CN113757359B - Vehicle sliding upshift control method - Google Patents

Vehicle sliding upshift control method Download PDF

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Publication number
CN113757359B
CN113757359B CN202010484821.2A CN202010484821A CN113757359B CN 113757359 B CN113757359 B CN 113757359B CN 202010484821 A CN202010484821 A CN 202010484821A CN 113757359 B CN113757359 B CN 113757359B
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torque
clutch
target
speed
stage
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CN113757359A (en
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彭耀润
王秀发
熊杰
刘正伟
邓云飞
刘学武
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Guangzhou Automobile Group Co Ltd
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Guangzhou Automobile Group Co Ltd
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H61/08—Timing control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H2061/0474—Smoothing ratio shift by smoothing engagement or release of positive clutches; Methods or means for shock free engagement of dog clutches
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Abstract

The invention discloses a vehicle sliding upshift control method, which comprises the following steps: when the pre-oil-filling stage of the sliding upshift is finished, acquiring the actual torque of a flywheel end; acquiring a target speed regulation strategy based on the actual torque of the flywheel end, regulating the speed according to the target speed regulation strategy, and controlling the actual rotating speed of the flywheel end to be synchronous with the actual rotating speed of the engagement clutch; and in the torque interaction stage, controlling the separating clutch and the engaging clutch to perform torque interaction, and finishing the coasting and upshifting control. The vehicle sliding upshift control method provided by the invention is used for controlling the engagement clutch and the separation clutch according to the actual torque of the flywheel end by adopting different target speed regulation strategies under the sliding upshift mode so as to control the actual rotating speed of the flywheel end to be synchronous with the actual rotating speed of the engagement clutch, avoid overlong or overlong speed regulation duration and ensure that the speed regulation duration of the vehicle sliding upshift is proper and the upshift is smooth.

Description

Vehicle sliding upshift control method
Technical Field
The invention relates to the field of automobile control, in particular to a vehicle sliding upshift control method.
Background
When the hybrid vehicle slides and upshifts, energy recovery of different levels exists, and after the pre-charging stage is finished, the condition that the actual torque of a flywheel end is larger or smaller exists. When the actual torque of the flywheel end is larger, the speed regulation duration in the speed regulation stage is easily overlong, and the vehicle control is not facilitated; when the actual torque of the flywheel end is small, the speed regulation duration in the speed regulation stage is easy to be too short, and the upshifting is not smooth and impact is caused. Wherein, the energy recovery conditions of different levels comprise the conditions of a smaller energy recovery level, a larger energy recovery level and the like, and when the energy recovery level is smaller, for example, the actual torque range of the flywheel end is between 0 and-30 Nm; at higher energy recovery levels, for example, the flywheel end actual torque range is less than-30 Nm.
Disclosure of Invention
The embodiment of the invention provides a vehicle sliding upshift control method, which aims to solve the problem that the speed regulation time is too long or too short due to the fact that the actual torque of a flywheel end is larger or smaller after the sliding upshift pre-charging stage is finished.
A vehicle coast upshift control method comprising:
when the pre-oil-filling stage of the sliding upshift is finished, acquiring the actual torque of a flywheel end;
acquiring a target speed regulation strategy based on the actual torque of the flywheel end, regulating the speed according to the target speed regulation strategy, and controlling the actual rotating speed of the flywheel end to be synchronous with the actual rotating speed of the engagement clutch;
in the torque interaction stage, the separating clutch and the engaging clutch are controlled to carry out torque interaction, and the coasting upshift control is completed
Preferably, current state data of the vehicle are obtained, wherein the current state data of the vehicle comprise a current gear, a target gear, a current accelerator opening, actual torque of a flywheel end and a shifting fork state corresponding to the target gear;
and if the current gear is smaller than the target gear, the current accelerator opening is smaller than a preset opening threshold value, the actual torque of the flywheel end is smaller than the first torque threshold value of the flywheel end, and the shifting fork corresponding to the target gear is in gear, controlling the vehicle to enter a pre-charging stage of sliding and gear-up.
Preferably, after the controlling the vehicle enters a pre-charge phase of a coasting upshift, the vehicle coasting upshift control method further includes:
acquiring a target torque of a separation clutch and a target torque of an engagement clutch corresponding to the pre-charging stage;
controlling the separating clutch to perform micro-sliding friction based on the separating clutch target torque corresponding to the pre-charging stage;
and controlling the pre-charging of the engaging clutch to the half engaging point of the engaging clutch based on the target torque of the engaging clutch corresponding to the pre-charging stage.
Preferably, the obtaining of the target torque of the disengaging clutch and the target torque of the engaging clutch corresponding to the pre-charge stage includes:
obtaining the target torque of the separation clutch in the pre-charging stage according to a calculation formula of the target torque of the separation clutch corresponding to the pre-charging stage, wherein the calculation formula of the target torque of the separation clutch corresponding to the pre-charging stage is
Figure BDA0002518737170000021
Figure BDA0002518737170000022
For feedforward torque, F gain1 Correction factor, Δ T, for actual rate of change of engine torque during a coast upshift E Is the actual torque change rate, T, of the flywheel end at the current moment Eint Actual moment of flywheel end, T, for entering the moment of coasting upshift 0 To enter the initial moment of coast upshift, T i For the current time of the coast upshift,
Figure BDA0002518737170000031
proportional term torque for the pre-charge phase, P gain1 Proportional term torque coefficient, T, for the pre-charge phase i-1 A previous time, Δ N, representing the current time diff Is the rotating speed difference between the target rotating speed of the flywheel end and the actual rotating speed of the flywheel end,
Figure BDA0002518737170000032
for integral term torque, I gain1 Is the integral term torque coefficient of the pre-charge oil stage,
Figure BDA0002518737170000033
calculating integral term torque obtained by the previous moment of the current moment;
acquiring the target torque of the engagement clutch in the pre-charging stage according to a calculation formula of the target torque of the engagement clutch corresponding to the pre-charging stage, wherein the calculation formula of the target torque of the engagement clutch corresponding to the pre-charging stage is T on ＝T kp Wherein, T kp To connect toTorque at the clutch engagement half-point.
Preferably, the obtaining a target speed regulation strategy based on the actual torque of the flywheel end, regulating the speed according to the target speed regulation strategy, and controlling the actual rotating speed of the flywheel end to be synchronous with the actual rotating speed of the engagement clutch comprises:
comparing the actual torque of the flywheel end with a second torque threshold value of the flywheel end;
if the actual torque of the flywheel end is not smaller than the second torque threshold value of the flywheel end, a first speed regulation strategy is obtained, the torque transmitted by the separation clutch and the torque transmitted by the engagement clutch are controlled based on the first speed regulation strategy, and the actual rotating speed of the flywheel end and the actual rotating speed of the engagement clutch are controlled to be synchronous;
and if the actual torque of the flywheel end is smaller than a second torque threshold value of the flywheel end, acquiring a second speed regulation strategy, controlling the torque transmitted by the separation clutch and the torque transmitted by the engagement clutch based on the second speed regulation strategy, and controlling the actual rotating speed of the flywheel end to be synchronous with the actual rotating speed of the engagement clutch.
Preferably, said controlling torque transferred by said disconnect clutch and torque transferred by said engage clutch based on said first governing strategy comprises:
acquiring a first separation clutch target torque and a first engagement clutch target torque corresponding to a speed regulation stage according to the first speed regulation strategy;
controlling the torque transmitted by the separating clutch according to the target torque of the first separating clutch;
controlling torque delivered by the oncoming clutch as a function of the first oncoming clutch target torque;
the controlling the torque transferred by the disconnect clutch and the torque transferred by the engage clutch based on the second pacing strategy includes:
acquiring a second separating clutch target torque and a second engaging clutch target torque corresponding to a speed regulation stage according to the second speed regulation strategy;
controlling the torque transmitted by the separating clutch according to the target torque of the second separating clutch;
controlling torque delivered by the oncoming clutch as a function of the second oncoming clutch target torque.
