CN111795139B - Gear shifting control method and device for hybrid power transmission, vehicle and electronic equipment - Google Patents
Gear shifting control method and device for hybrid power transmission, vehicle and electronic equipment Download PDFInfo
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- CN111795139B CN111795139B CN202010543272.1A CN202010543272A CN111795139B CN 111795139 B CN111795139 B CN 111795139B CN 202010543272 A CN202010543272 A CN 202010543272A CN 111795139 B CN111795139 B CN 111795139B
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/02—Selector apparatus
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/04—Smoothing ratio shift
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/04—Smoothing ratio shift
- F16H2061/0474—Smoothing ratio shift by smoothing engagement or release of positive clutches; Methods or means for shock free engagement of dog clutches
Abstract
The invention discloses a gear shifting control method and device for a hybrid power transmission, a vehicle and electronic equipment. The gear shifting control method of the hybrid power transmission comprises the following steps: when the vehicle meets the upshifting condition, controlling the upshifting gear clutch to perform sliding friction, improving the sliding friction torque, and controlling the power source to improve the torque so as to maintain the rotating speed of the current gear clutch; controlling the power source to reduce torque to disengage a current gear clutch when a slip torque of the upshift gear clutch reaches a first torque threshold; controlling the upshift gear clutch to engage when the rotational speed of the power source decreases to a first rotational speed. Therefore, the power is not interrupted during the gear-up, the speed and the acceleration of the whole vehicle before and after the gear-up are stable, the smoothness of the whole vehicle is increased, and the gear-up impact is reduced.
Description
Technical Field
The present invention relates to the field of vehicle technologies, and in particular, to the field of hybrid transmission control, and in particular, to a shift control method and apparatus for a hybrid transmission, a vehicle, an electronic device, and a computer-readable storage medium.
Background
At present, the hybrid power configurations at home and abroad are mainly divided into a hybrid power assembly based on a traditional gearbox and a novel hybrid power speed change assembly. Based on the configuration of the hybrid power assembly of the traditional gearbox, the traditional gearbox is mainly modified, the structure and strategy of the gearbox are not changed greatly, and therefore the configuration has the problems of weight, arrangement and extra cost caused by design and development. The configuration of the novel hybrid transmission assembly generally adopts an integral design mode based on a system, greatly reduces redundant parts, enables the hybrid transmission system to be more compact and efficient, and has cost benefit. Thus, the new hybrid transmission configuration has found wide application.
A type of novel hybrid power gearbox that uses commonly at present is two motor series-parallel connection hybrid power gearbox, and this type of novel hybrid power gearbox can avoid using high-pressure oil circuit, synchronous ware and shift fork of shifting for the structure is compacter, and control logic is simple, has avoided the drawback of each grade of engine and motor simultaneously. However, because the first-gear clutch of the gearbox cannot slip, the driving force of the whole vehicle is easy to be insufficient or even interrupted in the process of upshifting, and the acceleration and the vehicle speed fluctuation of the whole vehicle are large in the process of upshifting.
Disclosure of Invention
The present invention is directed to solving, at least to some extent, one of the technical problems in the art described above. Therefore, one objective of the present invention is to provide a shift control method for a hybrid transmission, which can ensure that the driving force of the whole vehicle is not interrupted during the upshift process, and the speed and acceleration of the whole vehicle before and after the upshift are stable, thereby improving the smoothness of the whole vehicle during the driving process.
A second object of the invention is to propose a gear shift control device for a hybrid transmission.
A third object of the invention is to propose a vehicle.
A fourth object of the invention is to propose an electronic device.
A fifth object of the invention is to propose a computer-readable storage medium.
In order to achieve the above object, a first aspect of the present invention provides a shift control method for a hybrid transmission, including the steps of: when the vehicle meets the upshifting condition, controlling the upshifting gear clutch to carry out sliding friction, improving the sliding friction torque, and controlling the power source to improve the torque so as to maintain the rotating speed of the current gear clutch; controlling the power source to reduce torque to disengage a current gear clutch when a slip torque of the upshift gear clutch reaches a first torque threshold; controlling the upshift gear clutch to engage when the rotational speed of the power source decreases to a first rotational speed.
According to the gear shifting control method of the hybrid power transmission, the driving force of the whole vehicle is not interrupted in the gear shifting process, the speed and the acceleration of the whole vehicle before and after the gear shifting are stable, and the smoothness of the whole vehicle in the driving process is improved.
In addition, the shift control method for the hybrid transmission according to the above embodiment of the present invention may further have the following additional technical features:
in one embodiment of the present invention, after the controlling the engagement of the upshift gear clutch, the method further includes: and controlling the power source to lift the torque until a preset driving requirement is reached.
In one embodiment of the invention, the up-shift gear clutch is a clutch of a second gear; the current gear clutch is a first gear clutch.
In one embodiment of the invention, the method further comprises: when the vehicle meets the downshift condition, controlling a current gear clutch to perform sliding friction, and reducing the sliding friction torque so as to increase the rotating speed of the power source; when the slip torque of the current gear clutch reaches a second torque threshold value, fixing the slip torque of the current gear clutch, and controlling the power source to reduce the torque so as to enable the downshift gear clutch to be engaged; and controlling the power source to lift the torque until a preset driving requirement is reached.
