CN114909465A - Vehicle upshift control method and device and storage medium - Google Patents
Vehicle upshift control method and device and storage medium Download PDFInfo
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- CN114909465A CN114909465A CN202110168843.2A CN202110168843A CN114909465A CN 114909465 A CN114909465 A CN 114909465A CN 202110168843 A CN202110168843 A CN 202110168843A CN 114909465 A CN114909465 A CN 114909465A
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- 230000008878 coupling Effects 0.000 description 23
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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
- F16H61/38—Control of exclusively fluid gearing
- F16H61/40—Control of exclusively fluid gearing hydrostatic
- F16H61/4008—Control of circuit pressure
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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
- F16H61/02—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 characterised by the signals used
- F16H61/0262—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 characterised by the signals used the signals being hydraulic
- F16H61/0265—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 characterised by the signals used the signals being hydraulic for gearshift control, e.g. control functions for performing shifting or generation of shift signals
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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
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- 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
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
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- Electric Propulsion And Braking For Vehicles (AREA)
- Hybrid Electric Vehicles (AREA)
- Control Of Transmission Device (AREA)
Abstract
The invention discloses a vehicle upshift control method, a vehicle upshift control device and a storage medium, wherein the method part comprises the following steps: in the oil pressure control stage, the oil pressure of the separation clutch and the oil pressure of the combination clutch are controlled, and when the oil pressure of the separation clutch is reduced to a half combination point and the oil pressure of the combination clutch is increased to a preset oil pressure, the torque of the engine is controlled to be reduced; in the speed regulation stage, the torque of the engine, the rotating speed of the generator, the oil pressure of the separating clutch and the combining clutch are coordinately controlled until preset conditions are met, so that the locking stage is started; controlling the oil pressure of the combined clutch to rise in the locking stage, and locking the combined clutch when the combined clutch is combined; in the invention, the engine, the motor and the two clutches are cooperatively controlled, so that the process of switching the vehicle from the first hybrid gear to the second hybrid gear is accurately controlled, and good driving performance during vehicle mode switching is ensured.
Description
Technical Field
The invention relates to the field of hybrid vehicle control, in particular to a vehicle upshift control method, a vehicle upshift control device and a storage medium.
Background
The hybrid vehicle is a vehicle type between a traditional fuel vehicle and a pure electric vehicle, generally comprises a plurality of power sources such as an engine and a motor and also comprises a plurality of mode or gear executing elements of a clutch, the hybrid vehicle utilizes a battery and the motor to carry out peak clipping and valley filling on the working point of the engine, the flexibility of hardware topology brings the advantages of efficiency and working mode, and simultaneously brings difficulty in software control, and the key point of the hybrid system for exerting the excellent performance lies in the cooperative control of a plurality of power components and operating elements of the hybrid system.
The gear shifting control method of the hybrid electric vehicle in the prior art is developed based on the control principle of a clutch and a transmission of a traditional fuel vehicle, and generally only the torque of an engine is accurately controlled in the process of power upshift or power downshift so as to reduce the frustration generated in the gear shifting process and improve the driving experience of a user. However, the method cannot be well adapted to a hybrid vehicle with multiple power sources, and the hybrid vehicle still has a pause problem in the gear shifting process, so that driving comfort is affected.
Disclosure of Invention
The invention provides a vehicle upshift control method, a vehicle upshift control device and a storage medium, and aims to solve the problem that in the prior art, only an engine is controlled, so that a pause appears in a gear shifting process of a hybrid vehicle.
A vehicle upshift control method, when it is determined that a vehicle requires an upshift from a first hybrid gear to a second hybrid gear, the method comprising:
in the oil pressure control stage, the oil pressure of a separation clutch and an engagement clutch is controlled, and when the oil pressure of the separation clutch is reduced to a half engagement point and the oil pressure of the engagement clutch is increased to a preset oil pressure, the torque of an engine is controlled to be reduced and the speed regulation stage is started;
in the speed regulating stage, the torque of the engine, the rotating speed of the generator and the oil pressure of the separating clutch and the combining clutch are coordinately controlled until preset conditions are met so as to enter a locking stage;
in the lockup phase, the oil pressure of the engagement clutch is controlled to increase, and the engagement clutch is locked when the engagement clutch is engaged.
Further, the speed regulation stage includes a first speed regulation stage and a second speed regulation stage, the coordinated control is performed on the torque of the engine, the rotating speed of the generator, and the oil pressure of the separation clutch and the combination clutch until preset conditions are met, and the method includes the following steps:
in the first speed regulation stage, the oil pressure of the combined clutch is kept unchanged, the oil pressure of the separated clutch is controlled to be reduced to a preset value, the torque of the engine is controlled to be increased, and the rotating speed of the generator is controlled in a closed loop mode;
determining whether the rotating speed of the generator is a preset rotating speed or not;
and if the rotating speed of the generator is the preset rotating speed, entering a second speed regulation stage, and finely regulating the rotating speed of the generator in the second speed regulation stage until the preset condition is met.
Further, the fine adjustment of the rotation speed of the generator in the second speed regulation stage until the preset condition is met includes:
in the second speed regulation stage, the oil pressure of the separation clutch is kept unchanged, the oil pressure of the combination clutch is controlled to rise, and the closed-loop control on the rotating speed of the generator is continued;
determining whether a difference between a target rotational speed of the generator and a rotational speed of an input shaft is continuously less than a preset difference;
and if the difference value between the target rotating speed of the generator and the rotating speed of the input shaft is continuously smaller than the preset difference value, determining that the rotating speed of the generator meets the preset condition.
Further, the oil pressure control stage includes an oil charge stage and a torque exchange stage, and the oil pressure of the separation clutch and the engagement clutch is controlled, including:
in the oil charging stage, the oil pressure of the separation clutch is controlled to be reduced to a preset range, and the combination clutch is controlled to be charged to the half combination point;
and in the torque exchange stage, controlling the oil pressure of the separation clutch to be reduced to the half joint point, and controlling the oil pressure of the joint clutch to be increased to a preset oil pressure, wherein the preset oil pressure is greater than the oil pressure of the half joint point.
Further, the controlling the oil pressure of the separation clutch to drop to a preset range and the controlling the engagement clutch to fill oil to the half engagement point includes:
controlling the oil pressure of the separation clutch to be reduced to a sliding point according to a first preset curve, wherein the sliding point is in the preset range;
and controlling the combined clutch to fill oil to the half-combined point according to a second preset curve.
