CN111169457B - Hybrid power gear shifting control method - Google Patents
Hybrid power gear shifting control method Download PDFInfo
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- CN111169457B CN111169457B CN201911386232.4A CN201911386232A CN111169457B CN 111169457 B CN111169457 B CN 111169457B CN 201911386232 A CN201911386232 A CN 201911386232A CN 111169457 B CN111169457 B CN 111169457B
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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
- 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
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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
- 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
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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
- 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
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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
- 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
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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
- B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
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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
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/02—Clutches
- B60W2710/021—Clutch engagement state
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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
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/06—Combustion engines, Gas turbines
- B60W2710/0666—Engine torque
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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
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/08—Electric propulsion units
- B60W2710/083—Torque
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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
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/10—Change speed gearings
- B60W2710/1005—Transmission ratio engaged
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- 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
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Automation & Control Theory (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Hybrid Electric Vehicles (AREA)
- Control Of Transmission Device (AREA)
Abstract
The invention discloses a hybrid power gear shifting control method, which comprises the following steps: receiving a gear shifting command, controlling the clutch to start to disengage, and simultaneously controlling the front end motor to output a reverse torque in a direction opposite to the torque of the engine in a linear increasing manner; controlling the clutch to be completely disengaged and entering a transmission torque disappearance phase; controlling the clutch to be recombined and outputting torque to the input shaft to enable the rotating speed of the input shaft to be the same as that of the engine; controlling the clutch to be disengaged again to enable the clutch to enter a transmission torque disappearance phase again; finally, the clutch and the synchronizer are controlled to be combined according to the existing mode. The invention controls the rotating speed of the engine through the torque change of the front-end motor to replace the existing torque limit closed-loop control of the rotating speed of the engine, thereby solving the impact feeling when the gear shifting is started or ended; the synchronizer is smoothly geared by controlling the speed difference between the rotating speed of the input shaft and the rotating speed of the engine to be small, so that the service life of the synchronizer can be greatly prolonged, or the synchronizer with lower cost can be adopted.
Description
Technical Field
The invention relates to the technical field of automobiles, in particular to a hybrid power gear shifting control method.
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.
For example, fig. 1 discloses a hybrid system arrangement including a front end motor P1 and a rear end motor P3. If multiple engine gears exist in the hybrid transmission, a synchronizer is generally adopted for gear shifting between the engine gears. In a powertrain of a shift system including a synchronizer, a front end of a clutch is an engine. The clutch is typically disengaged before the shift occurs, and engaged after the synchronizer has finished shifting. After entering the clutch disengagement phase during a shift, the transmission needs to perform 2 main actions: and adjusting the rotating speed of the front end of the clutch, and shifting to a gear-picking gear and a gear-engaging gear.
Because the domestic engine electric control generally does not accept the control of the target rotating speed, in the gear shifting process, the speed changer limits the torque of the engine according to the rotating speed required by the next gear, and the speed is regulated by reducing the torque of the engine. Since the torque change is performed when the gear is engaged and the speed change is performed when the gear is not engaged, the torque and speed changes need to be separately adjusted, so that there is a serious power interruption in the prior art, specifically, as shown in fig. 2 as an example of an upshift, the clutch has three states, which are respectively: the method comprises a clutch transmission torque disappearance stage (between figures 1 and 2), a clutch full opening and power transmission non-stage (between figures 2 and 3) and a clutch transmission torque recovery stage (between figures 3 and 4), wherein the torque transmitted by the clutch at each stage is TC1, TC2 and TC3 respectively, when the clutch is in the full opening and power transmission non-stage, the engine rotating speed nE is controlled to be reduced and reach the target rotating speed after the gear is shifted up by reducing the torque TE of the engine, in the process, when the synchronizer is completely disengaged, namely the gear enters the neutral gear, the rotating speed nS of an input shaft is gradually reduced and tends to 0, and therefore, when the synchronizer is shifted up and enters the clutch transmission torque recovery stage, strong impact feeling can be generated, and poor smoothness experience can be generated; in addition, the rotating speed between the engine and the input shaft can form larger speed difference in the gear shifting process, and the engine torque adjustment amplitude is too large (particularly in the torque transmission recovery stage of the clutch), so the whole gear shifting process has slow response speed and poor response precision; due to the speed difference, the synchronizer needs to change the rotation speed of the input shaft greatly when shifting gears, so that the working time of the synchronizer is prolonged (the change time of the rotation speed of the input shaft which is linearly reduced and linearly increased in the figure is the working time of the synchronizer), the service life of the synchronizer system is greatly reduced, and the performance of the synchronizer system is sharply reduced along with the reduction of the service life.
