CN111516671A - Torque control method and device of hybrid vehicle and storage medium - Google Patents

Torque control method and device of hybrid vehicle and storage medium Download PDF

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Publication number
CN111516671A
CN111516671A CN202010195791.3A CN202010195791A CN111516671A CN 111516671 A CN111516671 A CN 111516671A CN 202010195791 A CN202010195791 A CN 202010195791A CN 111516671 A CN111516671 A CN 111516671A
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China
Prior art keywords
clutch
torque
state
vehicle
current vehicle
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Granted
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CN202010195791.3A
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Chinese (zh)
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CN111516671B (en
Inventor
黄亮
刘义强
王运凯
张勇
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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 CN202010195791.3A priority Critical patent/CN111516671B/en
Publication of CN111516671A publication Critical patent/CN111516671A/en
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    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT 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
    • B60W20/00Control systems specially adapted for hybrid vehicles
    • B60W20/10Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/15Control strategies specially adapted for achieving a particular effect
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT 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
    • B60W10/00Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT 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
    • B60W10/00Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08Conjoint 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
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT 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
    • B60W20/00Control systems specially adapted for hybrid vehicles
    • B60W20/40Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT 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
    • B60W2710/00Output or target parameters relating to a particular sub-units
    • B60W2710/06Combustion engines, Gas turbines
    • B60W2710/0666Engine torque
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT 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
    • B60W2710/00Output or target parameters relating to a particular sub-units
    • B60W2710/08Electric propulsion units
    • B60W2710/083Torque
    • YGENERAL 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
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect
    • Y02T10/62Hybrid vehicles

Abstract

The invention relates to a torque control method of a hybrid vehicle, the hybrid vehicle comprising an engine, a dual clutch transmission and an electric machine, the dual clutch transmission comprising a first clutch and a second clutch, the method comprising: judging whether the current vehicle outputs driving torque through the first clutch to drive the vehicle and whether the engine outputs charging torque through the second clutch to drive the motor; if so, judging whether the current vehicle enters an idle sliding state and whether the gear of the current vehicle is in a D gear or an R gear; if yes, controlling the first clutch to be switched from an engagement state to a slipping state; monitoring whether the speed of the current vehicle is reduced to zero; and if so, controlling the first clutch to be switched from the slipping state to the opening state. By implementing the invention, the dragging torque of the clutch can be reduced, thereby reducing the oil consumption of the vehicle.

Description

Torque control method and device of hybrid vehicle and storage medium
Technical Field
The present invention relates to the field of hybrid vehicle technologies, and in particular, to a method and an apparatus for controlling torque of a hybrid vehicle, and a storage medium.
Background
With the rapid development of science and technology, automobiles become indispensable transportation tools in people's lives, and with the stricter and stricter measures of environmental protection of various countries in the world, hybrid electric vehicles become a key point of automobile research and development due to the characteristics of energy conservation, low emission and the like, and have already begun to be commercialized. The hybrid vehicle is generally referred to as a hybrid vehicle, i.e., a vehicle using a conventional internal combustion engine and an electric motor as power sources. By using the motor on the hybrid electric vehicle, the power system can be flexibly regulated and controlled according to the actual operation condition requirement of the whole vehicle, so that the engine can work in an area with the best comprehensive performance, and the oil consumption and the emission are reduced. On the other hand, since the dual clutch transmission is excellent in power response, transmission efficiency, shift timeliness, and the like, many transmission companies have begun to develop dual clutch transmissions for hybrid vehicles on the basis of basic dual clutch transmissions to achieve flexible regulation of a powertrain.
The common structure of the hybrid electric vehicle double-clutch transmission on the market at present is a P2 structure, and such a transmission can switch a pure electric or hybrid power mode through the switch of one clutch, unlike the double-clutch transmission of the P2 structure on the market at present, the hybrid electric vehicle double-clutch transmission of the present application adopts a P2.5 architecture as shown in fig. 1, and the inventor of the present application finds in the research process that, for the double-clutch transmission of the P2.5 architecture, if the engine is started to charge the battery when the vehicle is in a driving gear such as a D gear idling and parking, the first clutch will increase the output torque when the engine is kept charged due to being in a slipping state, thereby increasing the fuel consumption.
