CN114132319A - Gear shifting control method and device for vehicle - Google Patents

Gear shifting control method and device for vehicle Download PDF

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Publication number
CN114132319A
CN114132319A CN202010917797.7A CN202010917797A CN114132319A CN 114132319 A CN114132319 A CN 114132319A CN 202010917797 A CN202010917797 A CN 202010917797A CN 114132319 A CN114132319 A CN 114132319A
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CN
China
Prior art keywords
engine
controlling
rotating speed
target
generator motor
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Pending
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CN202010917797.7A
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Chinese (zh)
Inventor
周明旺
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Great Wall Motor Co Ltd
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Great Wall Motor Co Ltd
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Priority to CN202010917797.7A priority Critical patent/CN114132319A/en
Publication of CN114132319A publication Critical patent/CN114132319A/en
Pending legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18—Propelling the vehicle
    • B60W30/19—Improvement of gear change, e.g. by synchronisation or smoothing gear shift
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/15—Control strategies specially adapted for achieving a particular effect
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/02—Clutches
    • B60W2710/021—Clutch engagement state
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0644—Engine speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/10—Change speed gearings
    • B60W2710/1005—Transmission ratio engaged
    • 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 relates to the technical field of vehicle control, and provides a gear shifting control method and device for a vehicle. The vehicle includes a generator motor and an engine connected to the generator motor, and the method includes: controlling the generator motor to output a negative torque; when the sum of the output torques of the engine and the generator motor at the crankshaft end is judged to be zero, controlling to open the clutch; controlling the gear shifting to a target gear and controlling the rotating speed of the engine to be adjusted to the target rotating speed of the engine corresponding to the target gear; and controlling to close the clutch when the difference between the rotating speed of the engine and the target rotating speed of the engine is judged to be less than or equal to a first preset value. The invention can reduce the power interruption time and improve the gear shifting experience.