Disclosure of Invention
The invention aims to overcome the defects in the prior art and provides a hybrid power gear shifting control method.
The purpose of the invention is realized by the following technical scheme:
a hybrid shift control method comprising the steps of:
s1, receiving a gear shifting command, controlling the clutch to start disengaging and entering a transmission torque disappearance stage; simultaneously controlling the front end motor to output a reverse torque in the direction opposite to the engine torque in a linear increasing manner;
s2, controlling the clutch to be completely disengaged to enter a transmission torque disappearance stage, and simultaneously controlling the synchronizer in the gear shifting system to be disengaged from the current gear to enable the current gear to be disengaged from a neutral gear; meanwhile, the front-end motor is controlled to provide reverse torque with controlled magnitude according to the difference between the target rotating speed and the actual rotating speed of the engine after gear shifting;
s3, controlling the clutch to be recombined and outputting torque to the input shaft to enable the rotation speed of the input shaft to be the same as that of the engine;
s4, controlling the clutch to be disengaged again to recover to enter a transmission torque disappearance phase;
s5, controlling the synchronizer to be combined, and enabling the transmission system to enter a target gear;
and S6, controlling the clutch to be combined and entering a transmission torque recovery stage, simultaneously controlling the reverse torque of the front end motor to be linearly reduced, and continuously outputting the target torque after gear shifting by the engine to finish gear shifting.
Preferably, when step S1 ends, the absolute value of the reverse torque is equal to the absolute value of the engine torque.
Preferably, in step S2, the step of controlling the front end motor to provide a reverse torque of a magnitude control according to a difference between a target rotation speed and an actual rotation speed of the engine after shifting includes:
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 current gear;
calculating a target engine speed after gear shifting, wherein the target engine speed is equal to the product of the wheel speed and the total speed ratio of the front end of the target gear;
calculating a target angular acceleration of the engine in 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 rotating speed of a target gear of the engine after gear shifting and an actual rotating speed of the engine before 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;
and ensuring that the absolute value of the limit torque of the front-end motor is larger than the sum of the target gear front-end total speed ratio and the difference torque C divided by the required torque at the wheel end, and the reverse torque of the front-end motor is equal to the negative value of the sum of the target torque of the engine and the difference torque C, wherein the target torque of the engine is the torque value of each time point in a torque change line between the current gear torque of the engine and the target gear.
Preferably, in step S2, a point of time when the current gear shift position is released into the neutral position is a point a.
Preferably, in step S3, the starting point of the "control clutch re-engagement" is point a.
Preferably, in step S3, the clutch is controlled to be reengaged at a half-engagement point, which is a 3-5Nm transmission point.
Preferably, in step S3, the engaging force of the clutch is controlled to be stable at a predetermined value, and step S4 is executed when the input shaft rotation speed is equal to the engine rotation speed (the absolute value of the speed difference is smaller than the rated value).
Preferably, in step S3, the engine speed is linearly reduced to the target speed after the shift by a difference torque control between the reverse torque and the engine torque.
Preferably, when the step S5 ends, the engine torque outputs the target torque after the shift.
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 engine speed is controlled through the torque change of the front-end motor to replace the existing closed-loop control of the engine speed by using torque limitation, so that the impact feeling when the gear shifting is started or ended is solved;
3. the synchronizer is smoothly geared by controlling the speed difference between the rotating speed of the input shaft and the rotating speed of the engine to be small, so that the service life of the synchronizer can be greatly prolonged, or the synchronizer with lower cost (no sensor feedback and lower precision) can be adopted.
