CN111016881B - Hybrid power assembly gear control system and vehicle - Google Patents

Hybrid power assembly gear control system and vehicle Download PDF

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Publication number
CN111016881B
CN111016881B CN201911244431.1A CN201911244431A CN111016881B CN 111016881 B CN111016881 B CN 111016881B CN 201911244431 A CN201911244431 A CN 201911244431A CN 111016881 B CN111016881 B CN 111016881B
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China
Prior art keywords
gear
motor
hybrid power
vehicle
dual
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CN201911244431.1A
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Chinese (zh)
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CN111016881A (en
Inventor
黄亮
刘义强
王运凯
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Yiwu Geely Automatic Transmission Co ltd
Zhejiang Geely Holding Group Co Ltd
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Yiwu Geely Automatic Transmission Co ltd
Zhejiang Geely Holding Group Co Ltd
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Priority to CN201911244431.1A priority Critical patent/CN111016881B/en
Publication of CN111016881A publication Critical patent/CN111016881A/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/30—Control strategies involving selection of transmission gear ratio
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18—Propelling the vehicle
    • B60W30/182—Selecting between different operative modes, e.g. comfort and performance modes
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Abstract

The invention provides a hybrid power assembly gear control system and a vehicle, and relates to the technical field of vehicle power control systems. The hybrid power assembly gear control system comprises a double-motor hybrid power assembly and a control unit, the double-motor hybrid power assembly drives a vehicle to run through three driving modes, the control unit is used for controlling one of the three driving modes to drive the vehicle to run and controlling the three driving modes to be switched with each other, and the three driving modes comprise a pure electric driving mode, an extended range pure electric driving mode and a hybrid power driving mode. The dual-motor hybrid power assembly comprises a transmission, the transmission comprises a plurality of gears, and the control unit is further used for carrying out gear shifting according to a preset gear sequence when a target gear fails in the gear shifting process of the dual-motor hybrid power assembly. According to the invention, other gears can be adopted when the target gear has a fault so as to ensure that the gear shifting is normally carried out, the condition that the vehicle is overspeed or flameout can be avoided, and the driving safety is improved.

Description

Hybrid power assembly gear control system and vehicle
Technical Field
The invention relates to the technical field of vehicle power control systems, in particular to a hybrid power assembly gear control system and a vehicle.
Background
In the prior art, a gear shifting control method shifts gears according to the vehicle speed of a vehicle, when the vehicle speed of the vehicle reaches a gear shifting condition, a controller controls a motor or a gearbox controller to control a gearbox to perform upshift or downshift of a current gear, however, in the prior art, whether gear shifting is performed or not is judged only according to the vehicle speed, but all gears are not detected, and when a gear to be switched to by the vehicle is in a fault, no other gear selection control method is used for performing alternative gear shifting, so that overspeed or vehicle flameout can be caused, and the driving safety is low.
Disclosure of Invention
The invention aims to provide a hybrid power assembly gear control system, which solves the problems that in the prior art, a target gear cannot be used in a gear shifting process, so that gear shifting fails, a vehicle is flameout or overspeed is caused, and driving safety is low.
It is an object of a second aspect of the invention to provide a vehicle.
According to a first aspect of the present invention, there is provided a hybrid powertrain gear control system comprising:
the dual-motor hybrid power assembly drives the vehicle to run through three driving modes; and
the control unit is used for controlling one of the three driving modes to drive the vehicle to run and controlling the three driving modes to be mutually switched, wherein the three driving modes comprise a pure electric driving mode, an extended range pure electric driving mode and a hybrid driving mode;
the dual motor hybrid powertrain includes a transmission including a plurality of gears;
the control unit is further used for shifting according to a preset gear sequence when a target gear fails in the gear shifting process of the dual-motor hybrid power assembly.
