Gear shifting control method and apparatus and vehicle
By determining the shift type during the shifting process and using the peak power of the power battery to supplement the motor's power, the problem of insufficient power supplementation of the motor during shifting is solved, and the smoothness of the shifting process is improved.
Patent Information
- Authority / Receiving Office
- WO · WO
- Patent Type
- Applications
- Current Assignee / Owner
- AUROBAY (NINGBO) INTELLIGENT TECHNOLOGY CO LTD
- Filing Date
- 2025-11-27
- Publication Date
- 2026-06-11
AI Technical Summary
During gear shifting, existing technology cannot provide timely and effective power replenishment to the motor, resulting in an unstable shifting process.
Upon receiving a shift command, the current shift type is determined, and the target power supply is determined based on this type. The peak power of the power battery is used to supplement the power of the target motor, and the output power of the power battery is adjusted during the power supplementation phase.
By fully utilizing the peak power of the power battery, timely power replenishment of the motor is achieved during gear shifting, thus improving the smoothness of the shifting process.
Smart Images
Figure CN2025138118_11062026_PF_FP_ABST
Abstract
Description
Shift control methods, devices and vehicles Cross-references to related applications This application claims priority to Chinese patent application No. 202411791670.X, filed on December 6, 2024, which is incorporated herein by reference. Technical Field
[0001] This disclosure relates to, but is not limited to, the field of vehicle technology, and particularly to a shift control method, device, and vehicle. Background Technology
[0002] As vehicle technology continues to advance, the performance requirements for vehicles are also increasing. For vehicles equipped with transmissions, shift control is essential. The shift control process is similar for dual-clutch hybrid transmissions (DCT) and dedicated hybrid transmissions (DHT). When the driver needs to change the vehicle speed, a shift command is issued, such as by pressing the accelerator pedal or moving the gear lever. This command is then transmitted to the vehicle's control system to switch gears. The smoothness of the shifting process is a crucial factor affecting the overall performance of the vehicle.
[0003] To improve the smoothness of gear shifting, power supplementation to the motor is usually required during gear shifting to adjust speed or compensate for torque. However, due to the complexity of the gear shifting process, it is currently impossible to provide timely and effective power supplementation to the motor during gear shifting, thus hindering the improvement of gear shifting smoothness. Summary of the Invention
[0004] The following is an overview of the subject matter described in detail herein. This overview is not intended to limit the scope of the claims.
[0005] In a first aspect, this disclosure provides a shift control method, comprising: upon receiving a shift command from a vehicle, determining the current shift type; if the target motor of the vehicle has a power replenishment requirement under the current shift type, determining a target power supply based on the power replenishment stage corresponding to the current shift type; wherein the target power supply is set to characterize the power that the vehicle's power battery needs to provide to the target motor when operating at peak power; and adjusting the target output power of the power battery to the target motor during the power replenishment stage based on the target power supply and the peak power output duration of the power battery.
[0006] Secondly, this disclosure provides a gear shift control device, comprising: a first processing module configured to determine the current gear shift type upon receiving a gear shift command from a vehicle; a second processing module configured to determine a target power supply based on the power supplementation stage corresponding to the current gear shift type if the target motor of the vehicle has a power supplementation requirement under the current gear shift type; wherein the target power supply is set to characterize the power that the vehicle's power battery needs to provide to the target motor when operating at peak power; and a third processing module configured to adjust the target output power of the power battery to the target motor during the power supplementation stage based on the target power supply and the peak power output duration of the power battery.
[0007] Thirdly, this disclosure provides a vehicle including a power battery, an electric motor, and a shift control device as described above.
[0008] Fourthly, this disclosure provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the shift control method as described in any of the preceding claims.
[0009] Fifthly, this disclosure provides a computer program product or computer program, the computer program product including a computer program stored in a computer-readable storage medium; the processor of the computer device reads the computer program from the computer-readable storage medium, and the processor executes the computer program to implement the shift control method as described in any of the preceding claims.
[0010] In this embodiment of the present disclosure, upon receiving a shift command from the vehicle, the current shift type is determined. If the target motor of the vehicle has a power replenishment requirement under the current shift type, the target power supply of the target motor during the power replenishment stage is determined based on the power replenishment stage corresponding to the current shift type. Based on the target power supply and the peak power output duration of the power battery, the target output power of the power battery to the target motor during the power replenishment stage is adjusted. The target power supply is set to represent the power that the vehicle's power battery needs to provide to the target motor when operating at peak power. Thus, during the power replenishment stage corresponding to the current shift type, the peak power of the power battery can be fully utilized to supply power to the target motor, thereby enabling timely and effective power replenishment of the target motor. This allows the target motor to have sufficient capacity for speed adjustment or torque compensation during the shift process, thereby effectively improving the smoothness of the shift process.
[0011] After reading and understanding the accompanying diagrams and detailed descriptions, the other aspects can be understood. Attached Figure Description
[0012] To more clearly illustrate the technical solutions of the embodiments of this disclosure, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only embodiments of this disclosure. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.
[0013] Figure 1 is a flowchart illustrating a shift control method provided in this disclosure.
[0014] Figure 2 is a flowchart illustrating another shift control method provided in this disclosure.
