CN111071240A

CN111071240A - Seamless upshift control method in hybrid system

Info

Publication number: CN111071240A
Application number: CN201911386245.1A
Authority: CN
Inventors: 司文; 梁志海; 惠无垠
Original assignee: Getec Vehicle Technology Suzhou Co ltd
Current assignee: Getec Vehicle Technology Suzhou Co ltd
Priority date: 2019-12-29
Filing date: 2019-12-29
Publication date: 2020-04-28
Anticipated expiration: 2039-12-29
Also published as: CN111071240B

Abstract

The invention discloses a seamless gear-up control method in a hybrid system, which comprises the steps of staging according to the working process of a clutch and controlling the torque of a front end motor and an engine so as to adjust the rotating speed of the engine. The invention has the following beneficial effects: the power interruption in the gear shifting process is solved or weakened, and the feeling of a driver on the power interruption is weakened; the rotating speed of the engine is adjusted through torque control, and the impact feeling when the gear shifting starts or ends is solved; in the gear shifting process, part or all of the energy used by the rear end motor is provided by the power generation of the front end motor, so that the discharge requirement of the battery under the working condition is reduced or eliminated, the dependence on the battery is reduced, and the efficiency loss caused by the battery is reduced; the rotating speed of the engine is adjusted through torque control, so that when the clutch is locked, the speed difference between the rotating speed of the engine and the rotating speed of the input shaft is reduced, the service life of the clutch can be greatly prolonged, or the clutch with lower cost can be adopted.

Description

Seamless upshift control method in hybrid system

Technical Field

The invention relates to the technical field of automobiles, in particular to a torque and vehicle speed control method in a gear-up process in a hybrid system.

Background

At present, hybrid electric vehicles in new energy vehicles in China develop most rapidly. A hybrid vehicle is a vehicle that uses multiple energy sources, typically a conventional engine that uses liquid fuel and an electric machine that uses electric energy to drive the vehicle simultaneously or separately.

In a hybrid powertrain of a new energy vehicle, a plurality of motors may be present. The motor directly connected with the engine at the front end of the clutch and sharing the rotating speed is called a front end motor, and is commonly called as a P0 motor and a P1 motor. The motor at the rear end of the clutch and fixedly connected with the transmission/speed reducer system is called a rear end motor, and is commonly called P2, P2.5 and P3 motors.

Hybrid transmissions, if there are multiple engine gears, still face the power performance issues during engine shifts and gear shifts during direct engine drive. Because the domestic engine electric control generally does not accept the control of the target rotating speed, the speed changer can limit the torque of the engine according to the rotating speed required by the next gear in the gear shifting process, and the speed is regulated by reducing the torque of the engine. Due to the excessive magnitude of the engine torque modulation (especially during the clutch torque transfer recovery phase), common problems during shifting are: the power response is slow, and the gear shifting time is long; and power interruption occurs in the gear shifting process, and acceleration impact of the whole vehicle occurs when the gear shifting is started and finished, and the like. In addition, in the gear shifting process, the rotating speed of the engine is controlled in a closed loop mode through torque limitation, so that sudden driving intention changes of a driver cannot be reasonably coped with, and the safety is also improved.

Disclosure of Invention

The invention aims to overcome the defects in the prior art and provides a seamless upshift control method in a hybrid system, in particular a torque and vehicle speed control method in the upshift process in the hybrid system.

The purpose of the invention is realized by the following technical scheme:

a seamless upshift control method in a hybrid system comprises the following steps:

s1, dividing the gear-up process into five time periods according to the working process of the clutch, namely a clutch low gear locking stage L0, a clutch transmission torque disappearance stage L1, a stage L2 in which the clutch is completely opened and does not transmit power, a clutch transmission torque recovery stage L3 and a clutch high gear locking stage L4;

s2, in the stages L1, L2 and L3, the front end motor is controlled to output a reverse torque in the direction opposite to the engine torque according to the difference between the target high gear speed of the engine after the upshift and the actual speed, the absolute value of the limit torque of the front end motor is larger than the low gear torque of the engine and smaller than the target high gear speed of the engine after the upshift, the engine torque is controlled to rise to the transition torque in the stage L2, so that the difference torque between the reverse torque and the transition torque is enough to reduce the engine speed until the target high gear speed is reached at the beginning time of the stage L3, and the engine torque is controlled to rise to the target high gear torque in the stage L3.