Optionally, the dual-motor hybrid power assembly further comprises a power battery, an engine, a first motor, a clutch and a second motor, wherein the engine, the first motor, the clutch and the second motor are sequentially connected, the power battery is connected with the first motor and the second motor, and the transmission is directly connected with the second motor and is connected with the first motor through the clutch.
Optionally, when the dual-motor hybrid power assembly is in the pure electric drive mode, power is sequentially transmitted through the power battery, the second motor and the transmission to drive the vehicle to run;
when the dual-motor hybrid power assembly is in the extended-range pure electric driving mode, the clutch is disconnected, the power is sequentially transmitted through the engine, the first motor, the second motor and the transmission to drive a vehicle to run, and meanwhile, the first motor charges the power battery;
when the dual-motor hybrid power assembly is in a hybrid power driving mode, the clutch is combined, the power is transmitted in sequence through the engine, the first motor, the clutch and the transmission to drive the vehicle to run, and meanwhile, the second motor drives the vehicle to run in an auxiliary mode according to needs.
Optionally, the method further comprises:
the detection unit is connected with the control unit and used for detecting the rotating speed of the second motor, the rotating speed of the engine and the rotating speed of a vehicle output shaft;
the detection unit is also used for detecting whether the gears are in fault or not and feeding back the fault to the control unit.
Alternatively,
the control unit controls the selection of a gear stage that is one stage higher than the target gear stage for shifting, under the following conditions:
the dual-motor hybrid power assembly is in the pure electric driving mode, the rotating speed of the second motor is continuously increased, the target gear is in failure, and the rotating speed of the second motor exceeds a first preset threshold speed;
the dual-motor hybrid power assembly is in the extended range pure electric driving mode, the rotating speed of the second motor is continuously increased, the target gear is in a fault, and the rotating speed of the second motor exceeds a first preset threshold speed;
the control unit controls the selection of a next gear of the target gears for shifting gears under the following conditions:
the dual-motor hybrid power assembly is in the pure electric driving mode, the rotating speed of the second motor is continuously reduced, the target gear is failed, and the rotating speed of the second motor is lower than a second preset threshold speed;
the dual-motor hybrid powertrain is in the extended range pure electric drive mode and the rotational speed of the second motor is continuously reduced, and the target gear is failed and the rotational speed of the second motor is lower than a second preset threshold speed.
Alternatively,
when the dual-motor hybrid power assembly is in the hybrid power driving mode and the rotating speed of the engine is continuously increased, the target gear is failed, and the rotating speed of the engine required by the previous gear of the target gear exceeds a third preset idling threshold value, the control unit controls the previous gear of the target gear to be selected for gear shifting, wherein the rotating speed of the engine required by the previous gear of the target gear is calculated through the speed ratio of the previous gear of the target gear and the rotating speed of a vehicle output shaft;
when the dual-motor hybrid power assembly is in the hybrid power driving mode and the rotating speed of the engine is continuously reduced, the target gear breaks down and the rotating speed of the engine required by the next gear of the target gear is lower than a fourth preset threshold rotating speed, the control unit controls and selects the next gear of the target gear to shift, wherein the rotating speed of the engine required by the next gear of the target gear is calculated through the speed ratio of the next gear of the target gear and the rotating speed of the vehicle output shaft.
Alternatively,
the dual-motor hybrid power assembly is in the hybrid power driving mode, and the control unit controls the dual-motor hybrid power assembly to be switched to the extended-range pure electric driving mode when the rotation speed of the engine exceeds a fifth preset threshold rotation speed due to the fact that other gears except the current gear are in failure or the gear shifting condition for switching to other gears is not met;
the dual-motor hybrid power assembly is in the hybrid power driving mode, and when other gears except the current gear break down or shift conditions for switching to other gears are not met, the rotating speed of the engine is about to be lower than the idling speed, the control unit controls the dual-motor hybrid power assembly to be switched to the extended range pure electric driving mode.