[0015] Figure 3 is a schematic diagram of a shift control device provided in this disclosure. Detailed Implementation
[0016] Unless otherwise defined, the technical or scientific terms used in this disclosure shall have the ordinary meaning as understood by one of ordinary skill in the art to which this specification pertains. The terms "first," "second," and similar terms used in this disclosure do not indicate any order, quantity, or importance, but are merely used to avoid confusion of the constituent elements.
[0017] Unless the context otherwise requires, throughout this specification, "a plurality of" means "at least two," and "including" is interpreted as open-ended or encompassing, that is, "including, but not limited to." In the description of this specification, terms such as "one embodiment," "some embodiments," "exemplary embodiment," "example," "specific example," or "some examples" are intended to indicate that a particular feature, structure, material, or characteristic associated with that embodiment or example is included in at least one embodiment or example of this specification. The illustrative representations of the above terms do not necessarily refer to the same embodiment or example.
[0018] The present disclosure will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the described embodiments are only some, not all, of the embodiments of the present disclosure. The specific embodiments described herein are merely for explaining the present disclosure and are not intended to limit the present disclosure. Unless otherwise specified, the embodiments of the present disclosure and the features thereof can be combined with each other. All other embodiments obtained by those skilled in the art based on the described embodiments of the present disclosure are protected by the present disclosure.
[0019] As vehicle technology continues to advance, the performance requirements for vehicles are also increasing. For vehicles equipped with transmissions, shift control is essential. The shift control process is similar for dual-clutch hybrid transmissions (DCT) and dedicated hybrid transmissions (DHT). When the driver needs to change the vehicle speed, a shift command is issued, such as by pressing the accelerator pedal or moving the gear lever. This command is then transmitted to the vehicle's control system to switch gears. The smoothness of the shifting process is a crucial factor affecting the overall performance of the vehicle.
[0020] The gear shifting process typically includes speed adjustment (performed in the speed phase), torque alternation (performed in the torque phase), and clutch lock-up. During gear shifting, the output shaft speed of the transmission needs to remain constant before and after the shift. However, due to changes in the transmission gear ratio, the input shaft speeds are inconsistent before and after the shift. Therefore, the input shaft speed needs to be adjusted during the speed phase. Simultaneously, in the torque phase, the controller operates the clutch to disconnect the power transmission of the current gear and engage the clutch of the next gear. This process requires precise control of clutch engagement and disengagement to switch the torque transmitted by the transmission from one clutch to another, ensuring the smoothness and efficiency of the shifting process. After torque alternation is complete, the clutch of the previous gear is fully disengaged, and the clutch of the target gear is fully locked.
[0021] To improve the smoothness of gear shifting, it is necessary to adjust the motor speed or compensate for torque in a timely and effective manner. Therefore, during gear shifting, power supplementation to the motor is usually required to enable speed adjustment or torque compensation. However, due to the complexity of the gear shifting process, when the motor's power supply is limited, its capacity will be restricted, making it impossible to provide timely and effective power supplementation. This results in slower speed adjustment and torque compensation, making it difficult to effectively improve the smoothness of the gear shifting process.
[0022] To address the problem of traditional methods failing to provide timely and effective power replenishment to the motor during gear shifting, the gear shifting control method in this disclosure, upon receiving a gear shifting command from the vehicle, determines the current gear shifting type. If the target motor of the vehicle requires power replenishment under the current gear shifting type, the method determines the target power supply to the target motor during the power replenishment phase corresponding to the current gear shifting type. Based on the target power supply and the peak power output duration of the power battery, the method adjusts the target output power of the power battery to the target motor during the power replenishment phase. The target power supply is defined as the power that the vehicle's power battery needs to provide to the target motor when operating at peak power. Therefore, during the power replenishment phase corresponding to the current gear shifting type, the peak power of the power battery can be fully utilized to supply power to the target motor, enabling timely and effective power replenishment. This allows the target motor to have sufficient capacity for speed adjustment or torque compensation during gear shifting, thereby effectively improving the smoothness of the gear shifting process.
[0023] Based on the above inventive concept, the shift control method provided in this disclosure will be described exemplarily below.
[0024] This disclosure provides a shift control method, as shown in Figure 1, which includes the following steps S101 to S103.
[0025] S101. Upon receiving a shift command from the vehicle, determine the current shift type.
[0026] Specifically, the shift command is set to control the vehicle to switch gears. In practice, the shift command can be an instruction input by the driver through operating devices such as the accelerator pedal and gear lever in the vehicle. That is, the shift command can include vehicle speed control signals and gear control signals.
[0027] The current shift type can be the shift type represented by the received shift command. The current shift type can be one of multiple candidate shift types, which may include power upshift, power downshift, non-power upshift, and non-power downshift. For example, when the vehicle speed control signal is set to control the vehicle speed to increase and the gear position control signal is set to control the vehicle to shift from a low gear to a high gear, the current shift type is determined to be power upshift; when the vehicle speed control signal is set to control the vehicle speed to remain constant or decrease and the gear position control signal is set to control the vehicle to shift from a low gear to a high gear, the current shift type is determined to be non-power upshift; when the vehicle speed control signal is set to control the vehicle speed to increase and the gear position control signal is set to control the vehicle to shift from a high gear to a low gear, the current shift type is determined to be power downshift; and when the vehicle speed control signal is set to control the vehicle speed to remain constant or decrease and the gear position control signal is set to control the vehicle to shift from a high gear to a low gear, the current shift type is determined to be non-power downshift.