Further, the controlling the oil pressure of the separation clutch to decrease to the half engagement point and the oil pressure of the engagement clutch to increase to a preset oil pressure includes:
controlling the oil pressure of the separation clutch to be reduced according to a third preset curve until the oil pressure of the separation clutch is reduced to the half-combination point;
and controlling the oil pressure of the combined clutch to rise to the preset oil pressure according to a fourth preset curve, wherein the third preset curve and the fourth preset curve are coupled with each other.
A vehicle upshift control device comprising:
the first control module is used for controlling the oil pressure of a separation clutch and an engagement clutch in an oil pressure control stage when the fact that the vehicle needs to be shifted up from a first hybrid gear to a second hybrid gear is determined, and controlling the torque of the engine to be lowered and enter a speed regulation stage when the oil pressure of the separation clutch is lowered to a half engagement point and the oil pressure of the engagement clutch is raised to a preset oil pressure;
the second control module is used for performing coordination control on the torque of the engine, the rotating speed of the generator and the oil pressure of the separation clutch and the combination clutch in the speed regulating stage until preset conditions are met so as to enter a locking stage;
and a third control module configured to control an oil pressure of the engagement clutch to increase in the lock-up phase, and lock up the engagement clutch when the engagement clutch is engaged.
Further, the speed regulation stage includes a first speed regulation stage and a second speed regulation stage, the torque of the engine, the rotating speed of the generator, the oil pressure of the separation clutch and the oil pressure of the combination clutch are coordinately controlled until preset conditions are met, and the method includes:
in the first speed regulating stage, the torque of the engine and the oil pressure of the combined clutch are kept unchanged, the oil pressure of the separating clutch is controlled to be reduced to a preset value, the torque of the engine is controlled to be increased, and the rotating speed of the generator is controlled in a closed loop mode;
determining whether the rotating speed of the generator is a preset rotating speed or not;
and if the rotating speed of the generator is the preset rotating speed, entering a second speed regulating stage, and finely regulating the rotating speed of the generator in the second speed regulating stage until the preset condition is met.
A vehicle upshift control device comprising a memory, a processor and a computer program stored in said memory and operable on said processor, said processor implementing the steps of the vehicle upshift control method described above when executing said computer program.
A readable storage medium, in which a computer program is stored which, when being executed by a processor, carries out the steps of the above-mentioned vehicle upshift control method.
In one scheme provided by the vehicle upshift control method, the vehicle upshift control device and the storage medium, when the vehicle is determined to need to upshift from the first mixed gear to the second mixed gear, in an oil pressure control stage, oil pressures of a separating clutch and an engaging clutch are controlled, the oil pressures of the separating clutch and the engaging clutch are controlled, and when the oil pressure of the separating clutch is reduced to a half engaging point and the oil pressure of the engaging clutch is increased to a preset oil pressure, torque of an engine is controlled to be reduced and the engine enters a speed regulation stage; in the speed regulation stage, the torque of the engine, the rotating speed of the generator, the oil pressure of the separating clutch and the combining clutch are coordinately controlled until preset conditions are met, so that the locking stage is started; in the locking stage, controlling the oil pressure of the combined clutch to rise, and locking the combined clutch when the combined clutch is combined; in the invention, the engine, the generator and the two clutches are cooperatively controlled, so that the process of switching the vehicle from the first hybrid gear to the second hybrid gear is accurately controlled, the smoothness of the output torque of the hybrid vehicle is ensured to the maximum extent by controlling the oil pressure of the clutches, and the good driving performance during the mode switching of the vehicle is ensured.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings required 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 description below 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 the drawings without inventive labor.
FIG. 1 is a schematic structural diagram of an electromechanical coupling system in accordance with an embodiment of the present invention;
FIG. 2 is a schematic power transmission diagram of the electromechanical coupling system in a first gear mixing mode according to an embodiment of the present invention;
FIG. 3 is a schematic diagram of the power transfer of the electromechanical coupling system in the second gear of the present invention;
FIG. 4 is a flow chart illustrating a method for controlling an upshift of a vehicle according to an embodiment of the present invention;
FIG. 5 is a schematic diagram illustrating various stages of changing the configuration of an electrical coupling system in accordance with an embodiment of the present invention;
FIG. 6 is a schematic view of a vehicle upshift control device according to an embodiment of the present invention;
fig. 7 is another schematic structural diagram of the vehicle upshift control device according to the embodiment of the present invention.
Wherein, the figures are numbered:
1-an engine; 2-a first clutch; 3-an input shaft; 4-a sun gear; 5-a planet carrier; 6-gear ring; 7-a brake; 8-a second clutch; 9-a first gear; 10-a second gear; 11-a generator; 12-an intermediate shaft; 13-a third gear; 14-a fourth gear; 15-fifth gear; 16-a drive motor; 17-sixth gear; 18-differential.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, not all, embodiments of the present invention. All other embodiments, which can be obtained by a person skilled in the art without inventive step based on the embodiments of the present invention, are within the scope of protection of the present invention.
The vehicle upshift control method provided by the embodiment of the invention can be applied to a vehicle control system of a hybrid vehicle, wherein the hybrid vehicle comprises an electromechanical coupling system and a vehicle upshift control device, and the electromechanical coupling system and the vehicle upshift control device can communicate through a bus.
As shown in fig. 1, the hybrid electromechanical coupling system includes an engine 1 and a first clutch (C) 0 )2, an input shaft 3, a planetary row (comprising a sun gear 4, a planet carrier 5 and a ring gear 6), a brake (B)7 and a second clutch (C) 1 )8, a first gear 9, a second gear 10, a generator 11, an intermediate shaft 12, a third gear 13, a fourth gear 14, a fifth gear 15, a driving motor 16, a sixth gear 17 and a differential 18. The engine 1 is connected with the gear ring 6 through the first clutch 2, and the engine 1 and the generator 11 are connected with the second gear 10 through the first gear 9; the driving motor 16 is coupled with the power of the engine 1 and the generator 11 through a fifth gear 15.
In this embodiment, the electromechanical coupling system of the hybrid vehicle includes a brake 7, a first clutch 2 and a second clutch 8, where the brake 7 is for braking the sun gear 4, the first clutch 2 is for controlling whether the power of the engine is output or not to switch between the pure electric mode and the hybrid mode, and the second clutch 8 and the brake 7 are used for combining with the planetary gear set to realize two gears of the engine.
When the brake 7 is engaged, the power of the engine is transmitted through the ring gear 6 to the planet carrier 5, then through the planet carrier 5 to the third gear 13, then to the intermediate shaft 12, then through the fourth gear 14 to the sixth gear 17, and finally to the differential 18 and the wheel end of the hybrid vehicle, which is now the first gear of the engine.
