Vehicle gear shifting control method and apparatus, device, storage medium and program product

Abstract

A vehicle gear shifting control method and apparatus, a device, a storage medium and a program product. The method comprises: on the basis of a target gear, determining a target gear shifting phase requiring adjustment during gear shifting (S202); and, in response to detecting, in the target gear shifting phase, that an output torque of a first motor of the vehicle does not satisfy an output condition, determining an auxiliary torque corresponding to a second motor of the vehicle on the basis of torque demand information corresponding to the target gear and current torque information of the vehicle, the second motor and the first motor being connected in parallel to drive the vehicle to shift gears (S204).

Description

Vehicle shift control methods, devices, equipment, storage media, and program products Cross-reference to related applications

[0001] This application claims priority to Chinese patent application No. 202411795003.9, filed on December 09, 2024, the entire contents of which are incorporated herein by reference. Technical Field

[0002] This application relates to, but is not limited to, the field of vehicle technology, and in particular to a vehicle shift control method, apparatus, computer equipment, computer-readable storage medium, and computer program product. Background Technology

[0003] With the development of new energy technologies, hybrid vehicles have become an important part of new energy products, and their proportion in the overall new energy vehicle market continues to rise. Hybrid vehicles employ a dual-motor hybrid drive system. They utilize multi-speed transmissions to achieve power shifting. 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] At least one embodiment of this application provides a vehicle shift control method, apparatus, computer device, computer-readable storage medium, and computer program product that can improve shift smoothness.

[0006] In a first aspect, embodiments of this application provide a vehicle gear shifting control method, comprising: determining a target gear shifting stage to be adjusted during gear shifting based on a target gear; in response to detecting that the output torque of a first motor of the vehicle does not meet the output conditions during the target gear shifting stage, determining an auxiliary torque corresponding to a second motor of the vehicle based on the required torque information corresponding to the target gear and the current torque information of the vehicle, wherein the second motor is connected in parallel with the first motor to drive the vehicle to shift gears.

[0007] In one embodiment, after detecting that the output torque of the first motor of the vehicle does not meet the output conditions during the target shift phase, the method further includes: in response to the target gear being higher than the current gear of the vehicle, determining the required torque information based on the wheel-end required torque corresponding to the first motor, and determining the current torque information of the vehicle based on the current wheel-end torque corresponding to the first motor, the current wheel-end speed ratio, and the engine output torque of the vehicle.

[0008] In one embodiment, determining the auxiliary torque corresponding to the second motor of the vehicle based on the required torque information corresponding to the target gear and the current torque information of the vehicle includes: in response to the target gear being higher than the current gear of the vehicle, determining the output required torque corresponding to the first motor based on the wheel-end required torque, the current wheel-end torque, and the current wheel-end speed ratio; and determining the auxiliary torque based on the difference between the output required torque and the engine output torque of the vehicle.

[0009] In one embodiment, after detecting that the output torque of the vehicle's first motor does not meet the output conditions during the target shift phase, the method further includes: in response to the target gear being lower than the vehicle's current gear, determining the required torque information based on the requested torque change value corresponding to the first motor, and determining the vehicle's current torque information based on the rotational inertia torque corresponding to the first motor and the current torque increase value corresponding to the vehicle's engine.

[0010] In one embodiment, determining the auxiliary torque corresponding to the second motor of the vehicle based on the required torque information corresponding to the target gear and the current torque information of the vehicle includes: in response to the target gear being lower than the current gear of the vehicle, determining the auxiliary torque based on the difference between the moment of inertia torque, the current torque increase value corresponding to the engine, and the requested torque change value.

[0011] In one embodiment, after determining the auxiliary torque corresponding to the second motor of the vehicle based on the required torque information corresponding to the target gear and the current torque information of the vehicle, the method further includes: obtaining a first maximum available torque corresponding to the parallel clutch of the vehicle, a maximum available drive power corresponding to the second motor, and a current speed corresponding to the second motor; the parallel clutch is closed and the second motor is connected in parallel with the first motor when closed; determining a first torque threshold corresponding to the second motor based on the difference between the first maximum available torque and the engine output torque of the vehicle; determining a second torque threshold corresponding to the second motor based on the ratio of the maximum available drive power to the current speed; and controlling the vehicle to switch to the target gear based on the engine output torque of the vehicle, the output torque of the first motor, and the auxiliary torque of the second motor, in response to the auxiliary torque being less than or equal to the smaller of the first torque threshold and the second torque threshold.

[0012] In one embodiment, determining the target shift stage to be adjusted during shifting based on the target gear includes: in response to the target gear being higher than the vehicle's current gear, determining the target shift stage as a torque interaction stage; the torque interaction stage characterizes the stage where the clutch corresponding to the vehicle's current gear switches to the clutch corresponding to the target gear; in response to the target gear being lower than the vehicle's current gear, determining the target shift stage as a speed synchronization stage; the speed synchronization stage characterizes the stage where the engine speed corresponding to the vehicle's current gear is synchronized to the engine speed corresponding to the target gear.

[0013] In one embodiment, before detecting that the output torque of the vehicle's first motor does not meet the output condition during the target shift phase, the method further includes: determining that the output torque does not meet the output condition in response to the target gear being higher than the vehicle's current gear and detecting that the growth rate of the output torque is less than the growth rate threshold corresponding to the target gear during the torque interaction phase; and determining that the output torque does not meet the output condition in response to the target gear being lower than the vehicle's current gear and detecting that the output torque is equal to the external characteristic torque corresponding to the first motor during the speed synchronization phase.

[0014] Secondly, embodiments of this application provide a vehicle shift control device, including: a detection module configured to determine a target shift stage to be adjusted during shifting based on a target gear; and a control module configured to, in response to detecting that the output torque of the vehicle's first motor does not meet the output conditions during the target shift stage, determine the auxiliary torque corresponding to the vehicle's second motor based on the required torque information corresponding to the target gear and the vehicle's current torque information, wherein the second motor and the first motor are connected in parallel to drive the vehicle to shift gears.

[0015] Thirdly, embodiments of this application provide a computer device, including at least one processor and at least one memory communicatively connected to the at least one processor, wherein the at least one memory stores a computer program, and the at least one processor executes the computer program to implement the above-described vehicle shift control method.

[0016] Fourthly, embodiments of this application provide a computer-readable storage medium having a computer program stored thereon, which, when executed by at least one processor, implements the above-described vehicle shift control method.

[0017] Fifthly, this application provides a computer program product, including a computer program that, when executed by at least one processor, implements the above-described vehicle shift control method.