[0028] S102. If the target motor of the vehicle has a power replenishment requirement under the current shift type, then the target power supply of the target motor in the power replenishment stage is determined based on the power replenishment stage corresponding to the current shift type; the target power supply is set as the power that the vehicle's power battery needs to provide to the target motor when running at peak power.
[0029] Specifically, the target motor of the vehicle is the motor used to drive the vehicle or perform energy recovery during gear shifting. Power replenishment requirement refers to the additional power needed to provide to the target motor, which can include speed regulation requirement and torque compensation requirement. Speed regulation requirement means that additional power is needed in the speed phase to increase the speed of the target motor, and torque compensation requirement means that additional power is needed in the torque phase to increase the torque of the target motor.
[0030] In practice, the presence of power compensation requirement for the target motor under the current shift type can be determined based on a predetermined correspondence between shift type and power compensation requirement. The power compensation stage can include a speed regulation stage corresponding to speed regulation requirement and a torque compensation stage corresponding to torque compensation requirement. If a power compensation requirement exists, the power compensation stage can be further determined based on the type of power compensation requirement.
[0031] For example, when the current shift type is power upshift, torque alternation can be performed first, followed by speed adjustment. In the torque phase, torque is transmitted from the motor end to the wheel end, and the target motor's output torque T mot Input torque T at the wheel end whl The correspondence between them can be shown in equation (1):
[0032] In the formula, i g For the gearbox speed ratio, This refers to the transmission efficiency of the gearbox. After the engine upshifts, the gearbox ratio i... g It will decrease. As can be seen from equation (1), the output torque T of the target motor will decrease. mot With the input torque T at the wheel end remaining constant, whl This will decrease the torque output. Therefore, to ensure smooth shifting, torque compensation is needed for the target motor during the shifting torque phase. Considering that the power battery typically supplies power to the target motor at a continuous power output during power upshifting, if the transmission gear ratio decreases during power upshifting and no additional power is provided to compensate for the target motor's torque, the input torque at the wheels will suddenly decrease, resulting in insufficient vehicle acceleration and compromising the smoothness of the shifting process. In other words, when the current shift type is power upshifting, there is a torque compensation requirement, and the power compensation phase corresponding to the current shift type is the torque compensation phase.
[0033] When the current shift type is non-power upshift, speed adjustment can be performed first, followed by torque alternation. At this time, the vehicle has no power demand, the clutch is fully open, and due to the inertia of the vehicle, the speed at the output end of the transmission will not change abruptly. Therefore, the driver has no obvious perception of the shift, and there is no need to provide additional power for speed adjustment or torque compensation. In other words, there is no power compensation requirement.
[0034] When the current shift type is power downshift, speed adjustment can be performed first, followed by torque alternation. During the speed phase, the speed is transmitted from the motor end to the wheel end, and the target motor speed N... mot With the output shaft speed N of the gearbox out The correspondence between them can be shown in equation (2): N out =N mot / i g (2).
[0035] After the power shifts down, the transmission ratio i g It will increase. As can be seen from equation (2), at the target motor speed N mot With the speed N of the gearbox output shaft remaining constant out This will decrease. Therefore, to ensure smooth shifting, the target motor needs speed adjustment during the shifting speed phase. That is, when the current shift type is power downshifting, there is a need for speed adjustment, and the power replenishment phase corresponding to the current shift type is the speed adjustment phase. It is understandable that when the clutch inside the transmission is fully disengaged during the speed phase, the target motor no longer drives the vehicle. At this time, the torque of the target motor can be used for rapid speed adjustment, but in this case, no torque can be transmitted to the wheels, the vehicle's power is interrupted, and thus the smoothness of the shifting process cannot be guaranteed. To improve the power interruption situation, the clutch can be controlled not to fully disengage, so that the torque output by the target motor can be transmitted to the wheels. However, at this time, the target motor needs to simultaneously adjust its speed and output torque to the clutch to drive the vehicle. Therefore, additional power needs to be provided to the target motor for speed adjustment. During the target motor speed adjustment process, the clutch is always in a slipping state. The clutch generates a lot of heat in the slipping state. Therefore, the clutch transmission torque that needs to be retained during target motor speed adjustment can be determined based on the premise that the heat generated by the clutch is less than or equal to a preset heat. The degree of clutch engagement is then determined based on the clutch transmission torque that needs to be retained.
[0036] When the current shift type is non-power downshift, torque alternation can be performed first, followed by speed adjustment. In the torque phase, due to downshifting, the gearbox ratio will increase. According to equation (1), while keeping the input torque at the wheel end constant, the absolute value of the output torque of the target motor (the output torque of the target motor is negative during energy recovery) needs to decrease. Thus, the gearbox has sufficient capacity for torque alternation. However, in the speed phase, due to the increase in the gearbox ratio, the speed of the target motor needs to be increased. When the power supply of the target motor is constant, the torque will inevitably decrease when the speed of the target motor increases. In order to ensure that the recovery torque at the wheel end remains constant and to ensure the smoothness of shifting, additional power needs to be provided to the target motor for speed adjustment to avoid the output torque of the target motor decreasing during the process of increasing the speed of the target motor, which would lead to a decrease in the recovery torque at the wheel end. That is, when the current shift type is non-power downshift, there is a need for speed adjustment, and the power supplementation phase corresponding to the current shift type is the speed adjustment phase.
[0037] Understandably, in any type of gear shift, clutch lock-up is the final stage of the shift process.
