CN113619586B

CN113619586B - Vehicle shift control method, apparatus and storage medium

Info

Publication number: CN113619586B
Application number: CN202111071865.3A
Authority: CN
Inventors: 井俊超; 刘义强; 杨俊�; 吴杰; 黄伟山; 惠冰; 王瑞平; 肖逸阁
Original assignee: Zhejiang Geely Holding Group Co Ltd; Ningbo Geely Royal Engine Components Co Ltd; Aurobay Technology Co Ltd
Current assignee: Zhejiang Geely Holding Group Co Ltd; Ningbo Geely Royal Engine Components Co Ltd; Aurobay Technology Co Ltd
Priority date: 2021-09-13
Filing date: 2021-09-13
Publication date: 2022-09-16
Anticipated expiration: 2041-09-13
Also published as: CN113619586A

Abstract

The invention discloses a vehicle gear shift control method, a device and a storage medium, wherein the method comprises the following steps: determining a torque exchange schedule of the dual clutch after entering the torque phase; determining a compensation torque according to the torque exchange progress, and controlling a driving motor to perform torque compensation on the wheel according to the compensation torque; and at the end of the torque phase, adjusting the output torque of the engine of the vehicle to the target torque, and controlling the driving motor to unload the torque compensation to the wheels so as to adjust the engine speed of the vehicle to the target speed. The invention is not only beneficial to keeping the acceleration of the vehicle constant in the gear shifting process, but also improves the smoothness of the vehicle in the gear shifting process.

Description

Vehicle shift control method, apparatus and storage medium

Technical Field

The present invention relates to the field of vehicle technologies, and in particular, to a method, an apparatus, and a storage medium for controlling vehicle gear shifting.

Background

Generally, a Hybrid Electric Vehicle (HEV) is a Hybrid Electric Vehicle (HEV), i.e., a conventional internal combustion engine (a diesel engine or a gasoline engine) and an Electric motor are used as power sources, and some engines are modified to use other alternative fuels, such as compressed natural gas, propane, ethanol fuel, and the like.

At present, when a common hybrid electric vehicle shifts gears, such as an upshift or a downshift, the speed ratio of the transmission of the vehicle is reduced or increased, so that the acceleration of the vehicle is suddenly reduced or increased, which is not favorable for maintaining the smoothness of the vehicle during the gear shifting.

Disclosure of Invention

The embodiment of the application aims to solve the technical problem that when the traditional hybrid electric vehicle shifts gears, the acceleration of the vehicle suddenly drops or increases due to the reduction or increase of the speed ratio of a transmission, so that the smoothness of the vehicle is not kept during the gear shifting.

The embodiment of the application provides a vehicle gear shifting control method, which comprises the following steps:

determining a torque exchange schedule of the dual clutch after entering the torque phase;

determining a compensation torque according to the torque exchange progress, and controlling a driving motor to perform torque compensation on the wheel according to the compensation torque;

and adjusting the output torque of the engine of the vehicle to a target torque at the end of the torque phase, and controlling the driving motor to unload the torque compensation to wheels so as to adjust the engine speed of the vehicle to a target speed.

In one embodiment, before the step of determining the torque exchange schedule of the dual clutches after the torque phase is entered, the method further comprises:

determining a preset preparation torque corresponding to the Onconing clutch according to the current output torque of the engine;

adjusting the output torque of the Onconing clutch to the preset preparatory torque.

In one embodiment, the step of determining the torque exchange schedule of the dual clutches after entering the torque phase comprises:

acquiring the requested torque of the Onconing clutch;

and determining the torque exchange progress according to the request torque, the preset preparation torque and the target torque.

In one embodiment, the step of determining a compensation torque according to the torque exchange schedule comprises:

acquiring a first transmission speed ratio corresponding to a current gear, a second transmission speed ratio corresponding to a target gear and a preset torque increment coefficient;

and obtaining the compensation torque according to the torque exchange progress, the output torque of the engine, the first transmission speed ratio, the second transmission speed ratio and the torque increment coefficient.

In one embodiment, the step of adjusting the output torque of the engine of the vehicle to a target torque includes:

determining a torque reduction request according to a preset gear shifting power performance index and engine inertia, wherein the torque reduction request comprises a plurality of torque reduction requests;

gradually decreasing the output torque of the engine to the target torque according to each of the torque-down requests.

In one embodiment, the step of determining a torque down request based on a preset shift power performance index and engine inertia comprises:

determining the gear shifting power performance index according to the engine speed of the engine and the accelerator pedal opening corresponding to the target torque;

positively adjusting a plurality of target speed gradients of the engine speed based on the target torque and the shift power performance index;

and obtaining a plurality of torque reduction requests according to a plurality of target rotating speed gradients and the inertia of the engine.