When the second clutch 8 is combined, the sun gear 4, the planet carrier 5 and the gear ring 6 of the planet row integrally rotate and are fixedly connected into a whole, the speed ratio is 1, the speed ratio is transmitted to the first gear 11 through the planet carrier 5, then transmitted to the intermediate shaft 10, then transmitted to the fourth gear 15 through the second gear 12, and finally transmitted to the differential 16 and the wheel end of the hybrid vehicle, which is the second gear of the engine at this time.
The drive motor 16 transmits power through the third gear 14 to the third gear 13, then to the intermediate shaft 12, then through the fourth gear 14 to the sixth gear 17, and finally to the differential 18 and wheel end.
The electromechanical coupling system of the present embodiment includes three power sources, i.e., the engine 1, the generator 11, and the driving motor 16, i.e., the working state of the generator 11 includes two states, i.e., power generation and driving; the electromechanical coupling system can simultaneously switch a plurality of working modes, and the working modes of the electromechanical coupling system comprise a single-motor pure electric mode of one gear, a double-motor pure electric mode of two gears, a series range extending mode, two hybrid power driving modes (a hybrid mode and a hybrid mode), a plurality of working modes such as braking energy recovery and parking power generation, and the like.
The control requirements of each structure in the multiple working modes are as follows:
in the electromechanical coupling system, when the hybrid vehicle is in a first hybrid gear (hybrid mode 1), a brake 7 is locked, a first clutch 2 is engaged, a second clutch 8 is opened, and a power transmission route in the electromechanical coupling system is shown in fig. 2; when the hybrid vehicle is in the second hybrid gear (hybrid mode 2), the brake 7 is on, the first clutch 2 is engaged, the second clutch 8 is engaged, and the power transmission path in the electromechanical coupling system is as shown in fig. 3, where the broken lines in fig. 2 and 3 are the power transmission paths and the arrows are the power transmission directions. When the hybrid vehicle is switched from the first hybrid gear to the second hybrid gear, that is, from the hybrid mode 1 to the hybrid mode 2, the states of the brake 7 and the second clutch 8 may change, so that the torque or the rotational speed of other structures may rapidly change, thereby affecting the wheel-end torque, resulting in an unsmooth mode switching process. In order to reduce the influence of the fluctuation of the shafting torque and the rotating speed on the wheel end torque in the switching process, the clutch, the engine and the engine in the switching process need to be accurately controlled, so that the smoothness of the mode switching process is improved, and the driving comfort of the hybrid vehicle is improved.
In the embodiment, when it is determined that the vehicle needs to be shifted up from the first hybrid gear to the second hybrid gear, in the oil pressure control stage, the oil pressures of the separation clutch and the combination clutch are controlled, and when the oil pressure of the separation clutch is reduced to a half combination point and the oil pressure of the combination clutch is increased to a preset oil pressure, the torque of the engine is controlled to be reduced and the speed regulation stage is started; in the speed regulation stage, the torque of an engine, the rotating speed of a generator, the oil pressure of a separation clutch and the oil pressure of a combination clutch are coordinately controlled until preset conditions are met, so that the locking stage is started; controlling the oil pressure of the combined clutch to rise in the locking stage, and locking the combined clutch when the combined clutch is combined; the engine, the generator and the two clutches are cooperatively controlled, the mode switching process of the vehicle to the second hybrid gear is accurately controlled, the smoothness of the output torque of the hybrid vehicle is guaranteed to the maximum extent through the control of the oil pressure of the clutches, and good driving performance is guaranteed during the mode switching of the vehicle.
In this embodiment, the vehicle control system including the electromechanical coupling system and the vehicle upshift control device is only an exemplary illustration, and in other embodiments, the vehicle control system may further include other structures, which are not described herein again.
In one embodiment, as shown in fig. 4, a vehicle upshift control method is provided, which is described by taking an example of the method applied to a vehicle upshift control device, and when it is determined that the vehicle needs to upshift from a first hybrid gear to a second hybrid gear, the engine, the generator, the disconnect clutch, and the engage clutch are controlled according to the following stages, including the steps of:
s10: and in the oil pressure control stage, the oil pressure of the separation clutch and the oil pressure of the combination clutch are controlled, and when the oil pressure of the separation clutch is reduced to a half combination point and the oil pressure of the combination clutch is increased to a preset oil pressure, the torque of the engine is controlled to be reduced and the speed regulation stage is started.
When the vehicle needs to be subjected to the gear-up operation of switching from the first mixed gear to the second mixed gear, the engine, the generator, the separating clutch and the combining clutch are subjected to action control according to an oil pressure control stage, a speed regulation stage and a locking stage, and the acceleration change of the whole vehicle is reduced as much as possible, so that stable and quick gear shifting is realized, and the jerk generated when the vehicle is switched from the first mixed gear to the second mixed gear is reduced.
Wherein the separating clutch is a brake B in the electromechanical coupling system of FIG. 1, and the combining clutch is a second clutch C in the electromechanical coupling system of FIG. 1 1 . In the oil pressure control stage, the oil pressure of the separating clutch and the oil pressure of the combining clutch need to be accurately controlled, the oil pressure of the separating clutch is reduced to a half combining point, and when the oil pressure of the combining clutch is increased to a preset oil pressure, the torque of the engine is controlled to be rapidly reduced and enter the speed regulation stage. In the hydraulic control phase, torque exchange between the separating clutch and the combining clutch needs to be completed.
As can be seen from fig. 2 and 3, when the vehicle shifts from the first hybrid gear to the second hybrid gear, it is necessary to complete the separation clutch B and the engagement clutch C 1 Torque exchange between, and thus, in the oilPressure control phase, requiring the disengagement of the clutch B and the engagement of the clutch C 1 The oil pressure of the clutch C is accurately controlled, and it is necessary to control the oil pressure of the clutch B to be lowered and the clutch C to be engaged at the initial stage of the oil pressure control 1 Filling oil to a half-combination point, wherein the oil pressure of the separation clutch B is larger than that of the combination clutch C 1 The oil pressure of (c). Then, after the oil pressure in the standby electric coupling system is stabilized, the separation clutch B and the combination clutch C are continuously engaged 1 The oil pressure of the release clutch B is controlled in an open loop manner so that the oil pressure of the release clutch B is continuously reduced and the engagement clutch C is engaged 1 To realize the separation clutch B and the combination clutch C 1 In the synchronous friction control, when the oil pressure of the release clutch is reduced to a half-engagement point and the oil pressure of the engagement clutch is increased to a preset oil pressure, that is, when the oil pressure is controlled to be at the end of the oil pressure control stage, the torque of the engine needs to be controlled to be rapidly reduced and the engine enters the speed regulation stage. The engine is controlled to rapidly reduce the torque, so that the gear train is unbalanced, and the gear shifting process is changed.
