CN113550987B - Gearbox torque control method, system and unit and vehicle - Google Patents
Gearbox torque control method, system and unit and vehicle Download PDFInfo
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- CN113550987B CN113550987B CN202110815433.2A CN202110815433A CN113550987B CN 113550987 B CN113550987 B CN 113550987B CN 202110815433 A CN202110815433 A CN 202110815433A CN 113550987 B CN113550987 B CN 113550987B
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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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D48/00—External control of clutches
- F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
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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
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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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/10—System to be controlled
- F16D2500/104—Clutch
- F16D2500/10406—Clutch position
- F16D2500/10412—Transmission line of a vehicle
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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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/10—System to be controlled
- F16D2500/106—Engine
- F16D2500/1066—Hybrid
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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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/302—Signal inputs from the actuator
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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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/306—Signal inputs from the engine
- F16D2500/3065—Torque of the engine
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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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/308—Signal inputs from the transmission
- F16D2500/30806—Engaged transmission ratio
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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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/31—Signal inputs from the vehicle
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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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/31—Signal inputs from the vehicle
- F16D2500/3108—Vehicle speed
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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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/50—Problem to be solved by the control system
- F16D2500/504—Relating the engine
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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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/70—Details about the implementation of the control system
- F16D2500/706—Strategy of control
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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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/70—Details about the implementation of the control system
- F16D2500/706—Strategy of control
- F16D2500/70657—Predictor methods
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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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/70—Details about the implementation of the control system
- F16D2500/706—Strategy of control
- F16D2500/70663—State analysis; Analysing potential states of the machine and developing control strategies at each state
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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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/70—Details about the implementation of the control system
- F16D2500/71—Actions
- F16D2500/7106—Gearshift to neutral
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- Electric Propulsion And Braking For Vehicles (AREA)
- Hybrid Electric Vehicles (AREA)
Abstract
The invention discloses a method, a system and a unit for controlling torque of a gearbox and a vehicle. The method comprises the following steps: when the vehicle meets a torque control trigger condition, judging whether the residual electric quantity of the power battery is in a first residual electric quantity interval of the power battery; if the torque is larger than the reference value, the neutral position power assisting mode of the motor is started, and if the torque is not larger than the reference value, the neutral position power generating mode of the motor is started; and if not, judging whether the residual electric quantity of the power battery is in a second residual electric quantity interval of the power battery, if so, judging whether the wheel end required torque is larger than a reference value, and if so, entering a motor neutral non-torque mode. The system comprises functional modules for correspondingly realizing the steps. The unit: the method is implemented when a processor executes a computer program stored in a memory. The vehicle includes the unit. According to the invention, the balance of the whole vehicle dynamic property, the economy and the electric power conservation can be realized under the working condition of low speed and low electric quantity of the whole vehicle.
Description
Technical Field
The invention belongs to the field of torque control of gearboxes, and particularly relates to a method, a system and a unit for controlling the torque of a gearbox and a vehicle.
Background
The hybrid power system is a system which is composed of two or more power sources with different working principles and can combine different power sources together to drive a vehicle. The hybrid electric vehicle aims to make up the requirements of economy, emission and driving range which cannot be met by a single power source by utilizing the respective advantages of an engine and a motor, and has good application prospect.
In recent years, a Dual Clutch Transmission (DCT) has been widely used in various vehicles because of its advantages such as high transmission efficiency and no interruption in gear shifting. In order to apply the advantages of the dual clutch transmission to a hybrid system, the existing P2.5 architecture hybrid system is implemented by connecting a single motor with an even shaft of a dual clutch transmission through an idler gear, and the architecture design has obvious advantage of single motor cost. However, the structural design not only makes the motor unable to generate power and drive simultaneously, but also makes the torque control strategy more complex compared with other architectures such as P1+ P3, and the especially prominent problem is that under the low-speed and low-power working condition of the whole vehicle, the torque control strategy of the existing P2.5 architecture hybrid power system cannot realize the balance of the dynamic property, the economy and the power conservation of the whole vehicle.