In one embodiment, the step of controlling the drive motor to unload torque compensation to the wheel comprises:

acquiring a torque unloading rate corresponding to the target gear;

and controlling the driving motor to unload the torque compensation to the wheel according to the moment unloading rate.

In one embodiment, after the step of adjusting the output torque of the engine of the vehicle to the target torque and controlling the driving motor to unload the torque compensation to the wheels at the end of the torque phase so as to adjust the engine speed of the vehicle to the target speed, the method further comprises:

acquiring a locking clutch torque corresponding to the target torque;

increasing the output torque of the Onconing clutch according to the lock-up clutch torque.

Further, to achieve the above object, the present invention also provides a shift control apparatus for a vehicle including: the shift control system comprises a memory, a processor and a vehicle shift control program stored on the memory and capable of running on the processor, wherein the vehicle shift control program realizes the steps of the vehicle shift control method when being executed by the processor.

Further, to achieve the above object, the present invention also provides a storage medium having a vehicle shift control program stored thereon, which when executed by a processor, implements the steps of the vehicle shift control method described above.

The technical scheme of the vehicle gear shifting control method, the vehicle gear shifting control equipment and the storage medium provided by the embodiment of the application at least has the following technical effects or advantages:

the technical scheme that after the hybrid electric vehicle enters a torque phase, the torque exchange progress of the double clutches is determined, the compensation torque is determined according to the torque exchange progress, the driving motor is controlled to perform torque compensation on the wheels according to the compensation torque, the output torque of the engine of the vehicle is adjusted to the target torque when the torque phase is finished, and the driving motor is controlled to unload the torque compensation on the wheels, so that the rotating speed of the engine of the vehicle is adjusted to the target rotating speed is adopted, the technical problem that the acceleration of the vehicle suddenly drops or increases due to the reduction or increase of the speed ratio of a transmission when the existing hybrid electric vehicle shifts gears is solved, the smoothness of the vehicle during shifting is not facilitated to be maintained, the acceleration of the vehicle during shifting is kept constant, and the smoothness of the vehicle during shifting is improved.

Drawings

FIG. 1 is a schematic diagram of a hardware operating environment according to an embodiment of the present invention;

FIG. 2 is a schematic flow chart diagram of a first embodiment of a vehicle shift control method of the present invention;

FIG. 3 is a flowchart of a second embodiment of a vehicle shift control method of the present invention;

FIG. 4 is a flowchart of a third embodiment of a vehicle shift control method of the present invention;

FIG. 5 is a flowchart of a fourth embodiment of a vehicle shift control method of the present invention;

FIG. 6 is a flowchart of a fifth embodiment of a vehicle shift control method of the present invention;

FIG. 7 is a flowchart illustrating a sixth embodiment of a vehicle shift control method according to the present invention.

Detailed Description

For a better understanding of the above technical solutions, exemplary embodiments of the present disclosure will be described in more detail below with reference to the accompanying drawings. While exemplary embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure may be embodied in various forms and should not be limited to 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 disclosure to those skilled in the art.

As shown in fig. 1, fig. 1 is a schematic structural diagram of a hardware operating environment according to an embodiment of the present invention.

It should be noted that fig. 1 is a schematic diagram of a hardware operating environment of the shift control device of the vehicle.

As shown in fig. 1, the vehicle shift control apparatus may include: a processor 1001, e.g. a CPU, a memory 1005, a user interface 1003, a network interface 1004, a communication bus 1002. Wherein a communication bus 1002 is used to enable connective communication between these components. The user interface 1003 may include a Display screen (Display), an input unit such as a Keyboard (Keyboard), and the optional user interface 1003 may also include a standard wired interface, a wireless interface. The network interface 1004 may optionally include a standard wired interface, a wireless interface (e.g., WI-FI interface). The memory 1005 may be a high-speed RAM memory or a non-volatile memory (e.g., a magnetic disk memory). The memory 1005 may alternatively be a storage device separate from the processor 1001.

Those skilled in the art will appreciate that the configuration of the vehicle shift control device illustrated in FIG. 1 is not intended to be limiting of a vehicle shift control device and may include more or fewer components than shown, or some components in combination, or a different arrangement of components.

As shown in fig. 1, a memory 1005, which is a storage medium, may include therein an operating system, a network communication module, a user interface module, and a vehicle shift control program. Among these, the operating system is a program that manages and controls the hardware and software resources of the shift control device for the vehicle, the shift control program for the vehicle, and the execution of other software or programs.