Optionally, when the control unit controls to switch the hybrid drive mode to the extended-range pure electric drive mode, the control unit controls the engine to continuously reduce the torque transmitted by the clutch, controls the charging torque of the first motor to increase, controls the output torque of the second motor to increase, then controls the clutch to disconnect when the torque transmitted by the engine through the clutch is reduced to 0, adjusts the speed of the engine to the optimal working efficiency rotating speed, and generates electricity for the first motor to realize the pure electric drive of the second motor, so as to complete the process of switching the hybrid drive mode to the extended-range pure electric drive mode.
Optionally, the transmission comprises three gears, the three gears being 1 gear, 2 gear and 3 gear;
when the target gear is a gear 2, the previous gear of the target gear is a gear 3, and the next gear of the target gear is a gear 1.
According to the object of the second aspect of the invention, the invention also provides a vehicle which is provided with the hybrid powertrain gear control system.
The gear control system of the hybrid power assembly comprises a dual-motor hybrid power assembly and a control unit, wherein the dual-motor hybrid power assembly comprises a pure electric drive mode, an extended range pure electric drive mode and a hybrid power drive mode, the control unit controls a vehicle to drive the vehicle to run by adopting different drive modes under different working conditions and switch at any time, a transmission comprises a plurality of gears, and the control unit is also used for shifting according to a preset gear sequence when a target gear fails in the gear shifting process of the dual-motor hybrid power assembly. According to the invention, other gears can be adopted when the target gear has a fault so as to ensure that the gear shifting is normally carried out, the condition that the vehicle is overspeed or flameout can be avoided, and the driving safety is improved.
The above and other objects, advantages and features of the present invention will become more apparent to those skilled in the art from the following detailed description of specific embodiments thereof, taken in conjunction with the accompanying drawings.
Drawings
Some specific embodiments of the invention will be described in detail hereinafter, by way of illustration and not limitation, with reference to the accompanying drawings. The same reference numbers in the drawings identify the same or similar elements or components. Those skilled in the art will appreciate that the drawings are not necessarily drawn to scale. In the drawings:
FIG. 1 is a schematic block diagram of a hybrid powertrain gear control system in accordance with one embodiment of the present invention;
FIG. 2 is a schematic block diagram of a dual motor hybrid powertrain according to one embodiment of the present invention;
FIG. 3 is a schematic power transmission diagram of a dual motor hybrid powertrain driven in an electric only drive mode in accordance with an embodiment of the present invention;
FIG. 4 is a schematic power transmission diagram of a dual motor hybrid powertrain driven in an extended range electric only drive mode in accordance with one embodiment of the present invention;
FIG. 5 is a power transfer schematic when the dual motor hybrid assembly is driven in a hybrid drive mode in accordance with one embodiment of the present invention.
Detailed Description
FIG. 1 is a schematic block diagram of a hybrid powertrain gear control system in accordance with one embodiment of the present invention. As shown in fig. 1, in one particular embodiment, the hybrid powertrain gear control system 100 includes a two-motor hybrid powertrain 10 and a control unit 20, and the hybrid powertrain gear control system 100 may be implemented on a vehicle to control operation of the vehicle. Specifically, the dual-motor hybrid power assembly 10 can drive the vehicle to run through three driving modes, the control unit 20 is used for controlling three driving modes, one of the driving modes drives the vehicle to run, and controlling three driving modes, so that the driving modes are switched with each other to realize high-efficiency whole vehicle work, wherein the three driving modes comprise a pure electric driving mode, an extended range pure electric driving mode and a hybrid power driving mode. The dual-motor hybrid powertrain 10 includes a transmission 16, the transmission 16 includes a plurality of gears, and the control unit 20 is further configured to shift gears according to a preset gear sequence when a target gear fails during a gear shift of the dual-motor hybrid powertrain 10.
According to the invention, other gears can be adopted when the target gear has a fault so as to ensure that the gear shifting is normally carried out, the condition that the vehicle is overspeed or flameout can be avoided, and the driving safety is improved.