[0018] The aforementioned vehicle shift control method, device, computer equipment, computer-readable storage medium, and computer program product determine the target shift stage to be adjusted during shifting based on the target gear. When the output torque of the vehicle's first motor is detected to be insufficient during the target shift stage, the auxiliary torque corresponding to the second motor connected in parallel with the first motor is determined based on the vehicle's required torque information and current torque information. Based on the vehicle's engine output torque, the first motor's output torque, and the second motor's auxiliary torque, the vehicle is controlled to switch to the target gear. Compared to traditional shift control using only the engine and the first motor, this embodiment, in parallel operation and when shifting during vehicle acceleration, actively utilizes the second motor as auxiliary power when the first motor's output is insufficient, thereby improving the smoothness of shifting in hybrid vehicles.

[0019] After reading and understanding the accompanying diagrams and detailed descriptions, the other aspects can be understood. Attached Figure Description

[0020] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments of this application will be briefly introduced below. The accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0021] Figure 1 is an application environment diagram of a vehicle shift control method in one embodiment.

[0022] Figure 2 is a flowchart illustrating a vehicle shift control method in one embodiment.

[0023] Figure 3 is a logic diagram of the power upshifting step in one embodiment.

[0024] Figure 4 is a flowchart illustrating the power shifting step in one embodiment.

[0025] Figure 5 is a logic diagram of the power downshifting step in one embodiment.

[0026] Figure 6 is a flowchart illustrating the power downshifting step in one embodiment.

[0027] Figure 7 is a flowchart illustrating the vehicle shift control method in another embodiment.

[0028] Figure 8 is a structural block diagram of a vehicle shift control device in one embodiment.

[0029] Figure 9 is an internal structure diagram of a computer device in one embodiment. Detailed Implementation

[0030] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0031] During the power shifting process of hybrid vehicles, factors such as gear ratio switching and torque reduction can cause discontinuous power delivery, which in turn affects the smoothness of gear shifting.

[0032] In view of the above, at least one embodiment of this application provides a vehicle shift control method, apparatus, computer device, computer-readable storage medium, and computer program product that can improve shift smoothness.

[0033] The vehicle shift control method provided in this application embodiment can be applied to the application environment shown in Figure 1. The engine and P1 generator (second motor) are connected in series via a dual-mass flywheel. The C0 clutch, also known as a parallel clutch, can realize the connection and disconnection of the two ends of the line. The second motor is connected in series with the power battery, and the P2 drive motor (first motor) is connected in series with the power battery. The second motor and the first motor are connected in parallel via the C0 clutch (parallel clutch). The engine, the second motor, and the first motor are connected as a whole to a multi-speed transmission. The multi-speed transmission is connected to the wheel-end final reducer, and the final reducer is connected to the wheel. During gear shifting, the hybrid vehicle detects whether the output torque of the first motor meets the requirements. If the requirements are not met, the second motor is used to assist in outputting torque. The second motor and the first motor are connected in parallel to drive the wheel to rotate and complete the gear shift.

[0034] In an exemplary embodiment, as shown in FIG2, a vehicle shift control method is provided. Taking the application of this method to the vehicle master controller (i.e., the main controller) of the hybrid vehicle in FIG1 as an example, the method includes the following steps S202 and S204.

[0035] In step S202, the target shifting stage to be adjusted during shifting is determined based on the target gear.

[0036] The aforementioned hybrid vehicle can be a hybrid drive system structure with a dual-motor configuration of P1 (second motor) and P2 (first motor) and a multi-speed hybrid transmission. The P1 generator is directly connected to the engine and is normally defined as the second motor, functioning as both a generator and the first motor. Its primary function is to generate electrical energy driven by the engine, and it also provides power output. The P2 drive motor is the first motor, primarily responsible for driving the vehicle and energy recovery. This hybrid vehicle employs dual planetary gearbox multi-speed coaxial electromechanical coupling technology, achieving a "3-speed engine plus 3-speed motor" drive configuration through clutch combination switching. This 3-speed structure allows for direct engine engagement at low speeds; that is, in the low-speed range, the engine drives the vehicle in low gears by engaging the C0 clutch (parallel clutch).

[0037] Hybrid vehicles involve gear ratio switching during upshifts. If the driver's throttle input remains relatively constant and the first motor torque is constant, the wheel torque decreases accordingly as the gear ratio shifts from high to low, causing the driver to experience a discontinuity in power and a feeling of acceleration drop. During downshifts, the typical control process involves first adjusting the speed, then engaging the clutch torque to complete the gear shift. Speed ​​adjustment means adjusting the engine speed of the current gear to the target gear speed. The main control method is to reduce the clutch torque on the disengaged side according to the speed adjustment target gradient, creating a slippage speed difference when the torque exceeds the clutch's transmission capacity, thus achieving speed adjustment. During speed adjustment, the reduced clutch torque causes a downshift in the torque transmitted to the wheels, resulting in a feeling of acceleration drop. Therefore, in this embodiment, a second motor is needed to additionally achieve the effect of the first motor, reducing the unevenness during gear shifts.

[0038] The solution provided in this embodiment can be applied to hybrid vehicles with the structure shown in Figure 1. The engine in the hybrid vehicle can be a 1.5T Miller cycle engine, and the transmission adopts a dual planetary gearbox 3-speed structure. Internally, each clutch engages to correspond to a specific drive gear. Engine drive requires engagement of the C0 clutch. There is no speed ratio difference between the engine, the P1 second motor, and the P2 first motor; all are located at the front of the transmission. That is, the vehicle architecture provided in this embodiment is a P1 and P2 dual-motor hybrid system architecture, and the aforementioned parallel clutches can be in a closed state, meaning the vehicle is in parallel drive mode. The engine speed is coupled with the wheels, and the first motor and engine drive the vehicle simultaneously. The second motor is under 0 Nm control when there is no upshift torque compensation or downshift auxiliary speed adjustment. Nm represents Newton-meters. During non-shifting processes, the engine acts as the primary power source, and the first motor acts as a regulator, adjusting the torque request of the first motor in a timely manner according to the driver's driving needs and the charging needs of the power battery.

[0039] During gear shifting, the vehicle's master controller can determine whether to utilize the second motor for power output based on the output (i.e., power output) of the first motor. The control logic for the second motor differs depending on the gear shifting process. Upon detecting a gear shift indication, the vehicle master controller can determine the target gear and, based on that, the target gear shifting stage to be adjusted. This gear shifting includes upshifting and downshifting. During upshifting, the target gear is higher than the current gear; during downshifting, the target gear is lower than the current gear. Both upshifting and downshifting involve multiple shifting stages, and each upshifting stage differs from each downshifting stage. The vehicle master controller can determine whether the vehicle is upshifting or downshifting based on the target gear and performs auxiliary power output judgment for the second motor at different shifting stages.