Drawings
The technical scheme of the invention is further explained by combining the accompanying drawings as follows:
FIG. 1: a schematic diagram of an embodiment of a prior art blending system;
FIG. 2: a prior art control schematic;
FIG. 3: 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.
As shown in FIG. 1, the present invention discloses a hybrid shift control method, comprising the steps of:
s1, receiving a gear shifting command, controlling the clutch to start disengaging and entering a transmission torque disappearance stage; simultaneously controlling the front end motor to output a reverse torque in the direction opposite to the engine torque in a linear increasing manner;
s2, controlling the clutch to be completely disengaged to enter a transmission torque disappearance stage, and simultaneously controlling the synchronizer in the gear shifting system to be disengaged from the current gear to enable the current gear to be disengaged from a neutral gear; meanwhile, the front-end motor is controlled to provide reverse torque with controlled magnitude according to the difference between the target rotating speed and the actual rotating speed of the engine after gear shifting;
s3, controlling the clutch to be recombined and outputting torque to the input shaft to enable the rotation speed of the input shaft to be the same as that of the engine;
s4, controlling the clutch to be disengaged again to recover to enter a transmission torque disappearance phase;
s5, controlling the synchronizer to be combined, and enabling the transmission system to enter a target gear;
and S6, controlling the clutch to be combined and entering a transmission torque recovery stage, simultaneously controlling the reverse torque of the front end motor to be linearly reduced, and continuously outputting the target torque after gear shifting by the engine to finish gear shifting.
The operation of each step is described in detail below.
In step S1, the front-end motor is controlled to output a reverse torque in a direction opposite to the engine torque in a linearly increasing manner. At the start of a shift, the control objective of the inventive method is to reduce the front end output total torque to 0, while raising the rear end output torque to: front end pre-shift torque pre-shift speed ratio/rear end total speed ratio. Therefore, the front end motor is adjusted to enter a torque control mode, and torque opposite to that of the engine is input.
The invention takes the gear-up as an example, and 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. If the absolute value of the motor limit torque is greater than the engine torque + torque C, the front end motor reverse torque is used directly to offset the engine torque at the front end.
Based on this, the present invention makes the absolute value of the reverse torque equal to the absolute value of the engine torque when step S1 ends, and makes the front end output total torque drop to 0.
In step S2, the step of controlling the front end motor to provide a reverse torque of a magnitude control according to a difference between a target rotation speed and an actual rotation speed of the engine after shifting includes the specific steps of:
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 current gear;
calculating a target engine speed after gear shifting, wherein the target engine speed is equal to the product of the wheel speed and the total speed ratio of the front end of the target gear;
calculating a target angular acceleration of the engine in 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 rotating speed of a target gear of the engine after gear shifting and an actual rotating speed of the engine before 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;
and ensuring that the absolute value of the limit torque of the front-end motor is larger than the sum of the target gear front-end total speed ratio and the difference torque C divided by the required torque at the wheel end, and the reverse torque of the front-end motor is equal to the negative value of the sum of the target torque of the engine and the difference torque C, wherein the target torque of the engine is the torque value of each time point in a torque change line between the current gear torque of the engine and the target gear.
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.
In the process, the rear end motor is controlled to stably output the forward torque, and all 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, the compensation gear shifting power is interrupted, the rear end motor does not need to completely take electricity from the battery, and the participation degree of the battery is lowered at this time. 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.
The invention is also characterized in that: the time point when the current gear is released to enter the neutral gear is a point a. In step S3, the starting point of the "control clutch re-engagement" is the point a. The clutch is controlled to rejoin at the half-engagement point, at the 3-5Nm transfer point (predetermined value). The engaging force of the clutch is controlled to be stable at a predetermined value, and step S4 is executed when the input shaft rotation speed is the same as the engine rotation speed (or the absolute value of the speed difference is smaller than the rated value). The invention ensures that the synchronizer is smoothly put into gear by controlling the speed difference between the rotating speed of the input shaft and the rotating speed of the engine to be small, thereby greatly prolonging the service life of the synchronizer or adopting the synchronizer with lower cost (no sensor feedback and lower precision).