Disclosure of Invention
In view of the above problems of the prior art, an object of the present invention is to provide a torque control method, apparatus and storage medium for a hybrid vehicle, which can reduce the drag torque of a clutch when the hybrid vehicle is stopped at a driving gear and at an idle speed, thereby reducing the load of an engine and reducing the fuel consumption of the vehicle.
A first aspect of the invention provides a torque control method of a hybrid vehicle including an engine, a dual clutch transmission including a first clutch and a second clutch, and an electric motor, an input shaft of the first clutch and an input shaft of the second clutch being connected to an output shaft of the engine, respectively, the electric motor being connected to an output shaft of the second clutch, the method comprising: judging whether the current vehicle outputs driving torque through the first clutch to drive the vehicle and whether the engine outputs charging torque through the second clutch to drive the motor; if so, judging whether the current vehicle enters an idle sliding state and whether the gear of the current vehicle is in a D gear or an R gear; if yes, controlling the first clutch to be switched from an engagement state to a slipping state; monitoring whether the speed of the current vehicle is reduced to zero; and if so, controlling the first clutch to be switched from the slipping state to the opening state.
Further, after controlling the first clutch to transition from the slipping state to the open state, the method further comprises: judging whether an accelerator pedal of the current vehicle is stepped or whether the brake of the current vehicle is released; if any one of the above conditions is satisfied, the first clutch is controlled to be firstly switched from the open state to the slipping state and finally switched from the slipping state to the engaged state.
Further, the controlling the first clutch to transition from the engaged state to the slipping state includes: acquiring a preset clutch friction torque request of the first clutch; controlling the clutch torque request of the first clutch to decrease from the current clutch torque request to the preset clutch slip torque request at a first preset ramp rate to control the first clutch to transition from the engaged state to the slip state.
Further, the controlling the first clutch to transition from the slipping state to the open state includes: acquiring a preset clutch opening torque request of the first clutch; controlling the clutch torque request of the first clutch to decrease from a preset clutch slip torque request to the preset clutch on torque request with a second preset slope to control the first clutch to transition from a slip state to an on state.
Further, the controlling the first clutch to first transition from the open state to the slipping state and finally transition from the slipping state to the engaged state includes: acquiring a preset clutch friction torque request of the first clutch, and acquiring a driver clutch torque request of the current vehicle; the clutch torque request to control the first clutch first rises from a preset clutch-on torque request to the preset clutch slip torque request at a third preset slope and finally responds to the driver clutch torque request to control the first clutch to first transition from the on state to the slip state and finally transition from the slip state to the on state.
Further, before determining whether the current vehicle outputs a driving torque through the first clutch to drive the vehicle and the engine outputs a charging torque through the second clutch to drive the motor, the method further includes: judging whether the oil temperature of the gearbox of the current vehicle is within a preset temperature threshold range or not; and if so, executing the step of judging whether the current vehicle outputs driving torque through the first clutch to drive the vehicle and whether the engine outputs charging torque through the second clutch to drive the motor.
Further, before determining whether the current vehicle outputs a driving torque through the first clutch to drive the vehicle and the engine outputs a charging torque through the second clutch to drive the motor, the method further includes: judging whether the gradient of the current vehicle is less than or equal to a preset gradient or not; and if so, executing the step of judging whether the current vehicle outputs driving torque through the first clutch to drive the vehicle and whether the engine outputs charging torque through the second clutch to drive the motor.
Further, before determining whether the current vehicle outputs a driving torque through the first clutch to drive the vehicle and the engine outputs a charging torque through the second clutch to drive the motor, the method further includes: judging whether the current gearbox mode of the current vehicle is a manual mode or a motion mode; and if not, executing the step of judging whether the current vehicle outputs driving torque through the first clutch to drive the vehicle and whether the engine outputs charging torque through the second clutch to drive the motor.
