CN111516671B - Torque control method and device for hybrid electric vehicle and storage medium - Google Patents
Torque control method and device for hybrid electric vehicle and storage medium Download PDFInfo
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- CN111516671B CN111516671B CN202010195791.3A CN202010195791A CN111516671B CN 111516671 B CN111516671 B CN 111516671B CN 202010195791 A CN202010195791 A CN 202010195791A CN 111516671 B CN111516671 B CN 111516671B
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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
- B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
- B60W20/15—Control strategies specially adapted for achieving a particular effect
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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
- 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
- B60W2710/06—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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- 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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- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Automation & Control Theory (AREA)
- Hybrid Electric Vehicles (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The invention relates to a torque control method of a hybrid vehicle, the hybrid vehicle comprising an engine, a dual clutch gearbox and a motor, the dual clutch gearbox 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 yes, judging whether the current vehicle enters an idle sliding state and whether the gear of the current vehicle is positioned at a D gear or an R gear; if yes, controlling the first clutch to be changed from an engagement state to a sliding friction state; monitoring whether the speed of the current vehicle is reduced to zero; and if so, controlling the first clutch to be changed from a sliding state to an opening state. By implementing the invention, the dragging torque of the clutch can be reduced, so that the oil consumption of the vehicle is reduced.
Description
Technical Field
The present invention relates to the field of hybrid vehicles, and in particular, to a torque control method and apparatus for a hybrid vehicle, and a storage medium.
Background
With the rapid development of science and technology, automobiles have become indispensable tools for riding instead of walking in people's life, and with the increasingly stricter measures of environmental protection in all countries of the world, hybrid electric vehicles have become an important point for automobile research and development due to the characteristics of energy conservation, low emission and the like, and have begun to be commercialized. The hybrid electric vehicle generally refers to a hybrid electric vehicle, i.e., a vehicle that uses 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 running condition requirement of the whole vehicle, so that the engine can work in the region 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 are beginning to develop a dual clutch transmission for a hybrid vehicle on the basis of the basic dual clutch transmission to achieve flexible regulation and control of a power system.
A common structure of a dual clutch transmission of a hybrid electric vehicle on the market at present is a P2 structure, and the hybrid electric vehicle can switch a pure electric power mode or a hybrid electric power mode through a switch of a clutch, unlike the dual clutch transmission of the P2 structure on the market at present, the dual clutch transmission of the hybrid electric vehicle adopts a P2.5 structure as shown in fig. 1, and the inventor of the application finds that for the dual clutch transmission of the P2.5 structure, when a driver stops at idle speed such as D gear, if an engine is started to charge a battery, the first clutch can increase output torque when the engine keeps charging due to being in a sliding friction state, so that fuel consumption is increased.
Disclosure of Invention
In view of the foregoing 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 reduce the drag torque of a clutch when the hybrid vehicle is at a driving gear and is at an idle stop, thereby reducing the load of an engine and reducing the fuel consumption of the vehicle.
A first aspect of the present invention provides a torque control method of a hybrid vehicle including an engine, a double-clutch transmission including a first clutch and a second clutch, 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, and a 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 yes, judging whether the current vehicle enters an idle sliding state and whether the gear of the current vehicle is positioned at a D gear or an R gear; if yes, controlling the first clutch to be changed from an engagement state to a sliding friction state; monitoring whether the speed of the current vehicle is reduced to zero; and if so, controlling the first clutch to be changed from a sliding state to an opening state.
Further, after controlling the first clutch to transition from the slip state to the open state, the method further includes: judging whether an accelerator pedal of the current vehicle is stepped on or whether the brake of the current vehicle is released; if any of the above conditions is met, the first clutch is controlled to first transition from an open state to a slip state and finally from the slip state to an engaged state.
Further, the controlling the first clutch to transition from the engaged state to the slip state includes: acquiring a preset clutch friction torque request of the first clutch; the clutch torque request of the first clutch is controlled to be reduced from the current clutch torque request to the preset clutch friction torque request with a first preset slope so as to control the first clutch to be changed from an engagement state to a friction state.
Further, the controlling the first clutch to transition from the slip state to the open state includes: acquiring a preset clutch opening torque request of the first clutch; the clutch torque request of the first clutch is controlled to be reduced from a preset clutch sliding torque request to the preset clutch opening torque request with a second preset slope so as to control the first clutch to be changed from a sliding state to an opening state.