In the vehicle shift control apparatus shown in fig. 1, the user interface 1003 is mainly used for connecting a terminal, communicating data with the terminal; the network interface 1004 is mainly used for the background server and performs data communication with the background server; processor 1001 may be used to invoke a vehicle shift control program stored in memory 1005.

In the present embodiment, a vehicle shift control apparatus includes: a memory 1005, a processor 1001 and a vehicle shift control program stored on said memory 1005 and executable on said processor, wherein:

when the processor 1001 calls the vehicle shift control program stored in the memory 1005, the following operations are performed:

When the processor 1001 calls the vehicle shift control program stored in the memory 1005, the following operations are also performed:

acquiring the requested torque of the Onconing clutch;

determining a plurality of torque reduction requests according to a preset gear shifting power performance index and engine inertia;

acquiring a torque unloading rate corresponding to the target gear;

acquiring a locking clutch torque corresponding to the target torque;

While a logical sequence is shown in the flowchart, in some cases, the steps shown or described may be performed in a sequence different from that shown or described, and the vehicle shift control method is applied to shift control of a hybrid vehicle, and is particularly applicable to upshift control and downshift control of a hybrid vehicle, and the following embodiments are described by taking upshift control of a hybrid vehicle as an example.

As shown in fig. 2, in a first embodiment of the present application, a vehicle shift control method of the present application includes the steps of:

step S210: after entering the torque phase, the torque exchange schedule of the dual clutch is determined.

In the embodiment, the vehicle is a hybrid vehicle with a P2.5 hybrid system, and the double clutches comprise an Onconing clutch and an Offgoong clutch. During an upshift with the driver stepping on the accelerator pedal, the on-going clutch is engaged and the off-going clutch is released simultaneously, this phase being called the torque phase, also called the torque phase, in which the output torque of the off-going clutch is gradually switched to the on-going clutch. Generally, after a vehicle enters a torque phase, the output torque of an ongoing clutch is gradually increased, the output torque of an Offgoing clutch is gradually decreased, and by the end of the torque phase, the output torque of an engine is completely transmitted by the ongoing clutch, namely the output torque of the ongoing clutch is equal to the output torque of the engine. After the vehicle enters the torque phase, indicating that the vehicle is performing the shift control, the present embodiment and the following embodiments are described using the upshift control (low upshift) as an example.

Specifically, after the vehicle enters a torque phase in the upshift control, the torque exchange progress of the Offgoing clutch and the ongoing clutch is obtained, wherein the torque exchange progress refers to the percentage of torque exchange completion in the torque exchange process of the Offgoing clutch and the ongoing clutch, and the torque exchange progress is 60% assuming that the total torque to be exchanged is 200Nm and the torque exchanged by the current Offgoing clutch to the ongoing clutch is 120 Nm.

Step S220: and determining a compensation torque according to the torque exchange progress, and controlling a driving motor to perform torque compensation on the wheel according to the compensation torque.

In the embodiment, in the torque phase, as the output torque of the ongoing clutch is gradually increased, the output torque of the corresponding Offgoing clutch is gradually reduced, in this process, the wheel torque of the vehicle wheels is also correspondingly reduced along with the reduction of the output torque of the Offgoing clutch, and at the same time, the transmission speed ratio of the vehicle gear is switched, the transmission speed ratio is reduced, that is, the first transmission speed ratio of the current gear is switched to the second transmission speed ratio of the target gear, the second transmission speed ratio is smaller than the first transmission speed ratio, and as the transmission speed ratio is reduced, the acceleration of the vehicle is reduced, so that the wheel speed (also the vehicle speed) of the vehicle is reduced. In particular, the vehicle may be subjected to a jerk phenomenon due to a decrease in acceleration of the vehicle, which affects driving comfort of the vehicle. In order to avoid the phenomenon of vehicle jerk, the acceleration of the vehicle needs to be kept unchanged before and after gear shifting, the wheel torque needs to be kept unchanged before and after gear shifting if the acceleration of the vehicle needs to be kept unchanged, and in order to keep the wheel torque unchanged before and after gear shifting, the wheel torque can be compensated by a driving motor of the vehicle in the torque phase, namely the wheel torque is increased, so that the wheel torque of the vehicle in the torque phase is kept the same as the wheel torque before gear shifting. After the driving motor is used for torque compensation of the wheels, the wheel torque in the torque phase is consistent with the wheel torque before gear switching, and the wheel rotating speed in the torque phase is constant with the wheel rotating speed before gear switching.

Further, after the torque exchange progress is obtained, the motor torque required to be output by the driving motor is calculated according to the torque exchange progress, the motor torque is the compensation torque, and then the driving motor is controlled to perform torque compensation on the wheel according to the compensation torque, so that the wheel torque can be kept consistent with the wheel torque before gear switching in the torque stage.