FIG. 2 is a schematic block diagram of a two-motor hybrid powertrain, according to one embodiment of the present invention. As shown in fig. 2 and referring to fig. 1, the dual-motor hybrid power assembly 10 further includes a power battery 13, an engine 14, a first motor 11, a clutch 15, and a second motor 12, which are connected in sequence, wherein the power battery 13 is connected to both the first motor 11 and the second motor 12, and the transmission 16 is directly connected to the second motor 12 and connected to the first motor 11 through the clutch 15.
Further, when the dual-motor hybrid power assembly 10 is in the pure electric drive mode, power is sequentially transmitted through the power battery 13, the second motor 12 and the transmission 16 to drive the vehicle to run.
When the dual-motor hybrid power assembly 10 is in the extended-range pure electric drive mode, the clutch 15 is disconnected, power is sequentially transmitted through the engine 14, the first motor 11, the second motor 12 and the transmission 16 to drive the vehicle to run, and meanwhile, the first motor 11 charges the power battery 13.
When the dual-motor hybrid power assembly 10 is in the hybrid driving mode, the clutch 15 is engaged, power is transmitted through the engine 14, the first motor 11, the clutch 15 and the transmission 16 in sequence to drive the vehicle to run, and the second motor 12 assists to drive the vehicle to run according to requirements.
Specifically, fig. 3 is a power transmission schematic diagram of a dual-motor hybrid powertrain according to an embodiment of the present invention when driven in an electric-only drive mode. As shown in fig. 3, in the case that the electric quantity of the power battery 13 of the vehicle is sufficient, the control unit 20 controls to drive the vehicle in the electric-only driving mode, that is, controls the second electric machine 12 to directly transmit power from the transmission 16 to drive the vehicle to run, when the vehicle is in a creep start or a low vehicle speed condition.
Fig. 4 is a power transmission diagram of a dual-motor hybrid powertrain according to an embodiment of the present invention when driven in an extended-range electric-only drive mode. As shown in fig. 4, when the vehicle is running at a medium-low speed, the battery is low or the battery output power is not required, the control unit 20 controls to drive the vehicle in the extended-range electric-only driving mode, that is, controls to start the engine 14 to generate power for the first electric machine 11, and transmits the power generated by the first electric machine 11 to the second electric machine 12, and the second electric machine 12 transmits power from the transmission 16 to drive the vehicle to run. And, in this process, the control unit 20 sends a power request of the vehicle to the second electric machine 12, calculates and maintains the power required by the second electric machine 12, maintains the power balance between the output of the second electric machine 12 and the power generation of the first electric machine 11, and simultaneously adjusts the engine 14 to a preset rotation speed and/or a preset torque to operate the engine 14 in a high efficiency zone.
FIG. 5 is a power transfer schematic when the dual motor hybrid assembly is driven in a hybrid drive mode in accordance with one embodiment of the present invention. As shown in fig. 5, when the vehicle runs at a high speed, the control unit 20 controls to drive the vehicle in a hybrid driving mode, and the control unit 20 controls to start the engine 14 and controls the clutch 15 to be engaged, so that the power of the engine 14 is transmitted from the transmission 16 to drive the vehicle to run; when the vehicle is driven to move in the hybrid power driving mode and the power battery 13 is low in charge, the control unit 20 controls the engine 14 to distribute part of power to charge the first motor 11, and the second motor 12 assists to drive the vehicle to run when the power of the engine 14 cannot meet the requirement of the whole vehicle.
Therefore, the invention can drive the vehicle to run by adopting different driving modes under different working conditions and switch at any time, thereby ensuring that the engine 14 works in a high-efficiency region under different working conditions of the vehicle and reducing the oil consumption.
In yet another embodiment, the hybrid powertrain gear control system 100 further comprises a detection unit 30 connected to the control unit 20 for detecting the rotational speed of the second electric machine 12, the rotational speed of the engine 14 and the rotational speed of the vehicle output shaft, and the detection unit 30 is further configured to detect whether a plurality of gears are malfunctioning and feed back to the control unit 20.