Further, the controlling the first clutch to first transition from the open state to the slip state and finally from the slip 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 controlling the first clutch is first ramped up from a preset clutch open torque request to the preset clutch friction torque request at a third preset slope and is eventually responsive to the driver clutch torque request to control the first clutch to first transition from an open state to a friction state and eventually from a friction state to an engaged state.
Further, before determining whether the current vehicle outputs a driving torque to drive the vehicle through the first clutch and whether the engine outputs a charging torque to drive the motor through the second clutch, the method further includes: judging whether the current vehicle gearbox oil temperature is in a preset temperature threshold range or not; if yes, 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 is executed.
Further, before determining whether the current vehicle outputs a driving torque to drive the vehicle through the first clutch and whether the engine outputs a charging torque to drive the motor through the second clutch, the method further includes: judging whether the gradient of the current vehicle is less than or equal to a preset gradient; if yes, 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 is executed.
Further, before determining whether the current vehicle outputs a driving torque to drive the vehicle through the first clutch and whether the engine outputs a charging torque to drive the motor through the second clutch, the method further includes: judging whether the current gearbox mode of the current vehicle is a manual mode or a motion mode; if not, 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 is executed.
A second aspect of the present invention provides a torque control apparatus for a hybrid vehicle including an engine, a double clutch transmission including a first clutch and a second clutch, 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, and an electric motor being connected to an output shaft of the second clutch, the apparatus comprising: the first judging module is used for 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 second judging 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 from an engagement state to a sliding state when the current vehicle enters an idle sliding state and the gear of the current vehicle is positioned in a D gear or an R gear; the vehicle speed monitoring module is used for monitoring whether the 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 a sliding state to an opening state when the speed of the current vehicle is reduced to zero.
A third aspect of the present invention provides a computer-readable storage medium storing at least one instruction, at least one program, a code set, or an instruction set, the at least one instruction, the at least one program, the code set, or the instruction set causing the computer to execute any one of the torque control methods.
Due to the technical scheme, the invention has the following beneficial effects:
when the hybrid vehicle is idle-stopped in the D gear or the R gear and the engine outputs torque to the motor, by shifting the first clutch from the slip state to the open state, the drag torque of the first clutch is reduced, thereby reducing the idle control torque demand of the engine, i.e., reducing the load of the engine, thereby reducing the fuel consumption of the hybrid vehicle.
Drawings
In order to more clearly illustrate the technical solution of the present invention, the following description will make a brief introduction to the drawings used in the description of the embodiments or the prior art. It is evident that the drawings in the following description are only some embodiments of the present invention and that other drawings may be obtained from these drawings without inventive effort for a person of ordinary skill in the art.
Fig. 1 is a schematic structural view of a hybrid vehicle according to an embodiment of the present invention;
fig. 2 is a schematic flow chart of a torque control method of a hybrid vehicle according to an embodiment of the present invention;
FIG. 3 is a diagram of a D-range or R-range idle coasting condition of a hybrid vehicle according to an embodiment of the present invention;
fig. 4 is a D-range or R-range idle stop condition diagram of a hybrid vehicle according to an embodiment of the present invention.
In the accompanying drawings:
1-Engine 2-Motor 3-first Clutch
4-second clutch 5-odd gear 6-even gear
Detailed Description
In order that those skilled in the art will better understand the present invention, a technical solution in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in which it is apparent that the described embodiments are only some embodiments of the present invention, not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the present invention without making any inventive effort, shall fall within the scope of the present invention.
It should be noted that the terms "first," "second," and the like in the description and the claims and drawings of the present invention are used for distinguishing between similar objects and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used may be interchanged where appropriate such that the embodiments of the invention described herein may be implemented in sequences other than those illustrated or otherwise described herein. Furthermore, the terms "comprise" and "have," as well as any variations thereof, are intended to cover a non-exclusive inclusion.
Referring to fig. 1, fig. 1 is a schematic structural diagram of a hybrid vehicle with a P2.5 architecture, where the hybrid vehicle includes an engine 1, a dual clutch gearbox, and a motor 2, the dual clutch gearbox includes a first clutch 3, a second clutch 4, an odd gear 5 (including, for example, 1, 3, 5, and 7) and an even gear 6 (including, for example, 2, 4, 6, and R), an input shaft of the first clutch 3 is connected with an output shaft of the engine 1, an output shaft of the first clutch 3 is connected with an input shaft of the odd gear 5, an input shaft of the second clutch 4 is connected with an output shaft of the engine 1, an output shaft of the second clutch 4 is connected with an input shaft of the even gear 6, and the motor 2 is connected with an output shaft of the second clutch 4.