Step S230: and adjusting the output torque of the engine of the vehicle to a target torque at the end of the torque phase, and controlling the driving motor to unload the torque compensation on the wheels so as to adjust the engine speed of the vehicle to a target speed.

In the present embodiment, the target torque is the torque to be output by the engine of the vehicle after the completion of the upshift. The target torque is determined according to the opening degree of an accelerator pedal of the accelerator pedal after a driver steps on the accelerator pedal, specifically, a corresponding target upshift gear can be found by inquiring a pedal map (characteristic of the accelerator pedal) according to the opening degree of the accelerator pedal, and then the corresponding target torque can be found according to the target upshift gear.

After the torque phase is finished, which indicates that the vehicle upshift control is finished, the output torque of the engine is greater than the target torque just after the torque phase is finished, and the output torque of the engine of the vehicle needs to be adjusted quickly, namely, the output torque of the engine is quickly reduced to the target torque. Wherein, whether the torque phase is finished or not can be judged according to the Offgoing clutch, namely whether the target request torque of the Offgoing clutch is always smaller than or equal to the set torque in the preset time length or not is judged in the torque phase, and if the target request torque is always smaller than or equal to the set torque in the preset time length, if the set torque is-4 Nm, the torque phase is judged to be finished. Then, torque down of the output torque of the engine and a torque unloading operation are performed.

Specifically, the torque reduction and torque unloading process of the output torque of the engine belongs to a speed regulation stage (also called a rotation speed control stage) of the vehicle, the rotation speed of the engine is mainly regulated to be synchronous with the rotation speed of an input shaft of the transmission in the speed regulation stage, and the speed regulation stage is further started after the torque judgment stage is finished. Since the sum of the wheel torque and the compensation torque is the same as the output torque of the engine before the upshift after the torque compensation is performed on the wheels in the torque phase, in order to synchronize the rotation speed of the input shaft of the transmission of the vehicle with the rotation speed of the engine during the reduction of the output torque of the engine during the rapid reduction of the output torque of the engine, and simultaneously to rapidly unload the compensated torque, the compensation torque is gradually removed from the wheels. Further, when the output torque of the engine is rapidly reduced to the target torque, the compensation torque is unloaded, at this time, the output torque of the engine is equal to the input shaft torque of the transmission, and the corresponding engine rotating speed is equal to the input shaft rotating speed of the transmission, so that the synchronization of the engine rotating speed and the input shaft rotating speed corresponding to the target torque is realized, namely the engine rotating speed is adjusted to the target rotating speed.

According to the technical scheme, after the hybrid electric vehicle enters the torque phase, the torque exchange progress of the double clutches is determined, the compensation torque is determined according to the torque exchange progress, the driving motor is controlled to perform torque compensation on the wheels according to the compensation torque, the output torque of the engine of the vehicle is adjusted to the target torque when the torque phase is finished, the driving motor is controlled to unload the torque compensation on the wheels, and therefore the rotating speed of the engine of the vehicle is adjusted to the target rotating speed.

As shown in fig. 3, in the second embodiment of the present application, step S210 further includes the following steps:

step S110: and determining a preset preparation torque corresponding to the Onconing clutch according to the current output torque of the engine.

Step S120: adjusting the output torque of the Onconing clutch to the preset preparatory torque.

In order to reduce the delay time of torque exchange between the Offgoing clutch and the ongoing clutch in the torque phase and improve the gear shifting efficiency, in the embodiment, a preset preparation torque is set for the ongoing clutch in advance, before the torque phase is started, a table is looked up according to the current output torque of the engine, namely the output torque of the engine before gear shifting, so as to obtain the preset preparation torque corresponding to the current output torque, and then the output torque of the ongoing clutch is adjusted to the preset preparation torque. For example, the output torque of the oncorning clutch before the torque phase is 0, and if the preset preparatory torque is 4Nm, the output torque of the oncorning clutch just before the torque phase is 4 Nm.

In order to ensure that the output torque of the Onconing clutch can quickly follow the requested torque when entering a torque phase, the output torque of the Onconing clutch needs to be increased to a certain torque value in oil charge in a preparation phase, the torque value is a preset preparation torque, the preset preparation torque is related to the output torque of an engine before gear shifting, and the preparation phase mainly controls the output torque of the Onconing clutch and belongs to open-loop control. The larger the output torque of the engine before shifting gears, the larger the preset preparatory torque tends to be, for example, 5 Nm; the output torque of the engine before the shift is small, and the preset preparatory torque tends to be small, but the preset preparatory torque should not be as low as the state when the Oncoming clutch is fully open, for example, -5 Nm.