Further, the control unit 20 controls the shift to be performed in the upper stage gear of the selection target gear under the following conditions:
the dual-motor hybrid power assembly 10 is in a pure electric driving mode, the rotating speed of the second motor 12 is continuously increased, the target gear is failed, and the rotating speed of the second motor 12 exceeds a first preset threshold speed;
the dual-motor hybrid powertrain 10 is in the extended-range pure electric drive mode and the rotational speed of the second electric motor 12 is continuously increasing, and the target gear is failed and the rotational speed of the second electric motor 12 exceeds the first preset threshold speed. The first preset threshold speed is not less than the maximum calibration speed of the current vehicle running gear, and the first preset threshold speed is set to meet the condition that the vehicle does not slip when being switched to the previous gear of the target gear.
The control unit 20 controls the gear shift to be performed in the next stage of the selected target gear under the following conditions:
the dual-motor hybrid power assembly 10 is in a pure electric driving mode, the rotating speed of the second motor 12 is continuously reduced, the target gear is failed, and the rotating speed of the second motor 12 is lower than a second preset threshold speed;
the dual-motor hybrid powertrain 10 is in the extended range electric-only drive mode and the rotational speed of the second electric motor 12 is decreasing, and the target gear is failed and the rotational speed of the second electric motor 12 is below the second predetermined threshold speed. The second preset threshold speed is not greater than the minimum calibration speed of the current vehicle running gear, and the second preset threshold speed is set to meet the condition that the vehicle does not slip when being switched to the next gear of the target gear.
When the two-motor hybrid powertrain 10 is in the hybrid driving mode and the rotation speed of the engine 14 is continuously increased, the control unit 20 controls the selection of the previous gear of the target gear for shifting when the target gear is failed and the rotation speed of the engine 14 required by the previous gear of the target gear exceeds an idle third preset threshold, wherein the third preset threshold must be set to meet the condition that the vehicle is not shifted when being switched to the previous gear of the target gear, and the rotation speed of the engine 14 required by the previous gear of the target gear is calculated by the speed ratio of the previous gear of the target gear and the rotation speed of the output shaft of the vehicle.
When the two-motor hybrid powertrain 10 is in the hybrid driving mode and the rotation speed of the engine 14 is continuously reduced, the target gear is failed, and the rotation speed of the engine 14 required by the next gear of the target gear is lower than the fourth preset threshold rotation speed, the control unit 20 controls the next gear of the target gear to be selected for shifting. The fourth preset threshold rotating speed is not greater than the minimum calibration speed of the current vehicle running gear, and the fourth preset threshold speed must be set to meet the condition that the vehicle does not slip when being switched to the next gear of the target gear, wherein the rotating speed of the engine 14 required by the next gear of the target gear is calculated through the speed ratio of the next gear of the target gear and the rotating speed of the vehicle output shaft.
Specifically, when the transmission 16 includes three gears, the three gears are 1 gear, 2 gear and 3 gear, wherein when the target gear is 2 gear, the previous gear of the target gear is 3 gear, and the next gear of the target gear is 1 gear.
In one embodiment, the two-motor hybrid powertrain 10 is in the hybrid drive mode, and the control unit 20 controls the two-motor hybrid powertrain 10 to switch to the extended-range electric-only drive mode to prevent the engine 14 from overspeeding when the rotation speed of the engine 14 exceeds a fifth preset threshold rotation speed due to a failure of another gear other than the current gear or a failure of a shift condition for switching to another gear. In addition, the two-motor hybrid powertrain 10 is in the hybrid driving mode, and the control unit 20 controls the two-motor hybrid powertrain 10 to switch to the extended-range electric-only driving mode to prevent the engine 14 from stalling when the rotation speed of the engine 14 is about to fall below the idle speed due to the fact that other gears except the current gear are failed or the gear shifting condition for switching to other gears is not met. And calibrating the rotating speed of the fifth preset threshold according to actual requirements.