In an embodiment of the present invention, the controlling the power source to raise the torque until a preset driving demand is reached further includes: and controlling the current gear clutch to reduce the friction torque until the current gear clutch is disengaged.
In one embodiment of the invention, the downshift gear clutch is a first gear clutch; the current gear clutch is a clutch of a second gear.
In order to achieve the above object, an embodiment of a second aspect of the present invention provides a shift control device for a hybrid transmission, including: the first control module is used for controlling the upshift gear clutch to perform friction sliding, improving friction sliding torque and controlling the power source to improve torque so as to maintain the rotating speed of the current gear clutch when the vehicle meets the upshift condition; the second control module is used for controlling the power source to reduce the torque when the friction torque of the upshift gear clutch reaches a first torque threshold value so as to enable the current gear clutch to be disengaged; a third control module to control engagement of the upshift clutch when a rotational speed of the power source decreases to a first rotational speed.
The gear shifting control device of the hybrid power transmission provided by the embodiment of the invention can ensure that the driving force of the whole vehicle is not interrupted in the gear-up process, the speed and the acceleration of the whole vehicle before and after gear-up are stable, and the smoothness of the whole vehicle in the driving process is improved.
In order to achieve the above object, a third aspect of the present invention provides a vehicle including the shift control device for a hybrid transmission according to the second aspect of the present invention.
The vehicle provided by the embodiment of the invention can ensure that the driving force of the whole vehicle is not interrupted in the gear-up process, the speed and the acceleration of the whole vehicle before and after gear-up are stable, and the smoothness of the whole vehicle in the driving process is improved.
In order to achieve the above object, a fourth aspect of the present invention provides an electronic device, including a memory, a processor; wherein the processor executes a program corresponding to the executable program code by reading the executable program code stored in the memory, so as to implement the shift control method of the hybrid transmission according to the embodiment of the first aspect of the present invention.
According to the electronic equipment provided by the embodiment of the invention, the processor executes the computer program stored on the memory, so that the driving force of the whole vehicle is not interrupted in the upshifting process, the speed and the acceleration of the whole vehicle before and after the upshifting are stable, and the smoothness of the whole vehicle in the driving process is improved.
To achieve the above object, a fifth aspect of the present invention provides a computer-readable storage medium storing a computer program, which when executed by a processor, implements the shift control method for a hybrid transmission according to the first aspect of the present invention.
The computer readable storage medium of the embodiment of the invention stores the computer program and is executed by the processor, so that the driving force of the whole vehicle is not interrupted in the upshifting process, the speed and the acceleration of the whole vehicle before and after the upshifting are stable, and the smoothness of the whole vehicle in the driving process is improved.
Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.
Drawings
The foregoing and/or additional aspects and advantages of the present invention will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:
FIG. 1 is a schematic diagram of a novel dual-motor two-gear series-parallel transmission;
FIG. 2 is a flowchart of a shift control method for a hybrid transmission according to one embodiment of the present invention;
FIG. 3 is a flowchart illustrating an upshift control for a hybrid transmission according to an embodiment of the present invention;
FIG. 4 is a torque trend diagram for an upshift process for a hybrid transmission according to an embodiment of the present invention;
FIG. 5 is a schematic illustration of a speed trend during an upshift of a hybrid transmission according to an embodiment of the present invention;
FIG. 6 is a flowchart of a shift control method for a hybrid transmission according to another embodiment of the present invention;
FIG. 7 is a flowchart illustrating a downshift control of a hybrid transmission according to an embodiment of the present invention;
FIG. 8 is a torque trend chart for a downshift process of a hybrid transmission according to one embodiment of the present invention;
FIG. 9 is a schematic illustration of a rotational speed trend during a downshift of a hybrid transmission according to one embodiment of the present invention;
FIG. 10 is a schematic illustration of a shift control device for a hybrid transmission according to an embodiment of the present invention;
FIG. 11 is a schematic structural diagram of a shift control device for a hybrid transmission according to another embodiment of the present invention;
FIG. 12 is a schematic structural diagram of a vehicle according to one embodiment of the present invention; and
fig. 13 is a schematic structural diagram of an electronic device according to an embodiment of the present invention.
Detailed Description
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are illustrative and intended to be illustrative of the invention and are not to be construed as limiting the invention.
A shift control method, a shift control apparatus, a vehicle, an electronic device, and a computer-readable storage medium for a hybrid transmission according to embodiments of the present invention are described below with reference to the accompanying drawings.
It can be understood that one type of hybrid transmission commonly used at present is a dual-motor series-parallel hybrid transmission. The novel dual-motor two-gear series-parallel gearbox is taken as an example, and the novel hybrid power transmission assembly configuration is briefly explained.
As shown in fig. 1, the hybrid transmission configuration includes an engine (not shown), an electric machine, a chain, a battery, a first-gear clutch OWC2, a second-gear clutch C, a clutch OWC1, a vehicle control unit VCU, a transmission controller TCU, a micro control unit MCU1, a micro control unit MCU2, an electronic control unit ECU, a hybrid transmission and its controller (not shown), and the like. Wherein, the special gearbox for the hybrid power is a double-gear parallel shaft type.