Specifically, the output torque of the ongoing clutch is adjusted to be the preset preparation torque, namely, an initial value is given to the output torque of the ongoing clutch before the torque phase is started, and then the output torque of the ongoing clutch with the initial value is used as the basis when the torque is exchanged after the torque phase is started, and then the torque is exchanged, so that the delay time of torque exchange between the Offgoing clutch and the ongoing clutch can be reduced, and the gear shifting efficiency is improved. Further, the process of adjusting the output torque of the ongoing clutch to the preset preparatory torque may be understood as a preparatory phase of torque exchange that needs to be started after the target gear (e.g., the target upshift gear) engagement is completed. When the output torque of the Onconing clutch after the initial value is given is larger than or equal to the set value, the preparation phase is judged to be finished, and then the torque phase is carried out.

According to the technical scheme, the output torque of the Offgoing clutch is adjusted to be the preset preparation torque, so that the delay time of torque exchange between the Offgoing clutch and the ongoing clutch is reduced, the gear shifting time is shortened, and the gear shifting efficiency is improved.

As shown in fig. 4, in the third embodiment of the present application, step S210 includes the steps of:

step S211: and acquiring the requested torque of the Oncoming clutch.

Step S212: and determining the torque exchange progress according to the request torque, the preset preparation torque and the target torque.

In this embodiment, after the preparation phase is determined to be finished, the vehicle is controlled to enter a torque phase, and in the torque phase, the torque exchange progress of torque exchange between the Offgoing clutch and the ongoing clutch needs to be obtained in real time, so as to determine how much compensation torque needs to be output by the driving motor, so as to perform torque compensation on the wheels. Specifically, before the torque exchange progress is obtained, the requested torque of the ongoing clutch needs to be obtained, which is obtained by the PI phase torque, the feedforward torque and the engine inertia torque obtained in the torque phase, that is:

the torque requested by the ongoing clutch is PI phase torque + feed forward torque-engine inertia torque.

Specifically, the torque phase belongs to the slip control, and the Offgoing clutch and the ongoing clutch are finally in the slip state through PI control, namely, through PI phase torque common regulation. Wherein, PI phase torque can be obtained in the PI control process.

Further, a torque exchange schedule is calculated according to the requested torque, the preset preparation torque and the target torque of the Onconing clutch, namely:

where η represents a torque exchange progress, N1 represents a requested torque of the ongoing clutch, N0 represents a preset preparatory torque, N represents a total requested torque of the ongoing clutch, which is a difference between the target torque and the preset preparatory torque.

As shown in fig. 5, in the fourth embodiment of the present application, step S220 includes the steps of:

step S221: and acquiring a first transmission speed ratio corresponding to the current gear, a second transmission speed ratio corresponding to the target gear and a preset torque increment coefficient.

Step S222: and obtaining the compensation torque according to the torque exchange progress, the output torque of the engine, the first transmission speed ratio, the second transmission speed ratio and the torque increment coefficient.

In the present embodiment, different gear positions of the vehicle correspond to respective transmission speed ratios, which decrease as the gear position increases. The target gear is obtained by inquiring a pedal map (characteristic of an accelerator pedal) according to the opening degree of the accelerator pedal after a driver steps on the accelerator pedal, and if the target gear is an upshift gear, the current gear is lower than the target gear, namely, a first transmission speed ratio corresponding to the current gear is higher than a second transmission speed ratio corresponding to the target gear, and the torque increment coefficient refers to an input torque increment coefficient required for maintaining each gear with the same wheel driving force before and after the upshift, namely, the torque increment coefficient comprises a torque increment coefficient corresponding to the current gear and a torque increment coefficient corresponding to the target gear.

Specifically, a corresponding torque increment coefficient is set for each gear in advance, and the corresponding torque increment coefficient can be obtained by looking up a table through the current gear and the target gear, as shown in the following table 1:

TABLE 1

Gear position	2	3	4	5	6	7
							Coefficient of torque delta	0.6	0.5	0.5	0.5	0.5	0.5

After obtaining the first transmission speed ratio, the second transmission speed ratio, the torque increment coefficient corresponding to the current gear and the torque increment coefficient corresponding to the target gear, obtaining the compensation torque according to a compensation torque calculation formula, wherein the compensation torque calculation formula is as follows:

wherein N is _{Supplement device} Representing the compensation torque, eta representing the torque exchange progress, N _{At present} The output torque of the engine, namely the output torque of the engine before the engine is shifted, s1 represents a first transmission speed ratio, s2 represents a second transmission speed ratio, m1 represents a torque increment coefficient corresponding to the current gear, and m2 represents a torque increment coefficient corresponding to a standard gear.