[0038] The target power supply can be set to represent the power that the power battery needs to provide to the target motor during operation at peak power. It can be understood that the target power supply can be greater than the continuous power of the power battery and less than or equal to the predetermined peak power of the power battery. This allows the power battery to be fully utilized to provide additional power to the target motor for speed regulation or torque compensation while avoiding over-power operation of the power battery.
[0039] In implementation, after determining the power replenishment stage corresponding to the current shift type, the power demand of the target motor in that stage can be determined based on the power replenishment stage. The target power supply can then be determined based on the demand power and the predetermined peak power of the power battery. For example, the smaller of the demand power and the predetermined peak power can be used as the target power supply to avoid over-power operation of the power battery, thus achieving efficient operation of the power battery. Specifically, a predetermined correspondence between the power replenishment stage and the power demand determination strategy can be used to determine the power demand determination strategy for the current shift type's power replenishment stage, which serves as the target strategy. The power demand determination strategy corresponding to different power replenishment stages can be set according to actual needs and is not specifically limited here.
[0040] During normal vehicle operation, the target motor is typically powered by the continuous power of the vehicle's power battery. Continuous power is the power that the power battery can output stably for a long time. It reflects the power output that the power battery can continuously provide under normal driving conditions and has an important impact on the vehicle's daily driving performance, fuel economy, and driving range.
[0041] S103. Based on the target power supply and the peak power output duration of the power battery, adjust the target output power of the power battery to the target motor during the power replenishment phase.
[0042] Specifically, the peak power output duration of the power battery can be the cumulative value of the operating time of the power battery at peak power. This cumulative value can be either the actual cumulative value or the equivalent cumulative value. The actual cumulative value can be the total duration for which power is requested from the power battery according to the peak power, while the equivalent cumulative value can be the cumulative value of the peak power equivalent output duration determined by the actual output power of the power battery. For example, during the process of requesting power from the power battery according to the peak power, for any time interval, if the actual output power of the power battery is greater than the requested peak power, then the peak power equivalent output duration of the power battery in that time interval is greater than the actual duration of that time interval; if the actual output power of the power battery is less than the requested peak power, then the peak power equivalent output duration of the power battery in that time interval is less than the actual duration of that time interval; and if the actual output power of the power battery is equal to the requested peak power, then the peak power equivalent output duration of the power battery in that time interval is equal to the actual duration of that time interval.
[0043] Peak power can be greater than continuous power, representing the maximum power that a power battery can release within a short period of time. In other words, peak power represents the battery's ability to provide additional power under extreme conditions; the higher the peak power, the better the vehicle's performance. It's understandable that a power battery can include multiple peak power values, each corresponding to a different duration of maximum peak power output. The higher the peak power, the shorter the duration of maximum peak power output.
[0044] The target output power of the power battery to the target motor is the power that the target motor can request from the power battery. In practice, the target output power of the power battery to the target motor during the power replenishment phase can be adjusted based on the target power supply and the peak power output duration of the power battery. For example, when the peak power output duration of the power battery is less than a predetermined duration limit, the target power supply can be used as the target output power; when the peak power output duration of the power battery is greater than or equal to the predetermined duration limit, the continuous power of the power battery can be used as the target output power.
[0045] Therefore, during the power replenishment phase corresponding to the current shift type, the peak power of the power battery can be fully utilized to supply power to the target motor, thereby enabling timely and effective power replenishment to the target motor. This allows the target motor to have sufficient capacity for speed adjustment or torque compensation during the shift process, thus effectively improving the smoothness of the shift process.
[0046] In one feasible implementation, the power replenishment stage is either a torque replenishment stage or a speed regulation stage; determining the target power supply of the target motor in the power replenishment stage based on the power replenishment stage corresponding to the current shift type includes: if the power replenishment stage is the torque replenishment stage, then the target power supply is determined based on the vehicle's drive parameters in the current gear, the transmission parameters in the target gear, and the predetermined peak power of the power battery; if the power replenishment stage is the speed regulation stage, then the target power supply is determined based on the predetermined peak power of the power battery.
[0047] Specifically, the vehicle's current gear can be the gear the vehicle is in when the shift command is received, and the target gear can be the gear the vehicle will be in after the shift. The predetermined peak power of the power battery can be the pre-configured peak power of the power battery, for example, the peak power sent by the battery management system.
[0048] Drive parameters can be set to characterize the vehicle's power drive state, and may include, for example, wheel-end torque and motor speed. Transmission parameters can be set to characterize the vehicle's power transmission state, and may include, for example, gearbox ratios.
[0049] When the power replenishment phase is a torque replenishment phase, the target power supply can be determined based on the vehicle's drive parameters in the current gear, the transmission parameters in the target gear, and the predetermined peak power of the power battery. For example, the power demand of the target motor during the torque replenishment phase can be determined based on the drive parameters in the current gear and the transmission parameters in the target gear. The target power supply of the target motor during the torque replenishment phase can then be determined based on the power demand and the predetermined peak power of the power battery, thereby effectively improving the validity of the target power supply determination results.
[0050] When the power replenishment phase is a speed regulation phase, the target power supply to the target motor during the power replenishment phase can be determined based on the predetermined peak power of the power battery. For example, any power less than or equal to the predetermined peak power can be used as the target power supply. As a preferred embodiment, the predetermined peak power can be used as the target power supply, thereby fully utilizing the peak power of the power battery to supply the target motor for speed regulation, effectively shortening the speed regulation time of the target motor, and thus shortening the duration of vehicle power reduction or power interruption, further improving the smoothness of gear shifting.