A second aspect of the present invention provides a torque control apparatus of a hybrid vehicle including an engine, a dual clutch transmission including a first clutch and a second clutch, and an electric motor, an input shaft of the first clutch and an input shaft of the second clutch being connected to an output shaft of the engine, respectively, the electric motor being connected to an output shaft of the second clutch, the apparatus comprising: the first judgment module is used for judging whether the current vehicle outputs driving torque through the first clutch so as to drive the vehicle and whether the engine outputs charging torque through the second clutch so as to drive the motor; the second judging module is used for judging whether the current vehicle enters an idle-speed coasting state and whether the gear of the current vehicle is in a D gear or an R gear when the current vehicle outputs driving torque through the first clutch to drive the vehicle and the engine outputs charging torque through the second clutch to drive the motor; the first control module is used for controlling the first clutch to be changed into a slipping state from an engaged state when the current vehicle enters an idle slipping state and the gear of the current vehicle is in a D gear or an R gear; the vehicle speed monitoring module is used for monitoring whether the vehicle speed of the current vehicle is reduced to zero or not; and the second control module is used for controlling the first clutch to be switched from the slipping state to the opening state when the speed of the current vehicle is reduced to zero.
A third aspect of the invention provides a computer readable storage medium having stored thereon at least one instruction, at least one program, set of codes, or set of instructions for causing a computer to perform any one of the torque control methods.
Due to the technical scheme, the invention has the following beneficial effects:
when the hybrid vehicle is stopped in the idling mode in the D gear or the R gear and the engine outputs the torque to the motor, the dragging torque of the first clutch is reduced by changing the first clutch from the friction state to the opening state, so that the idling control torque requirement of the engine is reduced, namely the load of the engine is reduced, and the oil consumption of the hybrid vehicle is reduced.
Drawings
In order to more clearly illustrate the technical solution of the present invention, the drawings used in the description of the embodiment or the prior art will be briefly described below. It is obvious that the drawings in the following description are only some embodiments of the invention, and that for a person skilled in the art, other drawings can be derived from them without inventive effort.
Fig. 1 is a schematic structural diagram of a hybrid vehicle provided by an embodiment of the invention;
FIG. 2 is a schematic flow chart diagram illustrating a method for torque control in a hybrid vehicle according to an embodiment of the present invention;
FIG. 3 is a diagram illustrating idle coasting conditions for D or R gears of a hybrid vehicle according to an embodiment of the present invention;
fig. 4 is a diagram of an idle stop condition of a hybrid vehicle in a D-gear or R-gear mode according to an embodiment of the invention.
In the drawings:
1-Engine 2-Motor 3-first Clutch
4-second clutch 5-odd gear 6-even gear
Detailed Description
In order to make the technical solutions of the present invention better understood, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
It should be noted that the terms "first," "second," and the like in the description and claims of the present invention and in the drawings are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used is interchangeable under appropriate circumstances such that the embodiments of the invention described herein are capable of operation in sequences other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," as well as any variations thereof, are intended to cover non-exclusive inclusions.
Referring to fig. 1, fig. 1 is a schematic structural diagram of a hybrid vehicle with a P2.5 architecture according to an embodiment of the present invention, where the hybrid vehicle includes an engine 1, a dual clutch transmission and an electric machine 2, the dual clutch transmission includes a first clutch 3, a second clutch 4, odd gears 5 (including, for example, 1 gear, 3 gear, 5 gear and 7 gear) and even gears 6 (including, for example, 2 gear, 4 gear, 6 gear and R gear), an input shaft of the first clutch 3 is connected to an output shaft of the engine 1, an output shaft of the first clutch 3 is connected to an input shaft of the odd gear 5, an input shaft of the second clutch 4 is connected to an output shaft of the engine 1, an output shaft of the second clutch 4 is connected to an input shaft of the even gear 6, and the electric machine 2 is connected to an output shaft of the second clutch 4.