Description

Gear shifting control method and device for vehicle
Technical Field
The invention relates to the technical field of vehicle control, in particular to a gear shifting control method and device for a vehicle.
Background
Currently, for a Hybrid vehicle, especially a Hybrid vehicle equipped with a two-speed Hybrid Transmission (DHT), when the vehicle is in a mode in which an engine is driven by the Transmission, the entire vehicle will automatically switch the Transmission gear according to the driver torque demand and the vehicle speed and the internal shift map.
In the process of DHT gear shift control, a currently used gear needs to be removed, and then a target selected gear is combined to complete gear shift. In this process, the clutch between the engine and the transmission is opened. However, the engine torque response is slow, the entire vehicle will experience a long power interruption, and the shift experience is poor.
Disclosure of Invention
In view of this, the present invention provides a shift control method for a vehicle to reduce power interruption time and improve shift experience.
In order to achieve the purpose, the technical scheme of the invention is realized as follows:
a shift control method of a vehicle including a generator motor and an engine connected to the generator motor, the method comprising: controlling the generator motor to output a negative torque; when the sum of the output torques of the engine and the generator motor at the crankshaft end is judged to be zero, controlling to open the clutch; controlling the gear shifting to a target gear and controlling the rotating speed of the engine to be adjusted to the target rotating speed of the engine corresponding to the target gear; and controlling to close the clutch when the difference between the rotating speed of the engine and the target rotating speed of the engine is judged to be less than or equal to a first preset value.
Further, the vehicle further comprises a traction motor, and the method further comprises: and controlling the output torque of the traction motor to perform power compensation so as to keep the driving force of the vehicle unchanged.
Further, the controlling the gear shift to the target gear and the controlling the rotation speed of the engine to be adjusted to the target rotation speed of the engine corresponding to the target gear includes: and when the difference between the rotating speed of the engine and the rotating speed of the engine corresponding to the target gear is smaller than or equal to a second preset value and the gear shifting to the target gear is completed, controlling the clutch to carry out sliding grinding, wherein the second preset value is larger than the first preset value.
Further, the controlling the rotation speed of the engine to adjust to the target rotation speed of the engine corresponding to the target gear includes: and adjusting the output torque of the generator motor to control the sum of the output torques of the engine and the generator motor at the crankshaft end to be zero before the difference between the rotation speed of the engine and the rotation speed of the engine corresponding to the target gear is less than or equal to a second preset value.
Further, the controlling the gear shift to the target gear and the controlling the rotation speed of the engine to be adjusted to the target rotation speed of the engine corresponding to the target gear includes: and when the difference between the rotating speed of the engine and the rotating speed of the engine corresponding to the target gear is smaller than or equal to a second preset value and the gear shifting to the target gear is completed, controlling to increase the output torque of the generator motor to zero so as to control the sum of the output torques of the engine and the generator motor at the crankshaft end to be the output torque of the engine.
Compared with the prior art, the gear shifting control method of the vehicle has the following advantages:
the method comprises the steps of firstly controlling the generator motor to output negative torque, then controlling a clutch to be opened when the sum of the output torques of the engine and the generator motor at the crankshaft end is judged to be zero, then controlling the gear to be shifted to a target gear and controlling the rotating speed of the engine to be adjusted to the target rotating speed of the engine corresponding to the target gear, and finally controlling the clutch to be closed when the difference between the rotating speed of the engine and the target rotating speed of the engine is smaller than or equal to a first preset value. According to the invention, the generator motor with faster torque response is used for assisting the engine to adjust the torque, so that the gear shifting response time is shortened, the power interruption time is shortened, and the gear shifting experience is improved.
Another objective of the present invention is to provide a shift control device for a vehicle to reduce power interruption time and improve shift experience.
In order to achieve the purpose, the technical scheme of the invention is realized as follows:
a shift control apparatus of a vehicle including a generator motor and an engine connected to the generator motor, the apparatus comprising: the gear shifting control device comprises a power generation motor control unit, a clutch control unit and a gear shifting control unit, wherein the power generation motor control unit is used for controlling the power generation motor to output negative torque; the clutch control unit is used for controlling the clutch to be opened when the sum of the output torques of the engine and the power generation motor at the crankshaft end is judged to be zero; the gear shifting control unit is used for controlling gear shifting to a target gear and controlling the rotating speed of the engine to be adjusted to the target rotating speed of the engine corresponding to the target gear; the clutch control unit is used for controlling the clutch to be closed when the difference between the rotating speed of the engine and the target rotating speed of the engine is judged to be smaller than or equal to a first preset value.
Further, the vehicle further comprises a traction motor, and the device further comprises a traction motor control unit, which is used for controlling the output torque of the traction motor to perform power compensation, so that the driving force of the vehicle is kept unchanged.