Wherein the predetermined oil pressure is a pre-calibrated combined clutch C 1 Oil pressure, obtained by looking up a T-P (Fill-Phase) table, depending on the engaged clutch C 1 Under the current working condition, after the corresponding oil pressure is obtained by inquiring the T-P table and is taken as the preset oil pressure, the combined clutch C is controlled 1 Until the clutch C is engaged 1 The oil pressure of (2) is a preset oil pressure. The T-P table is an oil pressure data table which is obtained after correction according to different working conditions and is used for the clutch in different gear shifting stages.
S20: in the speed regulation stage, the torque of the engine, the rotating speed of the generator, the oil pressure of the separation clutch and the oil pressure of the combination clutch are coordinately controlled until preset conditions are met, so that the locking stage is started.
In the speed regulation stage, the torque of the engine, the rotating speed of the generator, a separating clutch B and a combining clutch C are required 1 The oil pressure is coordinated and controlled to realize that the rotating speed of the input shaft of the generator is increased from the speed ratio rotating speed of the first mixed gear to the speed ratio rotating speed of the second mixed gear, and when the rotating speed of the generator reaches a certain value, the preset condition is determined to be met, at the moment, the rotating speed of the input shaft of the generator can be regulated to the preset valueAnd entering a locking stage.
After entering the speed regulation stage, the oil pressure of the separating clutch B needs to be slowly reduced to 0, and then the oil pressure of the separating clutch B is kept to be 0; it is also necessary to control the torque up of the engine so that the torque of the engine is restored to the torque before the torque down is not performed, that is, to the engine torque at the previous stage.
S30: in the lockup phase, the oil pressure of the engaged clutch is controlled to rise, and the engaged clutch is locked when the engaged clutch is engaged.
In the lock-up phase, it is necessary to control the engagement clutch C 1 The oil pressure rises rapidly to meet the requirement of mixed movement of two gears, the combined clutch is combined at the moment, and the clutch C is required to be locked and combined 1 And finishing the gear shifting, namely finishing the mode switching process from the mixed first gear mode to the mixed second gear mode. In the mode switching process, the smoothness of the output torque of the electromechanical coupling system of the hybrid power vehicle is ensured to the maximum extent by controlling the oil pressure of the two clutches, and good driving performance during the mode switching of the vehicle is ensured.
In the embodiment, when it is determined that the vehicle needs to be shifted up from the first mixed gear to the second mixed gear, the oil pressure of the separation clutch and the oil pressure of the combination clutch are controlled in the oil pressure control stage, and when the oil pressure of the separation clutch is reduced to a half combination point and the oil pressure of the combination clutch is increased to a preset oil pressure, the torque of the engine is controlled to be reduced and the speed regulation stage is started; in the speed regulation stage, the torque of an engine, the rotating speed of a generator, the oil pressure of a separation clutch and the oil pressure of a combination clutch are coordinately controlled until preset conditions are met, so that the locking stage is started; in the locking stage, controlling the oil pressure of the combined clutch to rise, and locking the combined clutch when the combined clutch is combined; the engine, the motor and the two clutches are cooperatively controlled, the mode process of switching the vehicle to the hybrid two-gear mode is accurately controlled, the smoothness of the output torque of the hybrid vehicle is guaranteed to the maximum extent through the control of the oil pressure of the clutches, and good driving performance is guaranteed during the mode switching of the vehicle.
In one embodiment, the speed regulation stage includes a first speed regulation stage and a second speed regulation stage, in step S20, the torque of the engine, the rotation speed of the generator, and the oil pressure of the separating clutch and the engaging clutch are coordinately controlled until a preset condition is met, which specifically includes the following steps:
s21: in the first speed regulating stage, the oil pressure of the combined clutch is kept unchanged, the oil pressure of the separated clutch is controlled to be reduced to a preset value, the torque of the engine is controlled to be increased, and the rotating speed of the generator is controlled in a closed loop mode.
In the embodiment, the speed regulation stage is subdivided into the first speed regulation stage and the second speed regulation stage, so that the gear shifting control process is further refined, and the accuracy of the gear shifting process on the control of the engine, the clutch and the generator is improved.
Wherein, in the first speed regulation stage, the clutch C is kept engaged 1 The oil pressure of the separating clutch B is controlled to slowly fall to a preset value (the preset value is 0), the rotating speed of the generator is controlled in a closed loop mode, the rotating speed of the input shaft of the generator is increased from the rotating speed of the first mixed-motion gear to the rotating speed of the second mixed-motion gear, and the requirement of the second mixed-motion gear is met.
When the rotating speed of the generator is subjected to closed-loop control, a target rotating speed of the engine for closed-loop control needs to be determined, and then the rotating speed of the generator is adjusted according to a rotating speed difference between an actual rotating speed and the target rotating speed of the generator, so that the rotating speed of an input shaft of the generator is increased to the rotating speed of the first mixed gear. The target rotating speed is the generator rotating speed which is calibrated in advance and meets the requirement of the mixed-moving second gear.
Wherein the change in oil pressure needs to be minimized since the electromechanical coupling system is too sensitive to torque changes, when the clutch C is engaged 1 The oil pressure does not participate in speed regulation, the stability is kept to be the best, and vehicle jerking caused by overlarge torque change can be effectively reduced.
Because the torque of the engine rapidly decreases at the end of the oil pressure control stage, in the first speed regulation stage, the torque of the engine needs to be controlled to increase according to a pre-calibrated torque recovery curve, so as to recover the torque of the engine to the target torque, where the target torque may be the engine torque at the time of the torque decrease at the previous stage, and the target torque may also be the engine torque calibrated according to the performance of the real vehicle in the gear shifting process.
S22: it is determined whether the rotational speed of the generator is a preset rotational speed.
And in the process of carrying out closed-loop control on the rotating speed of the generator, determining whether the rotating speed of the generator is a preset rotating speed or not in real time so as to judge whether a second speed regulation stage is started or not.
S23: and if the rotating speed of the generator is the preset rotating speed, entering a second speed regulation stage, and finely regulating the rotating speed of the generator in the second speed regulation stage until the preset condition is met.