Preferably, the phase L3 is divided into two parts L31 and L32 in time sequence, the time point between the two parts is a time point b, the duration of the phase L31 is the time point when the reverse torque is linearly reduced from the starting time of the phase L3 to zero, and the time point b is the starting point for controlling the engine torque to be increased to the high-gear target torque.

Preferably, in the phase L1, the front end motor is controlled to provide the reverse torque, the absolute value of which has a course that increases linearly until the end of the phase L1, the absolute value of which is equal to the absolute value of the engine torque.

Preferably, in the stage L2, the reverse torque of the front end motor is controlled to continuously increase, and the absolute value of the reverse torque is always larger than the absolute value of the engine torque in the process, and the engine torque is the transition torque.

Preferably, in the stage L2, the increase of the reverse torque is a non-linear increasing process.

Preferably, in the stage L2, the engine torque is controlled to increase from the low gear torque to the transition torque, and the torque variation process is a two-step variation process, i.e., a linear increase variation process and a steady maintenance process.

Preferably, the increase of the reverse torque is a non-linear increase process, and the specific steps are as follows:

calculating the actual rotating speed of the engine before gear shifting, wherein the actual rotating speed is equal to the product of the wheel speed and the total speed ratio of the front end of the low gear,

calculating the target rotating speed of the high gear of the engine after gear shifting, wherein the target rotating speed is equal to the product of the wheel speed and the total speed ratio of the front end of the high gear,

calculating a target angular acceleration of the engine during the gear shifting process, wherein the target angular acceleration is equal to a quotient obtained by dividing an absolute value of a difference between a target high-gear rotating speed of the engine after the gear shifting and an actual rotating speed of the engine before the gear shifting by a target speed regulating time;

calculating a difference torque C, wherein the difference torque C is larger than or equal to the algebraic sum of the engine torque and the negative limit torque of the front end motor, and the absolute value of the difference torque C divided by the inertia of the front end is always larger than the target angular acceleration of the engine in the gear shifting process and is required to be larger than a safety value designed by a hybrid power transmission system;

ensuring that the absolute value of the limit torque of the front-end motor is greater than the sum of the required torque at the wheel end divided by the quotient of the high-range front-end total speed ratio and the absolute value of the differential torque C, the front-end motor reverse torque is equal to the negative of the sum of the target torque of the engine at each time point in the torque change line between the low-range torque of the engine and the high-range target torque after the upshift and the absolute value of the differential torque C. .

Preferably, in the stages L1, L2, L3, the rear end motor is controlled to output a forward torque.

Preferably, the absolute value of the forward torque has a course of linear increase in the stage L1; a process in which the forward torque has a stable output in the stage L2; the absolute value of the forward torque has a linearly decreasing course in the stage L3.

Preferably, in the stage L2, the "process in which the forward torque has a stable output" specifically includes,

calculating a driver-end lost power value equal to the difference between the wheel-end demanded torque minus the product of the front-end net torque and the front-end total speed ratio in stage L2;

calculating the absolute value of the forward torque, which is equal to the quotient of the power value lost by the driving end divided by the total speed ratio at the rear end;

the output is continued in accordance with the absolute value of the forward torque.

The seamless upshift control method in the hybrid system specifically comprises the following steps:

s2, in the stage L0, the engine outputs the low gear torque, and the front end motor does not output the torque at the moment;

s3, in stage L1, the engine continues to output low range torque; controlling the front end motor to output a reverse torque in a direction opposite to the engine torque according to the difference between the target rotating speed and the actual rotating speed of the engine in the high gear after the upshift, wherein the absolute value of the reverse torque has a linear increasing process until the stage L1 is finished, and the absolute value of the reverse torque is equal to the absolute value of the engine torque; controlling the rear end motor to output a forward torque, an absolute value of which has a process of linearly increasing;

s3, in a stage L2, controlling the torque of the engine to rise from the low gear torque to a transition torque, wherein the torque change process is a two-stage change process which is a linear increase change process and a stability maintaining process respectively; controlling the absolute value of the limit torque of the front end motor to be larger than the low gear torque of the engine and smaller than the target torque of the high gear after the upshift, and controlling the reverse torque of the front end motor to continuously increase, wherein the reverse torque reduces the engine speed until the target speed of the high gear is reached at the starting moment of a stage L3, the absolute value of the reverse torque is always larger than the absolute value of the engine torque in the process, and the increase of the reverse torque is a nonlinear increase process; controlling the rear end motor to continuously and stably output the forward torque, wherein all or part of the electric power of the rear end motor is supplied to the power generation of the front end motor;

s4, in phase L3, controlling the front end motor to provide the reverse torque, the absolute value of which has a linearly decreasing course, the reverse torque being equal to zero by a time point b in phase L3; controlling the engine torque to be continuously output at a transition torque before the time point b, and to be increased to a high-gear target torque and continuously output after the time point b, wherein the torque increasing process is a linear increasing process; controlling the absolute value of the forward torque of the rear end motor to linearly decrease;

and S5, in the stage L4, the engine outputs the high gear torque, and the front end motor and the rear end motor do not output the torque at the moment.