The clutch OWC1 is a bi-directionally controllable clutch located between the engine output shaft and the transmission input shaft, and controls the disengagement and engagement of the two. The clutch OWC2 of the first gear is a bidirectional controllable clutch located between the first-gear driven gear and the output shaft of the gearbox, and can realize forward transmission, reverse idle rotation, reverse transmission and forward idle rotation. The clutch C of the second gear is an electric slipping clutch which is positioned between the input shaft of the gearbox and the second gear driving gear and can realize the engagement, slipping and disengagement of the two.
The transmission in the configuration can realize all functional modes of hybrid power, and can realize upshifting and downshifting by controlling the power source, the clutch OWC2 of the first gear and the clutch C of the second gear. The novel hybrid power gearbox can avoid using a high-pressure oil circuit, a synchronizer and a shifting fork, has a more compact structure and simple control logic, and avoids the defects of one gear of each of an engine and a motor. However, since the clutch OWC2 of the first gear of the gearbox cannot slip, the driving force of the whole vehicle is easy to be insufficient or even interrupted during the upshift process, so that the acceleration and the vehicle speed of the whole vehicle fluctuate greatly during the upshift process.
The application aims at the problems and provides a gear shifting control method of a hybrid power transmission, when a vehicle meets an upshifting condition, an upshifting gear clutch can be controlled to slide, sliding torque is improved, and a power source is controlled to improve torque so as to maintain the rotating speed of the current gear clutch. Therefore, the driving force of the whole vehicle is not interrupted in the gear-up process, the speed and the acceleration of the whole vehicle before and after gear-up are stable, and the smoothness of the whole vehicle in the driving process is improved.
The following describes a shift control method of the hybrid transmission provided in the present application with reference to fig. 2. FIG. 2 is a flow chart of a method of shift control for a hybrid transmission according to an embodiment of the present invention.
As shown in fig. 2, the shift control method of the hybrid transmission according to the embodiment of the invention may include the steps of:
and 101, when the vehicle meets an upshift condition, controlling the upshift gear clutch to perform sliding friction, improving the sliding friction torque, and controlling the power source to improve the torque so as to maintain the rotating speed of the current gear clutch.
Specifically, the gear shifting control method of the hybrid transmission provided by the application can be executed by the gear shifting control device of the hybrid transmission provided by the application, hereinafter referred to as a gear shifting control device for short, wherein the gear shifting control device can be configured in electronic equipment so as to perform gear shifting control of the hybrid transmission when a vehicle shifts gears, so that the driving force of the whole vehicle is not interrupted in the gear shifting process, the speed and the acceleration of the whole vehicle are stable before and after the gear shifting, and the smoothness of the whole vehicle in the driving process is improved. The electronic device may be any device capable of controlling the vehicle, such as an on-board computer, a vehicle controller, and the like.
The up-shift gear clutch is a clutch corresponding to a target gear when the vehicle is up-shifted.
The upshifting condition can be set according to the requirement. For example, the shift control device may receive an upshift command, or the shift control device may detect that the power source rotation speed reaches a preset upshift rotation speed threshold, or the like. The preset upshift rotation speed threshold value can be set as required.
It can be understood that when the vehicle meets the upshifting condition, the gear of the current gear clutch is lower than that of the upshifting clutch.
It should be noted that the method provided by the present application may be applied to a dual-motor series-parallel hybrid transmission, and the present application takes a dual-motor two-gear series-parallel transmission, which is hereinafter referred to as a transmission for short as an example.
Accordingly, in the present embodiment, the up-shift clutch may be the clutch of the second gear, and the current gear clutch may be the clutch of the first gear.
Specifically, when the vehicle meets the upshift condition, the gear shifting control device can control the upshift gear clutch to start to slip, control the power source to perform rotating speed closed loop to maintain the rotating speed difference between the main driving disc and the auxiliary driving disc of the upshift gear clutch, keep a certain rotating speed difference between the main driving disc and the auxiliary driving disc of the upshift gear clutch to slip, and gradually increase the slip torque.
It will be appreciated that when the upshift clutch is controlled for slip, the current gear clutch is not disengaged, and therefore, the power source torque is split into two portions, one portion being transmitted to the vehicle through the current gear clutch and one portion being used to overcome the slip torque of the upshift clutch. Then, in order to maintain the rotation speed of the current gear clutch and ensure that the rotation speed of the outer ring of the current gear clutch is not less than the rotation speed of the inner ring, the torque of the power source needs to be increased, so that when the sliding friction torque is increased, the power source is controlled to increase the torque to maintain the rotation speed of the current gear clutch.
And 102, when the friction torque of the clutch of the upshifting gear reaches a first torque threshold value, controlling the power source to reduce the torque so as to enable the clutch of the current gear to be disengaged.
The first torque threshold may be set as needed, for example, determined according to a calibration of a gearbox rack.