After determining whether the rotating speed of the generator is the preset rotating speed or not, if the rotating speed of the generator is the preset rotating speed, entering a second speed regulation stage, in the second speed regulation stage, controlling the oil pressure of the combined clutch to slowly rise, finely regulating the rotating speed of the generator until the difference value between the target rotating speed of the closed-loop control of the generator and the rotating speed of the input shaft reaches the preset value, determining that the preset condition is met, completing the speed regulation process, and entering a locking stage.
After determining whether the rotating speed of the generator is the preset rotating speed or not, if the rotating speed of the generator is not the preset rotating speed, continuing to perform closed-loop control on the generator so as to enable the rotating speed of the generator to reach the preset rotating speed, and triggering the condition of entering a second speed regulation stage.
In the embodiment, in the first speed regulation stage, the oil pressure of the combined clutch is kept unchanged, the oil pressure of the separated clutch is controlled to be reduced to zero oil pressure, the torque of the engine is controlled to rise, the rotating speed of the generator is subjected to closed-loop control, whether the rotating speed of the generator is the preset rotating speed is determined, if the rotating speed of the generator is the preset rotating speed, the second speed regulation stage is started, the rotating speed of the generator is finely adjusted in the second speed regulation stage until the preset condition is met, the speed regulation stage is refined into the first speed regulation stage and the second speed regulation stage, the torque of the engine, the rotating speed of the generator, the oil pressure of the separated clutch and the oil pressure of the combined clutch are definitely subjected to coordinated control until the specific process of meeting the preset condition, the influence of the oil pressure change of the clutch on the torque of the generator is reduced, and the accuracy of the regulation is ensured.
In an embodiment, in step S23, the step of finely adjusting the rotation speed of the generator in the second speed regulation stage until the preset condition is met includes the following steps:
s231: in the second speed regulating stage, the oil pressure of the separating clutch is kept unchanged, the oil pressure of the combining clutch is controlled to rise, and the rotating speed of the generator is continuously controlled in a closed loop mode.
In the second speed regulation stage, the oil pressure of the separation clutch needs to be kept unchanged, the oil pressure of the combination clutch is controlled to slowly rise, and the closed-loop control is continuously performed on the rotating speed of the generator, so that the difference between the rotating speed of the input shaft of the generator and the target rotating speed of the generator is smaller and smaller.
S232: it is determined whether a difference between a target rotational speed of the generator and a rotational speed of the input shaft is continuously less than a preset difference.
When the rotating speed of the generator is subjected to closed-loop control, whether the difference value between the target rotating speed of the generator and the rotating speed of the input shaft is continuously smaller than a preset difference value needs to be determined in real time so as to judge whether speed regulation is finished.
S233: and if the difference between the target rotating speed of the generator and the rotating speed of the input shaft is continuously smaller than the preset difference, determining that the rotating speed of the generator meets the preset condition.
After determining whether the difference between the target rotating speed of the generator and the rotating speed of the input shaft is continuously smaller than the preset difference, if the difference between the target rotating speed of the generator and the rotating speed of the input shaft is continuously smaller than the preset difference, namely, a small and stable deviation is formed between the target rotating speed of the generator and the rotating speed of the input shaft, determining that the rotating speed of the generator meets the preset condition, and at the moment, finishing the speed regulation of the generator and entering a locking stage.
In the embodiment, in the second speed regulation stage, the oil pressure of the separation clutch is kept unchanged, the oil pressure of the combination clutch is controlled to rise, the rotating speed of the generator is continuously subjected to closed-loop control, whether the difference value between the target rotating speed of the generator and the rotating speed of the input shaft is continuously smaller than the preset difference value or not is determined, if the difference value between the target rotating speed of the generator and the rotating speed of the input shaft is continuously smaller than the preset difference value, the rotating speed of the generator is determined to meet the preset condition, the specific process of finely adjusting the rotating speed of the generator in the second speed regulation stage is refined until the preset condition is met, and the next stage is started after the target rotating speed of the generator and the rotating speed of the input shaft form stable deviation, so that the accuracy and the stability of regulation are ensured.
In one embodiment, the oil pressure control stage includes an oil charging stage and a torque exchanging stage, and the step S10 of controlling the oil pressure of the separating clutch and the combining clutch includes the following steps:
s11: and in the oil charging stage, the oil pressure of the separation clutch is controlled to be reduced to a preset range, and the combination clutch is controlled to charge oil to a half combination point.
In the oil charging stage, the oil pressure of the separating clutch B is controlled to be reduced, and the combining clutch C is controlled 1 Filling oil to make the separating clutch B and the combining clutch C 1 The oil pressure is stable, triggering the conditions for entering the torque exchange phase. In the oil charging stage, the oil pressure of the separating clutch B needs to be controlled to be reduced to a preset range, namely, the oil pressure is close to a sliding friction point, and the next stage of jumping is waited to be started, namely, the torque exchange stage is waited to be started; and controls the combined clutch C 1 Filling oil to engage the clutch C 1 The oil pressure rises to a semi-engagement Point (KP) Point, and the clutch C is engaged 1 After the oil pressure is stabilized, the torque exchange stage is started.
The slip point of the separating clutch B is obtained through a T-P (Torque-Phase) table, and after the slip point corresponding to the separating clutch B is found according to the current working condition of the separating clutch B, the oil pressure of the separating clutch B is controlled to be close to the slip point.
S12: and in the torque exchange stage, controlling the oil pressure of the separation clutch to be reduced to a half joint point, and controlling the oil pressure of the joint clutch to be increased to a preset oil pressure, wherein the preset oil pressure is greater than the oil pressure of the half joint point.
Controlling disconnect clutch B and engage clutch C by open loop 1 To effect synchronous slip control of the disconnect clutch and the engage clutch such that torque is transferred from the disconnect clutch B to the engage clutchCombined clutch C 1 The oil pressure of the clutch B is decreased from the end point of the previous stage (oil charge stage) to the vicinity of KP point, and the clutch C is engaged 1 And increasing the oil pressure from the vicinity of the KP point of the previous stage to a preset oil pressure, and jumping to the next stage, namely entering a speed regulation stage.
In the embodiment, in the oil charging stage, the oil pressure of the separation clutch is controlled to be reduced to a preset range, the combination clutch is controlled to charge oil to a half combination point so as to enter the torque exchange stage, in the torque exchange stage, the oil pressure of the separation clutch is controlled to be reduced to the half combination point, and the oil pressure of the combination clutch is controlled to be increased to a preset oil pressure; the oil pressure control stage is refined into an oil charging stage and a torque exchange stage, the specific process of controlling the oil pressure of the separation clutch and the oil pressure of the combination clutch are determined, the oil pressure change of the combination clutch is subdivided into the oil charging stage and the torque exchange stage, the regulation and control accuracy is guaranteed, and therefore the gear shifting smoothness of the vehicle is guaranteed.