Further, the shift control unit is configured to: and when the difference between the rotating speed of the engine and the rotating speed of the engine corresponding to the target gear is smaller than or equal to a second preset value and the gear shifting to the target gear is completed, controlling the clutch to carry out sliding grinding, wherein the second preset value is larger than the first preset value.
Further, the generator motor control unit is configured to: and adjusting the output torque of the generator motor to control the sum of the output torques of the engine and the generator motor at the crankshaft end to be zero before the difference between the rotation speed of the engine and the rotation speed of the engine corresponding to the target gear is less than or equal to a second preset value.
Further, the generator motor control unit is configured to: and when the difference between the rotating speed of the engine and the rotating speed of the engine corresponding to the target gear is smaller than or equal to a second preset value and the gear shifting to the target gear is completed, controlling to increase the output torque of the generator motor to zero so as to control the sum of the output torques of the engine and the generator motor at the crankshaft end to be the output torque of the engine.
Compared with the prior art, the gear shifting control device of the vehicle and the gear shifting control method of the vehicle have the same advantages, and are not repeated herein.
Additional features and advantages of the invention will be set forth in the detailed description which follows.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate an embodiment of the invention and, together with the description, serve to explain the invention and not to limit the invention. In the drawings:
FIG. 1 is a flowchart of a shift control method for a vehicle according to one embodiment of the present invention;
FIG. 2 is a timing diagram of a shift sequence provided by an embodiment of the present invention;
fig. 3 is a block diagram of a shift control device for a vehicle according to an embodiment of the present invention.
Description of reference numerals:
1 Generator control Unit 2 Clutch control Unit
3 shift control unit 4 traction motor control unit
Detailed Description
In addition, the embodiments of the present invention and the features of the embodiments may be combined with each other without conflict.
The present invention will be described in detail below with reference to the accompanying drawings in conjunction with embodiments.
Fig. 1 is a flowchart of a shift control method for a vehicle according to an embodiment of the present invention. As shown in fig. 1, the vehicle includes a generator motor and an engine connected to the generator motor, and the method includes:
step S11, controlling the generator motor to output negative torque;
for example, controlling a shift requires first opening the clutch. Opening the clutch ensures that no torque is output from the power output end (i.e. crankshaft end) of the engine, i.e. the torque at the crankshaft end needs to be reduced to 0. Because a Generator Motor (GM) is directly connected to the engine and the torque response of the motor is faster than that of the engine, when the torque at the crankshaft end is reduced to 0, the generator motor can be used to output negative torque to help reduce the torque.
Step S12, when the sum of the output torques of the engine and the generator motor at the crankshaft end is judged to be zero, controlling to open the clutch;
for example, if the engine output torque is 1200, a Hybrid Control Unit (HCU) controls the generator motor to enter a generating mode, and outputs a negative torque 1200, so that the output torque at the crankshaft end is zero. At this time, the HCU may control a Transmission Control Unit (TCU) to open the clutch.
Step S13, controlling the gear shifting to a target gear and controlling the rotating speed of the engine to be adjusted to the target rotating speed of the engine corresponding to the target gear;
for example, after opening the clutch, the TCU controls the synchronizer to take off the current gear and engage the target gear. The target gear can be obtained by the HCU based on the stored shift map specific to the different driving modes and based on the driver's accelerator pedal opening (i.e., to provide a torque demand) and vehicle speed in real time under the engine-driven operating conditions.
After engaging the target gear, the clutch needs to be closed, but before closing, it is necessary to ensure that the rotational speeds of the two ends of the clutch (i.e., the transmission and the engine) are not different or even equal. Therefore, the HCU controls the engine speed to adjust based on the target engine speed (i.e., transmission input shaft speed) corresponding to the target gear provided by the TCU.
During the process of adjusting the rotation speed of the engine, since the clutch is still in an open state, it is still necessary to ensure that no torque is output from the crankshaft end. Therefore, it is necessary to adjust the output torque of the generator motor (for example, to adjust the output torque in real time by PI control) to control the sum of the output torques of the engine and the generator motor at the crankshaft end to zero. Controlling the torque output by the generator motor to decrease to offset the output torque variation of the engine if the rotation speed of the engine decreases (the corresponding torque increases); if the rotational speed of the engine increases (the corresponding torque decreases), the torque output by the generator motor is controlled to increase so as to cancel out the output torque variation of the engine.
And controlling the clutch to carry out sliding grinding when the difference between the rotating speed of the engine and the rotating speed of the engine corresponding to the target gear is smaller than or equal to a second preset value and the gear shifting to the target gear is completed along with the change of the rotating speed of the engine. The second preset value may be 500 revolutions, but is not limited thereto. If the difference between the engine speed and the engine speed corresponding to the target gear is less than or equal to 500 revolutions, the HCU engages the TCU control clutch and increases clutch pressure to effect clutch slip to further reduce the speed difference across the clutch. At this time, the crankshaft end does not need to ensure no-torque output, so the output torque of the generator motor is gradually controlled to be increased to zero so as to control the sum of the output torques of the engine and the generator motor at the crankshaft end to be the output torque of the engine (even if the output torque at the crankshaft end is provided by the engine in whole).
