CN111976712A - Multi-gear hybrid power system control method for improving power change impact - Google Patents

Multi-gear hybrid power system control method for improving power change impact Download PDF

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Publication number
CN111976712A
CN111976712A CN202010830129.0A CN202010830129A CN111976712A CN 111976712 A CN111976712 A CN 111976712A CN 202010830129 A CN202010830129 A CN 202010830129A CN 111976712 A CN111976712 A CN 111976712A
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Prior art keywords
engine
torque
power
speed
driving motor
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Pending
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CN202010830129.0A
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Chinese (zh)
Inventor
薛龙
聂少文
余秋石
严军
雷君
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Dongfeng Motor Corp
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Dongfeng Motor Corp
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Priority to CN202010830129.0A priority Critical patent/CN111976712A/en
Publication of CN111976712A publication Critical patent/CN111976712A/en
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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
    • 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
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0604—Throttle position
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0657—Engine torque
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/08—Electric propulsion units
    • B60W2510/083—Torque
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B60W2520/105—Longitudinal acceleration

Abstract

The invention discloses a multi-gear hybrid power system control method for improving power change impact.

Description

Multi-gear hybrid power system control method for improving power change impact
Technical Field
The invention belongs to the technical field of automobile hybrid power systems, and particularly discloses a multi-gear hybrid power system control method for improving power change impact.
Background
Currently, multi-mode hybrid powertrain systems are widely used with the popularity of hybrid vehicles. Although the existing multi-mode hybrid power transmission system can realize multiple operation modes, the problems of riding comfort and fuel economy caused by power interruption during power switching and gear shifting operation among different operation modes are ignored, for example, when the multi-mode hybrid power transmission system is switched from a driving motor to an engine 1 gear, in the process, the direct switching of a power source can cause the switching moment to be unpowered, so that the vehicle can be subjected to a jerk feeling, the drivability is influenced, and simultaneously, the NVH (NVH: Noise, Vibration, Harshness) problem of the vehicle can be caused, and customer complaints are brought; or the power source is switched from the engine 1 gear to the engine 2 gear, and the clutch is separated and combined in the process, so that the vehicle is not powered instantaneously, and the vehicle is subjected to a jerk feeling.
Disclosure of Invention
In order to solve the problem, the invention provides a multi-gear hybrid power system control method for improving power change impact, which avoids sudden change of vehicle power caused by power change by introducing a power source before power source switching or gear shifting, thereby realizing smoothness of a power switching process, improving comfort of power switching and gear shifting and improving riding comfort of customers.
The invention discloses a multi-gear hybrid power system control method for improving power change impact, when a whole vehicle reaches a power switching condition (generally, the vehicle speed is more than or equal to v)1Signals of-time and accelerator opening degree less than or equal to beta) and the like), keeping the total torque T constant, connecting the engine power to couple the engine power with the driving motor power, and waiting for the engine torque T1To total torque T1Then, the driving motor is disconnected, and the engine is driven independently to realize power source switching; v. of1The vehicle speed is the vehicle speed when the power source is switched from the driving motor to the engine.
In a preferred embodiment of the invention, the total torque T is the engine torque T1+ drive motor torque T2Total torque T from vehicle VCU through vehicle speed v1-vehicle acceleration a of time is calculated and obtained.
In a preferred embodiment of the invention, the engine torque T1＝ω*T(r1) In the formula, T (r)1) Torque at full load of the engine, ω engine throttle opening, r1Is the engine speed.
In a preferred embodiment of the invention, the drive motor torque
Figure BDA0002637638520000021
In the formula, T (r)2) In order to drive the torque of the motor at full load,
Figure BDA0002637638520000022
is the actual throttle opening of the whole vehicle, r2For driving the motor speed.
In a preferred embodiment of the present invention, the specific steps comprise: 0.8 ≤1≤0.9。
The invention also discloses a multi-gear hybrid power system control method for improving power change impact, when the whole vehicle reaches gear shifting (generally, the vehicle speed is more than or equal to v)2Signal of-hour and throttle opening degree less than or equal to beta, etc.), the total torque T is kept constant, the power of the driving motor is switched in to couple the power of the engine and the power of the driving motor, and the torque T of the motor to be driven is2To total torque T2Then, the n-gear clutch of the engine is disconnected, the driving motor is independently driven, the n + 1-gear clutch of the engine is combined, the power of the engine is connected to couple the power of the engine and the power of the driving motor, and the torque T of the engine is waited1To total torque T1Then, the driving motor is disconnected, and the engine is driven independently to realize power source switching; v. of2The speed of the power source is switched from n +1 gear of the engine to n gear of the engine.
In a preferred embodiment of the invention, the total torque T is the engine torque T1+ drive motor torque T2Total torque T from vehicle VCU through vehicle speed v2-vehicle acceleration a of time is calculated and obtained.
In a preferred embodiment of the invention, the engine torque T1＝ω*T(r1) In the formula, T (r)1) Torque at full load of the engine, ω engine throttle opening, r1Is the engine speed.