In one embodiment, in step S11, the method includes the following steps:
s111: and controlling the oil pressure of the separation clutch to be reduced to a sliding friction point according to a first preset curve.
S112: and controlling the combined clutch to fill oil to a half-combined point according to a second preset curve.
In an oil charging stage (Fill), the oil pressure of the separating clutch B is controlled to be reduced according to a first preset curve, at the moment, the power upshift process is carried out, the torque of an input shaft of the generator is large, and therefore the oil pressure of the separating clutch B needs to be reduced to a sliding friction point, and the sliding friction point is in a preset range; and controls the combination clutch C according to a second preset curve 1 Filling oil until the clutch C is combined 1 Reaches a half-bonding point; meanwhile, whether the oil pressure of the separating clutch and the combining clutch is stable or not needs to be determined in real time, and if the oil pressure of the separating clutch and the combining clutch is stable, a torque exchange stage can be started. Wherein the first predetermined curve and the second predetermined curve are pre-calibrated curves, for example, as shown in FIG. 5One predetermined curve is the curve of the oil pressure curve B in the Fill phase in FIG. 5, and the second predetermined curve is the curve of the oil pressure curve C1 in the Fill phase in FIG. 5.
In this embodiment, the oil pressure of the separation clutch is controlled to drop to the friction point according to the first preset curve, and the combination clutch is controlled to charge oil to the half combination point according to the second preset curve, so that the oil pressure drop of the separation clutch is controlled, the concrete process of charging oil by the combination clutch is controlled, a foundation is provided for controlling the oil pressure of the clutch in the oil charging stage, and the accuracy of oil pressure control is improved.
In one embodiment, the step S12 of controlling the oil pressure of the separating clutch to decrease to the half engaging point and controlling the oil pressure of the engaging clutch to increase to the preset oil pressure includes the following steps:
s121: and controlling the oil pressure of the separating clutch to be reduced according to a third preset curve until the oil pressure of the separating clutch is reduced to a half-combination point.
S122: and controlling the oil pressure of the combined clutch to rise to the preset oil pressure according to a fourth preset curve.
The method comprises the steps of firstly determining a preset descending slope of a separating clutch in a torque exchange stage, wherein the preset descending slope is a preset calibrated slope, and forming an oil pressure descending curve, namely a third preset curve, after the oil pressure of the separating clutch descends according to the preset descending slope. The preset descending slope is a pre-calibrated slope, and is related to the calibration duration of the torque exchange stage.
And in the torque exchange stage, the oil pressure of the separating clutch is controlled to fall according to a third preset curve until the oil pressure of the separating clutch falls to a half-joint point, and the oil pressure of the joint clutch is controlled to rise to the preset oil pressure according to a fourth preset curve. And a certain coupling relation exists between the third preset curve and the fourth preset curve, and the balance of the wheel train of the vehicle needs to be maintained according to the dynamic principle.
In this embodiment, the oil pressure of the separation clutch is controlled to decrease according to the third preset curve until the oil pressure of the separation clutch decreases to the half-joint point, and the oil pressure of the combination clutch is controlled to increase to the preset oil pressure according to the fourth preset curve, so that the specific process of controlling the oil pressure of the separation clutch to decrease to the half-joint point and controlling the oil pressure of the combination clutch to increase to the preset oil pressure is clarified, and a basis is provided for the clutch oil pressure control in the torque exchange stage.
According to the steps in the above embodiment, the engine, the generator and the two clutches (the separating clutch B and the combining clutch C) are controlled in the process of switching the vehicle from the first mixed gear to the second mixed gear 1 ) The method comprises the following steps of performing action control according to five stages of an oil filling stage (Fill), a Torque Phase (Torque Phase), a first Speed regulation stage (Speed Phase), a second Speed regulation stage (namely a fine adjustment stage, Lockup1) and Lockup2, wherein the specific control method in each stage is different and comprises the following steps:
1) fill: reducing the oil pressure section of the separation clutch B to be close to a sliding friction point, reducing the oil pressure section according to a first preset curve (such as a B oil pressure curve in a figure 5), searching the sliding friction point through a T-P table, finding out the corresponding oil pressure of the clutch B, and correcting according to different working conditions; combined clutch C 1 Filling oil to a KP point according to a second preset curve (such as a C1 oil pressure curve in FIG. 5), and jumping to the next stage after the oil pressure is stable;
2) torque Phase: controlling the oil pressure of the separation clutch B to continuously drop to a KP point from the end point of the previous stage according to a preset dropping slope, wherein the preset dropping slope is related to the calibration duration of the Torque Phase stage; combined clutch C 1 The preset oil pressure is obtained through a T-P table, the oil pressure is increased from a KP point of the previous stage to the preset oil pressure according to a fourth preset curve, the fourth preset curve has a certain coupling relation with an oil pressure decreasing curve (a third preset curve) of the separating clutch B at the stage, and the balance of the gear train is maintained according to the dynamic principle; when the phase is close to the end, the torque of the engine starts to be reduced rapidly, so that the gear train is unbalanced, and the gear shifting process is changed; the control phase is open loop control, when the oil pressure of the separating clutch B is at KP point, and the clutch C is combined 1 Jumping to the next stage when the oil pressure is preset;
3) speed Phase: controlling the oil pressure of the separating clutch B to continuously drop to 0 and controlling the combining clutch C 1 Maintenance oilThe pressure is unchanged, the torque of the engine is controlled to slowly return to the torque of the previous stage according to the gear shifting process, and the rotating speed n of the generator EM1 is controlled EM1 Performing closed-loop control to increase the speed of the input shaft of the generator from the mixed-action first-gear speed ratio speed to the mixed-action second-gear speed ratio speed, and entering the next stage when a threshold value is triggered in the gear shifting process;
4) lockup 1: the oil pressure of the release clutch B is controlled to be maintained at 0, and the engagement clutch C is controlled 1 Slightly increased and the rotation speed n of the generator EM1 EM1 Continuing closed-loop adjustment, and jumping to the next stage after the rotating speed of the input shaft and the target rotating speed of the engine form stable deviation;
5) lockup 2: fast rising engagement clutch C 1 And locking to complete gear shifting.