And step S14, controlling to close the clutch when the difference between the rotating speed of the engine and the target rotating speed of the engine is judged to be less than or equal to a first preset value.
For example, as described above, when the difference between the rotational speed of the engine and the target rotational speed of the engine is equal to or less than the first preset value (the first preset value is less than the second preset value, for example, 50 revolutions, but not limited thereto) after the speed difference across the clutch is further reduced, the clutch may be closed to complete the overall operation of the shift.
According to the embodiment of the invention, the power generation motor with faster torque response is used, and the torque is adjusted by matching with the engine in the gear shifting process, so that the gear shifting response time is shortened, the power interruption time is shortened, and the gear shifting experience is improved.
Fig. 2 is a timing diagram of a shift procedure according to an embodiment of the present invention. As shown in fig. 2, taking the driver torque request as an example of an increase, first, in the first stage, the engine torque request rises and the GM motor torque request falls so that the sum of the output torques of the engine and the GM motor at the crankshaft end becomes 0. When the sum of the output torques of the engine and the GM motor at the crankshaft end is 0, the second stage is entered, the clutch is opened, the rotating speed of the engine and the rotating speed of the input shaft of the transmission simultaneously drop, and the torque request of the GM motor drops so as to keep the output torque at the crankshaft end constant at 0. And when the difference between the rotating speed of the engine and the rotating speed of the input shaft of the transmission is smaller than a second preset value, entering a third stage, starting to close the clutch for sliding grinding, and increasing the output torque of the crankshaft end along with the increase of the torque request of the GM motor until the torque of the crankshaft end is completely provided by the output torque of the engine without keeping the output torque of the crankshaft end at 0. When the rotating speed of the engine is the same as that of the input shaft of the transmission (or is smaller than a first preset value), the clutch is closed, and the shifting process from the 1 gear to the 2 gear is completed.
In addition to the above-described flow, the embodiment of the present invention uses a Traction Motor (TM) to control the Traction Motor output torque for power compensation, so that the driving force of the vehicle remains unchanged. For example, may be directed to compensating for clutch slip or opening losses. As can be seen from fig. 2, especially in the clutch-open phase, the driver's torque demand is entirely responded by the traction motor, and even in the shifting phase, no change in the driving force of the vehicle occurs, which may result in no power interruption and no shift setback of the vehicle.
Fig. 3 is a block diagram of a shift control device for a vehicle according to an embodiment of the present invention. As shown in fig. 3, the vehicle includes a generator motor and an engine connected to the generator motor, and the apparatus includes: the gear shifting control device comprises a power generation motor control unit 1, a clutch control unit 2 and a gear shifting control unit 3, wherein the power generation motor control unit 1 is used for controlling the power generation motor to output negative torque; the clutch control unit 2 is used for controlling the clutch to be opened when the sum of the output torques of the engine and the generator motor at the crankshaft end is judged to be zero; the gear shifting control unit 3 is used for controlling gear shifting to a target gear and controlling the rotating speed of the engine to be adjusted to the target rotating speed of the engine corresponding to the target gear; the clutch control unit 2 is used for controlling the clutch to be closed when the difference between the rotating speed of the engine and the target rotating speed of the engine is judged to be smaller than or equal to a first preset value.
Further, the vehicle further comprises a traction motor, and the device further comprises a traction motor control unit 4, which is used for controlling the output torque of the traction motor to perform power compensation, so that the driving force of the vehicle is kept unchanged.
Further, the shift control unit 3 is configured to: and when the difference between the rotating speed of the engine and the rotating speed of the engine corresponding to the target gear is smaller than or equal to a second preset value and the gear shifting to the target gear is completed, controlling the clutch to carry out sliding grinding, wherein the second preset value is larger than the first preset value.
Further, the generator motor control unit 1 is configured to: and adjusting the output torque of the generator motor to control the sum of the output torques of the engine and the generator motor at the crankshaft end to be zero before the difference between the rotation speed of the engine and the rotation speed of the engine corresponding to the target gear is less than or equal to a second preset value.
Further, the generator motor control unit 1 is configured to: and when the difference between the rotating speed of the engine and the rotating speed of the engine corresponding to the target gear is smaller than or equal to a second preset value and the gear shifting to the target gear is completed, controlling to increase the output torque of the generator motor to zero so as to control the sum of the output torques of the engine and the generator motor at the crankshaft end to be the output torque of the engine.
The above-described shift control device for a vehicle is similar to the above-described embodiment of the shift control method for a vehicle, and is not described herein again.
The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the invention, and any modifications, equivalents, improvements and the like that fall within the spirit and principle of the present invention are intended to be included therein.