In a preferred embodiment of the invention, the drive motor torque
Figure BDA0002637638520000031
In the formula, T (r)2) In order to drive the torque of the motor at full load,
Figure BDA0002637638520000032
is the actual throttle opening of the whole vehicle, r2For driving the motor speed.
In a preferred embodiment of the invention, 0.8. ltoreq1≤0.9，0.8≤2≤0.9。
The invention has the beneficial effects that: according to the invention, when the vehicle is in power switching or gear shifting between running modes, the power switching without power interruption and the gear shifting without power interruption are realized by controlling the coupling drive of the driving motor and the engine, so that the riding comfort and the fuel economy are improved; meanwhile, the invention can ensure that the whole vehicle does not have sudden change of speed and acceleration in the power switching and gear shifting process, and further improves the riding comfort, the fuel economy and the power performance of the vehicle.
Drawings
In order to more clearly illustrate the technical solution in implementation, the drawings needed to be used in the description of the embodiments will be briefly introduced below, and it is obvious that the drawings in the following description are embodiments of the present invention, and those skilled in the art can also obtain other drawings based on the drawings without creative efforts.
FIG. 1 is a schematic representation of power source output as a function of vehicle speed for the present invention;
FIG. 2 is a schematic diagram of a control strategy when the vehicle reaches a power switching condition according to the invention;
FIG. 3 is a schematic diagram of the control strategy of the present invention when the vehicle reaches a shift condition;
FIG. 4 is a torque configuration diagram of the drive motor switched to the engine when the vehicle reaches a power switching condition according to the present invention;
FIG. 5 is a torque makeup diagram of a first step of an engine shift when the vehicle reaches a shift condition of the present invention;
FIG. 6 is a torque makeup diagram for a second step of an engine shift when the vehicle of the present invention reaches a shift condition.
Detailed Description
The technical solutions of the present invention (including the preferred ones) are further described in detail by way of fig. 1 to 3 and enumerating some alternative embodiments of the present invention. It is to be understood that the described embodiments are merely a few embodiments of the invention, and not all embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments of the present invention without any inventive step, are within the scope of the present invention.
The invention discloses a multi-gear hybrid power system control method for improving power change impact, when a whole vehicle reaches a power switching condition (generally, the vehicle speed is more than or equal to v)1Signals of-time and accelerator opening degree less than or equal to beta) and the like), keeping the total torque T constant, connecting the engine power to couple the engine power with the driving motor power, and waiting for the engine torque T1To total torque T1Then, the driving motor is disconnected, and the engine is driven independently to realize power source switching; v. of1The vehicle speed is the vehicle speed when the power source is switched from the driving motor to the engine.
In a preferred embodiment of the invention, the total torque T is the engine torque T1+ drive motor torque T2Total torque T from vehicle VCU through vehicle speed v1-vehicle acceleration a of time is calculated and obtained.
In a preferred embodiment of the invention, the engine torque T1＝ω*T(r1) In the formula, T (r)1) Torque at full load of the engine, ω engine throttle opening, r1Is the engine speed.
In a preferred embodiment of the invention, the drive motor torque
Figure BDA0002637638520000041
In the formula, T (r)2) In order to drive the torque of the motor at full load,
Figure BDA0002637638520000042
is the actual throttle opening of the whole vehicle, r2For driving the motor speed.
In a preferred embodiment of the present invention, the specific steps comprise: 0.8 ≤1≤0.9。
The invention also discloses a multi-gear hybrid power system control method for improving power change impact, when the whole vehicle reaches gear shifting (generally, the vehicle speed is more than or equal to v)2Signal of-hour and throttle opening degree less than or equal to beta, etc.), the total torque T is kept constant, the power of the driving motor is switched in to couple the power of the engine and the power of the driving motor, and the torque T of the motor to be driven is2To total torque T2Then, the n-gear clutch of the engine is disconnected, the driving motor is independently driven, the n + 1-gear clutch of the engine is combined, the power of the engine is connected to couple the power of the engine and the power of the driving motor, and the torque T of the engine is waited1To total torque T1Then, the driving motor is disconnected, and the engine is driven independently to realize power source switching; v. of2The speed of the power source is switched from n +1 gear of the engine to n gear of the engine.
In a preferred embodiment of the invention, the total torque T is the engine torque T1+ drive motor torque T2Total torque T from vehicle VCU through vehicle speed v2-vehicle acceleration a of time is calculated and obtained.
In a preferred embodiment of the invention, the engine torque T1＝ω*T(r1) In the formula, T (r)1) Torque at full load of the engine, ω engine throttle opening, r1Is the engine speed.
In a preferred embodiment of the invention, the drive motor torque
Figure BDA0002637638520000051
In the formula, T (r)2) For driving full charge of motorThe torque is applied under the load of the motor,
Figure BDA0002637638520000052
is the actual throttle opening of the whole vehicle, r2For driving the motor speed.
In a preferred embodiment of the invention, 0.8. ltoreq1≤0.9，0.8≤2≤0.9。
It should be noted that the above-mentioned power switching condition and gear shifting condition are not limited to the above-mentioned embodiments of the vehicle speed and the accelerator opening signal.
The invention is further explained below with reference to the drawings:
according to the invention, when the power of the vehicle is changed, the sudden change of the vehicle power caused by the power change is avoided by introducing the power source, so that the smoothness of the power switching process is realized, the comfort of power switching and gear shifting is improved, and the riding comfort of customers is improved.
The operation of the present invention is mainly embodied in two parts, and the power source output condition according to the vehicle speed change is as follows:
as shown in fig. 2, at a vehicle speed v1In the process, the direct switching of the power source can cause the switching moment to cause the vehicle to have a jerky feeling due to no power, the drivability is influenced, the NVH problem of the vehicle is caused, and customer complaints are brought. The invention is introduced into the engine power in advance, namely at the vehicle speed of (v)1-) when the engine power is switched on, after the engine power is coupled with the driving motor power, and after the engine torque reaches the total torque, the driving motor power is disconnected, and the engine is driven independently, thereby realizing power source switching. The specific situation is as follows:
when the vehicle speed reaches (v)1-) when the vehicle acceleration signal collected by the VCU is a, the acceleration of the vehicle needs to be kept unchanged in order to ensure that the vehicle does not generate jerk. At the moment, the VCU calculates the torque T required by the vehicle at the moment through the vehicle acceleration signal; the part of the torque is formed by engine torque T after the engine is switched on1And driving motor torque T2The two share the same burden. Hair-like deviceMotive machine torque T1According to the torque T (r) at full load of the engine1) And confirming the opening omega of the engine accelerator; namely T1＝ω*T(r1) (ii) a Wherein T (r)1) And the torque curve corresponding to the rotating speed of the engine under the full load is searched, and omega is the actual accelerator opening of the whole vehicle at the moment. Torque T of driver2According to the torque T (r) under full load of the driving motor2) And engine throttle opening
Figure BDA0002637638520000061
Confirming; namely, it is
Figure BDA0002637638520000062
Wherein T (r)2) A torque curve corresponding to the rotating speed of the driving motor under full load,
Figure BDA0002637638520000063
the actual accelerator opening of the whole vehicle at the moment.
The torque of the driving motor passes through the speed of the vehicle and the opening degree of the accelerator of the real vehicle
Figure BDA0002637638520000064
It is confirmed that the torque of the engine is the torque T (r) corresponding to the actual rotation speed of the engine1) And confirming the accelerator opening signal omega by the signal of the whole vehicle
Figure BDA0002637638520000065
Figure BDA0002637638520000066
At this time, the actual throttle opening is a driving motor signal, and the throttle opening omega of the engine is VCU
Figure BDA0002637638520000067
Confirming a formula;
when the engine torque T is based on the engine torque signal1To total torque T1(1Generally 0.8-0.9), the power can be switched without pause, the driving motor is switched off, and the engine is used for driving the motor independently
As shown in fig. 3, at a vehicle speed v2When the power source is switched from the 1 gear of the engine to the 2 gear of the engine, the process can cause the instant no power of the vehicle due to the separation and combination of the clutch, the vehicle can be subjected to a pause feeling, the drivability is influenced, and simultaneously, NVH (NVH: Noise, Harshness) of the vehicle can be caused, and customer complaints are brought. The invention herein introduces drive motor power, i.e. at vehicle speed (v)2-) when the driving motor is powered on, and when the engine power is coupled with the driving motor power, the torque of the driving motor reaches the total torque2Then, the clutch is disconnected, the driving motor is driven independently in a transient state, and the 2 nd gear of the engine is switched in; the control logic after the 2-gear is switched in is consistent with the power switching of the driving motor and the engine, and the details are not repeated here, so that the gear shifting of the engine is realized. The specific situation is as follows:
when the vehicle speed reaches (v)2-) when the vehicle acceleration signal collected by the VCU is a, the acceleration of the vehicle needs to be kept unchanged in order to ensure that the vehicle does not generate jerk. At the moment, the VCU calculates the torque T required by the vehicle at the moment through the vehicle acceleration signal; the part of the torque is formed by engine torque T after the engine is switched on1And driving motor torque T2The two share the same burden. The engine torque is confirmed by the vehicle speed and the throttle opening omega, the torque of the driving motor is confirmed by the actual rotating speed of the driving motor and the signal of the whole vehicle to confirm the engine throttle opening signal
Figure BDA0002637638520000071
Figure BDA0002637638520000072
Wherein T (r)2) The torque of the driving motor at the corresponding rotating speed is obtained; t (r)1) And the torque of the engine at the corresponding rotating speed. According to the torque signal of the driving motor, when the torque T of the driving motor2To total torque T2(2The value is 0.8-0.9), the power switching can be regarded as no pause, the 1-gear clutch is disconnected and is driven by the driving motor alone; at the moment, the 2-gear clutch is combined, and the torque of the whole vehicle is controlled by the engine torque T1And driving motor torque T2The two share the same burden; the control logic of the part is consistent with the power switching logic; and will not be described in detail. When engine torque T1To total torque T1And when the gear is doubled, the power switching is not interrupted, the driving motor is disconnected and is driven by the engine independently, and the gear from the engine 1 gear to the engine 2 gear is switched.
It will be understood by those skilled in the art that the foregoing is only a preferred embodiment of the present invention, and is not intended to limit the invention, and any modification, combination, replacement, or improvement made within the spirit and principle of the present invention is included in the scope of the present invention.