[0040] In step S204, in response to the detection that the output torque of the vehicle's first motor does not meet the output conditions during the target gear shifting phase, the auxiliary torque corresponding to the vehicle's second motor is determined based on the required torque information corresponding to the target gear and the vehicle's current torque information; the second motor drives the vehicle to shift gears in parallel with the first motor.

[0041] The vehicle's main controller can detect the output torque of the vehicle's primary motor during gear shifting to determine whether the secondary motor needs to be activated for auxiliary power output. This gear shifting process can occur during vehicle acceleration and includes upshifting and downshifting. When the primary motor accounts for a significant proportion of the total drive demand—that is, when the primary motor's drive torque is close to or already at its external characteristic torque (i.e., the maximum torque the primary motor can output at different speeds under safe operating conditions) before upshifting—the primary motor's ability to compensate for wheel-end torque output will be limited. Similarly, before or during downshifting for speed adjustment, when the primary motor's torque has reached or is close to its maximum limit due to high throttle drive demand, the primary motor's ability to assist in speed adjustment through torque amplification will be limited.

[0042] Therefore, after determining the target shift stage corresponding to the target gear, the vehicle's main controller can check whether the output torque of the vehicle's first motor meets the output conditions during the corresponding target shift stage. If it does not meet the conditions, the vehicle's main controller can determine the vehicle's required torque information and current torque information based on the target gear. The determined required torque information and current torque information will differ depending on the target gear.

[0043] The required torque information and the current torque information can be determined by the vehicle's main controller based on a comparison between the target gear and the current gear. The required torque information and the current torque information differ during upshifting and downshifting, and the process for determining the auxiliary torque corresponding to the vehicle's second motor also differs. The second motor can be connected in parallel with the first motor, for example, via the aforementioned C0 clutch. The vehicle's main controller can determine the auxiliary torque corresponding to the vehicle's second motor based on the determined required torque information and the current torque information.

[0044] A target gear higher than the current gear indicates that the vehicle is upshifting. The upshifting process includes several stages, such as the torque interaction stage and the speed synchronization stage. The torque interaction stage indicates that the clutch engaging the current low gear is switching to the clutch engaging the target high gear, which is the drive speed ratio switching process. The speed synchronization stage indicates that the speed corresponding to the low gear is synchronized to the speed corresponding to the target high gear. During the torque interaction stage of power upshifting, if the vehicle's main controller detects insufficient assistance from the first motor, it can call upon the second motor to provide auxiliary power. For example, the vehicle's main controller calculates the maximum available drive power of the second motor in real time by subtracting the real-time external characteristic power of the first motor from the available drive power of the battery. Based on this maximum available drive power, it determines the auxiliary torque of the second motor and sends a torque compensation request to the second motor through wheel-end torque compensation to compensate for the speed ratio switching and maintain stable drive at the wheel ends.

[0045] A target gear being lower than the current gear indicates that the vehicle is downshifting. The downshifting process includes several stages, such as a speed synchronization stage and a torque interaction stage. The speed synchronization stage involves synchronizing the speed corresponding to the higher gear to the speed corresponding to the target lower gear. The torque interaction stage involves switching the clutch engagement of the currently driving higher gear to the clutch engagement of the target lower gear, which is the drive speed ratio switching process. During the power downshift speed synchronization stage, if the vehicle's main controller detects insufficient assistance from the first motor, it calculates the maximum available drive power of the second motor in real time by subtracting the real-time external characteristic power of the first motor from the battery drive power. Based on this maximum available drive power, it determines the auxiliary torque of the second motor. The second motor supplements the speed regulation requirements of the first motor, meeting the requirement of the slip friction difference speed change rate when the drive torque exceeds the clutch torque.

[0046] During gear shifting, the power output devices (i.e., the power delivery devices) include the engine, a first electric motor, and a second electric motor. The engine's output torque and the first electric motor's output torque serve as the primary power sources, with the engine's output torque potentially exceeding that of the first electric motor. The second electric motor's auxiliary torque acts as a supplementary power source when the first electric motor's output is insufficient. Therefore, after determining the second electric motor's auxiliary torque, the vehicle's master controller can control the vehicle to shift to the target gear based on the engine's output torque, the first electric motor's output torque, and the second electric motor's auxiliary torque. For example, during upshifting, the master controller utilizes the auxiliary torque provided by the second electric motor during the torque interaction phase to assist the vehicle in upshifting during acceleration, meeting the increased torque requirements for smooth driving. During downshifting, the master controller utilizes the auxiliary torque provided by the second electric motor during the speed synchronization phase to assist the vehicle in downshifting when greater driving force is needed, also meeting the increased torque requirements for smooth driving.

[0047] In the aforementioned vehicle shift control method, the target shift stage to be adjusted during shifting is determined based on the target gear. When the output torque of the vehicle's first motor is detected to be insufficient during the target shift stage, the auxiliary torque corresponding to the second motor connected in parallel with the first motor is determined based on the vehicle's required torque information and current torque information. Based on the vehicle's engine output torque, the first motor's output torque, and the second motor's auxiliary torque, the vehicle is controlled to switch to the target gear. Compared to traditional shift control using only the engine and the first motor, this embodiment, in parallel operation and when shifting during vehicle acceleration, actively utilizes the second motor as auxiliary power when the first motor's output is insufficient, thereby improving the smoothness of shifting in hybrid vehicles.

[0048] In one embodiment, in response to detecting that the output torque of the vehicle's first motor does not meet the output conditions during the target shift phase, the vehicle shift control method further includes: in response to the target gear being higher than the vehicle's current gear, determining the required torque information based on the wheel-end required torque corresponding to the first motor, and determining the vehicle's current torque information based on the wheel-end current torque corresponding to the first motor, the current wheel-end speed ratio, and the vehicle's engine output torque.

[0049] In this embodiment, the vehicle controller can determine the required torque information and current torque information differently depending on the comparison results between the target gear and the current gear. When the vehicle controller detects that the target gear is higher than the current gear, it determines that the vehicle will shift up. The vehicle controller can then obtain the wheel-end required torque corresponding to the first motor as the required torque information during the upshift process. The wheel-end required torque represents the torque required for the wheel to maintain smooth driving during the upshift process. The vehicle controller can also obtain the current wheel-end torque corresponding to the first motor, the current wheel-end speed ratio, and the vehicle's engine output torque as the vehicle's current torque information. The current wheel-end torque represents the current torque at the wheel, and the current wheel-end speed ratio represents the current speed ratio at the wheel. Therefore, the vehicle controller can determine the auxiliary torque corresponding to the vehicle's second motor based on the required torque information and current torque information corresponding to the upshift process.