Preferably, the obtaining of the first off-going clutch target torque and the first on-coming clutch target torque corresponding to the speed governing phase includes:
obtaining a target torque of a first separation clutch corresponding to a speed regulating stage according to a target torque calculation formula of the first separation clutch corresponding to the speed regulating stage, wherein the target torque calculation formula of the first separation clutch corresponding to the speed regulating stage is
Figure BDA0002518737170000041
Wherein, P gain2 For the first coefficient of proportional torque, I, of the speed-regulating stage gain2 First coefficient of integral term torque, F, for the speed-regulating stage spdgain1 J e N evar For regulating the torque, J e Is the moment of inertia of the flywheel end, N evar Is the absolute value of the target speed change rate of the flywheel end, F spdgain1 A first factor being the speed governing torque;
acquiring a first engaging clutch target torque corresponding to a speed regulating stage according to a first engaging clutch target torque calculation formula corresponding to the speed regulating stage, wherein the first engaging clutch target torque calculation formula corresponding to the speed regulating stage is T on ＝T kp +T onoft F onoftgain Wherein, T onoft Compensating for torque for engaging the clutch, F onoftgain A correction factor to compensate torque for the engaged clutch.
Preferably, the obtaining of the target torque of the second separator-clutch corresponding to the speed regulation stage includes:
obtaining a target torque of a second separation clutch corresponding to the speed regulation stage according to a target torque calculation formula of the second separation clutch corresponding to the speed regulation stage, wherein the target torque calculation formula of the second separation clutch corresponding to the speed regulation stage is
Figure BDA0002518737170000051
Wherein, P gain3 Second coefficient of proportional term torque for speed regulation stage, I gain3 Second coefficient of integral term torque, F, for the speed-regulating stage spdgain2 And a second coefficient of speed regulation torque.
Acquiring a second engaging clutch target torque corresponding to a speed regulating stage according to a second engaging clutch target torque calculation formula corresponding to the speed regulating stage, wherein the second engaging clutch target torque calculation formula corresponding to the speed regulating stage is T on ＝T kp 。
Preferably, the controlling the separating clutch and the engaging clutch to perform torque interaction in the torque interaction phase includes:
acquiring a target torque of a separation clutch and a target torque of an engagement clutch corresponding to a torque interaction stage;
and controlling the separating clutch and the engaging clutch to carry out torque interaction according to the separating clutch target torque and the engaging clutch target torque corresponding to the torque interaction stage.
Preferably, the obtaining of the target torque of the disengaged clutch and the target torque of the engaged clutch corresponding to the torque interaction phase includes:
acquiring a target torque of a separation clutch corresponding to a torque interaction stage according to a target torque calculation formula of the separation clutch corresponding to the torque interaction stage, wherein the target torque calculation formula of the separation clutch corresponding to the torque interaction stage is T off ＝T offspdend F offtorqporf Wherein, T offspdend Target torque of the disconnect clutch for the end of the speed regulation, F offtorqporf A correction factor for the off-clutch target torque for the torque interaction phase;
acquiring the target torque of the engagement clutch corresponding to the torque interaction stage according to the target torque calculation formula of the engagement clutch corresponding to the torque interaction stage, wherein the target torque calculation formula of the engagement clutch corresponding to the torque interaction stage is T on ＝T onspdend +F ontorqporf (T ontorqend -T onspdend ) Wherein, in the process,
Figure BDA0002518737170000052
wherein, T onspdend For engaging clutch target torque at the end of speed regulation, P gain4 Proportional term torque coefficient of torque interaction phase, I gain4 Integral term torque coefficient, F, for the torque interaction phase ontorqporf The correction factor for the engaged clutch in the torque interaction phase.
According to the vehicle sliding upshift control method, when the pre-oil charging stage of sliding upshift is completed, the actual torque of the flywheel end is obtained, so that different target speed regulation strategies are determined and set according to the actual torque of the flywheel end, the condition that the speed regulation time is too long or too short is avoided, and the condition that the time of the speed regulation stage is proper and the upshift is smooth is guaranteed. Based on the actual torque of the flywheel end, a target speed regulation strategy is obtained, speed is regulated according to the target speed regulation strategy, the actual rotating speed of the flywheel end is controlled to be synchronous with the actual rotating speed of the engagement clutch, different target speed regulation strategies are formulated according to the actual torque of the flywheel end, the situation that the speed regulation time length is too long or too short is avoided, the fact that the time length of the speed regulation stage is appropriate and the gear-up is smooth is guaranteed, and the satisfaction degree of users is improved. And controlling the separating clutch and the engaging clutch to perform torque interaction in a torque interaction stage so as to complete the coasting and upshifting control, so as to control the hybrid vehicle to complete the coasting and upshifting.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings needed to be used in the description of the embodiments of the present invention will be briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art that other drawings can be obtained according to these drawings without inventive labor.
FIG. 1 is a schematic diagram of a coasting upshift control system for a vehicle according to an embodiment of the present invention;
FIG. 2 is a flow chart of a method of controlling a coast upshift of a vehicle according to an embodiment of the present invention;
FIG. 3 is another flow chart of a method for controlling a coast upshift of a vehicle according to an embodiment of the present invention;
FIG. 4 is another flow chart of a method for controlling a coast upshift of a vehicle according to an embodiment of the present invention;
FIG. 5 is another flow chart of a method for controlling a coast upshift of a vehicle according to an embodiment of the present invention;
FIG. 6 is another flow chart of a method for controlling a coast upshift of a vehicle according to an embodiment of the present invention;
FIG. 7 is another flow chart of a method for controlling a coast upshift of a vehicle according to an embodiment of the present invention;
FIG. 8 is another flow chart of a method for controlling a coast upshift of a vehicle according to an embodiment of the present invention;
FIG. 9 is another flow chart of a method for controlling a coast upshift of a vehicle according to an embodiment of the present invention;
FIG. 10 is another flow chart of a method for controlling a coast upshift of a vehicle according to an embodiment of the present invention;
FIG. 11 is another flow chart of a method for controlling a coast upshift of a vehicle according to an embodiment of the present invention;
FIG. 12 is another flow chart of a method for controlling a coast upshift of a vehicle according to an embodiment of the present invention;
FIG. 13 is a schematic illustration of a control scheme for a coast upshift of a vehicle in accordance with an embodiment of the present invention;
FIG. 14 is a control schematic diagram of the flywheel end actual torque not less than the flywheel end second torque threshold in an embodiment of the present invention;
FIG. 15 is a control schematic diagram of the flywheel end actual torque being less than the flywheel end secondary torque threshold in an embodiment of the present invention.
Detailed Description
In order to make the technical problems, technical solutions and advantageous effects solved by the present invention more clearly apparent, the present invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.
In the description of the present invention, it is to be understood that the terms "longitudinal", "radial", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. indicate orientations or positional relationships based on those shown in the drawings, and are only for convenience in describing the present invention and simplifying the description, but do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be construed as limiting the present invention. In the description of the present invention, "a plurality" means two or more unless otherwise specified.
In the description of the present invention, it should be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood in a specific case to those of ordinary skill in the art.