Disclosure of Invention
The invention aims to solve the problem that the torque control strategy of the existing P2.5 framework hybrid power system cannot realize the balance of the power performance, the economy and the power conservation capability of the whole vehicle under the working condition of low speed and low electric quantity of the whole vehicle.
In order to achieve the above object, the present invention provides a transmission torque control method, system, unit and vehicle.
According to a first aspect of the present invention, there is provided a transmission torque control method applied to a dual clutch transmission in a P2.5 hybrid architecture, comprising the steps of:
judging whether the target vehicle meets a preset torque control trigger condition, if so, judging whether the residual electric quantity of the power battery is in a preset first residual electric quantity interval of the power battery;
responding to a judgment result that the residual electric quantity of the power battery is in the first residual electric quantity interval, judging whether the wheel end required torque is larger than a preset wheel end required torque reference value or not, if so, controlling a motor to output torque to an engine, and controlling the engine to output torque to an odd shaft, and if not, controlling the engine to output torque to the motor, and controlling the engine to output torque to the odd shaft;
responding to a judgment result that the residual electric quantity of the power battery is not in the first residual electric quantity interval of the power battery, judging whether the residual electric quantity of the power battery is in a preset second residual electric quantity interval of the power battery, if so, judging whether the wheel end required torque is larger than the wheel end required torque reference value, and responding to a judgment result that the wheel end required torque is larger than the wheel end required torque reference value, and controlling the engine to output torque to the odd-numbered shaft;
the first power battery residual capacity interval is higher than the second power battery residual capacity interval, and the first power battery residual capacity interval and the second power battery residual capacity interval can form a continuous interval.
Preferably, the torque control trigger condition is:
the residual capacity of the power battery is not more than a preset residual capacity reference value of the power battery, and the residual capacity reference value of the power battery is an upper limit value of the residual capacity interval of the first power battery;
and, the vehicle speed is below a predetermined vehicle speed reference;
and, the available torque of the engine is greater than a predetermined torque reference;
and, the target gear of the engine is first gear;
and, the shift lever of the target vehicle is in D-range or S-range;
and, the target vehicle is fault-free.
Preferably, the controlling the motor to output the torque to the engine and the engine to output the torque to the odd-numbered shafts includes:
controlling the motor to be placed in a neutral position;
controlling the odd shaft clutch and the even shaft clutch to enter a throwing state;
controlling the motor to output torque to the engine through the even-numbered shaft clutch;
controlling the engine to output torque to the odd-numbered shaft through the odd-numbered shaft coupler.
Preferably, the controlling the engine to output the torque to the motor and the controlling the engine to output the torque to the odd-numbered shaft includes:
controlling the motor to be placed in a neutral position and switching to a power generation mode;
controlling the odd shaft clutch and the even shaft clutch to enter a throwing state;
controlling the engine to output torque to the motor through the odd-shaft clutch;
and controlling the engine to output the torque to the odd-numbered shaft through the even-numbered shaft clutch.
Preferably, the controlling the engine to output the torque to the odd-numbered shaft in response to a determination that the wheel end demand torque is not greater than the wheel end demand torque reference value includes:
controlling the motor to be placed in a neutral position;
controlling the odd-number shaft clutch to enter a throwing state;
controlling the even-number shaft clutch to enter a cut-off state;
and controlling the engine to output the torque to the odd-numbered shaft through the odd-numbered shaft clutch.
Preferably, after the determining whether the remaining power of the power battery is within a predetermined second remaining power range, and if so, determining whether the wheel end required torque is greater than the wheel end required torque reference value, the method further includes:
and controlling the engine to output the torque to the motor and controlling the engine to output the torque to the odd-numbered shaft in response to a judgment result that the wheel end required torque is not greater than the wheel end required torque reference value.
Preferably, after the determining whether the remaining power of the power battery is in a predetermined second remaining power interval, the method further includes:
and if not, controlling the engine to output the torque to the motor, and controlling the engine to output the torque to the odd-numbered shaft.
