset time, or if the synchronizer speed difference is less than the preset speed difference threshold, hybrid system 300 is operating normally. For example, when the vehicle speed is zero, it can be determined that the vehicle is in a parking power generation mode; at this time, if the clutch speed difference is less than the preset speed difference threshold, hybrid system 300 can operate normally in parking power generation. If the vehicle speed is greater than 8 km / h, the vehicle is determined to be in normal driving mode; at this time, if the clutch speed difference is less than the preset speed difference threshold, the gear shift is successful and the vehicle can continue to drive normally.

[0066] In some embodiments of the present application, S101 shown in FIG. 1 may be further implemented through S501 to S502 shown in FIG. 7 , which will be described in conjunction with each step.

[0067] S501: Obtain the engine speed and motor speed of the hybrid system.

[0068] S502: Determine a synchronizer speed difference based on the engine speed and the motor speed.

[0069] In an embodiment of the present application, referring to Figures 2 and 4 , during the hybrid system 300's gear shifting process, the vehicle control unit 10 can continuously obtain the hybrid system's engine speed and drive motor speed. Based on the engine and motor speeds, the synchronizer 210's hub speed and coupling gear speed are calculated, thereby obtaining the synchronizer speed difference. For example, when the hybrid system 300 is in engine-driven first gear and the motor 121 is driving the vehicle in parallel, the power output by the motor 121 is transmitted to the driven gear of the differential 330. After coupling with the power output by the engine 110, the power is transmitted to the wheels via the axles through the differential 330. The vehicle control unit 10 can monitor the engine 110 speed and the motor 121 speed to determine the synchronizer 211 speed difference. Therefore, in subsequent steps, the embodiment of the present application can determine whether the hybrid system 300 has disengaged a gear based on the synchronizer speed difference.

[0070] In some embodiments of the present application, after completing S101 to S103 in FIG. 1 , the shift control method can be further implemented through S105 , which will be described in conjunction with each step.

[0071] S105. After the vehicle is powered on next time, the gear-out fault is restored.

[0072] In the embodiment of the present application, referring to FIG2 , after the transmission control unit 20 reports a gear-out fault, the vehicle control unit 10 controls the vehicle in accordance with the gear-out fault. The next time the vehicle is powered on, the vehicle control unit 10 can resolve the gear-out fault and control the vehicle in accordance with normal vehicle operation. In other words, the gear-out fault can be recovered during the next power-on / off cycle. This allows for maximum protection of the transmission hardware while quickly eliminating the gear-out fault and preventing it from affecting the vehicle's normal driving function.

[0073] FIG8 is a flow chart of another hybrid system shift control method provided in an embodiment of the present application. The hybrid system shift control method can be implemented by S601 to S614 shown in FIG8 , and will be described in conjunction with each step.

[0074] S601: Power on the vehicle.

[0075] S602: Detect vehicle speed.

[0076] In the embodiment of the present application, referring to Figures 2 and 4 , even when the vehicle is in other operating conditions (e.g., parking and generating), the hybrid system 300 may also experience a clutch speed difference exceeding a preset speed difference threshold, and various gear-downgrade protection measures may be implemented. For example, when the vehicle speed is zero, it can be determined that the vehicle is in the parking and generating condition. In this case, if the clutch speed difference exceeds the preset speed difference threshold, the torque of the engine 110 and the motor 121 (acting as a generator) can be directly reduced to zero, without adjusting the gear position of the hybrid system 300 or reducing the vehicle speed. Therefore, in the embodiment of the present application, before obtaining the speed difference of the synchronizer 210, the vehicle control unit 10 must determine the vehicle's current operating condition.

[0077] S603: Detect the speed difference between the two ends of the synchronizer.

[0078] S604: Is the synchronizer speed difference greater than a threshold?

[0079] S605: Drive normally.

[0080] S606: Report a gear-out fault.

[0081] S607: Gear-out fault degradation control.

[0082] In the embodiment of the present application, referring to Figures 2 and 4 , if the vehicle speed is greater than 8 km / h, the vehicle is determined to be in normal driving. At this point, if the clutch speed difference is less than a preset speed difference threshold, the shift is successful and the vehicle can continue normal driving. At this point, if the clutch speed difference is greater than the preset speed difference threshold and persists for longer than a preset time, the shift fails, and the transmission control unit 20 may report a gear shift failure and initiate gear shift failure downgrade control.

[0083] S608: Determine whether the current gear is in ECVT.

[0084] S609. Shift to the adjacent ECVT gear.

[0085] S610: The gear-out fault occurs twice in succession.