The first clutch and the second clutch are wet clutches, and the clutches can be in different states by adjusting the hydraulic pressure in the clutch piston, for example, the clutches can be in a sliding state by reasonably setting the hydraulic pressure in the clutch piston; by further reducing the hydraulic pressure inside the clutch piston, the clutch can be brought into a disengaged state; by further increasing the hydraulic pressure inside the clutch piston, the clutch can be brought into an engaged state.
Referring to fig. 2, fig. 2 is a schematic flow chart of a torque control method according to an embodiment of the present invention, and the present specification provides the method operation steps as described in the examples or the flow chart, but may include more or less operation steps based on conventional or non-inventive labor. The order of steps recited in the embodiments is merely one way of performing the order of steps and does not represent a unique order of execution. In practice, the apparatus, storage medium, or device may execute in sequence or in parallel (e.g., in parallel processor or multithreaded environments) in accordance with the methods shown in the embodiments or figures. 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 present invention, the current vehicle is the hybrid vehicle, and may be a car or a passenger car.
The determining whether the engine outputs the charging torque to the motor through the second clutch means determining whether the engine outputs the charging torque to the motor (equivalent to a generator) to charge the battery of the current vehicle through the motor.
In practical application, whether the engine outputs rated charging torque can be judged, if so, the engine is judged to output charging torque so as to drive the motor to charge the battery.
Step S203: if yes, judging whether the current vehicle enters an idle sliding state and whether the gear of the current vehicle is positioned at a D gear or an R gear;
in the embodiment of the invention, the idling is a working condition of the current vehicle, that is, the engine is operated under the neutral condition, and the rotating speed of the engine when idling is called as the idling rotating speed. The coasting means that the brake of the current vehicle is in a stepping state, the speed of the current vehicle is not zero, and the accelerator of the current vehicle is in a release state, and the idle coasting state is as follows: the engine speed is idle speed, the brake of the current vehicle is in a stepping state, the speed of the current vehicle is not zero, and the accelerator of the current vehicle is in a release state.
In practical application, the engine speed of the current vehicle may be obtained through an engine speed sensor, the brake information of the current vehicle may be obtained through a brake pedal pressure sensor, the speed of the current vehicle may be obtained through a vehicle speed sensor, the position of the accelerator of the current vehicle may be obtained through an accelerator pedal position sensor, the gear of the current vehicle may be obtained through a gear lever position sensor, and the engine speed sensor, the brake pedal pressure sensor, the vehicle speed sensor, the accelerator pedal position sensor and the gear lever position sensor are respectively in communication connection with a controller, so that the controller may determine whether the current vehicle is in an idle sliding state and whether the gear of the current vehicle is in D gear or R gear, and the controller may be an ECU (ElectricControl Unit, an electronic control unit), a TCU (transmission control unit), an automatic gearbox control unit) or the like. The engine speed sensor, the brake pedal pressure sensor, the vehicle speed sensor, the accelerator pedal position sensor and the gear level position sensor are in communication connection with the controller in a CAN bus connection, a LIN bus or a wireless network connection.
Step S205: if yes, controlling the first clutch to be changed from an engagement state to a sliding friction state;
in a specific embodiment, as shown in fig. 3, the controlling the first clutch to transition from the engaged state to the slip state may include:
acquiring a preset clutch friction torque request of the first clutch;
the clutch torque request of the first clutch is controlled to be reduced from the current clutch torque request to the preset clutch friction torque request with a first preset slope so as to control the first clutch to be changed from an engagement state to a friction 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 obtained through a speed sensor, and the 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 changed from a sliding state to an opening state.
In a specific embodiment, as shown in fig. 4, the controlling the first clutch to transition from the slip state to the open state may include:
acquiring a preset clutch opening torque request of the first clutch;
the clutch torque request of the first clutch is controlled to be reduced from a preset clutch sliding torque request to the preset clutch opening torque request with a second preset slope so as to control the first clutch to be changed from a sliding state to an opening state.