According to a second aspect of the present invention, there is provided a transmission torque control system for a dual clutch transmission in a P2.5 hybrid architecture, comprising the following functional modules:
the trigger condition judging module is used for judging whether the target vehicle meets a preset torque control trigger condition;
the torque control module is used for judging whether the residual electric quantity of the power battery is in a preset first residual electric quantity interval or not when the target vehicle meets the torque control trigger condition;
responding to a judgment result that the residual electric quantity of the power battery is in the first residual electric quantity interval, judging whether the wheel end required torque is larger than a preset wheel end required torque reference value or not, if so, controlling a motor to output torque to an engine, and controlling the engine to output torque to an odd shaft, and if not, controlling the engine to output torque to the motor, and controlling the engine to output torque to the odd shaft;
responding to a judgment result that the residual electric quantity of the power battery is not in the first residual electric quantity interval of the power battery, judging whether the residual electric quantity of the power battery is in a preset second residual electric quantity interval of the power battery, if so, judging whether the wheel end demand torque is larger than the wheel end demand torque reference value, and responding to the judgment result that the wheel end demand torque is larger than the wheel end demand torque reference value, and controlling the engine to output torque to the odd-numbered shaft;
the first power battery residual capacity interval is higher than the second power battery residual capacity interval, and the first power battery residual capacity interval and the second power battery residual capacity interval can form a continuous interval.
According to a third aspect of the present invention, there is provided a transmission torque control unit for use in a dual clutch transmission in a P2.5 hybrid architecture, comprising a processor and a memory, the processor implementing any of the above-described transmission torque control methods when executing a computer program stored in the memory.
According to a fourth aspect of the present invention, there is provided a vehicle comprising a dual clutch transmission in a P2.5 hybrid architecture and the above transmission torque control unit.
The invention has the beneficial effects that:
the invention relates to a transmission torque control method, which comprises the steps of firstly judging whether a target vehicle meets a preset torque control trigger condition;
when the target vehicle meets the torque control triggering condition, judging whether the residual capacity of the power battery is in a preset first residual capacity interval of the power battery;
when the residual capacity of the power battery is in a first residual capacity interval of the power battery, judging whether the wheel end required torque is larger than a preset wheel end required torque reference value or not;
when the wheel end required torque is larger than the wheel end required torque reference value, controlling the motor to output torque to the engine, and controlling the engine to output torque to odd shafts of the double-clutch gearbox, namely entering a motor neutral power-assisted mode;
when the wheel end required torque is not greater than the wheel end required torque reference value, controlling the engine to output torque to the motor, and controlling the engine to output torque to an odd shaft of the double-clutch gearbox, namely entering a motor neutral position power generation mode;
when the residual electric quantity of the power battery is not in the first residual electric quantity interval of the power battery, judging whether the residual electric quantity of the power battery is in a preset second residual electric quantity interval of the power battery;
when the residual electric quantity of the power battery is in a second residual electric quantity interval of the power battery, judging whether the wheel end required torque is larger than a wheel end required torque reference value;
and when the wheel end required torque is larger than the wheel end required torque reference value, controlling the engine to output torque to the odd shafts of the double-clutch gearbox, namely entering a motor neutral torque-free mode.
The invention provides a gearbox torque control method based on the structural characteristics of a double-clutch gearbox under a P2.5 hybrid structure from the perspective of a whole vehicle. The method for controlling the torque of the gearbox disclosed by the invention is characterized in that under the working condition of low speed and low electric quantity of the whole vehicle, the gear of the motor is disengaged, and the torque control modes of the gearbox are divided into three types according to the residual electric quantity of the power battery and the torque required by a wheel end: namely a motor neutral power-assisted mode, a motor neutral power generation mode and a motor neutral no-torque mode, thereby realizing the balance of the power performance, the economy and the electric power conservation of the whole vehicle.
The gearbox torque control system, the gearbox torque control unit and the vehicle of the invention and the gearbox torque control method belong to a general inventive concept, so the gearbox torque control system and the vehicle have the same beneficial effects as the gearbox torque control method, and are not repeated.
Additional features and advantages of the invention will be set forth in the detailed description which follows.
Drawings
The above and other objects, features and advantages of the present invention will become more apparent by describing in more detail exemplary embodiments thereof with reference to the attached drawings, in which like reference numerals generally represent like parts throughout.