Further, after the compensation torque is obtained according to the torque exchange progress, the compensation torque output by a driving motor for controlling the vehicle is increased along with the increase of the torque exchange progress, and the torque compensation is performed on the wheel through the compensation torque output by the driving motor, so that the wheel torque is kept consistent with the wheel torque before gear switching in a torque phase in real time, and the rotating speed of the wheel of the vehicle is constant.

As shown in fig. 6, in the fifth embodiment of the present application, step S230 includes the steps of:

step S231: and determining a torque reduction request according to a preset gear shifting power performance index and engine inertia.

After the torque phase in this embodiment is finished, the speed regulation phase needs to be entered, that is, the engine speed needs to be regulated to be synchronous with the input shaft speed of the transmission, so that the output torque of the engine needs to be subjected to rapid torque reduction intervention. Further, a torque reduction request for reducing the output torque of the engine needs to be obtained, the torque reduction request includes a plurality of torque reduction requests, in this embodiment, the torque reduction request specifically includes a first torque reduction request, a second torque reduction request and a third torque reduction request, and the torque reduction process is divided into three stages by the first torque reduction request, the second torque reduction request and the third torque reduction request. The first stage reduces the output torque of the engine according to the first torque reduction request, the second stage reduces the output torque of the engine according to the second torque reduction request, and the third stage reduces the output torque of the engine according to the third torque reduction request. The output torque of the engine is reduced according to the three stages in sequence, so that the rotating speed of the engine is gradually reduced, and the smoothness of the vehicle in the speed regulation stage is kept. Specifically, the torque reduction request is determined according to a preset shift power performance index and engine inertia. The method comprises the following specific steps:

and obtaining a plurality of torque reduction requests according to a plurality of target rotating speed gradients and the inertia of the engine. Specifically, the output torque of the engine is reduced to adjust the engine speed, that is, the engine speed is reduced, and then three target speed gradients for adjusting the engine speed need to be determined, and then a first torque reduction request, a second torque reduction request and a third torque reduction request are respectively obtained according to the inertia of the engine. The target rotation speed gradient includes an initial target rotation speed gradient required in the first stage, a maximum target rotation speed gradient required in the second stage, and an end stage target rotation speed gradient required in the third stage, and it should be noted that the third stage is also referred to as an end stage in this embodiment.

Further, the calculating of the first torque down request includes: and acquiring the opening degree of an accelerator pedal, and inquiring a gear shifting power performance index table corresponding to the preset opening degree of the accelerator pedal and the preset engine speed according to the opening degree of the accelerator pedal and the engine speed to obtain a gear shifting power performance index. The shift power performance index table is shown in table 2 below, where x1 represents the accelerator pedal opening, y1 represents the engine speed, and z1 represents the shift power performance index in table 2.

TABLE 2

Obtaining a gear shifting power performance index according to the engine speed and the opening degree of an accelerator pedal, taking the obtained gear shifting power performance index as an initial target speed gradient, inquiring a target gear corresponding to the target torque to obtain a corresponding relation table of the gear and the engine inertia, obtaining the engine inertia corresponding to the target gear, and obtaining a first torque reduction request according to the product of the obtained engine inertia and the initial target speed gradient.

Further, the calculating of the second torque down request includes: inquiring a preset gear shifting power performance index and a gear shifting power compensation coefficient table corresponding to gears according to the obtained gear shifting power performance index and a target gear to obtain a gear shifting power compensation coefficient corresponding to the gear shifting power performance index and the target gear, inquiring a preset maximum gradient stage time table corresponding to the gear and the accelerator pedal opening according to the target gear and the accelerator pedal opening to obtain maximum gradient stage time corresponding to the target gear and the accelerator pedal opening, and calculating a formula according to the maximum target rotating speed gradient to obtain the maximum target rotating speed gradient, wherein the maximum target rotating speed gradient calculation formula is as follows:

the maximum target rotating speed gradient is the compensation coefficient of the shifting dynamic property, and the rotating speed difference between the target rotating speed of the engine and the requested rotating speed is multiplied by the maximum gradient stage time. And further, obtaining a second torque reduction request according to the product of the maximum target rotating speed gradient and the obtained inertia of the engine.