Specifically, in the process of controlling the increase of the friction-slipping torque of the upshift gear clutch, it may be determined whether the friction-slipping torque of the upshift gear clutch reaches the first torque threshold, and if not, the friction-slipping torque of the upshift gear clutch is continuously increased until the friction-slipping torque of the upshift gear clutch reaches the first torque threshold.
When the sliding friction torque of the upshift gear clutch reaches a first torque threshold value, the power source can be controlled to reduce the torque, at the moment, the rotating speed of the power source is reduced, and the rotating speed of the power source gradually approaches to the rotating speed of a driven disc of the upshift gear clutch until the rotating speed of the driven disc of the upshift gear clutch is equal to the rotating speed of the driven disc of the upshift gear clutch. Because the speed of the vehicle is not transient, when the rotating speed of the power source is reduced and the rotating speed of the outer ring of the current gear clutch is less than that of the inner ring, the current gear clutch is automatically disengaged.
After the clutch of the current gear is automatically disengaged, the driving torque of the whole vehicle is provided by the friction torque of the clutch of the gear upshift.
And 103, controlling the engagement of the upshift gear clutch when the rotation speed of the power source is reduced to the first rotation speed.
The first rotating speed influences the impact degree and the smoothness of the whole vehicle in the gear-up process, and the size of the first rotating speed can be set according to needs, for example, the first rotating speed can be determined according to the calibration of a gearbox rack. In the embodiment of the present application, when the rotation speed of the power source is reduced to the first rotation speed, the difference in rotation speed between the main driving disk and the auxiliary driving disk of the upshift clutch reaches the set value. The set value may be set according to the magnitude of the rotation speed difference between the master and the slave when the upshift clutch is engaged, for example, if the magnitude of the rotation speed difference between the master and the slave when the upshift clutch is engaged is 0, the set value may be 0.
It can be understood that, after the current gear clutch is disengaged, the rotation speed of the power source is still continuously reduced, and in the process of reducing the rotation speed of the power source, it may be determined whether the rotation speed of the power source is reduced to the first rotation speed, and if not, the rotation speed of the power source is continuously reduced. When the rotating speed of the power source is reduced to a first rotating speed, namely the rotating speed difference of the main driving disk and the auxiliary driving disk of the upshift gear clutch reaches a set value, the main driving disk and the auxiliary driving disk of the upshift gear clutch can be controlled to be pressed tightly, namely the upshift gear clutch is engaged.
It is understood that after controlling the engagement of the upshift clutch, the whole vehicle may not reach the driving demand yet, and therefore, in order to make the whole vehicle reach the driving demand, after step 103, the following steps may be further included:
and controlling the power source to lift the torque until a preset driving requirement is reached.
Referring to fig. 3-5, a shift control method for a hybrid transmission will be described with reference to the process of shifting the hybrid transmission from 1 gear to 2 gear, that is, the current gear clutch is a 1-gear clutch, and the upshift gear clutch is a 2-gear clutch. Fig. 3 is a flowchart of an upshift control of the hybrid transmission, fig. 4 is a schematic diagram of a torque variation trend of the hybrid transmission during an upshift process, and fig. 5 is a schematic diagram of a rotation speed variation trend of the hybrid transmission during an upshift process.
As shown in fig. 3-5, the shift control device may first detect whether the current gear of the vehicle is the 1 st gear (step 201), if the current gear is the 1 st gear, detect whether the shift control device receives an upshift instruction (step 202), and if the shift control device receives an upshift instruction, that is, the vehicle meets an upshift condition, control the 2 nd clutch to start slipping, increase the slipping torque, and control the power source to increase the torque (step 203) to maintain the rotation speed of the 1 st clutch.
During the process of increasing the slip torque of the 2-gear clutch, it may be determined whether the slip torque reaches a first torque threshold (step 204), if not, the slip torque of the 2-gear clutch may be continuously increased (step 205), and when the slip torque of the 2-gear clutch reaches the first torque threshold, the power source may be controlled to decrease the torque, and at this time, the rotational speed of the power source may be decreased until the rotational speed of the power source is equal to the rotational speed of the 2-gear clutch driven disc, and the 1-gear clutch is disengaged (step 206).
After the current gear clutch is disengaged, the rotation speed of the power source is still continuously reduced, and in the process of reducing the rotation speed of the power source, whether the rotation speed of the power source is reduced to the first rotation speed or not can be judged (step 207), and if the rotation speed of the power source is not reduced to the first rotation speed, the rotation speed of the power source is continuously reduced. When the rotation speed of the power source is reduced to the first rotation speed, that is, the rotation speed difference between the main driving disk and the auxiliary driving disk of the 2-gear clutch reaches the set value, the 2-gear clutch can be controlled to be engaged, and the torque of the power source can be increased until the preset driving requirement is reached (step 208). After controlling the engagement of the 2 nd clutch, whether the 2 nd clutch is engaged completely may also be judged (step 209), and when the 2 nd clutch is not engaged, the slip torque of the 2 nd clutch may be continuously increased (step 210) until the 2 nd clutch is engaged completely.