FIG. 1 shows a schematic structural diagram of a dual clutch transmission under a P2.5 hybrid architecture according to an embodiment of the invention;
FIG. 2 illustrates a flow chart for implementing a transmission torque control method according to an embodiment of the present invention;
FIG. 3 illustrates a torque transfer path schematic in an electric motor neutral boost mode according to an embodiment of the present invention;
FIG. 4 shows a torque transmission path schematic in a motor neutral generating mode according to an embodiment of the present invention;
FIG. 5 illustrates a torque transmission path schematic in the motor neutral no torque mode according to an embodiment of the present invention.
Detailed Description
Preferred embodiments of the present invention will be described in more detail below. While the following describes preferred embodiments of the present invention, it should be understood that the present invention may be embodied in various forms and should not be limited by the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the invention to those skilled in the art.
Example (b): fig. 1 shows a schematic structural diagram of a dual clutch transmission under a P2.5 hybrid architecture according to an embodiment of the present invention. Referring to fig. 1, the conventional P2.5 hybrid structure lower dual clutch transmission includes a coaxial disc motor 1, an odd-numbered shaft clutch C1, an even-numbered shaft clutch C2, an odd-numbered shaft 2, an even-numbered shaft 3, a first output shaft 4, a second output shaft 5, a reverse intermediate shaft 6, a first synchronizer a, a second synchronizer B, a third synchronizer C, a fourth synchronizer D, a differential 7, and transmission gears g disposed on the shafts n And n is the number of the transmission gear.
Specifically, a first gear, a third gear and a fifth gear are provided on the odd-numbered shaft 2, the odd-numbered shaft 2 can be linked with the output shaft of the engine through the odd-numbered shaft clutch C1, a second gear, a fourth gear and an R gear are provided on the even-numbered shaft 3, and the even-numbered shaft 3 can be linked with the output shaft of the engine through the even-numbered shaft clutch C2, so that the engine can drive the wheels through all the gears. On the other hand, the even-numbered shaft 3 traverses the coaxial disc motor 1, and the rotor of the coaxial disc motor 1 is connected with the even-numbered shaft 3 through an interference fit manner or a spline, so that the coaxial disc motor 1 can drive wheels through each gear on the even-numbered shaft 3. In the torque transmission path, the coaxial disc motor 1 is located between each gear on the even-numbered shaft 3 and the even-numbered shaft clutch C2, and when the coaxial disc motor 1 is disengaged from the neutral gear, the rotor of the coaxial disc motor 1 is disconnected from the even-numbered shaft 3, but at this time, the rotor of the coaxial disc motor 1 can be linked with the output shaft of the engine by the even-numbered shaft clutch C2.
FIG. 2 shows a flow chart of an implementation of a transmission torque control method according to an embodiment of the invention. Referring to fig. 2, a transmission torque control method of an embodiment of the present invention includes the steps of:
judging whether the target vehicle meets a preset torque control trigger condition, if so, judging whether the residual electric quantity of the power battery is in a preset first residual electric quantity interval of the power battery;
responding to a judgment result that the residual electric quantity of the power battery is in the first residual electric quantity interval, judging whether the wheel end required torque is larger than a preset wheel end required torque reference value or not, if so, controlling a motor to output torque to an engine, and controlling the engine to output torque to an odd shaft, and if not, controlling the engine to output torque to the motor, and controlling the engine to output torque to the odd shaft;
responding to a judgment result that the residual electric quantity of the power battery is not in the first residual electric quantity interval of the power battery, judging whether the residual electric quantity of the power battery is in a preset second residual electric quantity interval of the power battery, if so, judging whether the wheel end required torque is larger than the wheel end required torque reference value, and responding to a judgment result that the wheel end required torque is larger than the wheel end required torque reference value, and controlling the engine to output torque to the odd-numbered shaft;
the first power battery residual capacity interval is higher than the second power battery residual capacity interval, and the first power battery residual capacity interval and the second power battery residual capacity interval can form a continuous interval.