[0050] In one embodiment, determining the auxiliary torque corresponding to the second motor of the vehicle based on the required torque information corresponding to the target gear and the current torque information of the vehicle includes: in response to the target gear being higher than the current gear, determining the output required torque corresponding to the first motor based on the wheel-end required torque, the current wheel-end torque and the current wheel-end speed ratio; and determining the auxiliary torque corresponding to the second motor based on the difference between the output required torque and the engine output torque of the vehicle.

[0051] In this embodiment, during the upshifting process, the vehicle's main controller can determine the auxiliary torque corresponding to the second motor using the required torque information and the current torque information. For example, when the target gear is higher than the current gear, the vehicle's main controller can determine the output required torque corresponding to the first motor based on the wheel-end required torque, the current wheel-end torque, and the current wheel-end speed ratio. The output required torque represents the torque required to maintain a smooth increase in power to the wheels during the upshifting process. Therefore, the vehicle's main controller can determine the auxiliary torque corresponding to the second motor based on the difference between the output required torque and the vehicle's engine output torque.

[0052] Specifically, as shown in Figure 3, which is a logic diagram of the power upshifting step in one embodiment, power upshifting indicates that the target gear is higher than the current gear. Upshifting is defined as a state where the total driving force of the power system is positive. During the acceleration of the driving vehicle, the target shaft speed (oncoming shaft speed) of the target gear is less than the offgoing shaft speed of the current gear. The unit of shaft speed is revolutions per minute (rpm). In this embodiment, the upshifting is a parallel power upshifting, and the various stages included in the shifting process are the target gear judgment stage, preparation stage, torque interaction stage, speed synchronization stage, and in-gear control stage. The preparation stage includes the unloading of the lock-up torque of the disengagement clutch and the oil filling stage of the engagement clutch. The disengagement clutch, also known as the disengagement clutch, refers to the clutch corresponding to the current gear; the lock-up torque means that the clutch corresponding to the driving gear loads a certain torque based on the driving torque to ensure the safe transmission of torque; the engagement clutch, also known as the engagement clutch, refers to the clutch corresponding to the target gear. To keep the wheel-end demand torque and the wheel-end actual torque (i.e., the current wheel-end torque) consistent, the second motor works in the torque interaction stage to provide auxiliary torque. The auxiliary torque activation condition of the second motor is a parallel operating condition (i.e., the engine and the first motor output power simultaneously to drive the vehicle together) and during the torque interaction phase of upshifting. As shown in Figure 3, the first motor (i.e., the drive motor) gradually reaches its maximum allowable torque during the torque interaction phase. During this process, the second motor can provide auxiliary output through auxiliary torque, keeping the actual torque at the wheel end constant. The unit of torque is Newton-meters (Nm).

[0053] The process of the second motor providing auxiliary torque output can be illustrated in Figure 4, which is a flowchart of the power upshifting step in one embodiment. When the vehicle is in parallel operation and during the torque interaction phase of power upshifting, the vehicle's main controller can activate the auxiliary output function of the second motor when the output power of the first motor is insufficient. The requested torque of the second motor, also known as the auxiliary torque, is determined using the engine-end torque demand corresponding to the wheel end, the torque ratio (i.e., the speed ratio), and the actual output torque of the engine. The second motor can then output this auxiliary torque to provide torque response. When the torque interaction phase ends and exits, the auxiliary torque of the second motor can gradually withdraw according to the slope shown in Figure 3.

[0054] In the aforementioned vehicle, the speed ratio between the engine, the second motor, and the first motor can be 1. Therefore, the calculation process for the auxiliary torque provided by the second motor during power upshifting in parallel drive mode can be as follows: WhlTqActEm=P2TqAct*rt; P1TqReq=(WhlTqReqTot-WhlTqActEm) / rt-EngTqAct; P1TqReq≤Min(C0 max-EngTqAct,P1Pw max / P1ActSpd).

[0055] WhlTqActEm represents the current torque at the wheel end corresponding to the first motor, P2TqAct represents the actual output torque of the first motor, WhlTqReqTot represents the total drive torque required at the wheel end, rt represents the speed ratio transmitted to the wheel end in real time, EngTqAct represents the engine output torque, C0 max represents the maximum allowable drive torque transmitted by the C0 clutch, also known as the first maximum available torque, P1Pw max represents the maximum allowable drive power of the second motor, also known as the maximum available drive power, P1ActSpd represents the current speed of the second motor, and P1TqReq represents the torque compensation request torque of the second motor, also known as the auxiliary torque.

[0056] Through the above embodiments, when the first motor is insufficient during the upshifting process, the vehicle's main controller can utilize the vehicle's required torque information and current torque information to call upon the second motor as an auxiliary power source to provide auxiliary torque, thereby improving the smoothness of the hybrid vehicle during gear shifting.

[0057] In one embodiment, in response to detecting that the output torque of the vehicle's first motor does not meet the output conditions during the target shift phase, the vehicle shift control method further includes: in response to the target gear being lower than the vehicle's current gear, determining the required torque information based on the requested torque change value corresponding to the first motor, and determining the vehicle's current torque information based on the rotational inertia torque corresponding to the first motor and the current torque increase value corresponding to the vehicle's engine.

[0058] In this embodiment, the vehicle controller can determine the required torque information and the current torque information differently depending on the comparison results between the target gear and the current gear. When the vehicle controller detects that the target gear is lower than the current gear, it determines that the vehicle will downshift. The vehicle controller can then obtain the requested torque change value corresponding to the first motor as the required torque information during the downshifting process, and obtain the rotational inertia torque corresponding to the first motor and the current torque increase value corresponding to the vehicle's engine as the vehicle's current torque information. The requested torque change value can represent the value of the torque requested by the first motor to maintain a smooth increase in wheel power during downshifting; the rotational inertia torque represents the "inertial resistance torque" that needs to be overcome to achieve speed synchronization within a certain time during downshifting; the current torque increase value corresponding to the engine represents the actual increase in engine torque during downshifting to maintain a smooth increase in wheel power. Therefore, the vehicle controller can determine the auxiliary torque corresponding to the second motor based on the required torque information and the current torque information.

[0059] In one embodiment, determining the auxiliary torque corresponding to the second motor of the vehicle based on the required torque information corresponding to the target gear and the current torque information of the vehicle includes: in response to the target gear being lower than the current gear, determining the auxiliary torque corresponding to the second motor based on the difference between the moment of inertia torque, the current torque increase value corresponding to the engine, and the requested torque change value corresponding to the first motor.

[0060] In this embodiment, during the downshifting process, the vehicle's main controller can determine the auxiliary torque corresponding to the second motor using the required torque information and the current torque information. For example, when the target gear is lower than the current gear, the vehicle's main controller can determine the auxiliary torque corresponding to the second motor based on the difference between the aforementioned moment of inertia torque, the current torque increase value corresponding to the engine, and the requested torque change value corresponding to the first motor. Thus, the vehicle's main controller can achieve a smooth downshifting and increased power process based on the determined auxiliary torque and the output torque of the first motor, combined with the engine output torque. The determination of the auxiliary torque can be real-time and dynamically adjusted; the vehicle's main controller can determine the magnitude of the auxiliary torque at the current moment based on the current state of various torques.