The first clutch and the second clutch are both wet clutches, and the clutches can be in different states by adjusting hydraulic pressure in a clutch piston, for example, the clutches can be in a friction state by reasonably setting the hydraulic pressure in the clutch piston; the clutch can be brought into a disengaged state by further reducing the hydraulic pressure inside the clutch piston; the clutch can be brought into an engaged state by further increasing the hydraulic pressure inside the clutch piston.
Referring now to fig. 2, fig. 2 is a schematic flow chart of a torque control method for a hybrid vehicle according to an embodiment of the present invention, and the present specification provides the method steps as described in the embodiment or the flow chart, but may include more or less steps based on conventional or non-inventive labor. The order of steps recited in the embodiments is merely one manner of performing the steps in a multitude of orders and does not represent the only order of execution. In practice, the apparatus, storage medium, or device may be executed sequentially or in parallel (e.g., in the context of parallel processors or multi-threaded processing) according to the embodiments or methods shown in the drawings. Specifically, as shown in fig. 2, the method may include:
step S201: judging whether the current vehicle outputs driving torque through the first clutch to drive the vehicle and whether the engine outputs charging torque through the second clutch to drive the motor;
in the embodiment of the invention, the current vehicle is the hybrid vehicle and can be a car or a passenger car and the like.
The judging whether the engine outputs the charging torque to the motor through the second clutch refers to judging whether the engine outputs the charging torque to the motor (equivalent to a generator) so as to charge a battery of the current vehicle through the motor.
In practical application, whether the engine outputs rated charging torque or not can be judged, and if yes, the engine is judged to output the charging torque to drive the motor to charge the battery.
Step S203: if so, judging whether the current vehicle enters an idle sliding state and whether the gear of the current vehicle is in a D gear or an R gear;
in the embodiment of the present invention, the idling speed is one of the current operating conditions of the vehicle, and means that the engine is operated in a neutral condition, and the rotation speed of the engine when idling is called the idling rotation speed. The sliding means that the brake of the current vehicle is in a stepping-on state, the speed of the current vehicle is not zero, and the accelerator of the current vehicle is in a releasing state, and the idle sliding state is as follows: the engine speed is an idle speed, the brake of the current vehicle is in a stepping-on state, the speed of the current vehicle is not zero, and the accelerator of the current vehicle is in a releasing state.
In practical application, the engine speed of the current vehicle can be acquired through an engine speed sensor, the brake information of the current vehicle can be acquired through a brake pedal pressure sensor, the vehicle speed of the current vehicle can be acquired through a vehicle speed sensor, the position of an accelerator of the current vehicle can be acquired through an accelerator pedal position sensor, the gear of the current vehicle can be acquired through a gear shift lever position sensor, the engine speed sensor, the brake pedal pressure sensor, the vehicle speed sensor, the accelerator pedal position sensor and the gear shift lever position sensor are respectively in communication connection with a controller, so that whether the current vehicle is in an idle sliding state or not can be judged through the controller, whether the gear of the current vehicle is in a D gear or an R gear or not can be judged through the controller, and the controller can be an ECU (electronic control Unit), TCU (transmission control unit), and the like. The communication connection mode of the engine speed sensor, the brake pedal pressure sensor, the vehicle speed sensor, the accelerator pedal position sensor, the gear shift lever position sensor and the controller CAN be CAN bus connection, LIN bus connection or wireless network connection.
Step S205: if yes, controlling the first clutch to be switched from an engagement state to a slipping state;
in a specific embodiment, as shown in fig. 3, the controlling the first clutch to transition from the engaged state to the slipping state may include:
acquiring a preset clutch friction torque request of the first clutch;
controlling the clutch torque request of the first clutch to decrease from the current clutch torque request to the preset clutch slip torque request at a first preset ramp rate to control the first clutch to transition from the engaged state to the slip state.