For example, in a shift process (in%) for shifting an electromechanical coupling system of a vehicle from a first mixed gear (current gear) to a second mixed gear (target gear), the engine speed n is ICE Generator speed n EM1 Input speed n of gear ring input Engine torque T ICE Torque T of generator EM1 Transmission input torque (excluding drive motor EM2), disconnect clutch B, and engage clutch C 1 The variation curves in the above 5 stages are shown in fig. 5, as well as the clutch states (including the off-going clutch state and the on-going clutch state). Through the cooperative control of the rotating speed and the torque of the engine, the generator, the main clutch and the gear shifting clutch, the accurate control of the process of entering the first mixed gear and the second mixed gear from the first mixed gear is realized, the smoothness of the output torque of the mixed system is ensured to the maximum extent through the oil pressure control of the main clutch, and the good driving performance is ensured when the vehicle modes are switched.
It should be understood that, the sequence numbers of the steps in the foregoing embodiments do not imply an execution sequence, and the execution sequence of each process should be determined by functions and internal logic of the process, and should not limit the implementation process of the embodiments of the present invention in any way.
In one embodiment, a vehicle upshift control device is provided, which corresponds one-to-one to the vehicle upshift control method in the above embodiment. As shown in fig. 6, the vehicle upshift control device includes a first control module 601, a second control module 602, and a third control module 603. When it is determined that the vehicle needs to upshift from the first hybrid gear to the second hybrid gear, the functional modules are described in detail as follows:
the first control module 601 is used for controlling the oil pressure of a separation clutch and an engagement clutch in an oil pressure control stage, and controlling the torque of an engine to be reduced and enter a speed regulation stage when the oil pressure of the separation clutch is reduced to a half engagement point and the oil pressure of the engagement clutch is increased to a preset oil pressure;
the second control module 602 is configured to perform coordinated control on torque of the engine, a rotation speed of the generator, and oil pressures of the separation clutch and the combination clutch in the speed regulation stage until a preset condition is met, so as to enter a lock-up stage when it is determined that the vehicle needs to upshift from a first hybrid gear to a second hybrid gear;
a third control module 603 configured to control the increase in oil pressure of the engaged clutch in the lockup phase and lockup the engaged clutch when the engaged clutch is engaged.
Further, the speed regulation stage includes a first speed regulation stage and a second speed regulation stage, and the second control module 602 is specifically configured to:
in the first speed regulation stage, the oil pressure of the combined clutch is kept unchanged, the oil pressure of the separated clutch is controlled to be reduced to a preset value, the torque of the engine is controlled to be increased, and the rotating speed of the generator is controlled in a closed loop mode;
determining whether the rotating speed of the generator is a preset rotating speed or not;
and if the rotating speed of the generator is the preset rotating speed, entering a second speed regulation stage, and finely regulating the rotating speed of the generator in the second speed regulation stage until the preset condition is met.
Further, the pair of second control modules 602 is further specifically configured to:
in the second speed regulation stage, the oil pressure of the separation clutch is kept unchanged, the oil pressure of the combination clutch is controlled to rise, and the closed-loop control on the rotating speed of the generator is continued;
determining whether a difference between a target rotational speed of the generator and a rotational speed of an input shaft is continuously less than a preset difference;
and if the difference value between the target rotating speed of the generator and the rotating speed of the input shaft is continuously smaller than the preset difference value, determining that the rotating speed of the generator meets the preset condition.
Further, the oil pressure control phase includes an oil charge phase and a torque exchange phase, and the first control module 601 is specifically configured to:
in the oil charging stage, the oil pressure of the separation clutch is controlled to be reduced to a preset range, and the combination clutch is controlled to be charged to the half combination point;
and in the torque exchange stage, controlling the oil pressure of the separation clutch to be reduced to the half joint point, and controlling the oil pressure of the joint clutch to be increased to a preset oil pressure, wherein the preset oil pressure is greater than the oil pressure of the half joint point.
Further, the pair of first control modules 601 is specifically further configured to:
controlling the oil pressure of the separation clutch to be reduced to a sliding point according to a first preset curve, wherein the sliding point is in the preset range;
and controlling the combined clutch to fill oil to the half-combination point according to a second preset curve.
Further, the pair of first control modules 601 is specifically further configured to:
controlling the oil pressure of the separating clutch to be reduced according to a third preset curve until the oil pressure of the separating clutch is reduced to the half-combination point;
and controlling the oil pressure of the combined clutch to rise to the preset oil pressure according to a fourth preset curve, wherein the third preset curve and the fourth preset curve are coupled with each other.
For specific limitations of the vehicle upshift control device, reference may be made to the above limitations of the vehicle upshift control method, which are not described in detail herein. The respective modules in the vehicle upshift control device described above may be implemented in whole or in part by software, hardware, and a combination thereof. The modules can be embedded in a hardware form or independent of a processor in the computer device, and can also be stored in a memory in the computer device in a software form, so that the processor can call and execute operations corresponding to the modules.
In one embodiment, as shown in FIG. 7, a vehicle upshift control device is provided, which includes a processor, a memory connected by a system bus. Wherein the processor of the vehicle upshift control device is configured to provide calculation and control capabilities. The memory of the computer device comprises a nonvolatile storage medium and an internal memory. The non-volatile storage medium stores an operating system and a computer program. The internal memory provides an environment for the operation of an operating system and computer programs in the non-volatile storage medium. The computer program is executed by a processor to implement a vehicle upshift control method.
In one embodiment, a vehicle upshift control device is provided, which comprises a memory, a processor and a computer program stored on the memory and operable on the processor, wherein the processor implements the steps of the vehicle upshift control method when executing the computer program.
In one embodiment, a readable storage medium is provided, having stored thereon a computer program which, when being executed by a processor, carries out the steps of the above-mentioned vehicle upshift control method.
It will be understood by those skilled in the art that all or part of the processes of the methods of the embodiments described above may be implemented by hardware instructions of a computer program, which may be stored in a non-volatile computer-readable storage medium, and when executed, may include the processes of the embodiments of the methods described above. Any reference to memory, storage, database or other medium used in the embodiments provided herein can include non-volatile and/or volatile memory. Non-volatile memory can include read-only memory (ROM), Programmable ROM (PROM), Electrically Programmable ROM (EPROM), Electrically Erasable Programmable ROM (EEPROM), or flash memory. Volatile memory can include Random Access Memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in a variety of forms such as Static RAM (SRAM), Dynamic RAM (DRAM), Synchronous DRAM (SDRAM), Double Data Rate SDRAM (DDRSDRAM), Enhanced SDRAM (ESDRAM), Synchronous Link DRAM (SLDRAM), Rambus Direct RAM (RDRAM), direct bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM).