[0061] Specifically, as shown in Figure 5, which is a logic diagram of the power downshifting step in one embodiment, power downshifting means that the target gear is lower than the current gear. Downshifting is defined as a process where, under the premise of a significant change in driver driving demand, the vehicle accelerates from a higher gear to a lower gear to provide greater driving capability. During downshifting in the process of driving the vehicle to accelerate, the target axle speed of the target gear is greater than the off-axle speed of the current gear. In this embodiment, downshifting is a parallel power downshift, and the various stages included in the shifting process are the target gear judgment stage, the speed synchronization stage, the torque interaction stage, and the in-gear control stage. During downshifting, the speed synchronization stage precedes the torque interaction stage. The disengaging clutch is also called the disengaging clutch, which refers to the clutch corresponding to the current gear, and the engaging clutch is also called the engaging clutch, which refers to the clutch corresponding to the target gear. To ensure that the required torque at the wheel end and the actual torque at the wheel end are consistent, the second motor works during the speed synchronization stage to provide auxiliary torque. That is, the auxiliary torque activation condition of the second motor is parallel operation and during the speed synchronization stage of downshifting. As shown in Figure 5, the first motor reaches its maximum allowable torque at the beginning of the speed synchronization phase. Therefore, the second motor can provide auxiliary output through auxiliary torque, so that the actual torque at the wheel end remains unchanged.

[0062] The process of the second motor providing auxiliary torque output can be illustrated in Figure 6, which is a flowchart of the power downshifting step in one embodiment. When the vehicle is in parallel operation and during the speed synchronization phase of power downshifting, the vehicle's main controller can activate the auxiliary output function of the second motor when the first motor's output power is insufficient. The requested torque of the second motor, also known as the auxiliary torque, is determined using the synchronous inertia demand torque (rotational inertia torque), the actual engine torque increase torque (the current torque increase value corresponding to the engine), and the first motor's auxiliary speed regulation change torque (the requested torque change value corresponding to the first motor). Furthermore, the clutch speed regulation torque can be further determined, and the second motor can output the aforementioned auxiliary torque for torque response. During the speed synchronization phase, the vehicle's main controller can control the second motor to perform dynamic torque adjustment. When the speed synchronization phase ends, the auxiliary torque of the second motor is deactivated.

[0063] In parallel drive mode, the priority of the power source torque for downshifting speed regulation, from high to low, is engine, first motor, and second motor. The clutch disengagement speed regulation torque value is the total inertial torque required for the target speed difference within the target speed regulation time, minus the change in power source speed regulation torque. The clutch disengagement speed regulation torque value is also called the clutch speed regulation torque. In this embodiment, during downshifting, the transmission clutch at the input end separates less from the shaft at the output end. Therefore, the clutch generates sliding friction with the power source. That is, when the torque of the drive source is greater than the torque transmitted by the clutch, sliding friction is generated. This allows the clutch to adjust the speed difference between the engine and the transmission through the clutch speed regulation torque, thereby achieving smooth power connection and a smooth shifting process, ensuring smooth power transmission, improving driving comfort, and reducing mechanical wear. The process of determining the auxiliary torque of the second motor can be specifically expressed as follows: IniTq=Jω; P1TqReq=IniTq-ΔEngTqAct-ΔP2TqReq; P1TqReq≤Min(C0 max-EngTqAct,P1Pw max / P1ActSpd); ΔCluTq=IniTq-P1TqReq-ΔEngTqAct-ΔP2TqReq;

[0064] Δ represents the increment symbol, IniTq is the moment of inertia torque calculated during the speed regulation process, J is the moment of inertia, ω is the angular velocity during the speed regulation process, ΔEngTqAct is the actual increase in engine torque, i.e., the current torque increase value corresponding to the engine, ΔP2TqReq is the requested torque change value of the first motor, ΔCluTq is the clutch disengagement torque, also known as the clutch speed regulation torque, C0 max is the maximum allowable drive torque transmitted by the C0 clutch, also known as the first maximum available torque, P1Pw max is the maximum allowable drive power of the second motor, also known as the maximum available drive power, P1ActSpd is the current speed of the second motor, and P1TqReq is the requested torque for torque compensation of the second motor, also known as the auxiliary torque. That is, the torque of the first motor has already reached its external characteristic torque at the beginning of the speed regulation stage, and the first motor cannot support auxiliary speed regulation. Furthermore, the mechanical external characteristic torque of the first motor decreases as the speed increases. Therefore, when calculating the auxiliary speed regulation torque of the second motor, the requested torque change value that the first motor torque may achieve, i.e., the aforementioned ΔP2TqReq, may have a negative value.

[0065] Through the above embodiments, when the first motor is insufficient during downshifting, the vehicle controller can utilize the vehicle's required torque information and current torque information to call upon the second motor as an auxiliary power source to provide auxiliary torque, thereby improving the smoothness of the hybrid vehicle during gear shifting.

[0066] In one embodiment, after determining the auxiliary torque corresponding to the second motor of the vehicle based on the required torque information corresponding to the target gear and the current torque information of the vehicle, the vehicle shift control method further includes: obtaining the first maximum available torque corresponding to the parallel clutch in the vehicle, the maximum available drive power corresponding to the second motor, and the current speed corresponding to the second motor; the parallel clutch is closed, and the second motor is connected in parallel with the first motor when the parallel clutch is closed; determining the first torque threshold corresponding to the second motor based on the difference between the first maximum available torque and the engine output torque of the vehicle; determining the second torque threshold corresponding to the second motor based on the ratio of the maximum available drive power corresponding to the second motor to the current speed; and controlling the vehicle to switch to the target gear based on the engine output torque of the vehicle, the output torque of the first motor, and the auxiliary torque of the second motor in response to the auxiliary torque being less than or equal to the smaller of the first torque threshold and the second torque threshold.

[0067] In this embodiment, the vehicle controller can further assess the calculated auxiliary torque before implementation. Since the performance of the second motor and the C0 clutch (parallel clutch) has corresponding upper limits, the vehicle controller can specifically consider these performance limits to determine whether the auxiliary torque is available. For example, after calculating the auxiliary torque corresponding to the second motor, the vehicle controller can obtain the first maximum available torque corresponding to the parallel clutch of the vehicle, the maximum available drive power corresponding to the second motor, and the current speed of the second motor. In this embodiment, the second motor and the parallel clutch can be in series, and when the parallel clutch is closed, the second motor is connected in parallel with the first motor. The vehicle controller can determine the first torque threshold corresponding to the second motor based on the difference between the first maximum available torque and the engine output torque of the vehicle; the first torque threshold represents the maximum transmission performance of the parallel clutch. Furthermore, based on the ratio of the maximum available drive power corresponding to the second motor to the current speed, the vehicle controller can determine the second torque threshold corresponding to the second motor. The second torque threshold represents the maximum output performance of the second motor.