The invention has the following beneficial effects:

1. the problem that power interruption in the gear shifting process is weakened, the feeling of a driver on the power interruption is weakened, and the problem that the waiting time in the gear shifting process is too long is solved or weakened;

2. the rotating speed of the engine is controlled and adjusted through the torque change of the front-end motor, so that the impact feeling when the gear shifting starts or ends is solved;

3. in the gear shifting process, part or all of the energy used by the rear end motor is provided by the power generation of the front end motor, so that the discharge requirement of the battery under the working condition is reduced or eliminated, the dependence on the battery is reduced, and the efficiency loss caused by the battery is reduced;

4. the rotating speed of the engine is controlled and adjusted through the torque change of the front-end motor, so that when the clutch is locked, the speed difference between the rotating speed of the engine and the rotating speed of the input shaft is reduced, the service life of the clutch can be greatly prolonged, or the clutch with lower cost (no sensor feedback and lower precision) can be adopted;

5. the driver's sudden driving intention changes are responded to reasonably and effectively, and the safety is greatly improved.

Drawings

The technical scheme of the invention is further explained by combining the accompanying drawings as follows:

FIG. 1: control schematic of the preferred embodiment of the present invention.

Detailed Description

The present invention will be described in detail below with reference to specific embodiments shown in the drawings. These embodiments are not intended to limit the present invention, and structural, methodical, or functional changes that may be made by one of ordinary skill in the art in light of these embodiments are intended to be within the scope of the present invention.

The invention discloses a seamless upshift control method in a hybrid system, which specifically comprises the steps of grading according to the working process of a clutch and controlling a front-end motor to adjust the rotating speed of an engine. At the start of a shift, the control objective of the inventive method is to reduce the front end output total torque while raising the rear end output torque to: front end pre-shift torque low gear ratio/rear end total ratio. Therefore, the front end motor is adjusted to enter a torque control mode, and torque opposite to that of the engine is input.

As shown in fig. 1, the present invention divides the upshift process into five periods, namely, a clutch low lock-out period L0 (before time point 1 in the figure), a clutch torque off-transmission period L1 (between time point 1 and time 2 in the figure), a clutch fully open and no-power-transmission period L2 (between time point 2 and time point 3 in the figure), a clutch torque-transmission recovery period L3 (between time point 3 and time point 4 in the figure), and a clutch high lock-out period L4 (after time point 4 in the figure), according to the operation of the clutch. There is also a point in time b, which lies between the phases L3, which is preceded by the phase L31 and followed by the phase L32.

In the stage L0, since the clutch is in the lockup stage, the torque TC is the same as the engine torque TE, and is output in the low range; in the stage L1, the clutch transmission is in the transmission torque disappearance stage, and the torque thereof is reduced (linearly reduced in the present preferred embodiment); in the stage L2, the clutch is in the fully open and power-off stage, and the torque is zero; in the stage L3, the clutch transmission is in the torque recovery stage, and the torque thereof is increased (linearly increased in the preferred embodiment); in the stage L4, the clutch is in the lockup stage, and the same torque as the engine is output in the high gear torque.

In stage L0, the engine is outputting low range torque, while the front end motor is outputting no torque.

The torque change is required when the gears are engaged, and the speed change is required when the gears are not engaged. Therefore, torque and speed changes need to be adjusted separately, and thus there is a shift interruption in the prior art. During gear shifting, if the clutch is disengaged and the front end rotating speed needs to be adjusted, the algebraic sum of the engine torque and the front end motor torque determines the speed of the change of the engine rotating speed, and the positive and negative of the algebraic sum of the engine torque and the front end motor torque determines the direction of the change of the engine rotating speed.