[0051] In one feasible implementation, determining the target power supply based on the vehicle's drive parameters in the current gear, the transmission parameters in the target gear, and the predetermined peak power of the power battery includes: determining the power demand of the target motor during the torque compensation phase based on the drive parameters in the current gear and the transmission parameters in the target gear; and determining the target power supply based on the relationship between the demand power and the predetermined peak power.
[0052] Specifically, the required power can be the power that needs to be supplied to the target motor to fully meet the torque compensation requirements of the target motor.
[0053] In practice, the required power of the target motor during the torque compensation phase can be determined based on the vehicle's drive parameters in the current gear and the transmission parameters in the target gear. For example, the required power of the target motor during the torque compensation phase can be determined based on the drive parameters in the current gear, the transmission parameters in the target gear, and the target correspondence. The target correspondence can include a predetermined correspondence between the drive parameters in the current gear, the transmission parameters in the target gear, and the required power. For example, the target correspondence can be a function model or a machine learning model, thereby enabling the rapid and effective determination of the required power of the target motor during the torque compensation phase.
[0054] Specifically, the power demand of the target motor during the torque compensation phase can be compared with the predetermined peak power of the power battery, and the target power supply of the target motor during the torque compensation phase can be further determined based on the relationship between the two, thereby effectively ensuring the validity of the determination result of the target power supply.
[0055] In one feasible implementation, the driving parameters include the wheel-end torque of the vehicle and the rotational speed of the target motor, and the transmission parameters include the gearbox ratio. Determining the required power of the target motor during the torque compensation phase based on the driving parameters in the current gear and the transmission parameters in the target gear includes: determining the required torque of the target motor during the torque compensation phase based on the wheel-end torque of the vehicle in the current gear and the gearbox ratio in the target gear; and determining the required power based on the required torque and the rotational speed of the target motor in the current gear.
[0056] Specifically, the wheel torque of the vehicle in the current gear and the speed of the target motor can be obtained in real time, and the gear ratio of the transmission in the target gear can be determined based on the target gear and the predetermined correspondence between the gear and the transmission ratio.
[0057] The target correspondence can include a first correspondence and a second correspondence. The first correspondence can be set as a correspondence between the wheel-end torque of the vehicle in the current gear, the gearbox ratio in the target gear, and the torque required by the target motor in the torque compensation phase. For example, the first correspondence can be as shown in equation (3):
[0058] In the formula, T mot_d T represents the torque required by the target motor during the torque compensation phase. whl_c i represents the wheel-end torque in the current gear. g_t The gear ratio of the transmission in the target gear. This refers to the transmission efficiency of the gearbox.
[0059] In practice, the wheel end torque of the vehicle in the current gear and the gearbox ratio in the target gear can be substituted into equation (3) to quickly and effectively determine the torque required by the target motor in the torque compensation stage.
[0060] The second correspondence can be set as a relationship between the target motor's required torque during the torque compensation phase, the target motor's speed at the current gear, and the target motor's required power during the torque compensation phase. For example, the second correspondence can be shown in equation (4): P shift =T mot_d *N mot_c / 9550 (4).
[0061] In the formula, P shift N represents the power required by the target motor during the torque compensation phase. mot_c This represents the target motor speed at the current gear.
[0062] In practice, the required torque of the target motor during the torque compensation stage and the speed of the target motor in the current gear can be substituted into equation (4) to quickly and effectively determine the required power of the target motor during the torque compensation stage.
[0063] In one feasible implementation, determining the target power supply based on the relationship between the required power and the predetermined peak power includes: if the required power is less than the predetermined peak power, then the required power is taken as the target power supply; if the required power is greater than or equal to the predetermined peak power, then the predetermined peak power is taken as the target power supply.
[0064] Specifically, if the power demand of the target motor during the torque compensation phase is less than the predetermined peak power of the power battery, the demand power can be used as the target power supply for the target motor during the torque compensation phase. This can effectively meet the power demand of the target motor during the torque compensation phase, enabling the target motor to have sufficient capacity for torque compensation and further improving the smoothness of the shifting process.
[0065] If the power demand of the target motor during the torque compensation phase is greater than or equal to the predetermined peak power of the power battery, the predetermined peak power of the power battery can be used as the target power supply to avoid the power battery operating at overpower. This ensures the effective operation of the power battery while maximizing the smoothness of the shifting process.
[0066] In one feasible implementation, adjusting the target output power of the power battery to the target motor during the power replenishment phase based on the target power supply and the peak power output duration of the power battery includes: if the peak power output duration of the power battery is less than a predetermined duration limit, then the target power supply is used as the target output power; if the peak power output duration of the power battery is greater than or equal to the predetermined duration limit, then the continuous power of the power battery is used as the target output power.
[0067] Specifically, the predetermined duration limit can be the maximum peak power output duration corresponding to the predetermined peak power. In implementation, during the operation of the power battery, the peak power output duration can be statistically analyzed in real time; that is, the peak power output duration needs to be statistically analyzed regardless of whether it is in the power replenishment phase. It is understandable that when different peak power operating phases use different peak power values, the equivalent duration corresponding to the adopted peak power can be determined based on the maximum peak power output duration corresponding to the adopted peak power and the maximum peak power output duration corresponding to the predetermined peak power. These equivalent durations are then accumulated to obtain the peak power output duration. Furthermore, if the peak power output duration has not reached the predetermined duration limit when entering the power replenishment phase, the timing can continue based on that peak power output duration during the power replenishment phase. If the peak power output duration has reached the predetermined duration limit when entering the power replenishment phase, it indicates that the peak power of the power battery cannot provide additional power to the target motor for speed adjustment or torque compensation during the shifting phase.
[0068] This can be understood as meaning that the peak power output duration can also be reset to zero based on factors such as the duration of continuous power operation or the output capacity of the power battery. For example, during continuous power operation, the differential power of the power battery can be integrated to obtain the differential capacity, and the peak power output duration can be reset to zero when the differential capacity reaches a predetermined capacity. Here, the differential power can be the difference between the continuous power and the actual output power of the power battery.
[0069] During implementation, in the power replenishment phase, if the peak power output duration of the power battery is less than the predetermined duration limit, the target power supply can be used as the target output power of the power battery to the target motor. If the peak power output duration of the power battery is greater than or equal to the predetermined duration limit, the continuous power of the power battery can be used as the target output power of the power battery to the target motor. This avoids the power battery operating at overpower, thereby ensuring the effective operation of the power battery while maximizing the power demand of the target motor in the power replenishment phase, thus improving the smoothness of the shifting process.
[0070] In one feasible implementation, the peak power output duration includes the equivalent cumulative value of the operating time of the power battery at peak power; determining the peak power output duration includes: determining the respective target step size corresponding to each of the one or more time intervals based on the actual output power of the power battery operating at peak power for each of the one or more time intervals; wherein, the duration of each of the one or more time intervals is a predetermined duration, and the respective target step size corresponding to each of the one or more time intervals is positively correlated with the respective actual output power of the time interval; and the sum of the respective target step sizes corresponding to the one or more time intervals is taken as the peak power output duration.
[0071] Specifically, the peak power output duration of a power battery can characterize the equivalent cumulative value of the operating time of the power battery at peak power.
[0072] During implementation, when timing the peak power output duration, the peak power output duration can be accumulated within a predetermined time interval. The predetermined duration can be set according to the required timing accuracy; the shorter the predetermined duration, the higher the timing accuracy of the peak power output duration. For example, the predetermined duration can be set to 0.01s.
[0073] For any given time interval, the target step size can be determined based on the actual output power of the power battery within that interval. The target step size can be positively correlated with the actual output power; that is, the larger the actual output power, the larger the target step size, and vice versa. The unit of the target step size can be the same as or different from the unit of the actual duration, depending on actual needs. The key is to ensure that the timing unit for the target step size is the same across different time intervals. For example, for a 0.01s time interval, the target step size could be 1 or 5, etc.
[0074] For each time interval during which the power battery operates at peak power, the target step sizes corresponding to each time interval can be accumulated to obtain the peak power output duration of the power battery. It is understood that the unit of the predetermined duration limit can be an equivalent duration limit with the same unit as the target step size. For example, the predetermined duration limit can be the product of the target step size of the predetermined peak power in a time interval and the number of intervals corresponding to the predetermined peak power. The number of intervals corresponding to the predetermined peak power can be the ratio of the maximum peak power output duration corresponding to the predetermined peak power to the predetermined duration of the time interval. Furthermore, the equivalent duration limit corresponding to different peak powers can be the same to ensure the reliability of the timing results for the peak power output duration.
[0075] In one feasible implementation, determining the target step size corresponding to each of the one or more time intervals based on the actual output power of the power battery operating at peak power includes: determining the target step size corresponding to each of the one or more time intervals by interpolation based on the actual output power of the power battery in the one or more time intervals, the first step size corresponding to the first peak power, and the second step size corresponding to the second peak power.
[0076] Specifically, both the first peak power and the second peak power can be the peak power output by the power battery. In implementation, the first step length corresponding to the first peak power and the second step length corresponding to the second peak power can be determined based on the maximum peak power output duration corresponding to the first peak power and the maximum peak power output duration corresponding to the second peak power, so that the equivalent duration limit corresponding to the first peak power is equal to the equivalent duration limit corresponding to the second peak power. For example, taking a first peak power of 100KW with a corresponding maximum peak power output duration of 10s, and a second peak power of 120KW with a corresponding maximum peak power output duration of 2s as an example, the target step length and equivalent duration limit corresponding to the first peak power and the second peak power can be shown in Table 1: Table 1
[0077] In practice, during the timing of peak power output duration, for any given time interval, the target step size can be determined by linear interpolation based on the actual output power of the power battery in that time interval, the first step size corresponding to the first peak power, and the second step size corresponding to the second peak power. This effectively prevents the power battery from operating at overpower when its output power fluctuates, and allows for the full utilization of the peak power of the power battery to provide additional power to the target motor for speed regulation or torque compensation while ensuring the effective operation of the power battery.
[0078] The following example illustrates the specific implementation process of the shift control method of this disclosure through an optional embodiment. As shown in Figure 2, the shift control method of this disclosure includes the following steps S201 to S214.
[0079] S201. Upon receiving a shift command from the vehicle, determine the current shift type.
[0080] S202. Determine whether the current shift type is power upshift. If yes, proceed to step S203; otherwise, proceed to step S205.
[0081] S203. Determine the target power supply for the torque phase and request power from the power battery based on the target power supply to perform torque alternation.