Step S207: monitoring whether the speed of the current vehicle is reduced to zero;
in practical application, the speed of the current vehicle can be acquired through a speed sensor, and a controller judges whether the speed of the current vehicle is reduced to zero or not.
Step S209: and if so, controlling the first clutch to be switched from the slipping state to the opening state.
In a specific embodiment, as shown in fig. 4, the controlling the first clutch to transition from the slipping state to the open state may include:
acquiring a preset clutch opening torque request of the first clutch;
controlling the clutch torque request of the first clutch to decrease from a preset clutch slip torque request to the preset clutch on torque request with a second preset slope to control the first clutch to transition from a slip state to an on state.
By implementing the embodiment of the invention, when the hybrid vehicle is stopped in the D gear or the R gear in an idling mode and the engine outputs the torque to the motor, the dragging torque of the first clutch is reduced by switching the first clutch from the friction state to the open state, so that the idling control torque requirement of the engine is reduced, namely the load of the engine is reduced, and the oil consumption of the hybrid vehicle is reduced.
In some embodiments, in order to ensure the power responsiveness of the entire vehicle, after controlling the first clutch to transition from the slipping state to the open state, the method may further include:
judging whether an accelerator pedal of the current vehicle is stepped or whether the brake of the current vehicle is released;
if any one of the above conditions is satisfied, the first clutch is controlled to be firstly switched from the open state to the slipping state and finally switched from the slipping state to the engaged state.
In a specific embodiment, as shown in fig. 4, the controlling the first clutch to first transition from the open state to the slipping state and finally transition from the slipping state to the engaged state may include:
acquiring a preset clutch friction torque request of the first clutch, and acquiring a driver clutch torque request of the current vehicle;
the clutch torque request to control the first clutch first rises from a preset clutch-on torque request to the preset clutch slip torque request at a third preset slope and finally responds to the driver clutch torque request to control the first clutch to first transition from the on state to the slip state and finally transition from the slip state to the on state.
It will be appreciated that the third predetermined ramp rate is greater than the ramp-up ramp rate of the driver clutch torque request in order to provide a quick response to the driver torque request and thereby ensure a quick clutch launch.
In some embodiments, before determining whether the current vehicle outputs a driving torque through the first clutch to drive the vehicle and the engine outputs a charging torque through the second clutch to drive the motor, the method may further include:
judging whether the oil temperature of the gearbox of the current vehicle is within a preset temperature threshold range or not; and if so, executing the step of judging whether the current vehicle outputs driving torque through the first clutch to drive the vehicle and whether the engine outputs charging torque through the second clutch to drive the motor.
The preset temperature threshold range refers to that the oil temperature of the double-clutch automatic gearbox is greater than or equal to the lowest preset oil temperature and less than or equal to the maximum preset oil temperature, and it can be understood that when the oil temperature is too low, the oil is thickened, and if the first clutch is controlled to be switched from a friction state to an open state at the moment, the load of an engine can be increased, so that the oil consumption is increased; when the oil temperature is too high, gear shifting logic which correspondingly increases the locking force on the torque converter and limits the slipping times of the torque converter when slipping is executed, so that the oil temperature is reduced. Therefore, as a preferable scheme, the condition judgment is executed when the current gearbox oil temperature of the vehicle is within a preset temperature threshold value range.
In some embodiments, considering that if the vehicle is restarted when the vehicle is on an excessively large gradient, the vehicle may roll back, and therefore, before determining whether the current vehicle outputs the driving torque through the first clutch to drive the vehicle and the engine outputs the charging torque through the second clutch to drive the motor, the method may further include:
judging whether the gradient of the current vehicle is less than or equal to a preset gradient or not; and if so, executing the step of judging whether the current vehicle outputs driving torque through the first clutch to drive the vehicle and whether the engine outputs charging torque through the second clutch to drive the motor.