Further, the torque control trigger conditions are:
the residual capacity of the power battery is not more than a preset residual capacity reference value of the power battery, and the residual capacity reference value of the power battery is an upper limit value of the residual capacity interval of the first power battery;
and, the vehicle speed is below a predetermined vehicle speed reference;
and, the available torque of the engine is greater than a predetermined torque reference;
and, the target gear of the engine is first gear;
and, the shift lever of the target vehicle is in D-range or S-range;
and, the target vehicle is fault-free.
Still further, the controlling the motor to output the torque to the engine and controlling the engine to output the torque to the odd-numbered shafts includes:
controlling the motor to be placed in a neutral position;
controlling the odd shaft clutch and the even shaft clutch to enter a throwing state;
controlling the motor to output torque to the engine through the even-numbered shaft clutch;
controlling the engine to output torque to the odd-numbered shaft through the odd-numbered shaft coupler.
Still further, the controlling the engine to output the torque to the motor and controlling the engine to output the torque to the odd-numbered shaft includes:
controlling the motor to be placed in a neutral position and switching to a power generation mode;
controlling the odd shaft clutch and the even shaft clutch to enter a throwing state;
controlling the engine to output torque to the motor through the odd-shaft clutch;
and controlling the engine to output the torque to the odd-numbered shaft through the even-numbered shaft clutch.
Still further, the controlling the engine to output a torque to the odd-numbered shaft in response to a determination that the wheel-end required torque is not greater than the wheel-end required torque reference value includes:
controlling the motor to be placed in a neutral position;
controlling the odd-number shaft clutch to enter a throwing state;
controlling the even shaft clutch to enter a cut-off state;
and controlling the engine to output the torque to the odd-numbered shaft through the odd-numbered shaft clutch.
Still further, after determining whether the remaining power of the power battery is within a predetermined second remaining power interval, if yes, determining whether the wheel-end torque demand is greater than the wheel-end torque demand reference value, the method further includes:
and controlling the engine to output the torque to the motor and controlling the engine to output the torque to the odd-numbered shaft in response to a judgment result that the wheel end required torque is not greater than the wheel end required torque reference value.
Still further, after the determining whether the remaining power of the power battery is in a predetermined second remaining power interval, the method further includes:
and if not, controlling the engine to output the torque to the motor, and controlling the engine to output the torque to the odd-numbered shaft.
Fig. 3 shows a schematic torque transfer path in the motor neutral boost mode of an embodiment of the present invention, fig. 4 shows a schematic torque transfer path in the motor neutral generate mode of an embodiment of the present invention, and fig. 5 shows a schematic torque transfer path in the motor neutral no-torque mode of an embodiment of the present invention. The transmission torque control method of the embodiment of the present invention will be described in more detail with reference to fig. 3 to 5:
and triggering a preset transmission torque control strategy when the conditions that the residual capacity of the power battery is not more than a preset residual capacity reference value of the power battery, the vehicle speed is lower than a preset vehicle speed reference value, the available torque of the engine is more than a preset torque reference value, the target gear of the engine is the first gear, the gear lever of the target vehicle is in the D gear or the S gear, and the target vehicle has no fault are met.
Firstly, judging whether the residual electric quantity of the power battery is in a first residual electric quantity interval of the power battery;
when the residual capacity of the power battery is in a first residual capacity interval of the power battery, judging whether the wheel end required torque is larger than a preset wheel end required torque reference value or not;
and when the wheel end required torque is larger than the wheel end required torque reference value, controlling the motor to output torque to the engine, and controlling the engine to output torque to the odd shafts of the double-clutch gearbox, namely entering a motor neutral power-assisted mode. The torque transmission path in the motor neutral power-assisted mode is shown in fig. 3, wherein 1 in the figure represents first gear, and N represents neutral, in the process, the motor is in neutral, the odd-numbered shaft clutch C1 and the even-numbered shaft clutch C2 are both put into use, and the motor drives wheels through the even-numbered shaft clutch C2, the engine, the odd-numbered shaft clutch C1 and the first gear on the odd-numbered shaft of the double-clutch transmission. Meanwhile, the engine drives wheels through an odd-shaft clutch C1 and a first gear on an odd-shaft of the double-clutch gearbox so as to meet the acceleration requirement of a target vehicle.