Claims (10)

1. A shift control method of a vehicle including a generator motor and an engine connected to the generator motor, characterized by comprising:
controlling the generator motor to output a negative torque;
when the sum of the output torques of the engine and the generator motor at the crankshaft end is judged to be zero, controlling to open the clutch;
controlling the gear shifting to a target gear and controlling the rotating speed of the engine to be adjusted to the target rotating speed of the engine corresponding to the target gear;
and controlling to close the clutch when the difference between the rotating speed of the engine and the target rotating speed of the engine is judged to be less than or equal to a first preset value.
2. The shift control method of a vehicle according to claim 1, characterized in that the vehicle further includes a traction motor, the method further comprising:
and controlling the output torque of the traction motor to perform power compensation so as to keep the driving force of the vehicle unchanged.
3. The shift control method of a vehicle according to claim 1, characterized in that said controlling shifting to a target gear and controlling the rotational speed of the engine to be adjusted to a target rotational speed of the engine corresponding to the target gear includes:
and when the difference between the rotating speed of the engine and the rotating speed of the engine corresponding to the target gear is smaller than or equal to a second preset value and the gear shifting to the target gear is completed, controlling the clutch to carry out sliding grinding, wherein the second preset value is larger than the first preset value.
4. The shift control method of a vehicle according to claim 3, characterized in that said controlling the rotational speed of the engine to be adjusted to the target rotational speed of the engine corresponding to the target gear includes:
and adjusting the output torque of the generator motor to control the sum of the output torques of the engine and the generator motor at the crankshaft end to be zero before the difference between the rotation speed of the engine and the rotation speed of the engine corresponding to the target gear is less than or equal to a second preset value.
5. The shift control method of a vehicle according to claim 3, characterized in that said controlling shifting to a target gear and controlling the rotational speed of the engine to be adjusted to a target rotational speed of the engine corresponding to the target gear includes:
and when the difference between the rotating speed of the engine and the rotating speed of the engine corresponding to the target gear is smaller than or equal to a second preset value and the gear shifting to the target gear is completed, controlling to increase the output torque of the generator motor to zero so as to control the sum of the output torques of the engine and the generator motor at the crankshaft end to be the output torque of the engine.
6. A shift control apparatus of a vehicle including a generator motor and an engine connected to the generator motor, characterized by comprising:
a generator motor control unit, a clutch control unit, and a shift control unit, wherein,
the generating motor control unit is used for controlling the generating motor to output negative torque;
the clutch control unit is used for controlling the clutch to be opened when the sum of the output torques of the engine and the power generation motor at the crankshaft end is judged to be zero;
the gear shifting control unit is used for controlling gear shifting to a target gear and controlling the rotating speed of the engine to be adjusted to the target rotating speed of the engine corresponding to the target gear;
the clutch control unit is used for controlling the clutch to be closed when the difference between the rotating speed of the engine and the target rotating speed of the engine is judged to be smaller than or equal to a first preset value.
7. The shift control device of a vehicle according to claim 6, characterized in that the vehicle further includes a traction motor, and the device further includes a traction motor control unit for controlling the traction motor to output torque for power compensation so that a driving force of the vehicle remains unchanged.
8. The shift control device of a vehicle according to claim 6, characterized in that the shift control unit is configured to:
and when the difference between the rotating speed of the engine and the rotating speed of the engine corresponding to the target gear is smaller than or equal to a second preset value and the gear shifting to the target gear is completed, controlling the clutch to carry out sliding grinding, wherein the second preset value is larger than the first preset value.
9. The shift control device of a vehicle according to claim 8, characterized in that the generator-motor control unit is configured to:
and adjusting the output torque of the generator motor to control the sum of the output torques of the engine and the generator motor at the crankshaft end to be zero before the difference between the rotation speed of the engine and the rotation speed of the engine corresponding to the target gear is less than or equal to a second preset value.
10. The shift control device of a vehicle according to claim 8, characterized in that the generator-motor control unit is configured to:
and when the difference between the rotating speed of the engine and the rotating speed of the engine corresponding to the target gear is smaller than or equal to a second preset value and the gear shifting to the target gear is completed, controlling to increase the output torque of the generator motor to zero so as to control the sum of the output torques of the engine and the generator motor at the crankshaft end to be the output torque of the engine.
CN202010917797.7A 2020-09-03 2020-09-03 Gear shifting control method and device for vehicle Pending CN114132319A (en)

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Cited By (2)

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Publication number Priority date Publication date Assignee Title
CN115817490A (en) * 2022-12-27 2023-03-21 广州汽车集团股份有限公司 Hybrid electric vehicle and gear shifting method and device thereof
CN115848346A (en) * 2023-02-02 2023-03-28 蜂巢传动系统(江苏)有限公司 Gear shifting control method of hybrid system, vehicle and computer storage medium

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