By implementing the embodiment of the invention, when the hybrid vehicle is stopped at the idle speed of the D gear or the R gear and the engine outputs torque to the motor, the dragging torque of the first clutch is reduced by changing the first clutch from the sliding friction state to the opening state, so that the idle speed 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, to ensure power responsiveness of the whole vehicle, after controlling the first clutch to transition from the slip state to the open state, the method may further include:
judging whether an accelerator pedal of the current vehicle is stepped on or whether the brake of the current vehicle is released;
if any of the above conditions is met, the first clutch is controlled to first transition from an open state to a slip state and finally from the slip state to an 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 slip state and finally from the slip 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 controlling the first clutch is first ramped up from a preset clutch open torque request to the preset clutch friction torque request at a third preset slope and is eventually responsive to the driver clutch torque request to control the first clutch to first transition from an open state to a friction state and eventually from a friction state to an engaged state.
It will be appreciated that the third predetermined slope is greater than the rising slope of the driver clutch torque request in order to respond quickly to the driver torque request, thereby ensuring a quick response of clutch launch.
In some embodiments, prior to determining whether the current vehicle is outputting drive torque to drive the vehicle via the first clutch and whether the engine is outputting charge torque to drive the electric machine via the second clutch, the method may further include:
judging whether the current vehicle gearbox oil temperature is in a preset temperature threshold range or not; if yes, 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 is executed.
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, oil thickens, and if the first clutch is controlled to be switched from a sliding state to an opening state at this time, the load of an engine can be increased, so that the oil consumption is increased; when the oil temperature is too high, a corresponding gear shifting logic for increasing the locking force on the torque converter and limiting the slip times when the torque converter slips is executed, so that the oil temperature is reduced. Therefore, as a preferable mode, the above condition judgment is performed when the current vehicle's transmission oil temperature is within a preset temperature threshold range.
In some embodiments, considering that if the vehicle is at an excessive grade, a vehicle slip may occur if the vehicle is restarted, the method may further include, prior to determining whether the current vehicle is outputting a driving torque to drive the vehicle via the first clutch and whether the engine is outputting a charging torque to drive the motor via the second clutch:
judging whether the gradient of the current vehicle is less than or equal to a preset gradient; if yes, 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 is executed.
In some embodiments, in order not to degrade the driving experience of the driver, the method may further include, before determining whether the current vehicle outputs a driving torque to drive the vehicle through the first clutch and whether the engine outputs a charging torque to drive the motor through the second clutch: judging whether the current gearbox mode of the current vehicle is a manual mode or a motion mode; if not, 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 is executed.
The embodiment of the invention also provides a torque control device of a hybrid power vehicle, the hybrid power vehicle comprises an engine, a double-clutch gearbox and a motor, the double-clutch gearbox comprises a first clutch and a second clutch, an input shaft of the first clutch and an input shaft of the second clutch are respectively connected with an output shaft of the engine, and the motor is connected with an output shaft of the second clutch, and the device comprises:
the first judging module is used for 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;
for when a 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 second judging module is used for judging whether the current vehicle enters an idle sliding state or not and whether the gear of the current vehicle is in a D gear or an R gear or not 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 from an engagement state to a sliding state when the current vehicle enters an idle sliding state and the gear of the current vehicle is positioned in a D gear or an R gear;
the vehicle speed monitoring module is used for monitoring whether the 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 a sliding state to an opening state when the speed of the current vehicle is reduced to zero.
The embodiment of the invention also provides a computer readable storage medium storing at least one instruction, at least one program, a code set, or an instruction set, where the at least one instruction, the at least one program, the code set, or the instruction set cause the computer to execute the torque control method according to any one of the above embodiments.
The embodiment of the invention also provides a torque control device, which comprises a processor and a memory, wherein at least one instruction, at least one section of program, a code set or an instruction set is stored in the memory, and the at least one instruction, the at least one section of program, the code set or the instruction set is loaded and executed by the processor to realize the torque control method according to any one of the embodiments.
The foregoing examples illustrate only a few embodiments of the invention, which are described in detail and are not to be construed as limiting the scope of the invention. It should be noted that it will be apparent to those skilled in the art that several variations and modifications can be made without departing from the spirit of the invention, which are all within the scope of the invention. Accordingly, the scope of protection of the present invention is to be determined by the appended claims.