In some embodiments, before determining whether the current vehicle outputs driving torque through the first clutch to drive the vehicle and the engine outputs charging torque through the second clutch to drive the motor, the method may further include: judging whether the current gearbox mode of the current vehicle is a manual mode or a motion mode; and if not, executing the step of judging whether the current vehicle outputs driving torque through the first clutch to drive the vehicle and whether the engine outputs charging torque through the second clutch to drive the motor.
An embodiment of the present invention further provides a torque control apparatus of a hybrid vehicle, where the hybrid vehicle includes an engine, a dual clutch transmission, and a motor, the dual clutch transmission includes a first clutch and a second clutch, an input shaft of the first clutch and an input shaft of the second clutch are connected to an output shaft of the engine, respectively, and the motor is connected to an output shaft of the second clutch, the apparatus includes:
the first judgment module is used for judging whether the current vehicle outputs driving torque through the first clutch so as to drive the vehicle and whether the engine outputs charging torque through the second clutch so as to drive the motor;
for when the present vehicle outputs a driving torque through the first clutch to drive the vehicle and the engine outputs a charging torque through the second clutch to drive the motor
The second judgment module is used for judging whether the current vehicle enters an idle sliding state and whether the gear of the current vehicle is in a D gear or an R gear when the current vehicle outputs driving torque through the first clutch to drive the vehicle and the engine outputs charging torque through the second clutch to drive the motor;
the first control module is used for controlling the first clutch to be changed into a slipping state from an engaged state when the current vehicle enters an idle slipping state and the gear of the current vehicle is in a D gear or an R gear;
the vehicle speed monitoring module is used for monitoring whether the vehicle speed of the current vehicle is reduced to zero or not;
and the second control module is used for controlling the first clutch to be switched from the slipping state to the opening state when the speed of the current vehicle is reduced to zero.
Embodiments of the present invention also provide a computer-readable storage medium having stored thereon at least one instruction, at least one program, set of codes, or set of instructions that cause a computer to perform a torque control method according to any one of the above embodiments.
Embodiments of the present invention also provide a torque control apparatus, comprising a processor and a memory, wherein the memory stores at least one instruction, at least one program, set of codes, or set of instructions, which is loaded and executed by the processor to implement the torque control method of any of the above embodiments.
The above examples only show some embodiments of the present invention, and the description thereof is more specific and detailed, but not construed as limiting the scope of the invention. It should be noted that, for a person skilled in the art, several variations and modifications can be made without departing from the inventive concept, which falls within the scope of the present invention. Therefore, the protection scope of the present patent shall be subject to the appended claims.

Claims (10)

1. A torque control method of a hybrid vehicle including an engine, a dual clutch transmission including a first clutch and a second clutch, and an electric motor, an input shaft of the first clutch and an input shaft of the second clutch being connected to an output shaft of the engine, respectively, the electric motor being connected to an output shaft of the second clutch, characterized by comprising:
judging whether the current vehicle outputs driving torque through the first clutch to drive the vehicle and whether the engine outputs charging torque through the second clutch to drive the motor;
if so, judging whether the current vehicle enters an idle sliding state and whether the gear of the current vehicle is in a D gear or an R gear;
if yes, controlling the first clutch to be switched from an engagement state to a slipping state;
monitoring whether the speed of the current vehicle is reduced to zero;
and if so, controlling the first clutch to be switched from the slipping state to the opening state.
2. The torque control method according to claim 1, wherein after controlling the first clutch to transition from the slipping state to the open state, the method further comprises:
judging whether an accelerator pedal of the current vehicle is stepped or whether the brake of the current vehicle is released;
if any one of the above conditions is satisfied, the first clutch is controlled to be firstly switched from the open state to the slipping state and finally switched from the slipping state to the engaged state.
3. The torque control method of claim 1, wherein said controlling the first clutch to transition from the engaged state to the slip state comprises:
acquiring a preset clutch friction torque request of the first clutch;
controlling the clutch torque request of the first clutch to decrease from the current clutch torque request to the preset clutch slip torque request at a first preset ramp rate to control the first clutch to transition from the engaged state to the slip state.