The invention provides a vehicle sliding upshift control method, which is applied to a vehicle sliding upshift control system of a hybrid vehicle shown in figure 1, in particular to a controller of the vehicle sliding upshift control system, and is used for controlling an engaging clutch and a disengaging clutch according to actual torque of a flywheel end by adopting different target speed regulation strategies under a sliding upshift mode so as to control the actual rotating speed of the flywheel end to be synchronous with the actual rotating speed of the engaging clutch, so that overlong or overlong speed regulation duration is avoided, and the time duration of the speed regulation stage is appropriate and the upshift is smooth.
In the embodiment, fig. 1 is a schematic structural diagram of a powertrain of a hybrid vehicle in a P2 configuration. As shown in fig. 1, the vehicle coasting upshift control system includes a vehicle control unit (HCU), and an engine controller (EMS), a motor controller (PEU), a K0 clutch controller (ACU), and a dual clutch Transmission Controller (TCU) connected to the vehicle control unit (HCU). The method can be applied to a double-clutch transmission controller. The hybrid power system comprises an engine controller (EMS), a motor controller (PEU), a K0 clutch controller (ACU) and a dual-clutch Transmission Controller (TCU), wherein the HCU is used for providing functions of energy distribution, torque management and the like for the whole hybrid power system, and transmits torque instructions to the engine controller (EMS), the motor controller (PEU), the K0 clutch controller (ACU) and the dual-clutch Transmission Controller (TCU) so that the engine controller (EMS), the motor controller (PEU), the K0 clutch controller (ACU) and the dual-clutch Transmission Controller (TCU) can work according to target torque.
The engine controller (EMS) is connected with the engine and used for controlling the engine to work according to a torque instruction sent by a vehicle control unit (HCU). And the motor controller (PEU) is connected with the motor and used for controlling the motor to work according to a torque instruction sent by the vehicle control unit (HCU). And a double-clutch Transmission Controller (TCU) is connected with the K1 clutch and the K2 clutch and is used for controlling the K1/K2 clutch to work according to a torque instruction sent by the vehicle control unit. And the K0 clutch controller (ACU) is connected with the K0 clutch and used for controlling the K0 clutch to work according to a torque instruction sent by a vehicle control unit (HCU). Wherein the K0 clutch is a clutch arranged between the engine and the motor; the K1/K2 clutch is arranged in the double-clutch transmission.
The K1 clutch is connected with the 1/3/5/7 gear; the K1 clutch is connected with the 2/4/6/R gear. During a coast upshift, when the 1 st gear is shifted up to 2 nd gear, the 3 rd gear is shifted up to 4 th gear, and the 5 th gear is shifted up to 6 th gear, the K1 clutch is a release clutch, and the K2 clutch is an engagement clutch. When the 2 rd gear is shifted to 3 rd gear, the 4 th gear is shifted to 5 th gear, and the 6 th gear is shifted to 7 th gear, the K1 clutch is an engaged clutch, and the K2 clutch is a disengaged clutch. The flywheel end is the input end of the K1 clutch and the K2 clutch.
In one embodiment, as shown in fig. 2, the present invention provides a method for controlling a vehicle coasting upshift, which is applied to a hybrid vehicle, and comprises the following steps:
s201: and when the pre-oil filling stage of the sliding gear-up is completed, acquiring the actual torque of the flywheel end.
The actual torque of the flywheel end refers to the torque of the flywheel end at the current moment, and the actual torque of the flywheel end is the sum of the actual torque of the engine and the actual torque of the motor.
Specifically, after the hybrid vehicle enters the sliding upshift, the hybrid vehicle enters a pre-oil filling stage to control the separation clutch to perform micro-sliding friction and control the engagement clutch to quickly overcome the idle stroke of the clutch, pre-oil is filled to a half engagement point of the engagement clutch, when the duration of the pre-oil filling stage is greater than or equal to a preset pre-oil filling duration threshold value, the pre-oil filling stage is completed, the actual torque of the flywheel end when the pre-oil filling stage is completed is obtained, so that different target speed regulation strategies in the speed regulation stage are set according to the actual torque of the flywheel end, and the duration of the speed regulation stage is reasonable and the upshift is smooth.
The pre-oil filling time length threshold value is a preset time length threshold value required by the pre-oil filling stage. The target speed regulation strategy is determined according to the actual torque of the flywheel end, and the strategy used for controlling the clutch to be separated and the clutch to be jointed enables the actual rotating speed of the flywheel end to be synchronous with the actual rotating speed of the clutch to be jointed.
S202: and acquiring a target speed regulation strategy based on the actual torque of the flywheel end, regulating the speed according to the target speed regulation strategy, and controlling the actual rotating speed of the flywheel end to be synchronous with the actual rotating speed of the engaging clutch.
Specifically, as shown in fig. 13 to 15, when the pre-charging stage is completed, the hybrid vehicle enters the speed adjusting stage, and after the pre-charging stage is completed, there are two situations that the actual torque of the flywheel end is smaller than the second torque threshold value of the flywheel end and the actual torque of the flywheel end is not smaller than the second torque threshold value of the flywheel end, and when the actual torque of the flywheel end is smaller than the second torque threshold value of the flywheel end, the speed adjusting duration of the speed adjusting stage is too short, which easily causes a problem of upshift impact; when the actual torque of the flywheel end is larger than or equal to the second torque threshold value of the flywheel end, the speed regulation duration in the speed regulation stage is easily overlong, and the vehicle control is not facilitated. Therefore, different target speed regulating strategies are set according to the actual torque of the flywheel end, as shown in fig. 13 and 14, when the actual torque of the flywheel end is not smaller than the second torque threshold value of the flywheel end, the separation clutch and the engagement clutch are controlled according to the target speed regulating strategy, so that the actual rotating speed of the flywheel end is controlled to be synchronous with the actual rotating speed of the engagement clutch, the speed regulating time length is effectively shortened when the actual torque of the flywheel end is larger in the speed regulating stage, and the influence on vehicle control caused by the overlong speed regulating time length is avoided. When the actual torque of the flywheel end is smaller than the second torque threshold value of the flywheel end, as shown in fig. 13 and fig. 15, the separation clutch is controlled according to the target speed regulation strategy, so that the actual rotating speed of the flywheel end is controlled to be synchronous with the actual rotating speed of the engagement clutch, and when the actual torque of the flywheel end is smaller in the speed regulation stage, the actual rotating speed of the flywheel end can be smoothly controlled to be synchronous with the actual rotating speed of the engagement clutch, so that the impact caused by too short speed regulation time is avoided. The second flywheel end torque threshold is a preset torque threshold and is used for determining an adopted target speed regulation strategy, preferably-30 Nm, the actual flywheel end torque is larger than or equal to the second flywheel end torque threshold, the actual flywheel end torque is judged to be larger, the actual flywheel end torque is smaller than the second flywheel end torque threshold, and the actual flywheel end torque is judged to be smaller, namely for the two conditions that the actual wheel end torque is larger than or equal to or smaller than the second flywheel end torque threshold, different target speed regulation strategies need to be adopted, and therefore the duration of a speed regulation stage is reasonable and the gear-up is smooth.
S203: and in the torque interaction stage, controlling the separating clutch and the engaging clutch to perform torque interaction, and finishing the coasting and upshifting control.
Specifically, as shown in fig. 11 to 13, when the difference between the actual rotation speed of the flywheel end and the actual rotation speed of the engaging clutch is not greater than the preset rotation speed difference threshold or the speed regulation duration in the speed regulation stage is not less than the preset speed regulation timeout protection duration threshold, the disengaging clutch and the engaging clutch are controlled to enter the torque interaction stage, the disengaging clutch and the engaging clutch are controlled to perform torque interaction, the coasting upshift control is completed, and it is ensured that the hybrid vehicle is controlled to complete the upshift within the preset coasting upshift duration. The preset rotation speed difference threshold is a preset rotation speed difference threshold, and is preferably 30rpm. The preset speed regulation overtime protection duration threshold is the longest duration threshold of the preset speed regulation stage, the preset speed regulation overtime protection duration threshold is utilized to play a role of overtime protection, namely when the speed regulation duration of the speed regulation stage is not less than the preset speed regulation overtime protection duration threshold, the separation clutch and the engagement clutch are controlled to enter a torque interaction stage, and the overtime of speed regulation is avoided.