When the control unit 20 controls the hybrid drive mode to be switched to the extended-range pure electric drive mode, the control unit 20 firstly controls the torque transmitted by the engine 14 through the clutch 15 to be continuously reduced, controls the charging torque of the first motor 11 to be increased, and controls the output torque of the second motor 12 to be increased, and then controls the clutch 15 to be disconnected when the torque transmitted by the engine 14 through the clutch 15 is reduced to 0, and regulates the speed of the engine 14 to the optimal working efficiency rotating speed and generates electricity for the first motor 11 to realize pure electric drive of the second motor 12, so that the process of switching from the hybrid drive mode to the extended-range pure electric drive mode is completed.
In one embodiment, the detection unit 30 is also used to detect the speed of the vehicle.
The calculation method of the engine 14 speed may be: the wheel end rotation speed is converted from the detected speed of the vehicle and the circumference of the wheel, and then the input shaft rotation speed of the transmission 16, that is, the rotation speed of the engine 14 required for the target gear to be engaged, is converted from the wheel end rotation speed and the speed ratio of the target gear. Therefore, the control unit 20 controls the shift range switching when the rotation speed of the engine 14 detected in real time by the detection unit 30 reaches the rotation speed of the engine 14 required for the target shift range.
In the present invention, when the vehicle is in a standing-in ready start, the lowest gear is selected as the PRN pre-selected gear by the gear of the transmission 16, and when a fault is detected in the lowest gear, the next-higher gear of the lowest gear is selected as the PRN pre-selected gear.
According to the invention, when the target gear has a fault in the gear shifting process, other gears can be selected for gear shifting, so that the vehicle is ensured not to overspeed or flameout, and the driving safety is further ensured.
In the present invention, if the battery capacity is too low or the output power is insufficient, the engine 14 needs to be started, but the engine 14 is started and does not directly drive the vehicle, but the engine 14 is regulated to a rotation speed interval with optimal efficiency, the first motor 11 generates electricity, the clutch 15 is kept disconnected, and the second motor 12 drives the vehicle by the electric energy generated by the first motor 11 and the battery. Because the engine 14 can freely carry out speed regulation, the best working field (rotating speed and torque) of the engine 14 can be determined after the power generation is determined, and because the power generation efficiency of the first motor 11 and the power utilization efficiency of the second motor 12 are high, the efficiency of the whole vehicle in the medium-low speed range-increasing pure electric driving mode is improved after the engine 14 also reaches high heat efficiency, and the oil consumption is greatly reduced.
In one embodiment, the detection unit 30 is further configured to detect whether the first motor 11, the second motor 12, and the engine 14 are faulty and feed back to the control unit 20. In the present invention, when the second electric machine 12 fails, the PRN pre-selected gear is the lowest gear and drive is maintained by the engine 14 through the lowest gear. When the vehicle is in a standing state and ready for starting, the first motor 11 is in a fault state, when the second motor 12 is needed to start the engine, a neutral gear is selected so as to be out of a gear position of a neutral gear, and after the second motor 12 starts the engine, the lowest gear is selected to start the vehicle.
In the invention, when the battery circuit shortage of the vehicle is converted into the battery electric quantity sufficiency, and the control unit 20 controls the range-extending pure electric driving mode to be switched to the pure electric driving mode, the control unit 20 controls the first motor 11 to drive the engine 14 to flameout, so that the process of switching from the range-extending pure electric driving mode to the pure electric driving mode is directly completed.