[0086] In the embodiment of the present application, referring to Figures 2 and 4 , when a vehicle experiences a gear shift failure, the vehicle needs to be shifted to an ECVT gear to ensure that the vehicle's current gear enables full-function driving. The full-function driving gear shown in Figure 4 includes the continuously variable transmission gears ECVT1 and ECVT2. Therefore, when the vehicle shifts to a continuously variable transmission gear, if one of the continuously variable transmission gears ECVT1 or ECVT2 is damaged, the vehicle can still shift to the other undamaged gear.

[0087] S611, engine and generator torque is limited to 0Nm.

[0088] S612: The driving motor drives the vehicle to travel at a speed below 8 km / h.

[0089] In the embodiment of the present application, referring to Figures 2 and 4 , if both the continuously variable transmission (CVT) 1 and 2 are damaged, the vehicle cannot be fully driven and can only be driven by the electric motor. Furthermore, if a gear shift failure occurs in the hybrid system 300, the vehicle speed and torque are reduced. This reduces the damage to the transmission hardware caused by the gear shift failure. Furthermore, the vehicle speed is maintained within a preset speed range, enabling the vehicle to limp along for emergency maneuvers such as emergency maneuvers.

[0090] S613: The fault is recovered in the next power-on cycle.

[0091] In this embodiment of the present application, the vehicle control unit 10 can clear the gear-out fault after the vehicle is next powered on. In other words, the gear-out fault reported by the vehicle control unit 10 is valid for one power-on / power-off cycle. This maximizes protection for the transmission hardware while quickly eliminating the gear-out fault and preventing it from affecting the vehicle's normal driving function.

[0092] S614, engine and generator torque is limited to 0Nm.

[0093] In the embodiment of the present application, in combination with FIG. 2 and FIG. 4 , when starting to shift to the continuously variable transmission gear, the torque of the engine 110 and the motor 121 serving as a generator can be limited to prevent power transmission from damaging the gearbox.

[0094] S615: The drive motor torque is filled to ensure vehicle movement.

[0095] In the embodiment of the present application, in combination with Figures 2 and 4, during the vehicle disengagement and degradation protection process, the motor 122 is used as a drive motor to perform torque filling shifting, which can ensure the normal driving of the vehicle and avoid dangerous situations such as vehicle breakdown and power loss.

[0096] S616. Shift to the nearest ECVT gear.

[0097] S617: The engine and generator torques are reduced to 0.

[0098] S618: Engine torque is restored.

[0099] S619, drive normally.

[0100] In this embodiment of the present application, referring to Figures 2 and 4 , if at least one of the vehicle's continuously variable transmission gears, ECVT1 or ECVT2, is intact, the vehicle can be shifted to that gear for full-function driving. After the vehicle shifts to the continuously variable transmission gear, engine torque is restored, ensuring normal vehicle operation. During normal vehicle operation, the clutch speed difference can be continuously monitored.

[0101] In some embodiments of the present application, referring to FIG2 , a shift control system 100 includes a vehicle control unit 10 and a transmission control unit 20. The vehicle control unit 10 is configured to continuously obtain the speed difference of the synchronizer 210 after the vehicle is powered on. The transmission control unit 20 is configured to determine whether the synchronizer speed difference exceeds a preset speed difference threshold for a duration greater than a preset time; and, if the synchronizer speed difference exceeds the preset speed difference threshold for a duration greater than a preset time, report a gear shift fault and initiate gear shift downgrade protection.

[0102] In the embodiment of the present application, referring to Figures 2 and 4 , the transmission control unit 20 can determine whether the hybrid system 300 has successfully shifted by determining whether the synchronizer speed difference exceeds a preset threshold and the duration of the synchronizer speed difference exceeding the preset threshold. This improves the accuracy and reliability of shift-out fault detection and, consequently, reduces the damage to the transmission hardware caused by shift-out faults.

[0103] In some embodiments of the present application, referring to FIG2 , the vehicle control unit is further configured to detect whether the current gear of the hybrid power system enables the vehicle to be fully driven; and, if the current gear of the hybrid power system cannot enable the vehicle to be fully driven, the current gear of the hybrid power system is shifted to a gear that enables the vehicle to be fully driven; or, if the current gear of the hybrid power system enables the vehicle to be fully driven, the hybrid power system maintains the current gear.

[0104] In some embodiments of the present application, referring to FIG2 , the vehicle control unit is further configured to reduce the engine torque and the drive motor torque of the hybrid system to zero; and reduce the vehicle speed to within a preset vehicle speed range.

[0105] In some embodiments of the present application, referring to FIG. 2 , the vehicle control unit 10 is further configured to detect the vehicle speed and determine whether the vehicle speed is within a preset vehicle speed range.