According to the vehicle sliding upshift control method provided by the embodiment, when the pre-oil filling stage of sliding upshift is completed, the actual torque of the flywheel end is obtained, so that different target speed regulation strategies are determined and set according to the actual torque of the flywheel end, and the appropriate time duration and smooth upshift in the speed regulation stage are ensured. And acquiring a target speed regulation strategy based on the actual torque of the flywheel end, regulating the speed according to the target speed regulation strategy, controlling the actual rotating speed of the flywheel end to be synchronous with the actual rotating speed of the engagement clutch, and making different target speed regulation strategies according to the actual torque of the flywheel end so as to avoid overlong or overlong speed regulation time, realize rapid control of vehicle upshift, ensure smooth upshift and improve the satisfaction degree of users. And in the torque interaction stage, controlling the separating clutch and the engaging clutch to perform torque interaction to complete the coasting upshift control so as to control the hybrid vehicle to complete the upshift.
In one embodiment, as shown in fig. 3, before step S201, that is, before acquiring the actual flywheel end torque at the time of completing the pre-charge phase of the coasting upshift, the vehicle coasting upshift control method further includes:
s301: and acquiring current state data of the vehicle, wherein the current state data of the vehicle comprises a current gear, a target gear, a current accelerator opening, actual torque of a flywheel end and a shifting fork state corresponding to the target gear.
The current vehicle state data are data which are collected in real time and used for representing the vehicle state. The current state data of the vehicle comprises a current gear, a target gear, a current accelerator opening, actual torque of a flywheel end and a shifting fork state corresponding to the target gear, so that whether the vehicle is controlled to enter a pre-charging stage of sliding and shifting is judged according to the current state data of the vehicle comprising the current gear, the target gear, the current accelerator opening, the actual torque of the flywheel end and the shifting fork state corresponding to the target gear, and the running condition of the vehicle is known in real time.
S302: and if the current gear is smaller than the target gear, the current accelerator opening is smaller than a preset opening threshold value, the actual torque of the flywheel end is smaller than the first torque threshold value of the flywheel end, and the shifting fork corresponding to the target gear is in gear, controlling the vehicle to enter a pre-charging stage of sliding and gear-up.
Wherein the target gear is the desired gear to be achieved. The preset accelerator opening threshold is a preset accelerator opening threshold and is used for judging whether the vehicle enters a sliding working condition, and the preset accelerator opening threshold is preferably 2%. The first torque threshold value of the flywheel end is a preset threshold value of the flywheel end torque and is used for judging whether a vehicle enters a sliding working condition or not, the first torque threshold value of the flywheel end is preferably 20Nm, and the shifting fork states corresponding to the target gear mainly comprise an on-gear state and an off-gear state and are used for judging whether a pre-charging stage can be entered or not.
The vehicle sliding upshift control method provided by the embodiment acquires the current state data of the vehicle and learns the running condition of the vehicle in real time. When the current gear is smaller than the target gear, the current accelerator opening is smaller than a preset opening threshold value, the actual torque of the flywheel end is smaller than the first torque threshold value of the flywheel end, and the shifting fork corresponding to the target gear is in gear, the vehicle is controlled to enter a pre-charging stage of sliding and gear-up, and the vehicle is accurately controlled.
In one embodiment, as shown in fig. 4, after step S302, that is, after the vehicle enters the pre-charge phase of the coasting upshift, the vehicle coasting upshift control method further includes:
s401: and acquiring a target torque of a separation clutch and a target torque of an engagement clutch corresponding to the pre-filling stage.
Specifically, when the pre-charging stage is started, the dual-clutch Transmission Controller (TCU) calculates a target torque of a separation clutch corresponding to the pre-charging stage according to a target torque calculation formula of the separation clutch corresponding to the pre-charging stage, and calculates a target torque of an engagement clutch corresponding to the pre-charging stage according to a target torque calculation formula of the engagement clutch corresponding to the pre-charging stage, so as to complete pre-charging.
S402: and controlling the separating clutch to perform micro-sliding friction based on the separating clutch target torque corresponding to the pre-charging stage.
Specifically, a double-clutch Transmission Controller (TCU) controls a separating clutch to carry out micro-sliding friction according to the calculated separating clutch target torque corresponding to the pre-charging stage.
S403: and controlling the pre-charging of the engaging clutch to the half engaging point of the engaging clutch based on the target torque of the engaging clutch corresponding to the pre-charging stage.
Specifically, a double-clutch Transmission Controller (TCU) controls the pre-charging of the engaging clutch to a half engaging point of the engaging clutch according to the calculated target torque of the engaging clutch corresponding to the pre-charging stage so as to finish the pre-charging.
The method for controlling the vehicle to slide and upshift provided by the embodiment obtains the target torque of the separation clutch and the target torque of the engagement clutch corresponding to the pre-charging stage, and controls the separation clutch to perform micro-sliding friction based on the target torque of the separation clutch corresponding to the pre-charging stage. And controlling the pre-charging of the engaging clutch to a half engaging point of the engaging clutch based on the target torque of the engaging clutch corresponding to the pre-charging stage so as to finish the pre-charging.
In one embodiment, as shown in fig. 5, the step S401 of obtaining the off-clutch target torque and the on-clutch target torque corresponding to the pre-charge stage includes:
s501: obtaining the target torque of the separation clutch in the pre-charging stage according to a calculation formula of the target torque of the separation clutch corresponding to the pre-charging stage, wherein the calculation formula of the target torque of the separation clutch corresponding to the pre-charging stage is
Figure BDA0002518737170000131
For feedforward torque, F gain1 Correction factor, Δ T, for actual rate of change of engine torque during a coast upshift E Is the actual torque change rate of the flywheel end at the current moment, T Eint Actual moment of flywheel end, T, for entering the moment of coasting upshift 0 To enter the initial moment of a coast upshift, T i For the current time of the coast upshift,
Figure BDA0002518737170000132
proportional term torque for the pre-charge phase, P gain1 Proportional term torque coefficient, T, for the pre-charge phase i-1 A previous time, Δ N, representing the current time diff Is the rotating speed difference between the target rotating speed of the flywheel end and the actual rotating speed of the flywheel end,
Figure BDA0002518737170000133
torque as integral term, I gain1 For pre-charging oilThe integral-term torque coefficient of (2),
Figure BDA0002518737170000134
the integral term torque calculated for the time immediately before the present time.
In this example, F gain1 The correction coefficient of the actual torque change rate of the engine is determined by inquiring a preset parameter table of a pre-oil filling stage according to the current gear and the oil temperature. The parameter table of the pre-oil filling stage is a preset table of parameters required by the vehicle entering the pre-oil filling stage.
Note that the flywheel end target speed of the pre-charge stage is N tarspd1 ＝N off -ΔN spd Wherein N is off Actual speed of the disconnect clutch, Δ N, for the pre-fill phase spd The target speed difference between the actual speed of the flywheel end and the actual speed of the separating clutch is preferably 30rpm.
S502: acquiring the target torque of the engagement clutch in the pre-charging stage according to the calculation formula of the target torque of the engagement clutch corresponding to the pre-charging stage, wherein the calculation formula of the target torque of the engagement clutch corresponding to the pre-charging stage is T on ＝T kp Wherein, T kp To engage the torque of the clutch half-engagement point.