And when the wheel end required torque is not greater than the wheel end required torque reference value, controlling the engine to output torque to the motor, and controlling the engine to output torque to an odd shaft of the double-clutch gearbox, namely entering a motor neutral position power generation mode. The torque transmission path in the motor neutral power generation mode is shown in fig. 4, wherein 1 in the diagram represents first gear, and N represents neutral, and in the process, the engine drives wheels and drives the motor to generate power at the same time. Specifically, the motor is in a neutral position and is in a power generation working condition, the odd-shaft clutch C1 and the even-shaft clutch C2 are both put into use, the engine drives wheels through the odd-shaft clutch C1 and a first gear on an odd-shaft of the double-clutch transmission, and meanwhile, the even-shaft clutch C2 drives the motor to generate power. In the process of generating power by the motor, the rotating speed of the motor is decoupled with the speed of the target vehicle, so that the motor has higher rotating speed to generate power, and certain generating power is ensured. The motor rotating speed is equal to the product of the engine rotating speed and the corresponding gear ratio, and the total engine torque is equal to the product of the motor generating torque and the corresponding gear ratio and the torque transmitted to wheels by the engine through a first gear on an odd shaft of the double-clutch gearbox.
When the residual capacity of the power battery is not in the first residual capacity interval of the power battery, judging whether the residual capacity of the power battery is in a preset second residual capacity interval of the power battery;
when the residual electric quantity of the power battery is in a second residual electric quantity interval of the power battery, judging whether the wheel end required torque is larger than a wheel end required torque reference value or not;
and when the wheel end required torque is larger than the wheel end required torque reference value, controlling the engine to output torque to the odd shafts of the double-clutch gearbox, namely entering a motor neutral torque-free mode. The torque transmission path in the electric machine neutral torque-free mode is shown in fig. 5, wherein 1 in the figure represents first gear, and N represents neutral, in the process, the electric machine is in neutral and is in torque clearing, the odd-numbered shaft clutch C1 is in use, the even-numbered shaft clutch C2 is off, and the engine drives wheels only through the odd-numbered shaft clutch C1 and the first gear on the odd-numbered shaft of the double-clutch gearbox, so as to meet the acceleration requirement of the target vehicle.
When the wheel end required torque is not greater than the wheel end required torque reference value, the engine is controlled to output torque to the motor, and the engine is controlled to output torque to the odd-numbered shaft, that is, the motor neutral power generation mode is entered.
And when the residual capacity of the power battery is not in the second residual capacity interval of the power battery, the residual capacity of the power battery is very low, the priority of power conservation is highest at the moment, the judgment dimension of the required torque of the wheel end is not considered, and the power generation mode of the motor in the neutral position is directly entered. The foregoing has described the torque transmission path in the motor neutral generating mode in detail and will not be described again.
In the motor neutral power generation mode, the power generation torque of the motor is increased along with the reduction of the residual capacity of the power battery so as to ensure the power conservation capacity under the limit condition of the vehicle.
Correspondingly, the embodiment of the invention also provides a gearbox torque control system, which is applied to a double-clutch gearbox under a P2.5 hybrid structure and comprises the following functional modules:
judging whether the target vehicle meets a preset torque control trigger condition, if so, judging whether the residual electric quantity of the power battery is in a preset first residual electric quantity interval of the power battery;
responding to a judgment result that the residual electric quantity of the power battery is in the first residual electric quantity interval, judging whether the wheel end required torque is larger than a preset wheel end required torque reference value, if so, controlling a motor to output torque to an engine, and controlling the engine to output torque to an odd shaft, otherwise, controlling the engine to output torque to the motor, and controlling the engine to output torque to the odd shaft;
responding to a judgment result that the residual electric quantity of the power battery is not in the first residual electric quantity interval of the power battery, judging whether the residual electric quantity of the power battery is in a preset second residual electric quantity interval of the power battery, if so, judging whether the wheel end required torque is larger than the wheel end required torque reference value, and responding to a judgment result that the wheel end required torque is larger than the wheel end required torque reference value, and controlling the engine to output torque to the odd-numbered shaft;
the first power battery residual capacity interval is higher than the second power battery residual capacity interval, and the first power battery residual capacity interval and the second power battery residual capacity interval can form a continuous interval.