The application provides a gear shifting control method of a hybrid power transmission, when a vehicle meets an upshift condition, controlling an upshift gear clutch to carry out friction sliding, increasing friction sliding torque, and controlling a power source to increase torque so as to maintain the rotating speed of the current gear clutch, when the friction sliding torque of the upshift gear clutch reaches a first torque threshold value, controlling the power source to reduce the torque until the current gear clutch is disengaged, and when the rotating speed of the power source is reduced to the first rotating speed, controlling the upshift gear clutch to be engaged, thereby controlling the friction sliding torque of the upshift gear clutch, the rotating speed of the power source and the torque in the upshift process, enabling the power source torque to be distributed in the upshift process, controlling the disengagement time of the current gear clutch according to requirements, thereby ensuring that the power is not interrupted during the upshift, and the speed and the acceleration before and after the upshift are stable, the smoothness of the whole vehicle is increased, and the gear-up impact is reduced.
Through the analysis, when the vehicle meets the upshifting condition, the slipping torque of the clutch of the second gear, the rotating speed of the power source and the torque can be controlled through controlling, so that the power source torque can be distributed in the upshifting process, the disengaging moment of the clutch of the first gear can be controlled as required, so that the power is not interrupted in the upshifting process, the speed and the acceleration of the whole vehicle are stable before and after the upshifting, the smoothness of the whole vehicle is increased, and the upshifting impact degree is reduced.
In practical application, in the process of downshifting of a vehicle, the phenomenon of insufficient driving force or even interruption can also occur, so that the acceleration and the speed fluctuation of the whole vehicle in the process of downshifting are large, in a possible implementation form of the present invention, when the vehicle meets the downshifting condition, the slipping torque of the clutch of the second gear, the rotating speed of the power source and the torque can be controlled through controlling, so that the torque of the power source can be distributed in the process of downshifting, the engaging moment of the clutch of the first gear can be controlled according to requirements, thereby ensuring that the power is not interrupted in the process of downshifting, the speed and the acceleration of the whole vehicle before and after downshifting are stable, the smoothness of the whole vehicle is increased, and the impact degree of downshifting is reduced. The downshift process control strategy for a hybrid transmission is described below with reference to fig. 6.
Fig. 6 is a flowchart of a shift control method for a hybrid transmission according to another embodiment of the present invention. As shown in fig. 6, the shift control method for a hybrid transmission according to the embodiment of the present invention may further include the steps of:
and 301, when the vehicle meets the downshift condition, controlling the current gear clutch to perform sliding friction, and reducing the sliding friction torque so as to improve the rotating speed of the power source.
The downshift gear clutch is a clutch corresponding to a target gear when the vehicle downshifts.
The downshift conditions may be set as needed. For example, the shift control device may receive a downshift instruction, or the shift control device may detect that the power source rotation speed reaches a preset downshift rotation speed threshold, or the like. The downshift rotating speed threshold value is preset and can be set according to requirements.
It is understood that when the vehicle satisfies the downshift condition, the current gear clutch has a higher gear than the downshift gear clutch.
It should be noted that the method provided by the present application may be applied to a dual-motor series-parallel hybrid transmission, and the present application takes a dual-motor two-gear series-parallel transmission, which is hereinafter referred to as a transmission for short as an example.
Accordingly, in the present embodiment, the downshift gear clutch may be a first gear clutch, and the current gear clutch may be a second gear clutch.
Specifically, when the vehicle meets the downshift condition, the gear shifting control device can control the current gear clutch to start slipping from being engaged, and the slipping torque is reduced.
It can be understood that when the current gear clutch is engaged, the whole vehicle driving torque is provided by the torque of the current gear clutch, after the current gear clutch enters slipping from engagement, the downshift gear clutch keeps disengaging, and at the moment, the torque of the power source is controlled to be larger than the slipping torque, and the rotating speed of the power source is increased.
And 302, when the slip torque of the current gear clutch reaches a second torque threshold value, fixing the slip torque of the current gear clutch, and controlling the power source to reduce the torque so as to enable the downshift gear clutch to be engaged.
The second torque threshold may be set as needed, for example, determined according to the gearbox stage calibration.
Specifically, in the process of controlling the slip torque of the current gear clutch to decrease, it may be determined whether the slip torque of the current gear clutch reaches the second torque threshold, and if not, the slip torque of the current gear clutch continues to decrease until the slip torque of the current gear clutch reaches the second torque threshold.
When the slip torque of the current gear clutch reaches the second torque threshold value, the slip torque of the current gear clutch may be fixed and the power source may be controlled to reduce the torque to engage the downshift gear clutch.
During specific implementation, when the friction-slipping torque of the current gear clutch reaches the second torque threshold value, the friction-slipping torque of the current gear clutch can be fixed, the power source is controlled to reduce the torque and stabilize the rotating speed, whether the rotating speed of the power source is increased to the second rotating speed or not is judged, and if the rotating speed of the power source is not increased to the second rotating speed, the rotating speed of the power source is continuously increased. When the power source speed reaches the second speed, the downshift gear clutch is automatically engaged.