According to the vehicle sliding upshift control method provided by the embodiment, the target torque of the separation clutch in the pre-charging stage is obtained according to the calculation formula of the target torque of the separation clutch corresponding to the pre-charging stage, so as to control the separation clutch to work. And acquiring the target torque of the engaging clutch in the pre-charging stage according to a calculation formula of the target torque of the engaging clutch corresponding to the pre-charging stage so as to control the engaging clutch to work.
In one embodiment, as shown in fig. 6, step S202, obtaining a target speed-adjusting strategy based on the actual torque of the flywheel end, adjusting the speed according to the target speed-adjusting strategy, and controlling the actual rotational speed of the flywheel end to be synchronous with the actual rotational speed of the engagement clutch includes:
s601: and comparing the actual torque of the flywheel end with a second torque threshold value of the flywheel end.
In this embodiment, the actual torque of the flywheel end is compared with the second torque threshold value of the flywheel end, so that different target speed regulation strategies are determined according to the comparison result, and the speed regulation process of accurately controlling the vehicle to slide and upshift is realized.
S602: and if the actual torque of the flywheel end is not less than the second torque threshold value of the flywheel end, acquiring a first speed regulating strategy, controlling the torque transmitted by the separation clutch and the torque transmitted by the engagement clutch based on the first speed regulating strategy, and controlling the actual rotating speed of the flywheel end to be synchronous with the actual rotating speed of the engagement clutch.
The first speed regulation strategy is a strategy for regulating the separation clutch and the engagement clutch when the actual torque of the flywheel end is not less than the second torque threshold value of the flywheel end. As shown in fig. 11 and 12, specifically, the actual torque of the flywheel end is not less than the second torque threshold value of the flywheel end, at this time, the actual torque of the flywheel end is relatively large, if the actual rotational speed of the flywheel end is pulled down only by the drag torque and inertia of the flywheel end, the pull-down process is relatively slow, the required time is relatively long, and the vehicle control is not facilitated. In this embodiment, when the actual torque of the flywheel end is not less than the second torque threshold of the flywheel end, the first speed regulation strategy is obtained, so that the separation clutch and the engagement clutch are adjusted according to the first speed regulation strategy, and the actual rotational speed of the flywheel end is controlled to be gradually synchronized with the actual rotational speed of the engagement clutch according to the target rotational speed of the flywheel end in the speed regulation stage, thereby achieving the purpose of shortening the speed regulation time period. Wherein, the calculation formula of the flywheel end target rotating speed in the speed regulation stage is N tarspd2 ＝(N on -ΔN spd )+[(N off -ΔN spd )-(N on -ΔN spd )]F prof Wherein N is on To engage the actual speed of the clutch, F prof The correction coefficient is determined by inquiring a preset speed regulation stage parameter table according to a speed regulation time process, and the variation range is [ 01 ]]At the beginning of the speed regulation phase, the value is 1, and at the end of the speed regulation, the value is 0. The timing schedule can be expressed as
Figure BDA0002518737170000151
Wherein, T spdtime1 Time consumed for current speed regulation, T spdtime Target value of speed regulation duration set for speed regulation stageTime course of speed regulation
Figure BDA0002518737170000152
The variation range is limited to [ 01 ]]When the speed regulation is started, the value is 0; at the end of the timing, the value is 1. The speed regulation stage parameter table is a preset parameter table required for the vehicle to enter a speed regulation stage. The speed regulation time length target value is a preset target time length required by the speed regulation stage.
S603: and if the actual torque of the flywheel end is smaller than the second torque threshold value of the flywheel end, acquiring a second speed regulation strategy, controlling the torque transmitted by the separation clutch and the torque transmitted by the engagement clutch based on the second speed regulation strategy, and controlling the actual rotating speed of the flywheel end to be synchronous with the actual rotating speed of the engagement clutch.
Wherein the second speed governing strategy refers to a strategy for controlling the disconnect clutch and the engage clutch. As shown in fig. 11 and fig. 13, specifically, when the actual torque at the flywheel end is smaller than the second threshold torque at the flywheel end, and the actual torque at the flywheel end is smaller, the actual rotational speed at the flywheel end and the actual rotational speed at the engagement clutch are synchronized by increasing the torque transmitted by the engagement clutch in the prior art, this method will quickly pull down the actual rotational speed at the flywheel end to the actual rotational speed at the engagement clutch, and too fast synchronization of the rotational speeds will easily cause shift shock and vehicle irregularity. In this embodiment, when the actual torque of the flywheel end is smaller than the second torque threshold value of the flywheel end, the second speed regulation strategy is obtained, so that the separation clutch and the engagement clutch are adjusted according to the second speed regulation strategy, the synchronization between the actual rotating speed of the flywheel end and the actual rotating speed of the engagement clutch is controlled, the speed regulation process is smooth, and gear shifting impact is avoided. In this case, the control of the engagement clutch is to maintain the engagement clutch at the torque of the engagement clutch half-engagement point.
The method for controlling the vehicle to slide and upshift provided by the embodiment compares the actual torque of the flywheel end with the second torque threshold value of the flywheel end, so as to determine different target speed regulation strategies according to the comparison result and realize the speed regulation process of accurately controlling the vehicle to slide and upshift. And when the actual torque of the flywheel end is not less than the second torque threshold value of the flywheel end, acquiring a first speed regulation strategy, controlling the torque transmitted by the separation clutch and the torque transmitted by the engagement clutch based on the first speed regulation strategy, and controlling the actual rotating speed of the flywheel end to be synchronous with the actual rotating speed of the engagement clutch so as to achieve the purpose of shortening the speed regulation time length. And when the actual torque of the flywheel end is smaller than a second torque threshold value of the flywheel end, a second speed regulation strategy is obtained, the torque transmitted by the separation clutch is controlled based on the second speed regulation strategy, the actual rotating speed of the flywheel end and the actual rotating speed of the engagement clutch are controlled to be synchronous, so that the speed regulation process is smooth, and gear shifting impact caused by too short speed regulation time is avoided.
As an example, step S602, controlling the torque transferred by the disconnect clutch and the torque transferred by the engage clutch based on a first speed governing strategy, includes:
s701: and acquiring a first separating clutch target torque and a first engaging clutch target torque corresponding to a speed regulation stage according to a first speed regulation strategy.
The first separation clutch target torque is a target torque of the separation clutch corresponding to the first speed regulation strategy. The first on-coming clutch target torque refers to a target torque of the on-coming clutch corresponding to the first speed governing strategy. In the implementation, according to the first speed regulation strategy, the first separation clutch target torque and the first engagement clutch target torque are obtained, so that when the actual torque of the flywheel end is not smaller than the second torque threshold value of the flywheel end, the separation clutch and the engagement clutch are adjusted by using the first speed regulation strategy, the actual rotating speed of the flywheel end and the actual rotating speed of the engagement clutch are controlled to be synchronous, and the purpose of shortening the speed regulation time length is achieved.
S702: and controlling the torque transmitted by the separating clutch according to the target torque of the first separating clutch.
In this embodiment, the torque transmitted by the separation clutch is controlled according to the target torque of the first separation clutch, so that the actual rotating speed of the flywheel end follows the target rotating speed of the flywheel end in the speed regulation stage to achieve synchronization between the actual rotating speed of the flywheel end and the actual rotating speed of the engagement clutch, and the time of the speed regulation process is shortened when the actual torque of the flywheel end is larger.
S703: torque transfer by the oncoming clutch is controlled in accordance with the first oncoming clutch target torque.