When the vehicle is changed from low speed to high speed and the battery power is changed from sufficient to insufficient, the control unit 20 controls the pure electric drive mode to be switched to the hybrid drive mode. The control unit 20 controls the first motor 11 to start the engine 14, controls the engine 14 to adjust to the same rotating speed as the second motor 12 (rotating speed of the input shaft of the transmission 16), keeps a rotating speed difference between two ends of the clutch 15 at a preset value, controls the clutch 15 to prepare oil pressure (but not fit) while adjusting the speed, controls the clutch 15 to fit after the speed adjustment is completed, controls the torque of the second motor 12 and the torque of the clutch 15 to interact at the moment, controls the torque of the second motor 12 to decrease, controls the torque of the clutch 15 to increase, and completes the process of switching from the pure electric drive mode to the hybrid drive mode after the torque interaction is completed.
When the vehicle is changed from high speed to low speed, the electric quantity of the battery is sufficient, and the control unit 20 switches the hybrid driving mode to the pure electric driving mode. The control unit 20 controls to reduce the torque transmitted by the engine 14 through the clutch 15 to 0Nm, and simultaneously controls to increase the torque of the second motor 12, when the torque transmitted by the clutch 15 is 0Nm, the clutch 15 is controlled to be disconnected so as to control the engine 14 to be switched off, and the process of switching from the hybrid drive mode to the pure electric drive mode is completed.
In the present invention, when the vehicle is running at a medium-low speed and the electric quantity is insufficient, the vehicle may be running in the extended-range electric-only driving mode, but when the vehicle is going to run at a high speed, the control unit 20 controls to switch the extended-range electric-only driving mode to the hybrid driving mode. The control unit 20 controls the engine 14 to adjust the rotation speed to be close to the rotation speed of the second motor 12, then controls the clutch 15 to be attached, and controls the first motor 11, the second motor 12 and the clutch 15 to enter torque interaction, wherein the torque interaction includes controlling the output torque of the second motor 12 to be reduced and controlling the torque output through the clutch 15 to be increased, and when the torque interaction is judged to be completed, the process of switching from the extended-range pure electric drive mode to the hybrid drive mode is completed.
The invention further provides a vehicle provided with the hybrid power assembly gear control system 100 in any one of the embodiments, and details of the hybrid power assembly gear control system 100 are not repeated herein.
Thus, it should be appreciated by those skilled in the art that while a number of exemplary embodiments of the invention have been illustrated and described in detail herein, many other variations or modifications consistent with the principles of the invention may be directly determined or derived from the disclosure of the present invention without departing from the spirit and scope of the invention. Accordingly, the scope of the invention should be understood and interpreted to cover all such other variations or modifications.

Claims (8)

1. A hybrid powertrain gear control system, comprising:
the dual-motor hybrid power assembly drives the vehicle to run through three driving modes; and
the control unit is used for controlling one of the three driving modes to drive the vehicle to run and controlling the three driving modes to be mutually switched, wherein the three driving modes comprise a pure electric driving mode, an extended range pure electric driving mode and a hybrid driving mode;
the dual motor hybrid powertrain includes a transmission including a plurality of gears;
the control unit is also used for shifting according to a preset gear sequence when a target gear fails in the gear shifting process of the dual-motor hybrid power assembly;
the dual-motor hybrid power assembly further comprises a power battery, an engine, a first motor, a clutch and a second motor which are sequentially connected, wherein the power battery is connected with the first motor and the second motor, and the transmission is directly connected with the second motor and is connected with the first motor through the clutch;
the dual-motor hybrid power assembly is in the hybrid power driving mode, and the control unit controls the dual-motor hybrid power assembly to be switched to the extended-range pure electric driving mode when the rotation speed of the engine exceeds a fifth preset threshold rotation speed due to the fact that other gears except the current gear are in failure or the gear shifting condition for switching to other gears is not met;
the dual-motor hybrid power assembly is in the hybrid power driving mode, and when other gears except the current gear break down or shift conditions for switching to other gears are not met, the control unit controls the dual-motor hybrid power assembly to be switched to the extended-range pure electric driving mode when the rotating speed of the engine is about to be lower than the idling speed.