Claims (10)

1. A multi-gear hybrid power system control method for improving power change impact is characterized in that: when the whole vehicle reaches the condition of power switching, the total torque T is kept constant, the power of the engine is connected to couple the power of the engine with the power of the driving motor, and the torque T to be started is1To total torque T1Then, the driving motor is disconnected, and the engine is driven independently to realize power source switching; v. of1The vehicle speed is the vehicle speed when the power source is switched from the driving motor to the engine.
2. The multi-speed hybrid control method for improving power change shock according to claim 1, characterized in that: total torque T ═ engine torque T1+ drive motor torque T2Total torque T from vehicle VCU through vehicle speed v1-vehicle acceleration a of time is calculated and obtained.
3. The multi-speed hybrid control method of improving power change shock according to claim 2, characterized in that: engine torque T1＝ω*T(r1) In the formula, T (r)1) Torque at full load of the engine, ω engine throttle opening, r1Is the engine speed.
4. Multi-speed hybrid for improving power change shock according to claim 2The system control method is characterized in that: torque of driving motor
Figure FDA0002637638510000011
In the formula, T (r)2) In order to drive the torque of the motor at full load,
Figure FDA0002637638510000012
is the actual throttle opening of the whole vehicle, r2For driving the motor speed.
5. The multi-speed hybrid control method for improving power change shock according to claim 1, characterized in that: the method comprises the following specific steps: 0.8 ≤1≤0.9。
6. A multi-gear hybrid power system control method for improving power change impact is characterized in that: when the whole vehicle reaches the gear shifting condition, the total torque T is kept constant, the power of the driving motor is switched in to couple the power of the engine with the power of the driving motor, and the torque T of the driving motor is to be driven2To total torque T2Then, the n-gear clutch of the engine is disconnected, the driving motor is independently driven, the n + 1-gear clutch of the engine is combined, the power of the engine is connected to couple the power of the engine and the power of the driving motor, and the torque T of the engine is waited1To total torque T1Then, the driving motor is disconnected, and the engine is driven independently to realize power source switching; v. of2The speed of the power source is switched from n +1 gear of the engine to n gear of the engine.
7. The multi-speed hybrid control method of improving power change shock according to claim 6, characterized in that: total torque T ═ engine torque T1+ drive motor torque T2Total torque T from vehicle VCU through vehicle speed v2-vehicle acceleration a of time is calculated and obtained.
8. The multi-speed hybrid control method of improving power change shock according to claim 7, characterized in that: engine torqueT1＝ω*T(r1) In the formula, T (r)1) Torque at full load of the engine, ω engine throttle opening, r1Is the engine speed.
9. The multi-speed hybrid control method of improving power change shock according to claim 7, characterized in that: torque of driving motor
Figure FDA0002637638510000021
In the formula, T (r)2) In order to drive the torque of the motor at full load,
Figure FDA0002637638510000022
is the actual throttle opening of the whole vehicle, r2For driving the motor speed.
10. The multi-speed hybrid control method of improving power change shock according to claim 6, characterized in that: 0.8 ≤1≤0.9，0.8≤2≤0.9。
CN202010830129.0A 2020-08-18 2020-08-18 Multi-gear hybrid power system control method for improving power change impact Pending CN111976712A (en)