[0106] In some embodiments of the present application, referring to FIG2 , the transmission control unit 20 is further configured to operate the hybrid system normally if the duration of the synchronizer 210 speed difference exceeding the preset speed difference threshold is less than a preset time, or the synchronizer 210 speed difference is less than the preset speed difference threshold.

[0107] In some embodiments of the present application, referring to Figure 2, the vehicle control unit 10 is also configured to obtain the engine speed and the drive motor speed of the hybrid system; based on the engine speed and the drive motor speed, obtain the hub speed and the coupling gear speed of the synchronizer 210; and, based on the hub speed and the coupling gear speed of the synchronizer 210, determine the speed difference of the synchronizer 210.

[0108] FIG9 is a schematic diagram of the structure of an electronic device 200 provided in an embodiment of the present application. Referring to FIG9 , the hardware entities of the electronic device 200 include: a processor 201, a memory 202, and a communication interface 203. The processor 201 generally controls the overall operation of the electronic device 200. The communication interface 203 enables the electronic device 200 to communicate with other devices or equipment via a network. The memory 202 is configured to store instructions and applications executable by the processor 101, and can also cache data to be processed or processed by the processor 201 and various modules in the electronic device 200 (for example, image data, audio data, voice communication data, and video communication data). It can be implemented using flash memory (FLASH) or random access memory (RAM). When the processor 201 is configured to execute the executable instructions stored in the memory 202, the shift control method of the hybrid power system in the above-mentioned embodiment is implemented.

[0109] The serial numbers of the embodiments of the present application are for description only and do not represent the advantages or disadvantages of the embodiments. The methods disclosed in the several method embodiments provided in this application can be arbitrarily combined without conflict to obtain new method embodiments. The features disclosed in the several product embodiments provided in this application can be arbitrarily combined without conflict to obtain new product embodiments. The features disclosed in the several method or device embodiments provided in this application can be arbitrarily combined without conflict to obtain new method embodiments or device embodiments.

[0110] The above description is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of this application. Therefore, the scope of protection of this application should be based on the scope of protection of the claims.

Claims

1. A shifting control method for a hybrid power system, wherein, The shift control method of the hybrid power system includes: After the vehicle is powered on, continuously obtain the synchronizer speed difference of the hybrid power system; Judge whether the duration of the synchronizer speed difference exceeding the preset speed difference threshold is greater than the preset time; If the duration of the synchronizer speed difference exceeding the preset speed difference threshold is greater than the preset time, report a gear disengagement fault and perform gear disengagement downgrade protection.

2. The shift control method according to claim 1, wherein Performing the gear disengagement downgrade protection includes: Detect whether the current gear of the hybrid power system can enable the vehicle to drive with full functions; If the current gear of the hybrid power system cannot enable the vehicle to perform the full-function driving, shift the current gear of the hybrid power system to a gear that can enable the vehicle to perform the full-function driving.

3. The shift control method according to claim 2, wherein, The gears for full-function driving include: continuously variable transmission gears and / or series gears.

4. The shift control method according to claim 2, wherein, Before obtaining the synchronizer speed difference, the shift control method further includes: Detect the vehicle speed; Judge whether the vehicle speed is within the preset vehicle speed range.

5. The shift control method according to claim 4, wherein, Performing the gear disengagement downgrade protection further includes: Reduce the engine torque and motor torque of the hybrid power system to zero; Reduce the vehicle speed to within the preset vehicle speed range.

6. The shift control method according to claim 1, wherein, The shift control method further includes: If the duration of the synchronizer speed difference exceeding the preset speed difference threshold is less than the preset time, or the synchronizer speed difference is less than the preset speed difference threshold, the hybrid power system operates normally.

7. The shift control method according to claim 1, wherein, Obtaining the synchronizer speed difference of the hybrid power system includes: Obtain the engine speed and motor speed of the hybrid power system; Based on the engine speed and the motor speed, determine the synchronizer speed difference.

8. The shift control method according to claim 1, wherein, The shift control method further includes: Recover the gear disengagement fault after the vehicle is powered on next time.

9. A shift control system, wherein, The shift control system includes: A vehicle control unit configured to continuously obtain the synchronizer speed difference of the hybrid power system after the vehicle is powered on; A transmission control unit configured to judge whether the duration of the synchronizer speed difference exceeding the preset speed difference threshold is greater than the preset time; and, in the case where the duration of the synchronizer speed difference exceeding the preset speed difference threshold is greater than the preset time, report a gear disengagement fault and perform gear disengagement downgrade protection.

10. An electronic device, wherein, The electronic device includes: A memory configured to store executable instructions; A processor configured to implement the shift control method according to any one of claims 1 to 8 when executing the executable instructions stored in the memory.

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