[0068] The vehicle controller can determine whether the auxiliary torque is feasible by comparing it with the first torque threshold and the second torque threshold. In response to the vehicle controller detecting that the auxiliary torque is less than or equal to the smaller of the first and second torque thresholds, the vehicle controller can determine that the auxiliary torque is feasible and, based on the vehicle's engine output torque, the first motor output torque, and the second motor's auxiliary torque, control the vehicle to switch to the target gear.

[0069] Specifically, the process for determining whether the auxiliary torque can be implemented can be expressed as: P1TqReq≤Min(C0max-EngTqAct,P1Pw max / P1ActSpd). C0 max is the maximum allowable driving torque transmitted by the C0 clutch, also known as the first maximum available torque; P1Pw max is the maximum allowable driving power of the second motor, also known as the maximum available driving power; and P1ActSpd is the current speed of the second motor.

[0070] In this embodiment, the vehicle controller can determine whether the auxiliary torque is feasible based on the performance limits of the second motor and the parallel clutch, and then use the feasible auxiliary torque to assist the vehicle in shifting gears, thereby improving the smoothness of the shifting process.

[0071] In one embodiment, determining the target shift stage to be adjusted during shifting based on the target gear includes: in response to the target gear being higher than the vehicle's current gear, determining the target shift stage as a torque interaction stage, the torque interaction stage representing the stage where the clutch corresponding to the vehicle's current gear switches to the clutch corresponding to the target gear; and in response to the target gear being lower than the vehicle's current gear, determining the target shift stage as a speed synchronization stage, the speed synchronization stage representing the stage where the engine speed corresponding to the vehicle's current gear is synchronized to the engine speed corresponding to the target gear.

[0072] In this embodiment, for different shifting processes, the vehicle controller can invoke the auxiliary torque of the second motor at different stages. In response to the vehicle controller detecting that the target gear is higher than the vehicle's current gear, the vehicle controller can determine the target shifting stage as a torque interaction stage. The torque interaction stage represents the stage where the clutch corresponding to the vehicle's current gear switches to the clutch corresponding to the target gear. In response to the vehicle controller detecting that the target gear is lower than the vehicle's current gear, the vehicle controller can determine the target shifting stage as a speed synchronization stage. The speed synchronization stage represents the stage where the engine speed corresponding to the vehicle's current gear synchronizes to the engine speed corresponding to the target gear. Unlike upshifting, in downshifting, the speed synchronization stage precedes the torque interaction stage. Therefore, in upshifting, the vehicle performs torque interaction first and then speed synchronization; in downshifting, the vehicle performs speed synchronization first and then torque interaction. For different shifting processes, the stage for determining whether the output torque of the first motor meets the output conditions also differs.

[0073] In one embodiment, in response to detecting that the output torque of the vehicle's first motor does not meet the output condition during the target shift phase, the vehicle shift control method further includes: in response to the target gear being higher than the vehicle's current gear and detecting during the torque interaction phase that the growth rate of the output torque is less than the growth rate threshold corresponding to the target gear, determining that the output torque does not meet the output condition; in response to the target gear being lower than the vehicle's current gear and detecting during the speed synchronization phase that the output torque is equal to the external characteristic torque corresponding to the first motor, determining that the output torque does not meet the output condition.

[0074] In this embodiment, for different gear shifting processes, the vehicle controller can detect whether the output torque of the first motor meets the output conditions at different stages. In response to the vehicle controller detecting that the target gear is higher than the vehicle's current gear and detecting that the growth rate of the output torque is less than the growth rate threshold corresponding to the target gear during the torque interaction phase of the upshifting process, indicating insufficient output from the first motor, the vehicle controller can determine that the output torque does not meet the output conditions.

[0075] In response to the vehicle's main controller detecting that the target gear is lower than the vehicle's current gear and detecting that the output torque is equal to the external characteristic torque of the first motor during the speed synchronization phase of downshifting, indicating that the first motor has reached its performance limit, the vehicle's main controller can determine that the output torque does not meet the output conditions.

[0076] Through the above embodiments, the vehicle's main controller can make different auxiliary torque call judgments based on different shifting processes, and detect whether the output torque of the first motor meets the output conditions at the corresponding stage of the corresponding shifting process, thereby improving the smoothness of shifting in hybrid vehicles.

[0077] In one exemplary embodiment, as shown in Figure 7, which is a flowchart illustrating a vehicle shift control method in another embodiment, the first motor and the second motor / engine can operate in parallel. In series and pure electric modes, under normal driving conditions, the drive demand is relatively low, and the first motor can meet the needs of shift torque compensation and auxiliary speed regulation. As driving demand increases, entering parallel operation mode allows the second motor to maximize system capabilities, resulting in stronger system drive capability and smoother shifting, thus improving driving performance. Therefore, in parallel operation, the vehicle's main controller determines whether the shift is an upshift or downshift using different auxiliary torques.

[0078] During power upshifting, the vehicle's main controller can activate the auxiliary output of the second motor during the torque interaction phase of the upshift, utilizing the torque output of the engine and the second motor to assist the first motor. After the vehicle's main controller determines the corresponding auxiliary torque of the second motor, the power assist function of the second motor disengages at the end of the torque interaction phase, and the vehicle enters the speed adjustment phase of power upshifting (i.e., the speed synchronization phase) until the gear shift is completed.

[0079] During downshifting, the vehicle's main control system can activate the auxiliary output of the second motor during the speed synchronization phase of downshifting, i.e., the speed adjustment phase. This utilizes the speed-regulating torque output from the engine, the first motor, the clutch, and the second motor to assist the first motor. After determining the corresponding auxiliary torque for the second motor, the vehicle's main control system uses this torque to assist in speed adjustment. At the end of the speed synchronization phase, the second motor's power assist function dissipates, and the vehicle enters the torque interaction phase of downshifting until the gear change is complete.