It will be apparent to those skilled in the art that, for convenience and brevity of description, only the above-mentioned division of the functional units and modules is illustrated, and in practical applications, the above-mentioned function distribution may be performed by different functional units and modules according to needs, that is, the internal structure of the apparatus is divided into different functional units or modules to perform all or part of the above-mentioned functions.
The above-mentioned embodiments are only used for illustrating the technical solutions of the present invention, and not for limiting the same; although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; such modifications and substitutions do not substantially depart from the spirit and scope of the embodiments of the present invention, and are intended to be included within the scope of the present invention.
Claims (10)
1. A vehicle upshift control method, when it is determined that a vehicle requires an upshift from a first mixed gear to a second mixed gear, said method comprising:
in the oil pressure control stage, the oil pressure of a separation clutch and an engagement clutch is controlled, and when the oil pressure of the separation clutch is reduced to a half engagement point and the oil pressure of the engagement clutch is increased to a preset oil pressure, the torque of an engine is controlled to be reduced and the speed regulation stage is started;
in the speed regulating stage, the torque of the engine, the rotating speed of the generator and the oil pressure of the separating clutch and the combining clutch are coordinately controlled until preset conditions are met so as to enter a locking stage;
in the lockup phase, the oil pressure of the engagement clutch is controlled to increase, and the engagement clutch is locked when the engagement clutch is engaged.
2. The vehicle upshift control method according to claim 1, wherein the governing phase includes a first governing phase and a second governing phase, and the coordinated control of the torque of the engine, the rotational speed of the generator, the oil pressures of the separation clutch and the engagement clutch until preset conditions are satisfied includes:
in the first speed regulating stage, the oil pressure of the combined clutch is kept unchanged, the oil pressure of the separating clutch is controlled to be reduced to a preset value, the torque of the engine is controlled to be increased, and the rotating speed of the generator is controlled in a closed loop mode;
determining whether the rotating speed of the generator is a preset rotating speed or not;
and if the rotating speed of the generator is the preset rotating speed, entering a second speed regulating stage, and finely regulating the rotating speed of the generator in the second speed regulating stage until the preset condition is met.
3. The vehicle upshift control method according to claim 2, wherein said fine-adjusting the rotation speed of the generator in the second governor phase until the preset condition is satisfied comprises:
in the second speed regulation stage, the oil pressure of the separation clutch is kept unchanged, the oil pressure of the combination clutch is controlled to rise, and the closed-loop control on the rotating speed of the generator is continued;
determining whether a difference between a target rotational speed of the generator and a rotational speed of an input shaft is continuously less than a preset difference;
and if the difference value between the target rotating speed of the generator and the rotating speed of the input shaft is continuously smaller than the preset difference value, determining that the rotating speed of the generator meets the preset condition.
4. A vehicle upshift control method according to any one of claims 1-3, wherein said oil pressure control phase includes an oil charge phase and a torque interchange phase, and said controlling the oil pressures of the disconnect clutch and the engage clutch includes:
in the oil charging stage, the oil pressure of the separation clutch is controlled to be reduced to a preset range, and the combination clutch is controlled to be charged to the half combination point;
and in the torque exchange stage, controlling the oil pressure of the separation clutch to be reduced to the half joint point, and controlling the oil pressure of the joint clutch to be increased to a preset oil pressure, wherein the preset oil pressure is greater than the oil pressure of the half joint point.
5. The vehicle upshift control method according to claim 4, wherein said controlling the oil pressure of the disconnect clutch to fall within a preset range and controlling the engage clutch to fill to the half-engage point includes:
controlling the oil pressure of the separation clutch to be reduced to a sliding point according to a first preset curve, wherein the sliding point is in the preset range;
and controlling the combined clutch to fill oil to the half-combination point according to a second preset curve.
6. The vehicle upshift control method according to claim 4, wherein said controlling the oil pressure of the disconnect clutch to decrease to the half-engagement point and controlling the oil pressure of the engage clutch to increase to a preset oil pressure includes:
controlling the oil pressure of the separating clutch to be reduced according to a third preset curve until the oil pressure of the separating clutch is reduced to the half-combination point;
and controlling the oil pressure of the combined clutch to rise to the preset oil pressure according to a fourth preset curve, wherein the third preset curve and the fourth preset curve are coupled with each other.
7. A vehicle upshift control device, characterized by comprising:
the first control module is used for controlling the oil pressure of a separation clutch and an engagement clutch in an oil pressure control stage when the vehicle is determined to be required to be shifted up from a first hybrid gear to a second hybrid gear, and controlling the torque of an engine to be decreased and enter a speed regulation stage when the oil pressure of the separation clutch is decreased to a half engagement point and the oil pressure of the engagement clutch is increased to a preset oil pressure;
the second control module is used for carrying out coordination control on the torque of the engine, the rotating speed of the generator and the oil pressure of the separation clutch and the combination clutch in the speed regulation stage until preset conditions are met so as to enter a locking stage;
and a third control module for controlling the oil pressure of the combined clutch to rise and locking the combined clutch in the locking stage.
8. The vehicle upshift control device according to claim 7, wherein the speed regulation stages include a first speed regulation stage and a second speed regulation stage, and the coordinated control of the torque of the engine, the rotation speed of the generator, the oil pressure of the disconnect clutch and the engage clutch until a preset condition is satisfied includes:
in the first speed regulating stage, the torque of the engine and the oil pressure of the combined clutch are kept unchanged, the oil pressure of the separating clutch is controlled to be reduced to a preset value, the torque of the engine is controlled to be increased, and the rotating speed of the generator is controlled in a closed loop mode;
determining whether the rotating speed of the generator is a preset rotating speed or not;
and if the rotating speed of the generator is the preset rotating speed, entering a second speed regulating stage, and finely regulating the rotating speed of the generator in the second speed regulating stage until the preset condition is met.
9. A vehicle upshift control device comprising a memory, a processor and a computer program stored in said memory and executable on said processor, characterized in that said processor, when executing said computer program, implements the steps of a vehicle upshift control method according to any one of claims 1 to 6.
10. A readable storage medium, storing a computer program, wherein the computer program, when executed by a processor, performs the steps of a vehicle upshift control method according to any one of claims 1 to 6.
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| CN114909469A (en) * | 2021-02-07 | 2022-08-16 | 广汽埃安新能源汽车有限公司 | Vehicle upshift control method and device and storage medium |
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| CN114909469B (en) * | 2021-02-07 | 2024-04-16 | 广汽埃安新能源汽车有限公司 | Vehicle upshift control method, device and storage medium |
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