In this embodiment, in the present embodiment, the torque transmitted by the engagement clutch is controlled according to the target torque of the first engagement clutch, so that the actual rotational speed of the flywheel end follows the target rotational speed to achieve synchronization between the actual rotational speed of the flywheel end and the actual rotational speed of the engagement clutch, and when the actual torque of the flywheel end is larger, the time of the speed regulation process can be shortened.
According to the vehicle sliding control method provided by the embodiment, the target torque of the first separation clutch and the target torque of the first engagement clutch corresponding to the speed regulation stage are obtained according to the first speed regulation strategy, the torque transmitted by the separation clutch is controlled according to the target torque of the first separation clutch, and the torque transmitted by the engagement clutch is controlled according to the target torque of the first engagement clutch, so that when the actual torque of the flywheel end is not less than the second torque threshold value of the flywheel end, the actual rotating speed of the flywheel end and the actual rotating speed of the engagement clutch are controlled to be synchronous, the speed regulation process is smooth, and the purpose of shortening the adjustment time length is achieved.
As an example, as shown in FIG. 8, step S603, controlling the torque transferred by the disconnect clutch and the torque transferred by the engage clutch based on the second speed governing strategy, includes;
s801: and acquiring a second separating clutch target torque and a second engaging clutch target torque corresponding to the speed regulation stage according to a second speed regulation strategy.
The second separation clutch target torque refers to the torque expected to be achieved by the separation clutch corresponding to the second speed regulating strategy. In this embodiment, when the actual torque of the flywheel end is smaller than the second torque threshold of the flywheel end, the target torque of the second separation clutch corresponding to the speed regulation stage is obtained according to the second speed regulation strategy, so as to control the actual rotating speed of the flywheel end to be synchronous with the actual rotating speed of the engagement clutch, so that the speed regulation process is smooth, and the shift impact is avoided.
S802: and controlling the torque transmitted by the separating clutch according to the target torque of the second separating clutch.
In this embodiment, the torque transmitted by the separation clutch is adjusted according to the target torque of the second separation clutch, so that the actual rotating speed of the flywheel end follows the target rotating speed of the flywheel end in the speed regulation stage to achieve synchronization between the actual rotating speed of the flywheel end and the actual rotating speed of the engagement clutch.
S803: the torque transmitted by the oncoming clutch is adjusted in accordance with the second oncoming clutch target torque.
In this embodiment, the torque transmitted by the engagement clutch is adjusted according to the target torque of the second engagement clutch, so that the actual rotating speed of the flywheel end follows the target rotating speed of the flywheel end in the speed regulation stage to achieve synchronization between the actual rotating speed of the flywheel end and the actual rotating speed of the engagement clutch.
According to the vehicle sliding control method provided by the embodiment, the target torque of the second separation clutch and the target torque of the second engagement clutch corresponding to the speed regulation stage are obtained according to the second speed regulation strategy, so that the torque transmitted by the separation clutch is adjusted according to the target torque of the second separation clutch and the torque transmitted by the engagement clutch is adjusted according to the target torque of the second engagement clutch, and when the actual torque of the flywheel end is smaller than the second torque threshold value of the flywheel end, the actual rotating speed of the flywheel end and the actual rotating speed of the engagement clutch are controlled to be synchronous, so that the speed regulation process is smooth, and gear shifting impact is avoided.
In one embodiment, as shown in fig. 9, step S701, acquiring a first off-going clutch target torque and a first on-coming clutch target torque corresponding to a speed governing phase includes:
s901: obtaining a target torque of the first separation clutch corresponding to the speed regulating stage according to a target torque calculation formula of the first separation clutch corresponding to the speed regulating stage, wherein the target torque calculation formula of the first separation clutch corresponding to the speed regulating stage is
Figure BDA0002518737170000191
Wherein, P gain2 For the first coefficient of proportional torque, I, of the speed-regulating stage gain2 First coefficient of integral term torque, F, for the speed-regulating stage spdgain1 J e N evar For regulating the torque, J e Is the moment of inertia of the flywheel end, N evar Is the absolute value of the target speed change rate of the flywheel end, F spdgain1 Is the first factor of the governing torque.
In this embodiment, when the vehicle is in the pure electric mode, J e Is the rotational inertia of the motor; when the vehicle is in hybrid mode, J e Is the sum of the rotational inertia of the engine and the rotational inertia of the motor. N is a radical of hydrogen evar Specifically, the speed difference between the actual rotating speed of the separating clutch and the actual rotating speed of the engaging clutch at the starting moment of the speed regulating stage is divided by the target value of the speed regulating duration of the speed regulating stage to obtain the speed difference, F spdgain1 Specifically, the speed regulation stage parameter table is inquired and determined according to the speed regulation speed process. Wherein the speed-regulating speed process can be expressed as
Figure BDA0002518737170000192
In the range of [ 01]。N e A first coefficient F of the speed-regulating torque for the actual rotating speed of the flywheel end spdgain1 In the initial stage of the speed regulation rotating speed process, the value is 0, the value is gradually reduced along with the increase of the speed regulation rotating speed process, when the speed regulation rotating speed process exceeds the set speed regulation process threshold value, the speed regulation process threshold value is preferably 0.8,F spdgain1 And the actual rotating speed of the flywheel end can be slowly transited to the actual rotating speed of the engaging clutch at the later stage of the speed regulation stage by gradually increasing to 0, so that the impact of the actual rotating speed of the flywheel end and the actual rotating speed of the engaging clutch when the rotating speeds are synchronous is reduced, and the smooth synchronization of the actual rotating speed of the flywheel end and the actual rotating speed of the engaging clutch is realized.
S902: acquiring a first engaging clutch target torque corresponding to a speed regulating stage according to a first engaging clutch target torque calculation formula corresponding to the speed regulating stage, wherein the first engaging clutch target torque calculation formula corresponding to the speed regulating stage is T on ＝T kp +T onoft F onoftgain Wherein, T onoft Make-up torque for engaging clutch, F onoftgain A correction factor to compensate torque for the engaged clutch.
In this example, T onoft The method is specifically determined by inquiring a speed regulation stage parameter table according to a target gear and oil temperature. F onoftgain In particular, the parameter table of the speed regulation stage is inquired according to the speed regulation speed processDetermined in the range of [ 01]When the speed regulation rotating speed process starts, the value is 0, the value is increased along with the increase of the speed regulation rotating speed process, when the speed regulation rotating speed process exceeds a set rotating speed process threshold value, namely when the speed regulation rotating speed process exceeds 0.8, the value is gradually reduced, so that the actual rotating speed of the flywheel end can be reduced along with the target rotating speed track of the flywheel end when the speed regulation stage starts, and the actual rotating speed of the flywheel end is smoothly transited to the actual rotating speed of the clutch joint at the later stage of the speed regulation stage.
According to the vehicle sliding control method provided by the embodiment, the target torque of the first separation clutch corresponding to the speed regulation stage is obtained according to the target torque calculation formula of the first separation clutch corresponding to the speed regulation stage, so that the separation clutch is controlled. And acquiring the target torque of the first engaging clutch corresponding to the speed regulating stage according to the target torque calculation formula of the first engaging clutch corresponding to the speed regulating stage so as to control the engaging clutch.
In one embodiment, as shown in fig. 10, the step S801 of obtaining the second off-going clutch target torque and the second on-coming clutch target torque corresponding to the speed governing stage includes:
s1001: obtaining a second separating clutch target torque corresponding to the speed regulating stage according to a second separating clutch target torque calculation formula corresponding to the speed regulating stage, wherein the second separating clutch target torque calculation formula corresponding to the speed regulating stage is
Figure BDA0002518737170000201
Wherein, P gain3 Second coefficient of proportional torque for the speed-regulating stage, I gain3 Second coefficient of integral term torque, F, for the speed-regulating stage spdgain2 And the second coefficient of the speed regulation torque. In this example, F spdgain2 Specifically, the speed regulation phase parameter table is determined by inquiring a preset speed regulation phase parameter table according to a speed regulation rotating speed process.