When the gear is changed from a low gear to a high gear, the speed regulation process is finished smoothly and timely. The absolute value of the algebraic sum of the maximum capacities of the engine torque and the front-end motor torque is required to be ensured to be divided by the inertia of the front end, and is larger than the absolute value of the algebraic sum of the engine torque and the front-end motor torque (wheel speed, low gear front-end total speed ratio, wheel speed, high gear front-end total speed ratio) per target speed regulation time. Meanwhile, the positive and negative of the algebraic sum of the maximum capacities of the engine torque and the front-end motor torque are consistent with the positive and negative of (wheel speed: low gear front total speed ratio-wheel speed: high gear front total speed ratio). This algebraic sum is referred to hereinafter as the differential torque C.

The front end total speed ratio is the total speed ratio from the engine and the front end motor to the wheel end; the rear end total speed ratio is the total speed ratio from the rear end motor to the wheel end. Because the speed ratios are all stepped, the front end refers to the engine and the front end electric machine, rather than a certain speed ratio.

Based on this, the invention is that in the stage L1, the engine continuously outputs the low gear torque; and controlling the front-end motor to output a reverse torque in the direction opposite to the engine torque according to the difference between the target rotating speed and the actual rotating speed of the engine in the high gear after the upshift, wherein the absolute value of the reverse torque has a linear increasing process until the stage L1 is finished, and the absolute value of the reverse torque is equal to the absolute value of the engine torque.

The rear end motor is controlled to output forward torque, the absolute value of the forward torque has a linear increasing process, and the difference value of the wheel demand torque and the difference value (front end net residual torque and low gear front end total speed ratio) is compensated by synchronously using the torque increasing mode of the rear end motor in the front end torque gradually disappearing process.

If the torque capacity limit of the rear end motor is greater than the difference between the wheel torque demand and (front net torque left — low gear front total speed ratio), then the rear end motor torque target is: (wheel demand torque-front net residual torque-low gear front total speed ratio)/rear total speed ratio.

The torque target of the rear end motor is the torque limit capability of the rear end motor if the torque capacity limit of the rear end motor is not greater than the difference between the wheel torque demand and (front end net torque left — low gear front end total speed ratio).

In the phase L2, the engine torque TE is controlled to rise from the low-gear torque to the transition torque, which is a two-step change process, i.e., a linear increase change process and a steady maintenance process. Ultimate torque TFM of the front end motor_MAXIs greater than the low range torque of the engine and less than the post-upshift high range target torque. The reverse torque TFM of the front-end motor is controlled to continue to increase, which reduces the engine speed nE until the high gear target speed is reached at the start of phase L3, during which the absolute value of the reverse torque is always greater than the absolute value of the engine torque, which is a non-linear increase.

The method is characterized in that the method comprises the following specific steps of:

ensuring that the absolute value of the limit torque of the front-end motor is greater than the sum of the required torque at the wheel end divided by the quotient of the high-range front-end total speed ratio and the absolute value of the differential torque C, the front-end motor reverse torque is equal to the negative of the sum of the target torque of the engine at each time point in the torque change line between the low-range torque of the engine and the high-range target torque after the upshift and the absolute value of the differential torque C.

The safety value in the present invention is a standard value set in the design of the hybrid transmission system, determined by testing and calibration, and is intended to be used to match the driver's temporary driving intention.

The invention controls the rear end motor to continuously and stably output the forward torque TRM, and the whole or part of the electric power of the rear end motor is supplied to the power generation of the front end motor. The absolute value of the reverse torque of the front end motor is always greater than the absolute value of the torque of the engine in the change process, and because the front end motor is the reverse torque, the front end motor is in a negative torque power generation working condition at the moment, the negative torque of the front end motor is completely generated by power generation braking at the moment, the front end motor can serve as a load to maintain the engine in a high-efficiency working condition, the kinetic energy of the engine can be directly converted into electric energy, the electric energy required by the rear end motor can be partially or completely compensated by the electric energy sent by the front end motor at the moment, and the discharge requirement of the battery under the working condition is reduced or eliminated. Since the use of the battery is reduced or even eliminated, the efficiency loss of the system due to the battery will be reduced in this condition. The rear end motor continuously and stably outputs the forward torque TRM, the gear shifting power interruption is compensated, the rear end motor does not need to completely take power from the battery, and the participation degree of the battery is lowered at the moment. Because the battery loses energy every time it is charged and discharged, and the battery is less used, the loss caused by the battery is reduced.