[0082] S204. Adjust the speed in the rotational phase and execute step S214.
[0083] S205. Determine whether the current shift type is power downshift. If yes, proceed to step S206; otherwise, proceed to step S208.
[0084] S206. The predetermined peak power of the power battery is used as the target power supply for the rotational speed phase to request power from the power battery in order to adjust the speed.
[0085] S207. Perform torque alternation in the torque phase and execute step S214.
[0086] S208. Determine whether the current shift type is a non-powered upshift. If yes, proceed to step S209; otherwise, proceed to step S211.
[0087] S209. Speed adjustment is performed during the rotational speed phase.
[0088] S210, Perform torque alternation in the torque phase and execute step S214.
[0089] S211. Determine whether the current shift type is a non-power downshift. If yes, proceed to step S212; otherwise, it indicates a software or hardware fault and an alarm is triggered.
[0090] S212, Torque alternation occurs during the torque phase.
[0091] S213. The predetermined peak power of the power battery is used as the target power supply for the rotational speed phase to request power from the power battery in order to adjust the speed.
[0092] S214. Clutch lock-up is engaged, and gear shifting is complete.
[0093] This disclosure also provides a gear shift control device, as shown in FIG3, including: a first processing module 301, a second processing module 302 and a third processing module 303.
[0094] The first processing module 301 is configured to determine the current shift type when it receives a shift command from the vehicle.
[0095] The second processing module 302 is configured such that: if the target motor of the vehicle has a power replenishment requirement under the current shift type, the target power supply is determined based on the power replenishment stage corresponding to the current shift type; wherein, the target power supply is set as the power that the vehicle's power battery needs to provide to the target motor when running at peak power.
[0096] The third processing module 303 is configured to: adjust the target output power of the power battery to the target motor during the power replenishment phase based on the target power supply and the peak power output duration of the power battery.
[0097] In one feasible implementation, the second processing module 302 is specifically configured as follows: when the power replenishment stage is a torque replenishment stage, the target power supply is determined based on the vehicle's drive parameters in the current gear, the transmission parameters in the target gear, and the predetermined peak power of the power battery; when the power replenishment stage is a speed regulation stage, the target power supply is determined based on the predetermined peak power of the power battery.
[0098] In one feasible implementation, the second processing module 302 is specifically configured to: determine the power demand of the target motor during the torque compensation stage based on the drive parameters under the current gear and the transmission parameters under the target gear; and determine the target power supply based on the relationship between the power demand and the predetermined peak power.
[0099] In one feasible implementation, the driving parameters include the wheel-end torque of the vehicle and the rotational speed of the target motor, and the transmission parameters include the gearbox ratio. The second processing module 302 is specifically configured to: determine the required torque of the target motor during the torque compensation phase based on the wheel-end torque of the vehicle in the current gear and the gearbox ratio in the target gear; and determine the required power based on the required torque and the rotational speed of the target motor in the current gear. In another feasible implementation, the second processing module 302 is specifically configured to: if the required power is less than the predetermined peak power, then use the required power as the target power supply; if the required power is greater than or equal to the predetermined peak power, then use the predetermined peak power as the target power supply.
[0100] In one feasible implementation, the third processing module 303 is specifically configured as follows: if the peak power output duration of the power battery is less than a predetermined duration limit, then the target power supply is used as the target output power; if the peak power output duration of the power battery is greater than or equal to the predetermined duration limit, then the continuous power of the power battery is used as the target output power.
[0101] In one feasible implementation, the peak power output duration includes the equivalent cumulative value of the operating time of the power battery at peak power; the third processing module 303 is further configured to: determine the respective target step size corresponding to the one or more time intervals based on the actual output power of the power battery operating at peak power for each of the one or more time intervals; wherein, the duration of each of the one or more time intervals is a predetermined duration, and the respective target step size corresponding to each of the one or more time intervals is positively correlated with the respective actual output power of the time interval; and use the sum of the respective target step sizes corresponding to the one or more time intervals as the peak power output duration.
[0102] In one feasible implementation, the third processing module 303 is specifically configured to: determine the target step length corresponding to each of the one or more time intervals by interpolation based on the actual output power of the power battery in each of the one or more time intervals, the first step length corresponding to the first peak power, and the second step length corresponding to the second peak power.
[0103] The shift control device provided in this disclosure belongs to the same application concept as the shift control method provided above in this disclosure. It can execute the shift control method provided in any of the above embodiments of this disclosure and has the corresponding functional modules and beneficial effects for executing the shift control method. Technical details not described in detail in this disclosure can be found in the specific processing content of the shift control method provided in the above embodiments of this disclosure, and will not be repeated here.
[0104] In this disclosure, a vehicle is also provided, including a power battery, a motor, and a shift control device as described in any of the above embodiments.
[0105] In addition to the methods and devices described above, the shift control method provided in this disclosure can also be a computer program product, which includes computer program instructions that, when executed by a processor, cause the processor to perform the steps in the shift control method according to various embodiments of this disclosure as described in the "Exemplary Methods" section above.
[0106] The computer program product can be written in any combination of one or more programming languages to perform the operations of the embodiments of this disclosure. The programming languages include object-oriented programming languages such as Java and C++, as well as conventional procedural programming languages such as the "C" language or similar programming languages.
[0107] Furthermore, this disclosure also provides a computer-readable storage medium having a computer program stored thereon, the computer program being executed by a processor of the steps in the shift control method according to various embodiments of this disclosure as described in the "Exemplary Methods" section above.