S1002: according to a second engaging clutch target torque calculation formula corresponding to the speed regulation stage, obtaining a second engaging clutch target torque corresponding to the speed regulation stage and a second engaging clutch target torque corresponding to the speed regulation stageThe target torque calculation formula of the two-joint clutch is T on ＝T kp . It is understood that the control of the on-coming clutch at this time with the second on-coming clutch target torque is such that the on-coming clutch is held at the torque at the on-coming clutch half-engagement point.
According to the vehicle sliding control method provided by the embodiment, the target torque of the second separation clutch corresponding to the speed regulation stage is obtained according to the target torque calculation formula of the second separation clutch corresponding to the speed regulation stage, so that the separation clutch is controlled. And acquiring the target torque of the second engaging clutch corresponding to the speed regulating stage according to a target torque calculation formula of the second engaging clutch corresponding to the speed regulating stage so as to control the engaging clutch.
In one embodiment, as shown in fig. 11, step S203, namely controlling the separating clutch and the engaging clutch to perform torque interaction in the torque interaction phase, includes:
s1101: and acquiring a target torque of the separating clutch and a target torque of the engaging clutch corresponding to the torque interaction stage.
S1102: and controlling the separating clutch and the engaging clutch to carry out torque interaction according to the separating clutch target torque and the engaging clutch target torque corresponding to the torque interaction stage.
Specifically, the actual torque of the separation clutch is adjusted according to the target torque of the separation clutch corresponding to the torque interaction stage, so that the torque transmitted by the separation clutch is controlled to be reduced to 0Nm within the torque interaction target time. The torque interaction target time refers to preset torque interaction time. The double-clutch transmission controller controls the torque transmitted by the engaging clutch to be increased to the torque of keeping the engaging clutch in slight slip within the torque interaction target time according to the engaging clutch target torque corresponding to the torque interaction stage so as to realize the gear-up and enter the steady-state gear driving.
According to the vehicle coasting control method provided by the embodiment, the target torque of the release clutch and the target torque of the engagement clutch corresponding to the torque interaction stage are obtained. And controlling the separating clutch and the engaging clutch to carry out torque interaction according to the target torque of the separating clutch and the target torque of the engaging clutch corresponding to the torque interaction stage, finishing the sliding upshift control, so as to realize the upshift, and entering the steady-state gear for driving.
In one embodiment, as shown in fig. 12, the step S1101 of obtaining the off-clutch target torque and the on-clutch target torque corresponding to the torque interaction phase includes:
s1201: obtaining a target torque of the separation clutch corresponding to the torque interaction stage according to a target torque calculation formula of the separation clutch corresponding to the torque interaction stage, wherein the target torque calculation formula of the separation clutch corresponding to the torque interaction stage is T off ＝T offspdend F offtorqporf Wherein, T offspdend Target torque of the disconnect clutch for the end of the speed regulation, F offtorqporf And the correction coefficient of the target torque of the clutch is separated for the torque interaction stage.
In this example, F offtorqporf In the range of [ 01]And inquiring a torque interaction stage parameter table according to a torque interaction time process to determine that the correction coefficient value is 1 when the torque interaction starts, the correction coefficient is gradually decreased along with the increase of the torque interaction process, and the value is 0 when the torque interaction ends. The torque interaction time course can be expressed as
Figure BDA0002518737170000221
In the range of [ 01]，T torqtime1 Time consumed for the current torque interaction phase, T torqtime And setting a target time for the torque interaction stage, wherein the value is 0 when the torque interaction is started, and the value is 1 when the torque interaction is ended. The torque interaction stage parameter table refers to a preset table of parameters required by the vehicle to enter a torque interaction stage.
S1202: acquiring the target torque of the engagement clutch corresponding to the torque interaction stage according to the target torque calculation formula of the engagement clutch corresponding to the torque interaction stage, wherein the target torque calculation formula of the engagement clutch corresponding to the torque interaction stage is T on ＝T onspdend +F ontorqporf (T ontorqend -T onspdend ) Wherein, in the step (A),
Figure BDA0002518737170000222
wherein, T onspdend For engaging clutch target torque at the end of speed regulation, P gain4 Proportional term torque coefficient of the torque interaction phase, I gain4 Integral term torque coefficient for torque interaction phase, F ontorqporf The correction factor for the engaged clutch in the torque interaction phase.
In this example, P gain4 The value of (A) is the same as the proportional term torque coefficient of the pre-charge stage, I gain4 The value of (A) is the same as the proportional term torque coefficient of the pre-charge stage, F ontorqporf In the range of [ 01]The value is 0 at the start of the torque interaction, the correction factor gradually increases as the time course of the torque interaction increases, and the value is 1 at the end of the torque interaction.
Further, the final target of the torque interaction stage is to control the flywheel end and the engagement clutch to keep micro-sliding friction, and in the torque interaction stage, the target rotating speed of the flywheel end is as follows: n is a radical of hydrogen tarspd3 ＝N on -ΔN spd Wherein, N is on Actual speed of the engaging clutch, Δ N, for the torque interaction phase spd For the set target slip speed, 30rpm is preferred.
According to the vehicle coasting control method provided by the embodiment, the target torque of the separation clutch corresponding to the torque interaction stage is obtained according to the target torque calculation formula of the separation clutch corresponding to the torque interaction stage, so as to control the separation clutch. And acquiring the target torque of the engaging clutch corresponding to the torque interaction stage according to the target torque calculation formula of the engaging clutch corresponding to the torque interaction stage so as to control the engaging clutch.

Claims (10)

1. A method of controlling a coasting upshift for a vehicle, comprising:
when the pre-oil filling stage of the sliding gear-up is completed, acquiring the actual torque of a flywheel end; the actual torque of the flywheel end is the sum of the actual torque of the engine and the actual torque of the motor;
acquiring a target speed regulation strategy based on the comparison result of the actual torque of the flywheel end and the second torque threshold of the flywheel end, regulating the speed according to the target speed regulation strategy, and controlling the actual rotating speed of the flywheel end to be synchronous with the actual rotating speed of the engagement clutch;
and when the difference value between the actual rotating speed of the flywheel end and the actual rotating speed of the engaging clutch is not larger than a preset rotating speed difference threshold value, or the speed regulation duration of the speed regulation stage is not smaller than a preset speed regulation overtime protection duration threshold value, controlling the separating clutch and the engaging clutch to enter a torque interaction stage, and controlling the separating clutch and the engaging clutch to perform torque interaction in the torque interaction stage to finish the sliding upshift control.
2. The vehicle coast upshift control method according to claim 1, wherein before said pre-charge phase of completing the coast upshift, said vehicle coast upshift control method further comprises:
acquiring current state data of a vehicle, wherein the current state data of the vehicle comprises a current gear, a target gear, a current accelerator opening, actual torque of a flywheel end and a shifting fork state corresponding to the target gear;
and if the current gear is smaller than the target gear, the current accelerator opening is smaller than a preset opening threshold value, the actual torque of the flywheel end is smaller than the first torque threshold value of the flywheel end, and the shifting fork corresponding to the target gear is in gear, controlling the vehicle to enter a pre-charging stage of sliding and gear-up.