[0080] Therefore, during upshifting, due to the three-speed structure of this powertrain, the gear ratio difference during upshifting is much larger than that of traditional transmissions. Besides the first motor providing torque compensation within its capabilities, the second motor's assist function is activated. Provided the battery discharge power is sufficient, the second motor's auxiliary torque compensates for the shifting torque, significantly improving the problem of uneven shifting caused by gear ratio changes at the wheel ends. The second motor has higher torque response and accuracy, so the driver doesn't feel a noticeable shifting sensation during upshifting. Similarly, during downshifting, due to the three-speed structure and large gear ratio difference, the synchronous speed difference for any downshift is relatively large. The first motor prioritizes assisting speed regulation, while the second motor supplements with dynamic speed regulation. The motor's torque response and accuracy are relatively higher than clutch control. The larger proportion of motor speed regulation avoids the problems of slow speed regulation and untimely convergence caused by hydraulic response delays and lag in clutch speed regulation. This significantly improves the smoothness of the shifting process and the power responsiveness, greatly enhancing the overall driving experience.

[0081] Through the above embodiments, when the main controller of the hybrid vehicle is shifting gears in parallel operation and during vehicle acceleration, it can actively call on the second motor as an auxiliary power source when the first motor is insufficient, thereby improving the smoothness of gear shifting in the hybrid vehicle.

[0082] Furthermore, for power structures with a dual-motor structure of P1 (second motor) and P2 (first motor) and a multi-gear hybrid transmission, the embodiments of this application can combine control strategies from both energy management and drive management perspectives. Based on the drive capability range of the drive source, the shift speed, start-stop requirements, and drive mode requirements are comprehensively considered. Especially in the case of parallel drive with large drive requirements, the system can intelligently identify and activate the P1 (second motor) assist function when P2 (first motor) does not meet the drive torque compensation and speed regulation capabilities. By using P1 (second motor) as the drive source, the torque compensation and speed regulation capabilities are improved, and the dynamic adjustment of the drive source torque during shifting is optimized to achieve smooth control of wheel-end torque, thereby improving the shift power response and smoothness of power upshifting and power downshifting in parallel mode.

[0083] It should be understood that although the steps in the flowcharts of the embodiments described above are shown sequentially according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the flowcharts of the embodiments described above may include multiple steps or multiple stages. These steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these steps or stages is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the steps or stages of other steps.

[0084] Based on the same inventive concept, this application also provides a vehicle shift control device for implementing the above-described vehicle shift control method. The solution provided by this device is similar to the implementation described in the above method; therefore, the specific limitations in one or more vehicle shift control device embodiments provided below can be found in the limitations of the vehicle shift control method described above, and will not be repeated here.

[0085] In an exemplary embodiment, as shown in FIG8, a vehicle shift control device is provided, including a detection module 500 and a control module 502.

[0086] The detection module 500 is configured to determine the target shifting stage to be adjusted during shifting based on the target gear.

[0087] The control module 502 is configured to respond to the detection that the output torque of the vehicle's first motor does not meet the output conditions during the target gear shifting phase, and to determine the auxiliary torque corresponding to the vehicle's second motor based on the required torque information corresponding to the target gear and the vehicle's current torque information. The second motor is connected in parallel with the first motor to drive the vehicle to shift gears.

[0088] In one embodiment, the control module 502 is configured to, in response to the target gear being higher than the vehicle's current gear, determine the required torque information based on the wheel-end required torque corresponding to the first motor, and determine the vehicle's current torque information based on the current wheel-end torque corresponding to the first motor, the current wheel-end speed ratio, and the vehicle's engine output torque.

[0089] In one embodiment, the vehicle shift control device further includes: a determining module, configured to, in response to the target gear being higher than the current gear, determine the output demand torque corresponding to the first motor based on the wheel-end demand torque, the current wheel-end torque, and the current wheel-end speed ratio; and determine the auxiliary torque based on the difference between the output demand torque and the engine output torque.

[0090] In one embodiment, the control module 502 is configured to, in response to the target gear being lower than the vehicle's current gear, determine the required torque information based on the requested torque change value corresponding to the first motor, and determine the vehicle's current torque information based on the rotational inertia torque corresponding to the first motor and the current torque increase value corresponding to the vehicle's engine.

[0091] In one embodiment, the determining module is configured to determine the auxiliary torque in response to the target gear being lower than the current gear, based on the difference between the moment of inertia torque, the current torque increase value corresponding to the engine, and the requested torque change value.

[0092] In one embodiment, the vehicle shift control device further includes: a judgment module, configured to acquire a first maximum available torque corresponding to the parallel clutch of the vehicle, a maximum available drive power corresponding to the second motor, and a current speed corresponding to the second motor, wherein the parallel clutch is closed, and the second motor is connected in parallel with the first motor when the parallel clutch is closed; determine a first torque threshold corresponding to the second motor based on the difference between the first maximum available torque and the engine output torque of the vehicle; determine a second torque threshold corresponding to the second motor based on the ratio of the maximum available drive power to the current speed; and control the vehicle to switch to the target gear based on the smaller of the first torque threshold and the second torque threshold, provided that the auxiliary torque is less than or equal to the smaller of the engine output torque of the vehicle, the output torque of the first motor, and the auxiliary torque of the second motor.

[0093] In one embodiment, the detection module 500 is configured to determine the target shift phase as a torque interaction phase in response to the target gear being higher than the vehicle's current gear; the torque interaction phase represents the phase in which the clutch corresponding to the vehicle's current gear switches to the clutch corresponding to the target gear; and to determine the target shift phase as a speed synchronization phase in response to the target gear being lower than the vehicle's current gear; the speed synchronization phase represents the phase in which the engine speed corresponding to the vehicle's current gear is synchronized to the engine speed corresponding to the target gear.

[0094] In one embodiment, the vehicle shift control device further includes: an output detection module, configured to determine that the output torque does not meet the output condition in response to the target gear being higher than the current gear and the growth rate of the output torque being less than the growth rate threshold corresponding to the target gear during the torque interaction phase; and to determine that the output torque does not meet the output condition in response to the target gear being lower than the current gear and the output torque being equal to the external characteristic torque corresponding to the first motor during the speed synchronization phase.

[0095] The various modules in the aforementioned vehicle shift control device can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in or independent of the processor in a computer device in hardware form, or stored in the memory of a computer device in software form, so that the processor can call and execute the corresponding operations of each module.

[0096] In an exemplary embodiment, a computer device is provided, which can be applied to a hybrid vehicle, and its internal structure diagram is shown in Figure 9. The computer device includes at least one processor, at least one memory, an input / output interface, a communication interface, a display unit, and an input device. The processor, memory, and input / output interface are connected via a system bus, and the communication interface, display unit, and input device are connected to the system bus via the input / output interface. The processor of the computer device provides computing and control capabilities. The memory of the computer device includes a non-volatile storage medium and internal memory. The non-volatile storage medium stores an operating system and computer programs. The internal memory provides an environment for the operation of the operating system and computer programs in the non-volatile storage medium. The input / output interface of the computer device is used for exchanging information between the processor and external devices. The communication interface of the computer device is used for wired or wireless communication with external terminals; wireless communication can be achieved through Wi-Fi, mobile cellular networks, Near Field Communication (NFC), or other technologies. When the computer program is executed by the processor, it implements the aforementioned vehicle shift control method. The display unit of the computer device is used to form a visually visible image and can be a display screen, a projection device, or a virtual reality imaging device. The display screen can be an LCD screen or an e-ink screen. The input device of the computer device can be a touch layer covering the display screen, or buttons, trackballs, or touchpads set on the casing of the computer device, or external keyboards, touchpads, or mice, etc.