4. The torque control method of claim 3, wherein said controlling the first clutch to transition from the slip state to the open state comprises:
acquiring a preset clutch opening torque request of the first clutch;
controlling the clutch torque request of the first clutch to decrease from a preset clutch slip torque request to the preset clutch on torque request with a second preset slope to control the first clutch to transition from a slip state to an on state.
5. The torque control method according to claim 2, wherein the controlling the first clutch to first transition from the open state to the slipping state and finally transition from the slipping state to the engaged state includes:
acquiring a preset clutch friction torque request of the first clutch, and acquiring a driver clutch torque request of the current vehicle;
the clutch torque request to control the first clutch first rises from a preset clutch-on torque request to the preset clutch slip torque request at a third preset slope and finally responds to the driver clutch torque request to control the first clutch to first transition from the on state to the slip state and finally transition from the slip state to the on state.
6. The torque control method according to claim 1, wherein before determining whether the current vehicle outputs a driving torque through the first clutch to drive the vehicle and the engine outputs a charging torque through the second clutch to drive the motor, the method further comprises:
judging whether the oil temperature of the gearbox of the current vehicle is within a preset temperature threshold range or not;
and if so, executing the step of judging whether the current vehicle outputs driving torque through the first clutch to drive the vehicle and whether the engine outputs charging torque through the second clutch to drive the motor.
7. The torque control method according to claim 1, wherein before determining whether the current vehicle outputs a driving torque through the first clutch to drive the vehicle and the engine outputs a charging torque through the second clutch to drive the motor, the method further comprises:
judging whether the gradient of the current vehicle is less than or equal to a preset gradient or not;
and if so, executing the step of judging whether the current vehicle outputs driving torque through the first clutch to drive the vehicle and whether the engine outputs charging torque through the second clutch to drive the motor.
8. The torque control method according to claim 1, wherein before determining whether the current vehicle outputs a driving torque through the first clutch to drive the vehicle and the engine outputs a charging torque through the second clutch to drive the motor, the method further comprises:
judging whether the current gearbox mode of the current vehicle is a manual mode or a motion mode;
and if not, executing the step of judging whether the current vehicle outputs driving torque through the first clutch to drive the vehicle and whether the engine outputs charging torque through the second clutch to drive the motor.
9. A torque control apparatus of a hybrid vehicle, the hybrid vehicle including an engine, a dual clutch transmission including a first clutch and a second clutch, and an electric motor, an input shaft of the first clutch and an input shaft of the second clutch being connected to an output shaft of the engine, respectively, the electric motor being connected to an output shaft of the second clutch, the apparatus comprising:
the first judgment module is used for judging whether the current vehicle outputs driving torque through the first clutch so as to drive the vehicle and whether the engine outputs charging torque through the second clutch so as to drive the motor;
for when the present vehicle outputs a driving torque through the first clutch to drive the vehicle and the engine outputs a charging torque through the second clutch to drive the motor
The second judgment module is used for judging whether the current vehicle enters an idle sliding state and whether the gear of the current vehicle is in a D gear or an R gear when the current vehicle outputs driving torque through the first clutch to drive the vehicle and the engine outputs charging torque through the second clutch to drive the motor;
the first control module is used for controlling the first clutch to be changed into a slipping state from an engaged state when the current vehicle enters an idle slipping state and the gear of the current vehicle is in a D gear or an R gear;
the vehicle speed monitoring module is used for monitoring whether the vehicle speed of the current vehicle is reduced to zero or not;
and the second control module is used for controlling the first clutch to be switched from the slipping state to the opening state when the speed of the current vehicle is reduced to zero.
10. A computer readable storage medium having stored thereon at least one instruction, at least one program, a set of codes, or a set of instructions that cause a computer to perform a torque control method according to any one of claims 1-8.
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