In step S3, the engine speed is linearly reduced to the target speed after shifting by the difference torque control between the reverse torque and the engine torque, instead of the existing closed loop control of the engine speed using torque limitation, so as to solve the shock feeling at the beginning or end of shifting, because the engine torque can be steadily increased during the speed regulation, and when the step S5 is ended, the engine torque outputs the target torque after shifting, and the transition is smooth. And because the torque of the engine can reach the target torque after gear shifting in a short time, the rotating speed of the input shaft is approximately the same as that of the engine, so that the gear shifting response speed is high, the working time of the synchronizer can be shortened, and the whole gear shifting time can be greatly shortened.
The invention provides good driving experience and is worth popularizing.
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 (6)
1. A hybrid shift control method characterized by: the method comprises the following steps:
s1, receiving a gear shifting command, controlling the clutch to start disengaging and entering a transmission torque disappearance stage; simultaneously controlling the front end motor to output a reverse torque in the direction opposite to the engine torque in a linear increasing manner;
s2, controlling the clutch to be completely disengaged to enter a transmission torque disappearance stage, and simultaneously controlling the synchronizer in the gear shifting system to be disengaged from the current gear to enable the current gear to be disengaged from a neutral gear; meanwhile, the front-end motor is controlled to provide reverse torque with controlled magnitude according to the difference between the target rotating speed and the actual rotating speed of the engine after gear shifting;
s3, controlling the clutch to be recombined and outputting torque to the input shaft to enable the rotation speed of the input shaft to be the same as that of the engine;
s4, controlling the clutch to be disengaged again to recover to enter a transmission torque disappearance phase;
s5, controlling the synchronizer to be combined, and enabling the transmission system to enter a target gear;
and S6, controlling the clutch to be combined and entering a transmission torque recovery stage, simultaneously controlling the reverse torque of the front end motor to be linearly reduced, and continuously outputting the target torque after gear shifting by the engine to finish gear shifting.
2. A hybrid shift control method as set forth in claim 1 wherein: when step S1 ends, the absolute value of the reverse torque is equal to the absolute value of the engine torque.
3. A hybrid shift control method as set forth in claim 1 wherein: in step S3, the clutch is controlled to be reengaged at the half-engagement point, which is the 3-5Nm transfer point.
4. A hybrid shift control method as set forth in claim 3 wherein: in step S3, the engaging force of the clutch is controlled to be stable at a predetermined value, and step S4 is executed when the input shaft rotation speed is the same as the engine rotation speed.
5. A hybrid shift control method as set forth in claim 4 wherein: in step S3, the engine speed is linearly reduced to the target speed after the shift by the difference torque control between the reverse torque and the engine torque.
6. A hybrid shift control method as set forth in claim 1 wherein: when the step S5 ends, the engine torque outputs the target torque after shifting.
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| CN201911386232.4A CN111169457B (en) | 2019-12-29 | 2019-12-29 | Hybrid power gear shifting control method |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN111791876B (en) * | 2020-07-30 | 2022-04-19 | 重庆青山工业有限责任公司 | Sequence-based hybrid transmission synchronizer gear engagement control method |
| CN112141077A (en) * | 2020-09-29 | 2020-12-29 | 马瑞利动力系统（合肥）有限公司 | Gear shifting system and method of hybrid power vehicle |
| JP7322853B2 (en) * | 2020-10-21 | 2023-08-08 | トヨタ自動車株式会社 | vehicle controller |
| CN114909468B (en) * | 2021-02-07 | 2024-04-19 | 广汽埃安新能源汽车有限公司 | Vehicle downshift control method, device and storage medium |
| CN114179779A (en) * | 2021-12-17 | 2022-03-15 | 清华大学苏州汽车研究院（吴江） | Gear shifting control method and device for hybrid electric vehicle |
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