Claims (10)
1. A torque control method of a hybrid vehicle including an engine, a double clutch transmission including a first clutch and a second clutch, an input shaft of the first clutch and an input shaft of the second clutch being connected with an output shaft of the engine, respectively, and an electric motor being connected with 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 yes, judging whether the current vehicle enters an idle sliding state and whether the gear of the current vehicle is positioned at a D gear or an R gear;
if yes, controlling the first clutch to be changed from an engagement state to a sliding friction state;
monitoring whether the speed of the current vehicle is reduced to zero;
and if so, controlling the first clutch to be changed from a sliding state to an opening state.
2. The torque control method of claim 1, wherein after controlling the first clutch to transition from the slip state to the open state, the method further comprises:
judging whether an accelerator pedal of the current vehicle is stepped on or whether the brake of the current vehicle is released;
if any of the above conditions is met, the first clutch is controlled to first transition from an open state to a slip state and finally from the slip state to an engaged state.
3. The torque control method of claim 1, wherein said controlling the transition of the first clutch from the engaged state to the slip state comprises:
acquiring a preset clutch friction torque request of the first clutch;
the clutch torque request of the first clutch is controlled to be reduced from the current clutch torque request to the preset clutch friction torque request with a first preset slope so as to control the first clutch to be changed from an engagement state to a friction state.
4. The torque control method of claim 3, wherein said controlling said first clutch to transition from a slip state to an open state comprises:
acquiring a preset clutch opening torque request of the first clutch;
the clutch torque request of the first clutch is controlled to be reduced from a preset clutch sliding torque request to the preset clutch opening torque request with a second preset slope so as to control the first clutch to be changed from a sliding state to an opening state.
5. The torque control method of claim 2, wherein said controlling said first clutch to first transition from an open state to a slip state and finally from a slip state to an engaged state comprises:
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 controlling the first clutch is first ramped up from a preset clutch open torque request to the preset clutch friction torque request at a third preset slope and is eventually responsive to the driver clutch torque request to control the first clutch to first transition from an open state to a friction state and eventually from a friction state to an engaged state.
6. The torque control method of claim 1, wherein prior to determining whether the current vehicle is outputting drive torque through the first clutch to drive the vehicle and whether the engine is outputting charge torque through the second clutch to drive the electric machine, the method further comprises:
judging whether the current vehicle gearbox oil temperature is in a preset temperature threshold range or not;
if yes, 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 is executed.
7. The torque control method of claim 1, wherein prior to determining whether the current vehicle is outputting drive torque through the first clutch to drive the vehicle and whether the engine is outputting charge torque through the second clutch to drive the electric machine, the method further comprises:
judging whether the gradient of the current vehicle is less than or equal to a preset gradient;
if yes, 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 is executed.
8. The torque control method of claim 1, wherein prior to determining whether the current vehicle is outputting drive torque through the first clutch to drive the vehicle and whether the engine is outputting charge torque through the second clutch to drive the electric machine, the method further comprises:
judging whether the current gearbox mode of the current vehicle is a manual mode or a motion mode;
if not, 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 is executed.
9. A torque control apparatus of a hybrid vehicle including an engine, a double clutch transmission including a first clutch and a second clutch, an input shaft of the first clutch and an input shaft of the second clutch being connected with an output shaft of the engine, respectively, and an electric motor being connected with an output shaft of the second clutch, characterized by comprising:
the first judging module is used for 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 second judging module is used for judging whether the current vehicle enters an idle sliding state or not and whether the gear of the current vehicle is in a D gear or an R gear or not 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 from an engagement state to a sliding state when the current vehicle enters an idle sliding state and the gear of the current vehicle is positioned in a D gear or an R gear;
the vehicle speed monitoring module is used for monitoring whether the 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 a sliding state to an opening state when the speed of the current vehicle is reduced to zero.
10. A computer-readable storage medium storing at least one instruction, at least one program, a set of codes, or a set of instructions, the at least one instruction, the at least one program, the set of codes, or the set of instructions causing the computer to perform the torque control method according to any one of claims 1-8.
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| CN113997936B (en) * | 2021-12-09 | 2024-04-05 | 蜂巢传动科技河北有限公司 | Control method and device of hybrid electric vehicle, storage medium and vehicle |
| CN114435338A (en) * | 2022-03-01 | 2022-05-06 | 一汽解放汽车有限公司 | Vehicle power system control method, device, computer equipment and storage medium |
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