3. The vehicle coast upshift control method according to claim 2, wherein after said controlling the vehicle to enter a pre-charge phase of the coast upshift, the vehicle coast upshift control method further comprises:
acquiring a target torque of a separation clutch and a target torque of an engagement clutch corresponding to the pre-charging stage;
controlling the separating clutch to perform micro-sliding friction based on the separating clutch target torque corresponding to the pre-charging stage;
and controlling the pre-charging of the engaging clutch to the half engaging point of the engaging clutch based on the target torque of the engaging clutch corresponding to the pre-charging stage.
4. The vehicle coast upshift control method according to claim 3, wherein said obtaining the off-clutch target torque and the on-clutch target torque corresponding to the pre-charge phase comprises:
obtaining the target torque of the separation clutch at the pre-charging stage according to a calculation formula of the target torque of the separation clutch at the pre-charging stage, wherein the calculation formula of the target torque of the separation clutch at the pre-charging stage is
Figure FDA0003909614340000021
Figure FDA0003909614340000022
For feedforward torque, F gain1 Correction factor, Δ T, for actual rate of change of engine torque during coasting upshift E Is the actual torque change rate, T, of the flywheel end at the current moment Eint Actual moment of flywheel end, T, for entering the moment of coasting upshift 0 To enter the initial moment of coast upshift, T i For the current time of the coast upshift,
Figure FDA0003909614340000023
proportional term torque for the pre-charge phase, P gain1 Proportional term torque coefficient, T, for the pre-charge phase i-1 A previous time, Δ N, representing the current time diff Is the rotating speed difference between the target rotating speed of the flywheel end and the actual rotating speed of the flywheel end,
Figure FDA0003909614340000024
for integral term torque, I gain1 Is the integral term torque coefficient of the pre-charge oil stage,
Figure FDA0003909614340000025
calculating integral term torque obtained by the previous moment of the current moment;
obtaining the pre-charging step according to a calculation formula of the target torque of the clutch to be engaged corresponding to the pre-charging stepThe target torque of the engaged clutch of the section is calculated by the formula T on ＝T kp Wherein, T kp To engage the torque of the clutch half-engagement point.
5. The vehicle coasting upshift control method of claim 1, wherein said obtaining a target governing strategy based on said actual flywheel end torque, governing according to said target governing strategy, controlling actual flywheel end rotational speed to synchronize with actual engaging clutch rotational speed comprises:
comparing the actual torque of the flywheel end with a second torque threshold value of the flywheel end;
if the actual torque of the flywheel end is not smaller than the second torque threshold value of the flywheel end, acquiring a first speed regulation strategy, controlling the torque transmitted by the separation clutch and the torque transmitted by the engagement clutch based on the first speed regulation strategy, and controlling the actual rotating speed of the flywheel end to be synchronous with the actual rotating speed of the engagement clutch;
and if the actual torque of the flywheel end is smaller than a second torque threshold value of the flywheel end, acquiring a second speed regulation strategy, controlling the torque transmitted by the separation clutch and the torque transmitted by the engagement clutch based on the second speed regulation strategy, and controlling the actual rotating speed of the flywheel end to be synchronous with the actual rotating speed of the engagement clutch.
6. The vehicle coast upshift control method according to claim 5, wherein said controlling the torque transmitted by said disconnect clutch and the torque transmitted by said engage clutch based on said first governing strategy comprises:
acquiring a first separation clutch target torque and a first engagement clutch target torque corresponding to a speed regulation stage according to the first speed regulation strategy;
controlling the torque transmitted by the separating clutch according to the target torque of the first separating clutch;
controlling torque delivered by the oncoming clutch as a function of the first oncoming clutch target torque;
the controlling the torque transferred by the disconnect clutch and the torque transferred by the engage clutch based on the second speed governing strategy includes:
acquiring a second separating clutch target torque and a second engaging clutch target torque corresponding to a speed regulation stage according to the second speed regulation strategy;
controlling the torque transmitted by the separating clutch according to the target torque of the second separating clutch;
controlling torque delivered by the oncoming clutch as a function of the second oncoming clutch target torque.
7. The vehicle coasting upshift control method of claim 6, wherein said obtaining a first off-clutch target torque and a first on-clutch target torque corresponding to a governing phase comprises:
obtaining a target torque of a first separation clutch corresponding to a speed regulating stage according to a target torque calculation formula of the first separation clutch corresponding to the speed regulating stage, wherein the target torque calculation formula of the first separation clutch corresponding to the speed regulating stage is
Figure FDA0003909614340000041
Wherein, P gain2 For the first coefficient of proportional torque, I, of the speed-regulating stage gain2 First coefficient of torque of integral term, F, for the speed-regulating stage spdgain1 J e N evar For speed-regulating torque, J e Is the moment of inertia of the flywheel end, N evar Is the absolute value of the target speed change rate of the flywheel end, F spdgain1 A first factor being the speed governing torque;
acquiring a first engaging clutch target torque corresponding to a speed regulating stage according to a first engaging clutch target torque calculation formula corresponding to the speed regulating stage, wherein the first engaging clutch target torque calculation formula corresponding to the speed regulating stage is T on ＝T kp +T onoft F onoftgain Wherein, T onoft Compensating the torque for engaging the clutch, F onoftgain A correction factor to compensate torque for the engaged clutch.
8. The vehicle coasting upshift control method of claim 6, wherein said obtaining a second splitter target torque corresponding to a governing phase comprises:
acquiring a second separating clutch target torque corresponding to the speed regulating stage according to a second separating clutch target torque calculation formula corresponding to the speed regulating stage, wherein the second separating clutch target torque calculation formula corresponding to the speed regulating stage is
Figure FDA0003909614340000042
Wherein, P gain3 Second coefficient of proportional term torque for speed regulation stage, I gain3 Second coefficient of integral term torque, F, for the speed-regulating stage spdgain2 In order to set the second coefficient of the speed-regulating torque,
acquiring a second engaging clutch target torque corresponding to a speed regulating stage according to a second engaging clutch target torque calculation formula corresponding to the speed regulating stage, wherein the second engaging clutch target torque calculation formula corresponding to the speed regulating stage is T on ＝T kp 。
9. The vehicle coast upshift control method according to claim 1, wherein said controlling the disconnect clutch and the engage clutch to perform torque interaction during the torque interaction phase comprises:
acquiring a target torque of a separation clutch and a target torque of an engagement clutch corresponding to a torque interaction stage;
and controlling the separating clutch and the engaging clutch to carry out torque interaction according to the separating clutch target torque and the engaging clutch target torque corresponding to the torque interaction stage.
10. The vehicle coast upshift control method according to claim 9, wherein said obtaining the off-clutch target torque and the on-clutch target torque corresponding to the torque interaction phase comprises:
disconnect clutch based on torque interaction phaseAnd obtaining a target torque of the separation clutch corresponding to the torque interaction stage by using a target torque calculation formula, wherein the target torque calculation formula of the separation clutch corresponding to the torque interaction stage is T off ＝T offspdend F offtorqporf Wherein, T offspdend To disengage the clutch target torque at the end of the speed governing,
Figure FDA0003909614340000052
a correction factor for the off-clutch target torque for the torque interaction phase;
acquiring the target torque of the engagement clutch corresponding to the torque interaction stage according to the target torque calculation formula of the engagement clutch corresponding to the torque interaction stage, wherein the target torque calculation formula of the engagement clutch corresponding to the torque interaction stage is T on ＝T onspdend +F ontorqporf (T ontorqend -T onspdend ) Wherein, in the step (A),
Figure FDA0003909614340000051
wherein, T onspdend For engaging clutch target torque at the end of speed regulation, P gain4 Proportional term torque coefficient of torque interaction phase, I gain4 Integral term torque coefficient, F, for the torque interaction phase ontorqporf The correction factor for the engaged clutch in the torque interaction phase.
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