2. The hybrid powertrain gear control system of claim 1,
when the dual-motor hybrid power assembly is in the pure electric driving mode, power is sequentially transmitted through the power battery, the second motor and the transmission to drive a vehicle to run;
when the dual-motor hybrid power assembly is in the extended-range pure electric driving mode, the clutch is disconnected, the power is sequentially transmitted through the engine, the first motor, the second motor and the transmission to drive a vehicle to run, and meanwhile, the first motor charges the power battery;
when the dual-motor hybrid power assembly is in a hybrid power driving mode, the clutch is combined, the power is transmitted in sequence through the engine, the first motor, the clutch and the transmission to drive the vehicle to run, and meanwhile, the second motor drives the vehicle to run in an auxiliary mode according to needs.
3. The hybrid powertrain gear control system of claim 1, further comprising:
the detection unit is connected with the control unit and used for detecting the rotating speed of the second motor, the rotating speed of the engine and the rotating speed of a vehicle output shaft;
the detection unit is also used for detecting whether the gears are in fault or not and feeding back the fault to the control unit.
4. The hybrid powertrain gear control system of claim 3,
the control unit controls the selection of a gear stage that is one stage higher than the target gear stage for shifting, under the following conditions:
the dual-motor hybrid power assembly is in the pure electric driving mode, the rotating speed of the second motor is continuously increased, the target gear is in failure, and the rotating speed of the second motor exceeds a first preset threshold speed;
the dual-motor hybrid power assembly is in the extended range pure electric driving mode, the rotating speed of the second motor is continuously increased, the target gear is in a fault, and the rotating speed of the second motor exceeds a first preset threshold speed;
the control unit controls the selection of a next gear of the target gears for shifting gears under the following conditions:
the dual-motor hybrid power assembly is in the pure electric driving mode, the rotating speed of the second motor is continuously reduced, the target gear is failed, and the rotating speed of the second motor is lower than a second preset threshold speed; the dual-motor hybrid powertrain is in the extended range pure electric drive mode and the rotational speed of the second motor is continuously reduced, and the target gear is failed and the rotational speed of the second motor is lower than a second preset threshold speed.
5. The hybrid powertrain gear control system of claim 3,
when the dual-motor hybrid power assembly is in the hybrid power driving mode and the rotating speed of the engine is continuously increased, the target gear is failed, and the rotating speed of the engine required by the previous gear of the target gear exceeds a third preset idling threshold value, the control unit controls the previous gear of the target gear to be selected for gear shifting, wherein the rotating speed of the engine required by the previous gear of the target gear is calculated through the speed ratio of the previous gear of the target gear and the rotating speed of a vehicle output shaft;
when the dual-motor hybrid power assembly is in the hybrid power driving mode and the rotating speed of the engine is continuously reduced, the target gear breaks down and the rotating speed of the engine required by the next gear of the target gear is lower than a fourth preset threshold rotating speed, the control unit controls and selects the next gear of the target gear to shift, wherein the rotating speed of the engine required by the next gear of the target gear is calculated through the speed ratio of the next gear of the target gear and the rotating speed of the vehicle output shaft.
6. The hybrid powertrain gear control system of claim 1,
when the control unit controls the hybrid power driving mode to be switched to the extended-range pure electric driving mode, the control unit controls the torque transmitted by the engine through the clutch to be continuously reduced, controls the charging torque of the first motor to be increased, controls the output torque of the second motor to be increased, controls the clutch to be disconnected when the torque transmitted by the engine through the clutch is reduced to 0, adjusts the speed of the engine to the optimal working efficiency rotating speed, and generates electricity for the first motor to realize pure electric driving of the second motor, so that the process of switching the hybrid power driving mode to the extended-range pure electric driving mode is completed.
7. The hybrid powertrain gear control system of claim 4,
the transmission comprises three gears, namely 1 gear, 2 gears and 3 gears;
when the target gear is a gear 2, the previous gear of the target gear is a gear 3, and the next gear of the target gear is a gear 1.
8. A vehicle equipped with a hybrid powertrain gear control system as claimed in any one of claims 1 to 7.
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