Further, the calculating of the third torque down request includes: the third phase may also be understood as an end phase of the output torque drop of the engine. Firstly, inquiring a gear shifting power performance index and an end stage gear shifting power performance compensation coefficient table corresponding to a gear according to the obtained gear shifting power performance index and a target gear to obtain an end stage gear shifting power performance compensation coefficient, secondly, obtaining a rotation speed difference according to the engine rotation speed corresponding to the target gear and the engine rotation speed corresponding to the gear before gear shifting (before gear shifting), then searching a preset rotation speed difference and an end stage target rotation speed gradient initial coefficient table corresponding to the gear according to the rotation speed difference and the target gear, and then obtaining an end stage target rotation speed gradient according to an end stage target rotation speed gradient calculation formula. Wherein, the target rotating speed gradient calculation formula at the end stage is as follows:

and the final coefficient of the target rotating speed gradient in the ending stage is equal to the initial coefficient of the target rotating speed gradient in the ending stage multiplied by the dynamic compensation coefficient of the gear shifting in the ending stage, and the final coefficient of the target rotating speed gradient in the ending stage is the target rotating speed gradient in the ending stage.

And further, obtaining a third torque reduction request according to the product of the obtained engine inertia and the target rotating speed ladder in the ending stage.

Step S232: gradually decreasing the output torque of the engine to the target torque according to each of the torque-down requests.

Specifically, after a first torque reduction request, a second torque reduction request and a third torque reduction request are obtained respectively, the output torque of the engine is gradually reduced in three stages according to the first torque reduction request, the second torque reduction request and the third torque reduction request, when the third stage is finished, the output torque of the engine is reduced to a target torque, the output torque of the engine is equal to the target torque, and therefore the rotating speed of the engine is reduced to the rotating speed of the input shaft of the transmission corresponding to the target gear, namely the rotating speed of the engine is equal to the rotating speed of the input shaft of the transmission corresponding to the target gear.

Step S233: and acquiring the torque unloading rate corresponding to the target gear.

Step S234: and controlling the driving motor to unload the torque compensation to the wheel according to the moment unloading rate.

Specifically, when the output torque of the engine is reduced, the compensated torque of the wheels needs to be gradually unloaded, namely, a torque unloading speed table corresponding to a preset gear and the compensation torque is inquired according to a target gear, so that a torque unloading speed corresponding to the target gear is obtained, and then the driving motor is controlled to gradually unload the torque compensation to the wheels according to the obtained torque unloading speed until the wheel rotating speed of the wheels is consistent with the rotating speed of the output shaft of the transmission. The torque unloading rate table records the torque unloading rate corresponding to each gear.

Further, in this embodiment, the speed regulation stage specifically performs closed-loop gradient control with an error of a target rotational speed gradient of the rotational speed of the engine, and when the misfire angle of the engine cannot meet the torque reduction requirement of the output torque of the engine, the maximum gradient torque reduction can be performed by using fuel cut-off. If the torque reduction capability of the ignition angle of the engine is enough, the torque reduction operation of the output torque of the engine is carried out by adopting the gradient of the ignition angle, and at the later stage of a speed regulation stage, if the target rotating speed gradient of the rotating speed of the engine is higher than the rapid torque reduction capability of the engine, the open-loop target rotating speed gradient control is used, and the torque reduction compensation is carried out by taking coefficients according to a target gear, a rotating speed error and a driving style.

Further, in this embodiment, in order to achieve smoothness of transition from the target rotational speed gradient control to the slip control (slip control), the slip control may be selected to be entered in advance in the speed regulation stage, so as to take over the target rotational speed gradient control. The method comprises the steps of selecting to enter slip control in advance in a speed regulation stage, and determining the timing for taking over target rotating speed gradient control according to a preset speed regulation stage control end condition, namely comparing a preset completion progress corresponding to a gear shifting type of switching from a current gear to a target gear with the completion progress of the speed regulation stage, and comparing a target rotating speed ladder corresponding to the completion stage with a preset rotating speed gradient, wherein if the completion progress of the speed regulation stage is larger than the preset completion progress corresponding to the gear shifting type of switching from the current gear to the target gear, and the target rotating speed ladder corresponding to the completion stage is smaller than the preset rotating speed gradient, the timing can be selected to enter slip control in advance in the speed regulation stage, so that the target rotating speed gradient control is taken over.

The preset completion schedule corresponding to the shift type is preset, for example, the preset completion schedule corresponding to the shift from 2 to 3 is 85%. The completion schedule of the speed regulation phase is (v0-v1)/(v0-v2) × 100%, v0 identifies the engine speed at the time of entering the speed regulation phase and is also the engine speed before shifting, v1 is the engine speed during the process of reducing the output torque of the engine, namely the actual engine speed, and v2 is the engine speed corresponding to the time when the output torque of the engine is reduced to the target torque and is also the input shaft speed of the transmission corresponding to the target torque.

As shown in fig. 7, in the sixth embodiment of the present application, the following steps are further included after step S230:

step S240: and acquiring the locking clutch torque corresponding to the target torque.