[0097] Those skilled in the art will understand that the structure shown in FIG9 is merely a block diagram of a portion of the structure related to the embodiments of this application, and does not constitute a limitation on the computer device to which the embodiments of this application are applied. The specific computer device may include more or fewer components than those shown in the figure, or combine certain components, or have different component arrangements.

[0098] In one exemplary embodiment, a computer device is provided, including at least one memory and at least one processor, wherein the at least one memory stores a computer program, and the at least one processor executes the computer program to implement the vehicle shift control method described above.

[0099] In one exemplary embodiment, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by at least one processor, implements the vehicle shift control method described above.

[0100] In one exemplary embodiment, a computer program product is provided, including a computer program that, when executed by at least one processor, implements the vehicle shift control method described above.

[0101] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, data stored, data displayed, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties, and the collection, use and processing of the relevant data comply with relevant regulations.

[0102] 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, databases, or other media used in the embodiments provided in this application can include at least one of non-volatile memory and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM can take many forms, such as Static Random Access Memory (SRAM) or Dynamic Random Access Memory (DRAM). The databases involved in the embodiments provided in this application may include at least one of relational databases and non-relational databases. Non-relational databases may include blockchain-based distributed databases, etc., and this application is not limited thereto. The processors involved in the embodiments provided in this application may be general-purpose processors, central processing units, graphics processing units, digital signal processors, programmable logic devices, quantum computing-based data processing logic devices, artificial intelligence (AI) processors, etc., and this application is not limited thereto.

[0103] 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 application.

[0104] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of protection of this application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these modifications and improvements all fall within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the appended claims.

Claims

1. A vehicle gear shifting control method, comprising: Based on the target gear, determine the target shift stage to be adjusted during gear shifting; In response to the detection that the output torque of the vehicle's first motor does not meet the output conditions during the target gear shifting phase, the auxiliary torque corresponding to the vehicle's second motor is determined based on the required torque information corresponding to the target gear and the vehicle's current torque information. The second motor is connected in parallel with the first motor to drive the vehicle to shift gears.

2. The method according to claim 1, further comprising: In response to the target gear being higher than the vehicle's current gear, the required torque information is determined based on the wheel-end required torque corresponding to the first motor, and the current torque information of the vehicle is determined based on the current wheel-end torque corresponding to the first motor, the current wheel-end speed ratio, and the engine output torque of the vehicle.

3. The method according to claim 2, wherein, The step of determining the auxiliary torque corresponding to the second motor of the vehicle based on the required torque information corresponding to the target gear and the current torque information of the vehicle includes: In response to the target gear being higher than the current gear, the output torque required by the first motor is determined based on the wheel-end required torque, the current wheel-end torque, and the current wheel-end speed ratio. The auxiliary torque is determined based on the difference between the required output torque and the engine output torque.

4. The method according to claim 1, further comprising: In response to the target gear being lower than the vehicle's current gear, the required torque information is determined based on the requested torque change value corresponding to the first motor, and the current torque information of the vehicle is determined based on the rotational inertia torque corresponding to the first motor and the current torque increase value corresponding to the vehicle's engine.

5. The method according to claim 4, wherein, The step of determining the auxiliary torque corresponding to the second motor of the vehicle based on the required torque information corresponding to the target gear and the current torque information of the vehicle includes: In response to the target gear being lower than the current gear, the auxiliary torque is determined based on the difference between the moment of inertia torque, the current torque increase value corresponding to the engine, and the requested torque change value.

6. The method according to any one of claims 1 to 5, further comprising: The first maximum available torque corresponding to the parallel clutch in the vehicle, the maximum available drive power corresponding to the second motor, and the current speed corresponding to the second motor are obtained. The parallel clutch is closed, and when the parallel clutch is closed, the second motor is connected in parallel with the first motor. The first torque threshold corresponding to the second motor is determined based on the difference between the first maximum available torque and the engine output torque of the vehicle. The second torque threshold corresponding to the second motor is determined based on the ratio of the maximum available drive power to the current speed. In response to the auxiliary torque being less than or equal to the smaller of the first torque threshold and the second torque threshold, the vehicle is controlled to switch to the target gear based on the engine output torque of the vehicle, the output torque of the first motor, and the auxiliary torque of the second motor.

7. The method according to any one of claims 1 to 6, wherein, The step of determining the target shift stage to be adjusted during shifting based on the target gear includes: In response to the target gear being higher than the vehicle's current gear, the target shift phase is determined to be a torque interaction phase, wherein the torque interaction phase represents the phase in which the clutch corresponding to the vehicle's current gear switches to the clutch corresponding to the target gear. In response to the target gear being lower than the vehicle's current gear, the target gear shifting phase is determined to be a speed synchronization phase, wherein the speed synchronization phase represents the phase in which the engine speed corresponding to the vehicle's current gear is synchronized to the engine speed corresponding to the target gear.

8. The method according to claim 7, further comprising: In response to the target gear being higher than the current gear and the detection during the torque interaction phase that the growth rate of the output torque is less than the growth rate threshold corresponding to the target gear, it is determined that the output torque does not meet the output condition; In response to the target gear being lower than the current gear and the output torque being detected to be equal to the external characteristic torque corresponding to the first motor during the speed synchronization phase, it is determined that the output torque does not meet the output condition.

9. A vehicle gear shifting control device, comprising: The detection module is configured to determine the target shift stage to be adjusted during shifting based on the target gear. The control module is configured to respond to the detection that the output torque of the vehicle's first motor does not meet the output conditions during the target gear shifting phase, and to determine the auxiliary torque corresponding to the vehicle's second motor based on the required torque information corresponding to the target gear and the vehicle's current torque information. The second motor is connected in parallel with the first motor to drive the vehicle to shift gears.

10. A computer device, comprising: At least one processor and at least one memory communicatively connected to said at least one processor; The at least one processor invokes the program or instructions stored in the at least one memory to execute the vehicle shift control method as described in any one of claims 1 to 8.

11. A computer-readable storage medium having a computer program stored thereon, which, when executed by at least one processor, implements the vehicle shift control method as described in any one of claims 1 to 8.

12. A computer program product comprising a computer program that, when executed by at least one processor, implements the vehicle shift control method as described in any one of claims 1 to 8.

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