The second rotating speed influences the impact degree and the smoothness of the whole vehicle in the downshift process, and the size of the second rotating speed can be set according to needs, for example, the second rotating speed can be determined according to the calibration of a gearbox rack. In the embodiment of the present application, when the rotation speed of the power source is increased to the second rotation speed, the rotation speed difference between the master and slave discs of the downshift clutch reaches the set value. Wherein the set value may be set in accordance with a magnitude of a difference in rotation speed of the master and slave discs when the downshift gear clutch is engaged. For example, if the difference in the rotational speeds of the master and slave disks when the downshift gear clutch is engaged is 0, the set value may be 0.
It can be understood that, in order to reduce the shift shock, the power source may be subjected to closed-loop control of the rotation speed until the difference in the rotation speed of the master and slave discs of the downshift clutch reaches a set value, and the downshift clutch is controlled to be engaged. At the moment, the power source torque is divided into two parts, one part is used for overcoming the friction slipping torque of the current gear clutch, and the other part is transmitted to the whole vehicle through the downshift gear clutch.
And 303, controlling the power source to lift the torque until a preset driving requirement is reached.
Specifically, after the downshift gear clutch is engaged, the power source can be controlled to raise the torque until a preset driving requirement is reached.
In an exemplary embodiment, controlling the power source to raise the torque until after the preset driving demand is reached may further include: and controlling the current gear clutch to reduce the friction torque until the current gear clutch is disengaged.
During specific implementation, the current gear clutch can be controlled to be gradually separated, the sliding friction torque is gradually reduced, the torque of the downshift gear clutch is gradually increased until the current gear clutch is disengaged, and the power source torque is completely transmitted to the whole vehicle through the downshift gear clutch.
Referring to fig. 7-9, a shift control method of the hybrid transmission will be described with reference to the process of shifting the hybrid transmission from 2-gear to 1-gear, i.e. the current gear clutch is the 2-gear clutch, and the downshift gear clutch is the 1-gear clutch. Fig. 7 is a downshift control flowchart of the hybrid transmission, fig. 8 is a torque variation trend diagram of the hybrid transmission during downshift, and fig. 9 is a rotational speed variation trend diagram of the hybrid transmission during downshift.
As shown in fig. 7 to 9, the gear shift control device may first detect whether the current gear of the vehicle is the 2 nd gear (step 401), and if the current gear is the 2 nd gear, it may detect whether the gear shift control device receives a downshift instruction (step 402), and if the downshift instruction is received, that is, the vehicle satisfies the downshift condition, it may control the 2 nd gear clutch to start the slip, and decrease the slip torque, so as to increase the rotation speed of the power source (step 403).
In the process of reducing the slip torque of the 2-gear clutch, whether the slip torque reaches a second torque threshold value or not can be judged (step 404), if not, the slip torque of the 2-gear clutch is continuously reduced (step 405), when the slip torque of the 2-gear clutch reaches the second torque threshold value, the slip torque of the 2-gear clutch can be fixed, the power source is controlled to reduce the torque and stabilize the rotating speed (step 406), whether the rotating speed of the power source is increased to the second rotating speed or not is judged (step 407), and if not, the rotating speed of the power source is continuously increased.
When the rotating speed of the power source reaches a second rotating speed, the downshift gear clutch can be automatically engaged, after the downshift gear clutch is engaged, the power source can be controlled to raise the torque (step 408) until a preset driving requirement is reached, then the current gear clutch can be controlled to be gradually disengaged to reduce the friction-sliding torque, whether the 2-gear clutch is completely disengaged or not is judged in the friction-sliding torque reducing process (step 409), if the clutch is not completed, the disengagement is continued, and the friction-sliding torque is continuously reduced (step 410) until the 2-gear clutch is completely disengaged.
The application provides a gear-shifting control method of a hybrid power transmission, when a vehicle meets a downshift condition, controlling a current gear clutch to carry out sliding friction, reducing sliding friction torque, so as to improve the rotating speed of a power source, then when the sliding friction torque of the current gear clutch reaches a second torque threshold value, fixing the sliding friction torque of the current gear clutch, controlling the power source to reduce the torque, so as to enable the downshift gear clutch to be engaged, and then controlling the power source to improve the torque until a preset driving requirement is reached, therefore, the sliding friction torque of the current gear clutch, the rotating speed of the power source and the torque in the downshift process are controlled, so that the power source torque can be distributed in the downshift process, the engaging time of the downshift gear clutch can be controlled according to requirements, so that the power is not interrupted in the downshift process, and the speed and the acceleration of the whole vehicle are stable before and after the downshift, the smoothness of the whole vehicle is increased, and the downshift impact degree is reduced.
Fig. 10 is a schematic structural diagram of a shift control device of a hybrid transmission according to an embodiment of the present invention.
As shown in fig. 10, the shift control device 100 for a hybrid transmission according to the embodiment of the present invention includes a first control module 11, a second control module 12, and a third control module 13.
The first control module 11 is configured to control the upshift gear clutch to perform friction slipping, increase friction slipping torque, and control the power source to increase torque to maintain a rotation speed of the current gear clutch when the vehicle meets an upshift condition;
the second control module 12 is configured to control the power source to reduce torque so as to disengage the current gear clutch when the slip torque of the upshift gear clutch reaches a first torque threshold;
and a third control module 13 for controlling the engagement of the upshift clutch when the rotation speed of the power source is reduced to the first rotation speed.