[0108] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium, and when executed, it can include the processes of the embodiments of the above methods. Any references to memory, storage, databases, or other media used in the embodiments provided in this disclosure can include non-volatile and / or volatile memory. Non-volatile memory can include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM), or flash memory. Volatile memory can include random access memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in various forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), dual data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link DRAM (SLDRAM), RAMbus direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and RAMbus dynamic RAM (RDRAM), etc.
[0109] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this disclosure.
[0110] The embodiments described above are merely illustrative of several implementation methods of this disclosure, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of the solutions provided in this disclosure. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this disclosure, and these all fall within the protection scope of this disclosure. Therefore, the protection scope of this patent should be determined by the appended claims.
Claims
1. A gear shifting control method, comprising: Upon receiving a shift command from the vehicle, determine the current shift type; If the target motor of the vehicle has a power replenishment requirement under the current shift type, the target power supply is determined based on the power replenishment stage corresponding to the current shift type. The target power supply is set to characterize the power that the vehicle's power battery needs to provide to the target motor when operating at peak power. as well as Based on the target power supply and the peak power output duration of the power battery, the target output power of the power battery to the target motor is adjusted during the power replenishment phase.
2. The method according to claim 1, wherein, Determining the target power supply based on the power replenishment stage corresponding to the current shift type includes: If the power replenishment stage is a torque replenishment stage, then the target power supply is determined based on the vehicle's drive parameters in the current gear, the transmission parameters in the target gear, and the predetermined peak power of the power battery. If the power replenishment phase is a speed regulation phase, then the target power supply is determined based on the predetermined peak power of the power battery.
3. The method according to claim 2, wherein, The determination of the target power supply based on the vehicle's drive parameters in the current gear, the transmission parameters in the target gear, and the predetermined peak power of the power battery includes: Based on the drive parameters under the current gear and the transmission parameters under the target gear, determine the power required by the target motor during the torque compensation phase; The target power supply is determined based on the relationship between the required power and the predetermined peak power.
4. The method according to claim 3, wherein, The driving parameters include the wheel-end torque of the vehicle and the rotational speed of the target motor, and the transmission parameters include the gearbox ratio; Determining the power requirement of the target motor during the torque compensation phase based on the drive parameters of the current gear and the transmission parameters of the target gear includes: Based on the wheel-end torque of the vehicle in the current gear and the gearbox ratio in the target gear, the required torque of the target motor in the torque compensation phase is determined. The required power is determined based on the required torque and the target motor speed in the current gear.
5. The method according to claim 3, wherein, Determining the target power supply based on the relationship between the required power and the predetermined peak power includes: If the required power is less than the predetermined peak power, then the required power will be used as the target power supply. If the required power is greater than or equal to the predetermined peak power, then the predetermined peak power shall be used as the target power supply.
6. The method according to claim 1, wherein, The step of adjusting the target output power of the power battery to the target motor during the power replenishment phase, based on the target power supply and the peak power output duration of the power battery, includes: If the peak power output duration of the power battery is less than the predetermined duration limit, then the target power supply will be used as the target output power. If the peak power output duration of the power battery is greater than or equal to the predetermined duration limit, then the continuous power of the power battery shall be used as the target output power.
7. The method according to any one of claims 1 to 6, wherein, The peak power output duration includes the equivalent cumulative value of the operating time of the power battery at peak power; Determining the peak power output duration includes: Based on the actual output power of the power battery operating at peak power for one or more time intervals, the target step size corresponding to each of the one or more time intervals is determined respectively; wherein, the duration of each of the one or more time intervals is a predetermined duration, and the target step size corresponding to each of the one or more time intervals is positively correlated with the actual output power of the time interval. The sum of the target step lengths corresponding to the one or more time intervals is taken as the peak power output duration.
8. The method according to claim 7, wherein, The determination of the target step size for each of the one or more time intervals based on the actual output power of the power battery operating at peak power includes: Based on the actual output power of the power battery in one or more time intervals, the first step length corresponding to the first peak power, and the second step length corresponding to the second peak power, the target step length corresponding to each of the one or more time intervals is determined by interpolation.
9. The method according to claim 8, wherein, Both the first peak power and the second peak power are the peak power that the power battery can output.
10. A gear shift control device, comprising: The first processing module is configured to determine the current shift type when it receives a shift command from the vehicle. The second processing module is configured to: if the target motor of the vehicle has a power replenishment requirement under the current shift type, then determine the target power supply based on the power replenishment stage corresponding to the current shift type; wherein, the target power supply is set as representing the power that the vehicle's power battery needs to provide to the target motor when operating at peak power; The third processing module is configured to: adjust the target output power of the power battery to the target motor during the power replenishment phase based on the target power supply and the peak power output duration of the power battery.
11. A vehicle comprising a power battery, an electric motor, and a shift control device as described in claim 10.
12. An electronic device comprising one or more processors and a memory storing a computer program, wherein the computer program, when executed by the one or more processors, implements the shift control method as described in any one of claims 1-9.
13. A computer-readable storage medium having a computer program stored thereon, the computer program being executed by one or more processors to implement the shift control method as described in any one of claims 1-9.
14. A computer program product comprising a computer program stored in a computer-readable storage medium, said computer program being executed by one or more processors to implement the shift control method as described in any one of claims 1-9.