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Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN101987571A (en) * 2009-08-07 2011-03-23 中国第一汽车集团公司 Method for controlling gear shift without power interruption of hybrid car
CN103112347A (en) * 2011-11-16 2013-05-22 爱信精机株式会社 Gear shift control device for hybrid vehicle drive system
CN104670221A (en) * 2015-03-06 2015-06-03 奇瑞汽车股份有限公司 Hybrid electric vehicle work mode switching process dynamic coordination control method
CN105438170A (en) * 2015-12-25 2016-03-30 北京新能源汽车股份有限公司 Coordination control method and system for gear switching and work pattern switching and vehicle
WO2016061973A1 (en) * 2014-10-20 2016-04-28 Byd Company Limited Hybrid vehicle and shifting control method and power transmission system thereof
CN106394543A (en) * 2016-09-22 2017-02-15 西华大学 Single-motor parallel hybrid vehicle mode switching control method
CN106585620A (en) * 2015-10-13 2017-04-26 上海汽车集团股份有限公司 Control method and device for power switching and hybrid control unit (HCU)
CN108528426A (en) * 2018-05-15 2018-09-14 舍弗勒技术股份两合公司 The control method and control device of hybrid vehicle
CN111169465A (en) * 2020-01-15 2020-05-19 上海电气集团股份有限公司 Control method for operation of severe hybrid vehicle

Patent Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN101987571A (en) * 2009-08-07 2011-03-23 中国第一汽车集团公司 Method for controlling gear shift without power interruption of hybrid car
CN103112347A (en) * 2011-11-16 2013-05-22 爱信精机株式会社 Gear shift control device for hybrid vehicle drive system
WO2016061973A1 (en) * 2014-10-20 2016-04-28 Byd Company Limited Hybrid vehicle and shifting control method and power transmission system thereof
CN104670221A (en) * 2015-03-06 2015-06-03 奇瑞汽车股份有限公司 Hybrid electric vehicle work mode switching process dynamic coordination control method
CN106585620A (en) * 2015-10-13 2017-04-26 上海汽车集团股份有限公司 Control method and device for power switching and hybrid control unit (HCU)
CN105438170A (en) * 2015-12-25 2016-03-30 北京新能源汽车股份有限公司 Coordination control method and system for gear switching and work pattern switching and vehicle
CN106394543A (en) * 2016-09-22 2017-02-15 西华大学 Single-motor parallel hybrid vehicle mode switching control method
CN108528426A (en) * 2018-05-15 2018-09-14 舍弗勒技术股份两合公司 The control method and control device of hybrid vehicle
CN111169465A (en) * 2020-01-15 2020-05-19 上海电气集团股份有限公司 Control method for operation of severe hybrid vehicle

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Application publication date: 20201124