Specifically, the gear shifting control device of the hybrid transmission provided by the application can execute the gear shifting control method of the hybrid transmission provided by the application. The gear shifting control device can be configured in the electronic equipment to perform gear shifting control on the hybrid power gearbox when the vehicle shifts gears, so that the driving force of the whole vehicle is not interrupted in the gear shifting process, the speed and the acceleration of the whole vehicle before and after the gear shifting are stable, and the smoothness of the whole vehicle in the driving process is improved. The electronic device may be any device capable of controlling the vehicle, such as an on-board computer, a vehicle controller, and the like.
In one embodiment of the present invention, the clutch for the upshift gear is a clutch for the second gear; the current gear clutch is a clutch of a first gear.
It should be noted that details of the shift control device for a hybrid transmission according to the embodiment of the present invention are not disclosed, and please refer to details disclosed in the shift control method for a hybrid transmission according to the above embodiment of the present invention, which are not described herein again.
The application provides a gear shifting control device of a hybrid power transmission, when a vehicle meets a gear-up condition, a clutch of a gear-up gear is controlled to carry out sliding friction, sliding friction torque is improved, power source lifting torque is controlled to maintain the rotating speed of the clutch of the current gear, when the sliding friction torque of the clutch of the gear-up gear reaches a first torque threshold value, the power source is controlled to reduce torque until the clutch of the current gear is disengaged, when the rotating speed of the power source is reduced to the first rotating speed, the clutch of the gear-up gear is controlled to be engaged, therefore, the sliding friction torque of the clutch of the gear-up gear in the gear-up process, the rotating speed and the torque of the power source are controlled, the power source torque can be distributed in the gear-up process, the disengaging moment of the clutch of the current gear can be controlled according to needs, thereby the whole vehicle power can be ensured not to be interrupted in the gear-up process, and the speed and the acceleration before and after the gear-up are stable, the smoothness of the whole vehicle is increased, and the gear-shifting impact is reduced.
The shift control device 100 for the hybrid transmission disclosed in the present application will be further explained with reference to fig. 11.
Fig. 11 is a schematic configuration diagram of a shift control device of a hybrid transmission according to another embodiment of the present invention.
As shown in fig. 11, the shift control device 100 for a hybrid transmission described above may further include, in addition to fig. 10:
and the fourth control module 14 is used for controlling the power source to lift the torque until a preset driving demand is reached.
And the fifth control module 15 is configured to control the current gear clutch to perform friction slip when the vehicle meets a downshift condition, and reduce the friction slip torque to increase the rotation speed of the power source.
And a sixth control module 16, configured to fix the slip torque of the current gear clutch when the slip torque of the current gear clutch reaches the second torque threshold, and control the power source to reduce the torque so as to engage the downshift gear clutch.
And the seventh control module 17 is configured to control the power source to increase the torque until a preset driving demand is reached.
And an eighth control module 18 for controlling the current gear clutch to reduce the slipping torque until the current gear clutch is disengaged.
In one embodiment of the present invention, the downshift clutch is a first gear clutch; the current gear clutch is a clutch of a second gear.
It should be noted that details of the shift control device for a hybrid transmission according to the embodiment of the present invention are not disclosed, and please refer to details disclosed in the shift control method for a hybrid transmission according to the above embodiment of the present invention, which are not described herein again.
To sum up, the shift control device of the hybrid transmission according to the embodiment of the present invention controls the current gear clutch to slip when the vehicle meets the downshift condition, reduces the slip torque to increase the rotational speed of the power source, then fixes the slip torque of the current gear clutch when the slip torque of the current gear clutch reaches the second torque threshold, controls the power source to decrease the torque to engage the downshift gear clutch, and controls the power source to increase the torque until the preset driving requirement is reached, so that the slip torque of the current gear clutch, the rotational speed of the power source, and the torque during the downshift are controlled to distribute the power source torque, and the engagement time of the downshift gear clutch can be controlled as required, thereby ensuring that the power is not interrupted during the downshift and the speed and acceleration of the entire vehicle are stable before and after the downshift, the smoothness of the whole vehicle is increased, and the downshift impact is reduced.
In order to implement the above embodiment, the present invention further proposes a vehicle 200, as shown in fig. 12, which includes the above-described shift control device 100 for a hybrid transmission.
The vehicle provided by the embodiment of the invention can ensure that the power is not interrupted during gear shifting, the speed and the acceleration of the whole vehicle are stable before and after gear shifting, the smoothness of the whole vehicle is increased, and the impact degree of gear shifting is reduced.
In order to implement the foregoing embodiment, the present invention further provides an electronic device 300, as shown in fig. 13, where the electronic device 300 includes a memory 31 and a processor 32. Wherein the processor 32 runs a program corresponding to the executable program code by reading the executable program code stored in the memory 31 for implementing the above-described shift control method of the hybrid transmission.
According to the electronic equipment provided by the embodiment of the invention, the processor executes the computer program stored on the memory, so that the power is not interrupted during gear shifting, the speed and the acceleration of the whole vehicle are stable before and after gear shifting, the smoothness of the whole vehicle is increased, and the impact degree of gear shifting is reduced.