Correspondingly, the embodiment of the invention also provides a gearbox torque control unit, which is applied to a dual-clutch gearbox under the P2.5 hybrid architecture and comprises a processor and a memory, wherein the processor executes a computer program stored in the memory to realize the gearbox torque control method of the embodiment of the invention.
Correspondingly, the embodiment of the invention also provides a vehicle which comprises a double-clutch gearbox under the P2.5 hybrid structure and the gearbox torque control unit of the embodiment of the invention.
Having described embodiments of the present invention, the foregoing description is intended to be exemplary, not exhaustive, and not limited to the embodiments disclosed. Many modifications and variations will be apparent to those of ordinary skill in the art without departing from the scope and spirit of the described embodiments.
Claims (10)
1. A gearbox torque control method is applied to a double-clutch gearbox under a P2.5 hybrid structure and is characterized by comprising the following steps:
judging whether the target vehicle meets a preset torque control trigger condition, if so, judging whether the residual electric quantity of the power battery is in a preset first residual electric quantity interval of the power battery;
responding to a judgment result that the residual electric quantity of the power battery is in the first residual electric quantity interval, judging whether the wheel end required torque is larger than a preset wheel end required torque reference value or not, if so, controlling a motor to output torque to an engine, and controlling the engine to output torque to an odd shaft, and if not, controlling the engine to output torque to the motor, and controlling the engine to output torque to the odd shaft;
responding to a judgment result that the residual electric quantity of the power battery is not in the first residual electric quantity interval of the power battery, judging whether the residual electric quantity of the power battery is in a preset second residual electric quantity interval of the power battery, if so, judging whether the wheel end required torque is larger than the wheel end required torque reference value, and responding to a judgment result that the wheel end required torque is larger than the wheel end required torque reference value, and controlling the engine to output torque to the odd-numbered shaft; if the residual capacity of the power battery is not in a preset second residual capacity interval of the power battery or the residual capacity of the power battery is in a preset second residual capacity interval of the power battery but the wheel end required torque is not larger than the wheel end required torque reference value, controlling the engine to output torque to the motor and controlling the engine to output torque to the odd shaft;
the first power battery residual capacity interval is higher than the second power battery residual capacity interval, and the first power battery residual capacity interval and the second power battery residual capacity interval can form a continuous interval.
2. The transmission torque control method according to claim 1, wherein the torque control trigger condition is:
the residual capacity of the power battery is not more than a preset residual capacity reference value of the power battery, and the residual capacity reference value of the power battery is an upper limit value of the residual capacity interval of the first power battery;
and, the vehicle speed is below a predetermined vehicle speed reference;
and, the available torque of the engine is greater than a predetermined torque reference;
and, the target gear of the engine is first gear;
and, the shift lever of the target vehicle is in D-range or S-range;
and, the target vehicle is fault-free.
3. The transmission torque control method of claim 1, wherein said controlling the electric machine to output torque to an engine and controlling the engine to output torque to an odd-numbered shaft comprises:
controlling the motor to be placed in a neutral position;
controlling the odd shaft clutch and the even shaft clutch to enter a throwing state;
controlling the motor to output torque to the engine through the even shaft clutch;
controlling the engine to output torque to the odd-numbered shaft through the odd-numbered shaft coupler.
4. The transmission torque control method of claim 1, wherein said controlling said engine to output torque to said electric machine and controlling said engine to output torque to said odd shaft comprises:
controlling the motor to be placed in a neutral position and switching to a power generation mode;
controlling the odd shaft clutch and the even shaft clutch to enter a throwing state;
controlling the engine to output torque to the motor through the odd-shaft clutch;
and controlling the engine to output the torque to the odd-numbered shaft through the even-numbered shaft clutch.
5. The transmission torque control method according to claim 1, wherein said controlling the engine to output torque to the odd-numbered shaft in response to a determination that the wheel-end required torque is not greater than the wheel-end required torque reference value includes:
controlling the motor to be placed in a neutral position;
controlling the odd-shaft clutch to enter a throwing state;
controlling the even-number shaft clutch to enter a cut-off state;
and controlling the engine to output the torque to the odd-numbered shaft through the odd-numbered shaft clutch.