Step S250: increasing the output torque of the Onconing clutch according to the lock-up clutch torque.

In the present embodiment, the lock-up clutch torque corresponding to the output torque of the engine and the different gear positions is set in advance, and as shown in the following table, x2 represents the gear position, y2 represents the output torque of the engine, and z2 represents the lock-up clutch torque.

TABLE 3

After the speed regulation stage is finished, the torque of the locking clutch corresponding to the target torque is obtained through table lookup, and then the obtained torque of the locking clutch is increased to the output torque of the Oncoming clutch, so that the Oncoming clutch is locked, and Flare is avoided when Tip-in occurs. Wherein Tip-in means that a driver quickly steps on the accelerator to a certain depth and keeps the accelerator for a certain time, and the action is called Tip-in; the action of quickly releasing the throttle is called Tip-out; flare refers to the engine speed starting flight.

As will be appreciated by one skilled in the art, embodiments of the present invention may be provided as a method, system, or computer program product. Accordingly, the present invention may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, the present invention may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, and the like) having computer-usable program code embodied therein.

The present invention has been described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It will be understood that each flow and/or block of the flow diagrams and/or block diagrams, and combinations of flows and/or blocks in the flow diagrams and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.

These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.

These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.

It should be noted that in the claims, any reference signs placed between parentheses shall not be construed as limiting the claim. The word "comprising" does not exclude the presence of elements or steps not listed in a claim. The word "a" or "an" preceding an element does not exclude the presence of a plurality of such elements. The invention may be implemented by means of hardware comprising several distinct elements, and by means of a suitably programmed computer. In the unit claims enumerating several means, several of these means may be embodied by one and the same item of hardware. The usage of the words first, second and third, etcetera do not indicate any ordering. These words may be interpreted as names.

While preferred embodiments of the present invention have been described, additional variations and modifications in those embodiments may occur to those skilled in the art once they learn of the basic inventive concepts. Therefore, it is intended that the appended claims be interpreted as including preferred embodiments and all such alterations and modifications as fall within the scope of the invention.

It will be apparent to those skilled in the art that various changes and modifications may be made in the present invention without departing from the spirit and scope of the invention. Thus, if such modifications and variations of the present invention fall within the scope of the claims of the present invention and their equivalents, the present invention is also intended to include such modifications and variations.

Claims

1. A vehicle shift control method, characterized by comprising:

determining a compensation torque according to the torque exchange progress, and controlling a driving motor to perform torque compensation on the wheels according to the compensation torque;

adjusting the output torque of the engine of the vehicle to a target torque at the end of the torque phase, and controlling the driving motor to unload the torque compensation to the wheels so as to adjust the engine speed of the vehicle to a target speed;

the method comprises the following steps of after entering a torque phase, determining the torque exchange schedule of the double clutches, and before the step of determining the torque exchange schedule of the double clutches:

adjusting an output torque of the Oncoming clutch to the preset preparatory torque;

the step of determining the torque exchange schedule of the dual clutch after entering the torque phase includes:

acquiring the requested torque of the Onconing clutch;

2. The method of claim 1, wherein the step of determining a compensation torque based on the torque exchange schedule comprises:

3. The method of claim 1, wherein the step of adjusting the output torque of the engine of the vehicle to a target torque comprises:

determining a plurality of torque reduction requests according to preset gear shifting power performance indexes and engine inertia, wherein the gear shifting power performance indexes are determined according to the engine speed of the engine and the accelerator pedal opening corresponding to the target torque;

4. The method of claim 3, wherein determining a torque down request based on a preset shift power performance index and engine inertia comprises:

determining a plurality of target speed gradients for adjusting the engine speed based on the target torque and the shift power performance index;

5. The method of claim 2, wherein the step of controlling the drive motor to unload torque compensation to the wheel comprises:

acquiring a torque unloading rate corresponding to the target gear;

6. The method of claim 1, wherein after the steps of adjusting the output torque of the engine of the vehicle to a target torque and controlling the drive motor to unload torque compensation to the wheels at the end of the torque phase to adjust the engine speed of the vehicle to a target speed, further comprising:

acquiring a locking clutch torque corresponding to the target torque;

7. A shift control apparatus for a vehicle, characterized by comprising: memory, a processor and a vehicle gear shift control program stored on the memory and executable on the processor, the vehicle gear shift control program when executed by the processor implementing the steps of the vehicle gear shift control method according to any of claims 1-6.

8. A storage medium characterized by having a vehicle shift control program stored thereon, which when executed by a processor implements the steps of the vehicle shift control method according to any one of claims 1-6.