In order to implement the above-described embodiments, the present invention also proposes a computer-readable storage medium storing a computer program which, when executed by a processor, implements the above-described shift control method of a hybrid transmission.
The computer readable storage medium of the embodiment of the invention stores the computer program and is executed by the processor, so that the power is not interrupted during gear shifting, the speed and the acceleration of the whole vehicle are stable before and after gear shifting, the smoothness of the whole vehicle is increased, and the impact degree of gear shifting is reduced.
In the description of the present invention, it is to be understood that the terms "central," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," "circumferential," and the like are used in the orientations and positional relationships indicated in the drawings for convenience in describing the invention and to simplify the description, and are not intended to indicate or imply that the referenced device or element must have a particular orientation, be constructed and operated in a particular orientation, and are not to be considered limiting of the invention.
Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the present invention, "a plurality" means two or more unless specifically defined otherwise.
In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," "secured," and the like are to be construed broadly and can, for example, be fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; they may be directly connected or indirectly connected through intervening media, or may be connected through the use of two elements or the interaction of two elements. The specific meanings of the above terms in the present invention can be understood according to specific situations by those of ordinary skill in the art.
In the present invention, unless expressly stated or limited otherwise, the first feature "on" or "under" the second feature may be directly contacting the second feature or the first and second features may be indirectly contacting each other through intervening media. Also, a first feature "on," "over," and "above" a second feature may be directly or diagonally above the second feature, or may simply indicate that the first feature is at a higher level than the second feature. A first feature "under," "beneath," and "under" a second feature may be directly under or obliquely under the second feature, or may simply mean that the first feature is at a lesser elevation than the second feature.
In the description herein, references to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples and features of different embodiments or examples described in this specification can be combined and combined by one skilled in the art without contradiction.
Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention, and that variations, modifications, substitutions and alterations can be made to the above embodiments by those of ordinary skill in the art within the scope of the present invention.
Claims (10)
1. A shift control method for a hybrid transmission, comprising:
when the vehicle meets the upshifting condition, controlling the upshifting gear clutch to perform sliding friction, improving the sliding friction torque, and controlling the power source to improve the torque so as to maintain the rotating speed of the current gear clutch;
controlling the power source to reduce torque to disengage a current gear clutch when a slip torque of the upshift gear clutch reaches a first torque threshold;
after the current gear clutch is disengaged, the driving torque of the whole vehicle is provided by the friction torque of the upshift gear clutch;
controlling the upshift gear clutch to engage when the rotational speed of the power source decreases to a first rotational speed.
2. The method of claim 1, wherein said controlling said upshift gear clutch to engage further comprises:
and controlling the power source to lift the torque until a preset driving requirement is reached.
3. The method of claim 1, wherein the upshift gear clutch is a second gear clutch;
the current gear clutch is a first gear clutch.
4. The method of claim 1, further comprising:
when the vehicle meets a downshift condition, controlling a clutch of a current gear to perform friction sliding, and reducing friction sliding torque so as to increase the rotating speed of the power source;
when the slip torque of the current gear clutch reaches a second torque threshold value, fixing the slip torque of the current gear clutch, and controlling the power source to reduce the torque so as to enable the downshift gear clutch to be engaged;
and controlling the power source to lift the torque until a preset driving requirement is reached.
5. The method of claim 4, wherein the controlling the power source to boost torque until after a preset drive demand is reached, further comprises:
and controlling the current gear clutch to reduce the friction torque until the current gear clutch is disengaged.
6. The method according to claim 4, wherein the downshift gear clutch is a first gear clutch;
the current gear clutch is a clutch of a second gear.
7. A shift control device for a hybrid transmission, comprising:
the first control module is used for controlling the upshift gear clutch to perform friction sliding, improving friction sliding torque and controlling the power source to improve torque so as to maintain the rotating speed of the current gear clutch when the vehicle meets the upshift condition;
the second control module is used for controlling the power source to reduce the torque when the friction-slipping torque of the upshift gear clutch reaches a first torque threshold value so as to enable the current gear clutch to be disengaged;
after the current gear clutch is disengaged, the whole vehicle driving torque is provided by the sliding friction torque of the upshift gear clutch;
a third control module to control engagement of the upshift gear clutch when a rotational speed of the power source decreases to a first rotational speed.
8. A vehicle, characterized by comprising: a shift control device for a hybrid transmission according to claim 7.
9. An electronic device comprising a memory, a processor;
wherein the processor executes a program corresponding to the executable program code by reading the executable program code stored in the memory for implementing the shift control method of the hybrid transmission according to any one of claims 1 to 6.
10. A computer-readable storage medium, which stores a computer program, characterized in that the program, when executed by a processor, implements a shift control method of a hybrid transmission according to any one of claims 1-6.
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| CN112460252B (en) * | 2020-11-20 | 2022-07-19 | 浙江吉利控股集团有限公司 | Intelligent gear shifting method and device based on double clutches |
| CN114992322B (en) * | 2022-05-25 | 2024-03-01 | 合肥工业大学 | Vehicle power upshift optimization control method |
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