6. The method for controlling torque of a transmission according to claim 1, wherein after said determining whether the remaining power of the power battery is in a predetermined second remaining power range, and if so, determining whether the wheel-end required torque is greater than the wheel-end required torque reference value, the method further comprises:
and controlling the engine to output the torque to the motor and controlling the engine to output the torque to the odd-numbered shaft in response to a judgment result that the wheel end required torque is not greater than the wheel end required torque reference value.
7. The transmission torque control method according to claim 1, further comprising, after said determining whether the remaining power of the power battery is within a predetermined second remaining power interval:
and if not, controlling the engine to output the torque to the motor, and controlling the engine to output the torque to the odd-numbered shaft.
8. A gearbox torque control system is applied to a double-clutch gearbox under a P2.5 hybrid structure, and is characterized by comprising:
the trigger condition judging module is used for judging whether the target vehicle meets a preset torque control trigger condition;
the torque control module is used for judging whether the residual electric quantity of the power battery is in a preset first residual electric quantity interval or not when the target vehicle meets the torque control trigger condition;
responding to a judgment result that the residual electric quantity of the power battery is in the first residual electric quantity interval, judging whether the wheel end required torque is larger than a preset wheel end required torque reference value, if so, controlling a motor to output torque to an engine, and controlling the engine to output torque to an odd shaft, otherwise, controlling the engine to output torque to the motor, and controlling the engine to output torque to the odd shaft;
responding to a judgment result that the residual electric quantity of the power battery is not in the first residual electric quantity interval of the power battery, judging whether the residual electric quantity of the power battery is in a preset second residual electric quantity interval of the power battery, if so, judging whether the wheel end required torque is larger than the wheel end required torque reference value, and responding to a judgment result that the wheel end required torque is larger than the wheel end required torque reference value, and controlling the engine to output torque to the odd-numbered shaft; if the residual capacity of the power battery is not in a preset second residual capacity interval of the power battery or the residual capacity of the power battery is in a preset second residual capacity interval of the power battery but the wheel end required torque is not larger than the wheel end required torque reference value, controlling the engine to output torque to the motor and controlling the engine to output torque to the odd shaft;
the first power battery residual capacity interval is higher than the second power battery residual capacity interval, and the first power battery residual capacity interval and the second power battery residual capacity interval can form a continuous interval.
9. A transmission torque control unit for a dual clutch transmission in a P2.5 hybrid architecture, comprising a processor and a memory, the processor implementing a transmission torque control method according to any one of claims 1 to 7 when executing a computer program stored in the memory.
10. A vehicle comprising a dual clutch transmission in a P2.5 hybrid architecture and a transmission torque control unit according to claim 9.
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| US8550961B2 (en) * | 2011-06-09 | 2013-10-08 | Ford Global Technologies, Llc | Active damping tip-in clutch control of a vehicle transmission |
| CN104149784B (en) * | 2013-05-14 | 2017-04-12 | 北汽福田汽车股份有限公司 | Vehicle, hybrid power system of vehicle and vehicle control method |
| CN104608760B (en) * | 2014-10-20 | 2016-05-25 | 比亚迪股份有限公司 | Hybrid vehicle and shift control method thereof, power drive system |
| CN104608769B (en) * | 2014-10-20 | 2016-04-13 | 比亚迪股份有限公司 | The shift control method of electronlmobil and the motor speed control method based on gearshift |
| JP6617693B2 (en) * | 2016-12-09 | 2019-12-11 | トヨタ自動車株式会社 | Vehicle control device |
| CN107387747A (en) * | 2017-09-06 | 2017-11-24 | 重庆青山工业有限责任公司 | The clutch fluid pressure control system of double-clutch automatic gearbox |
| CN110486391B (en) * | 2019-07-22 | 2021-02-05 | 中国第一汽车股份有限公司 | Separation fault diagnosis method for wet type separation clutch of hybrid electric vehicle |
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