At this time, torque control is applied to the rear end motor:

if the torque capacity limit of the rear end motor is greater than the wheel torque demand/rear end total speed ratio, the torque target of the rear end motor is the wheel torque demand/rear end total speed ratio.

The torque target of the rear end motor is the torque limit capability of the rear end motor if the torque capacity limit of the rear end motor is not greater than the wheel torque demand/rear end total speed ratio.

At this stage, since the clutch is in the state of being completely opened, the input shaft rotation speed nS is first decreased and then increased when the synchronizer is operated.

In the stage L3, the front end motor is controlled to provide the reverse torque, the absolute value of which has a linearly decreasing course, the reverse torque being equal to zero by the time point b in the stage L3. The stage L3 is divided into two parts L31 and L32 in time sequence, the time point between the two parts is the time point b, the duration of the stage L31 is the time point when the reverse torque is linearly reduced from the starting time of the stage L3 to zero, and the time point b is the starting point for controlling the engine torque to be increased to the high-gear target torque. And controlling the engine torque to be continuously output at a transition torque before the time point b, and to be increased to the high-gear target torque and continuously output after the time point b, wherein the torque increasing process is a linear increasing process.

And controlling the absolute value of the forward torque of the rear end motor to be linearly reduced, gradually reducing and removing the rear end motor torque in the torque recovery process, and setting the rear end motor torque as (wheel demand torque-front end net win torque) high gear front end total speed ratio)/rear end total speed ratio.

In stage L4, the engine is outputting high range torque, and there is no torque output from both the front end motor and the rear end motor.

The invention provides good driving experience, the existence of the difference torque can also timely cope with sudden driving intention changes of a driver, the safety of the vehicle is greatly improved, and the invention is worthy of great popularization.

It should be understood that although the present description refers to embodiments, not every embodiment contains only a single technical solution, and such description is for clarity only, and those skilled in the art should make the description as a whole, and the technical solutions in the embodiments can also be combined appropriately to form other embodiments understood by those skilled in the art.

The above-listed detailed description is only a specific description of a possible embodiment of the present invention, and they are not intended to limit the scope of the present invention, and equivalent embodiments or modifications made without departing from the technical spirit of the present invention should be included in the scope of the present invention.

Claims

1. The seamless upshift control method in the hybrid system is characterized by comprising the following steps: the method comprises the following steps:

2. The seamless upshift control method in a hybrid system according to claim 1, characterized by comprising: the stage L3 is divided into two parts L31 and L32 in time sequence, the time point between the two parts is the time point b, the duration of the stage L31 is the time point when the reverse torque is linearly reduced from the starting time of the stage L3 to zero, and the time point b is the starting point for controlling the engine torque to be increased to the high-gear target torque.

3. The seamless upshift control method in a hybrid system according to claim 1, characterized by comprising: in the phase L1, the front end motor is controlled to provide the reverse torque, the absolute value of which has a course that increases linearly until the end of the phase L1, the absolute value of which is equal to the absolute value of the engine torque.

4. The seamless upshift control method in a hybrid system according to claim 3, characterized in that: in the phase L2, the reverse torque of the front end motor is controlled to continuously increase, during which the absolute value of the reverse torque is always larger than the absolute value of the engine torque.

5. The seamless upshift control method in a hybrid system according to claim 1, characterized by comprising: in the stage L2, the increase in the reverse torque is a non-linear increase process.

6. The seamless upshift control method in a hybrid system according to claim 5, characterized in that: in the stage L2, the engine torque is controlled to increase from the low gear torque to the transition torque, and the torque variation process is a two-step variation process, i.e., a linear increase variation process and a steady maintenance process.

7. The method of claim 6, wherein the step of controlling the seamless upshift comprises: the increase of the reverse torque is a non-linear increasing process, and comprises the following specific steps,

8. The seamless upshift control method in the hybrid system according to any one of claims 1 to 7, characterized by comprising: in the stages L1, L2, L3, the rear end motor is controlled to output a forward torque.

9. The method of claim 8, wherein the step of controlling the seamless upshift comprises: the absolute value of the forward torque has a linearly increasing course in the stage L1; a process in which the forward torque has a stable output in the stage L2; the absolute value of the forward torque has a linearly decreasing course in the stage L3.

10. The method of claim 8, wherein the step of controlling the seamless upshift comprises: in the phase L2, the "process in which the forward torque has a stable output" specifically includes,

11. The seamless upshift control method in the hybrid system is characterized by comprising the following steps: the method comprises the following steps: