CN114909465B - Vehicle upshift control method, device and storage medium - Google Patents
Vehicle upshift control method, device and storage medium Download PDFInfo
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- CN114909465B CN114909465B CN202110168843.2A CN202110168843A CN114909465B CN 114909465 B CN114909465 B CN 114909465B CN 202110168843 A CN202110168843 A CN 202110168843A CN 114909465 B CN114909465 B CN 114909465B
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- 238000000034 method Methods 0.000 title claims abstract description 66
- 230000033228 biological regulation Effects 0.000 claims abstract description 77
- 230000001276 controlling effect Effects 0.000 claims description 71
- 230000008878 coupling Effects 0.000 claims description 36
- 238000010168 coupling process Methods 0.000 claims description 36
- 238000005859 coupling reaction Methods 0.000 claims description 36
- 238000000926 separation method Methods 0.000 claims description 23
- 238000004590 computer program Methods 0.000 claims description 14
- 230000001105 regulatory effect Effects 0.000 claims description 13
- 230000007423 decrease Effects 0.000 claims description 5
- 230000008569 process Effects 0.000 abstract description 33
- 239000003921 oil Substances 0.000 description 248
- 230000005540 biological transmission Effects 0.000 description 8
- 230000008859 change Effects 0.000 description 6
- 238000010586 diagram Methods 0.000 description 6
- 230000009191 jumping Effects 0.000 description 4
- 230000001360 synchronised effect Effects 0.000 description 3
- 230000036461 convulsion Effects 0.000 description 2
- 230000006870 function Effects 0.000 description 2
- 238000010248 power generation Methods 0.000 description 2
- 238000011084 recovery Methods 0.000 description 2
- 230000001133 acceleration Effects 0.000 description 1
- 230000009471 action Effects 0.000 description 1
- 230000003247 decreasing effect Effects 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
- 239000000295 fuel oil Substances 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000000630 rising effect Effects 0.000 description 1
- 230000003068 static effect Effects 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
- 238000010396 two-hybrid screening Methods 0.000 description 1
Classifications
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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
Abstract
The invention discloses a vehicle upshift control method, a device and a storage medium, wherein the method comprises the following steps: in the oil pressure control stage, the oil pressure of the separating clutch and the combining clutch is controlled, and when the oil pressure of the separating clutch is reduced to a half combining point and the oil pressure of the combining 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 disengaging clutch and the engaging clutch are coordinated and controlled until the preset condition is met, so that the engine enters the locking stage; in the locking stage, the oil pressure of the combined clutch is controlled to rise, and the combined clutch is locked when the combined clutch is combined; according to 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 drivability during vehicle mode switching is ensured.
Description
Technical Field
The present invention relates to the field of hybrid vehicle control, and in particular, to a vehicle upshift control method, device and storage medium.
Background
The hybrid electric vehicle is a vehicle type between the traditional fuel oil vehicle and the pure electric vehicle, and generally comprises a plurality of power sources such as an engine, a motor and the like, and a mode or gear executing element of a plurality of clutches, wherein the hybrid electric vehicle utilizes a battery and the motor to peak load shifting of an engine working point, the flexibility of hardware topology brings efficiency and working mode superiority, meanwhile, the difficulty of software control is often brought, and the key of the superior performance of a hybrid electric system is the cooperative control of a plurality of power components and operating elements of the hybrid electric system.
The gear shifting control method of the hybrid electric vehicle in the prior art is developed based on the control principles of a clutch and a transmission of a traditional fuel vehicle, and generally only precisely controls the torque of an engine in the process of power upshift or downshift so as to reduce the frustration caused by the gear shifting process and improve the driving experience of a user. However, the method cannot be well adapted to the hybrid power vehicle with a plurality of power sources, and the problem of the mixed power vehicle is still caused to be clumsy in the gear shifting process, so that the driving comfort is affected.
Disclosure of Invention
The invention provides a vehicle upshift control method, a vehicle upshift control device and a storage medium, which are used for solving the problem that in the prior art, only an engine is controlled, so that a mixed power vehicle is blocked in a gear shifting process.
A vehicle upshift control method, when it is determined that a vehicle needs to upshift from a hybrid first gear to a hybrid second gear, comprising:
in the oil pressure control stage, controlling the oil pressure of the separating clutch and the combining clutch, and controlling the torque of the engine to be reduced and entering the speed regulation stage when the oil pressure of the separating clutch is reduced to a half-combining point and the oil pressure of the combining clutch is increased to a preset oil pressure;
in the speed regulation stage, the torque of the engine, the rotating speed of the generator and the oil pressures of the disengaging clutch and the engaging clutch are coordinated and controlled until a preset condition is met so as to enter a locking stage;
and controlling the oil pressure of the combining clutch to rise in the locking stage, and locking the combining clutch when the combining clutch is combined.
Further, the speed regulation stage includes a first speed regulation stage and a second speed regulation stage, and the coordination control is performed on the torque of the engine, the rotation speed of the generator, the oil pressure of the disengaging clutch and the engaging clutch until a preset condition is met, including:
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 rotation speed of the generator is a preset rotation speed;
if the rotating speed of the generator is the preset rotating speed, entering the second speed regulating stage, and fine-adjusting the rotating speed of the generator in the second speed regulating stage until the preset condition is met.
Further, the fine tuning the rotation speed of the generator in the second speed adjusting stage until the preset condition is met includes:
in the second speed regulation stage, the oil pressure of the disengaging 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;
determining whether a difference between a target rotational speed of the generator and an input shaft rotational speed 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 control of the separation clutch and the engagement clutch includes:
in the oil filling stage, controlling the oil pressure of the separation clutch to fall into a preset range, and controlling the combination clutch to fill oil to the half-combination point;
and in the torque exchange stage, controlling the oil pressure of the disengaging clutch to drop to the half-engagement point, and controlling the oil pressure of the engaging clutch to rise to a preset oil pressure, wherein the preset oil pressure is larger than the oil pressure of the half-engagement point.
Further, the controlling the oil pressure of the disengaging clutch to drop to a preset range and controlling the engaging clutch to fill the oil to the half-engaging point includes:
controlling the oil pressure of the separation clutch to drop to a sliding friction point according to a first preset curve, wherein the sliding friction point is in the preset range;
and controlling the combined clutch to charge oil to the half-combining point according to a second preset curve.
Further, the controlling the oil pressure of the disengaging clutch to drop to the half engagement point and controlling the oil pressure of the engaging clutch to rise to a preset oil pressure includes:
Controlling the oil pressure of the release clutch to drop according to a third preset curve until the oil pressure of the release clutch drops to the half-engagement 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 mutually coupled.
A vehicle upshift control device, comprising:
the first control module is used for controlling the oil pressure of the separating clutch and the combining clutch in the oil pressure control stage when the vehicle is determined to need to be in an upshift from a first hybrid gear to a second hybrid gear, and controlling the torque of the engine to be reduced and enter the speed regulation stage when the oil pressure of the separating clutch is reduced to a half-combining point and the oil pressure of the combining clutch is increased to a preset oil pressure;
the second control module is used for carrying out coordinated 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 until a preset condition is met in the speed regulation stage so as to enter a locking stage;
and the third control module is used for 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.
Further, the speed regulation stage includes a first speed regulation stage and a second speed regulation stage, and the coordination control is performed on the torque of the engine, the rotation speed of the generator, the oil pressure of the disengaging clutch and the engaging clutch until a preset condition is met, including:
in the first speed regulation stage, keeping the torque of the engine and the oil pressure of the combined clutch unchanged, controlling the oil pressure of the separated clutch to be reduced to a preset value, controlling the torque of the engine to be increased, and performing closed-loop control on the rotating speed of the generator;
determining whether the rotation speed of the generator is a preset rotation speed;
if the rotating speed of the generator is the preset rotating speed, entering the second speed regulating stage, and fine-adjusting the rotating speed of the generator in the second speed regulating stage until the preset condition is met.
A vehicle upshift control device comprises a memory, a processor and a computer program stored in the memory and capable of running on the processor, wherein the processor executes the computer program to realize the steps of the vehicle upshift control method.
A readable storage medium storing a computer program which, when executed by a processor, implements the steps of the vehicle upshift control method described above.
In one scheme provided by the vehicle upshift control method, the device and the storage medium, when the vehicle is determined to need upshift from a first gear to a second gear, in an oil pressure control stage, oil pressures of a separating clutch and a combining clutch are controlled, oil pressures of the separating clutch and the combining clutch are controlled, and when the oil pressure of the separating clutch is reduced to a half combining point and the oil pressure of the combining 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 disengaging clutch and the engaging clutch are coordinated and controlled until the preset condition is met, so that the engine enters the locking stage; in the locking stage, the oil pressure of the combined clutch is controlled to rise, and the combined clutch is locked when the combined clutch is combined; according to the invention, the engine, the generator and the two clutches are cooperatively controlled, 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 greatest extent through the control of the oil pressure of the clutches, and good drivability during the mode switching of the vehicle is ensured.
Drawings
FIG. 1 is a schematic diagram of an electromechanical coupling system according to an embodiment of the present invention;
FIG. 2 is a schematic diagram of the power transmission of the electromechanical coupling system in a hybrid first gear in an embodiment of the present invention;
FIG. 3 is a schematic diagram of the power transmission of the electromechanical coupling system in a hybrid two-gear in accordance with an embodiment of the present invention;
FIG. 4 is a flow chart illustrating a vehicle upshift control method according to an embodiment of the invention;
FIG. 5 is a schematic diagram showing the various structures of the electrical coupling system at various stages in accordance with one embodiment of the present invention;
FIG. 6 is a schematic diagram of a vehicle upshift control device according to an embodiment of the present invention;
fig. 7 is another structural diagram of a vehicle upshift control device according to an embodiment of the present invention.
Wherein, each reference sign in the figure is:
1-an engine; 2-a first clutch; 3-an input shaft; 4-sun gear; 5-a planet carrier; 6-gear ring; 7-a brake; 8-a second clutch; 9-a first gear; 10-a second gear; an 11-generator; 12-an intermediate shaft; 13-a third gear; 14-fourth gear; 15-a fifth gear; 16-a drive motor; 17-sixth gear; 18-differential.
Detailed Description
The following description of the embodiments of the present invention will be made clearly and fully with reference to the accompanying drawings, in which it is evident that the embodiments described are some, but not all embodiments of the invention. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the 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.
Wherein, as shown in FIG. 1, the hybrid electromechanical coupling system includes an engine 1, a first clutch (C 0 ) 2, input shaft 3, planet row (comprising sun gear 4, planet carrier 5 and ring gear 6), brake (B) 7, 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 drive motor 16, a sixth gear 17 and a differential 18.
Wherein 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 drive motor 16 is coupled to the power of the engine 1 and the generator 11 via the 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, wherein the brake 7 is used for braking the sun gear 4, the first clutch 2 is used for controlling whether the power output of the engine is output, so as to realize the switching between the pure electric mode and the hybrid electric mode, and the second clutch 8 and the brake 7 are used for realizing two gears of the engine in combination with the planetary gear set.
When the brake 7 is engaged, the power of the engine is transmitted to the carrier 5 through the ring gear 6, then to the third gear 13 through the carrier 5, then to the intermediate shaft 12, then to the sixth gear 17 through the fourth gear 14, 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 planetary row integrally rotate and are fixedly connected, the speed ratio is 1, the speed ratio is transmitted to the third gear 13 through the planet carrier 5, then is transmitted to the intermediate shaft 12, then is transmitted to the sixth gear 17 through the fourth gear 14, and finally is transmitted to the differential 18 and the wheel end of the hybrid vehicle, and the second gear of the engine is realized.
The drive motor 16 transmits power to the third gear 13 through the fifth gear 15, then to the intermediate shaft 12, then to the sixth gear 17 through the fourth gear 14, and finally to the differential 18 and the wheel end.
The electromechanical coupling system of the embodiment comprises three power sources of an engine 1, a generator 11 and a driving motor 16, namely, the working state of the generator 11 comprises two states of power generation and driving; the electromechanical coupling system can be switched in various working modes (various gears) at the same time, 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 stroke increasing mode, two hybrid power driving modes (a hybrid mode and a hybrid mode), and various working modes such as braking energy recovery, parking power generation and the like.
Wherein, the control requirements of each structure in the plurality of working modes are as follows:
in the electromechanical coupling system, when the hybrid vehicle is in the first hybrid gear (hybrid mode 1), the brake 7 is locked, the first clutch 2 is engaged, the second clutch 8 is opened, and the power transmission path in the electromechanical coupling system is as shown in fig. 2; when the hybrid vehicle is in the second hybrid gear (hybrid mode 2), the brake 7 is opened, the first clutch 2 is engaged, the second clutch 8 is engaged, and the power transmission path in the electromechanical coupling system is shown in fig. 3, wherein the broken line in fig. 2 and 3 is the power transmission path, and the arrow is the power transmission direction. When the hybrid vehicle is shifted from the first gear to the second gear, that is, from the hybrid mode 1 to the hybrid mode 2, the states of the brake 7 and the second clutch 8 are changed, so that the torque or the rotational speed of other structures are rapidly changed, the wheel end torque is affected, and the mode shifting process is not smooth. In order to reduce the influence of fluctuation of shafting torque and rotating speed on the torque of the wheel end in the switching process, the clutch, the engine and the engine in the switching process are required to be precisely controlled, so that the smoothness of the mode switching process is improved, and the driving comfort of the hybrid electric vehicle is improved.
In the embodiment, when it is determined that the vehicle needs to be shifted up from a first hybrid gear to a second hybrid gear, in an oil pressure control stage, oil pressures of the separating clutch and the combining clutch are controlled, and when the oil pressure of the separating clutch is reduced to a half-combining point and the oil pressure of the combining clutch is increased to a preset oil pressure, torque of the 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 disengaging clutch and the engaging clutch are coordinated and controlled until the preset condition is met, so that the engine enters the locking stage; in the locking stage, the oil pressure of the combined clutch is controlled to rise, and the combined clutch is locked when the combined clutch is combined; the engine, the generator and the two clutches are cooperatively controlled, the mode switching process of switching the vehicle to the hybrid second gear is accurately controlled, the smoothness of the output torque of the hybrid vehicle is ensured to the greatest extent through the control of the oil pressure of the clutches, and good drivability of the vehicle during mode switching is ensured.
In this embodiment, the vehicle control system including the electromechanical coupling system and the vehicle upshift control device is only illustrative, and in other embodiments, the vehicle control system may further include other structures, which are not described herein.
In one embodiment, as shown in fig. 4, a vehicle upshift control method is provided, which is applied to a vehicle upshift control device for example, and when it is determined that a vehicle needs to upshift from a hybrid first gear to a hybrid second gear, the engine, the generator, the disconnect clutch, and the connect clutch are controlled according to the following stages, including the steps of:
s10: in the oil pressure control stage, the oil pressure of the separating clutch and the combining clutch is controlled, and when the oil pressure of the separating clutch is reduced to a half combining point and the oil pressure of the combining clutch is increased to a preset oil pressure, the torque of the engine is controlled to be reduced and enters the speed regulating stage.
When the vehicle needs to perform the upshift operation from the first gear to the second gear, the engine, the generator, the separation clutch and the combination clutch are controlled according to the oil pressure control stage, the speed regulation stage and the locking stage, so that the acceleration change of the whole vehicle is reduced as much as possible, and the smooth and rapid gear shifting is realized, and the jerk feeling generated when the vehicle is switched from the first gear to the second 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 combining clutch is precisely 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 quickly reduced and enters the speed regulation stage. In which torque exchange between the off-going clutch and the on-coming clutch needs to be completed during the oil pressure control phase.
As can be seen from fig. 2 and 3, when the vehicle is shifted from first hybrid gear to second hybrid gear, it is necessary to complete the disengaging clutch B and the engaging clutch C 1 Torque exchange between the two clutches is required, therefore, in the hydraulic control stage, to be applied to the release clutch B and the apply clutch C 1 In (2) the oil pressure of the release clutch B needs to be controlled to drop in the initial stage of the oil pressure control stage, and the engagement clutch C needs to be engaged 1 Filling oil to half-engagement point, wherein the oil pressure of the disengaging clutch B is higher than that of the engaging clutch C 1 Is not limited. After the oil pressure in the standby electric coupling system is stabilized, the separation clutch B and the engagement clutch C are continued 1 Is subjected to open-loop control so that the oil pressure of the disconnect clutch BThe oil pressure continues to drop and the engaging clutch C is operated 1 To achieve the release clutch B and the engagement clutch C 1 When the oil pressure of the disengaging clutch is reduced to a half engagement point and the oil pressure of the engaging clutch is increased to a preset oil pressure, namely, when the oil pressure is controlled to be at the tail sound of the oil pressure control stage, the torque of the engine needs to be controlled to be quickly reduced and enter a speed regulation stage. The engine is controlled to quickly reduce torque, so that the gear train is unbalanced, and the gear shifting process is changed.
Wherein the preset oil pressure is a pre-calibrated combined clutch C 1 The oil pressure can be obtained by looking up a T-P (Fill-Phase) table based on the on-coming clutch C 1 The current working condition is that after the corresponding oil pressure is inquired in a T-P table and is used as the preset oil pressure, the combined clutch C is controlled 1 Is close to the preset oil pressure until the clutch C is engaged 1 The oil pressure of (2) is a preset oil pressure. The T-P table is obtained after correction according to different working conditions, and the oil pressure data tables of the clutch at 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 disengaging clutch and the engaging clutch are coordinated and controlled until the preset condition is met, so that the locking stage is entered.
During the speed regulation phase, the torque of the engine, the rotation speed of the generator, the disengaging clutch B and the engaging clutch C are required 1 The oil pressure of the generator is coordinated to realize that the rotation speed of the input shaft of the generator is increased from the rotation speed of the first gear of the mixed gear to the rotation speed of the second gear of the mixed gear, and when the rotation speed of the generator reaches a certain value, the preset condition is confirmed to be met, and then the locking stage can be entered.
After entering the speed regulation stage, the oil pressure of the release clutch B needs to be slowly reduced to 0, and then the oil pressure of the release clutch B is maintained to be 0; it is also necessary to control the torque up of the engine so that the torque of the engine returns to the torque before the torque down is not performed, that is, the engine torque of the previous stage.
S30: in the lockup stage, the hydraulic pressure of the coupling clutch is controlled to rise, and the coupling clutch is locked when the coupling clutch is coupled.
During the lockup phase, it is necessary to control the coupling clutch C 1 The oil pressure of the hydraulic cylinder is rapidly increased to meet the requirement of the secondary gear of the hybrid, the combining clutch is combined at the moment, and the combining clutch C is required to be locked 1 And (3) completing the gear shifting, namely completing the mode switching process from the first-gear mode to the second-gear mode. In the mode switching process, the smoothness of the output torque of the electromechanical coupling system of the hybrid electric vehicle is guaranteed to the greatest extent through the oil pressure control of the two clutches, and good drivability during the mode switching of the vehicle is guaranteed.
In the embodiment, when it is determined that the vehicle needs to be shifted up from a first hybrid gear to a second hybrid gear, in an oil pressure control stage, oil pressures of the separating clutch and the combining clutch are controlled, and when the oil pressure of the separating clutch is reduced to a half-combining point and the oil pressure of the combining clutch is increased to a preset oil pressure, torque of the 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 disengaging clutch and the engaging clutch are coordinated and controlled until the preset condition is met, so that the engine enters the locking stage; in the locking stage, the oil pressure of the combined clutch is controlled to rise, and the combined clutch is locked when the combined clutch is combined; the engine, the motor and the two clutches are cooperatively controlled, the accurate control is carried out on the mode process of switching the vehicle to the hybrid second gear, the smoothness of the output torque of the hybrid vehicle is ensured to the greatest extent through the control of the oil pressure of the clutches, and good drivability during the mode switching of the vehicle is ensured.
In one embodiment, the speed regulation stage includes a first speed regulation stage and a second speed regulation stage, and in step S20, the torque of the engine, the rotation speed of the generator, the oil pressure of the disengaging clutch and the engaging clutch are coordinated and controlled until a preset condition is met, specifically including 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 control process of gear shifting is further refined, and the control accuracy of the gear shifting process on 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 separation clutch B is controlled to slowly decrease to a preset value (the preset value is 0), and the rotating speed of the generator is controlled in a closed loop, so that the rotating speed of the input shaft of the generator is increased from the rotating speed of the first gear to the rotating speed of the second gear, and the requirement of the second gear is met.
When the rotation speed of the generator is subjected to closed-loop control, a target rotation speed of the engine for closed-loop control needs to be determined, and then the rotation speed of the generator is adjusted according to the rotation speed difference between the actual rotation speed of the generator and the target rotation speed, so that the rotation speed of the input shaft of the generator is increased to the rotation speed of the hybrid first gear. The target rotating speed is a pre-calibrated generator rotating speed meeting the requirement of the hybrid secondary gear.
In which the electromechanical coupling system is sensitive to torque changes, it is desirable to minimize oil pressure changes, in which case the clutch C is engaged 1 The oil pressure of the engine is not involved in speed regulation, and the engine is kept stable and best, so that the vehicle jerk caused by overlarge torque change can be effectively reduced.
Because the torque of the engine is quickly reduced when the oil pressure control stage is in tail sound, in the first speed regulation stage, the torque of the engine is required to be controlled to rise according to a pre-calibrated torque recovery curve so as to recover the torque of the engine to a target torque, wherein the target torque can be the engine torque when the torque of the previous stage is reduced, and the target torque can also be the engine torque calibrated according to the performance of a real vehicle in a gear shifting process.
S22: and determining whether the rotating speed of the generator is a preset rotating speed.
And in the process of performing closed-loop control on the rotating speed of the generator, determining whether the rotating speed of the generator is a preset rotating speed in real time so as to judge whether the second speed regulation stage is started.
S23: if the rotating speed of the generator is the preset rotating speed, entering a second speed regulation stage, and fine-adjusting the rotating speed of the generator in the second speed regulation stage until the preset condition is met.
After determining whether the rotation speed of the generator is the preset rotation speed, if the rotation speed of the generator is the preset rotation speed, entering a second speed regulation stage, in the second speed regulation stage, controlling the oil pressure combined with the clutch to slowly rise, and fine-adjusting the rotation speed of the generator until the difference between the target rotation speed of the closed-loop control of the generator and the rotation speed of the input shaft reaches a preset value, determining that a preset condition is met, completing the speed regulation process, and entering a locking stage.
After determining whether the rotation speed of the generator is the preset rotation speed, if the rotation speed of the generator is not the preset rotation speed, continuing to carry out closed-loop control on the generator so that the rotation speed of the generator reaches the preset rotation speed, and triggering a condition of entering a second speed regulation stage.
In this embodiment, in the first speed regulation stage, by keeping the oil pressure of the coupling clutch unchanged and controlling the oil pressure of the decoupling clutch to drop to zero oil pressure, controlling the torque of the engine to rise, performing closed-loop control on the rotation speed of the generator, then determining whether the rotation speed of the generator is a preset rotation speed, if the rotation speed of the generator is the preset rotation speed, entering the second speed regulation stage, and performing fine adjustment on the rotation speed of the generator in the second speed regulation stage until the preset condition is met, reducing the speed regulation stage into the first speed regulation stage and the second speed regulation stage, and performing coordinated control on the torque of the engine, the rotation speed of the generator, the oil pressure of the decoupling clutch and the coupling clutch until the specific process of the preset condition is met, reducing the influence of the oil pressure change of the clutch on the torque of the generator, and ensuring the accuracy of the adjustment.
In one embodiment, in step S23, the rotation speed of the generator is finely adjusted in the second speed adjusting stage until a preset condition is met, which specifically includes the following steps:
S231: in the second speed regulating stage, the oil pressure of the disengaging clutch is kept unchanged, the oil pressure of the engaging clutch is controlled to rise, and the rotating speed of the generator is controlled continuously in a closed loop mode.
In the second speed regulation stage, the oil pressure of the disengaging clutch is required to be kept unchanged, the oil pressure of the engaging clutch is controlled to slowly rise, and the rotating speed of the generator is continuously controlled in a closed loop mode, 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 the target rotational speed of the generator and the input shaft rotational speed 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 or not needs to be determined in real time, so that whether the speed regulation is finished or not is judged.
S233: if the difference between the target rotation speed of the generator and the rotation speed of the input shaft is continuously smaller than the preset difference, determining that the rotation speed of the generator meets the preset condition.
After determining whether the difference between the target rotation speed of the generator and the rotation speed of the input shaft is continuously smaller than the preset difference, if the difference between the target rotation speed of the generator and the rotation speed of the input shaft is continuously smaller than the preset difference, that is, a small and stable deviation is formed between the target rotation speed of the generator and the rotation speed of the input shaft, determining that the rotation speed of the generator meets the preset condition, and then completing the speed regulation of the generator to enter a locking stage.
In this embodiment, in the second speed regulation stage, by keeping the oil pressure of the disengaging clutch unchanged, controlling the oil pressure of the engaging clutch to rise, and continuously performing closed-loop control on the rotation speed of the generator, determining whether the difference between the target rotation speed of the generator and the rotation speed of the input shaft is continuously smaller than a preset difference, if the difference between the target rotation speed of the generator and the rotation speed of the input shaft is continuously smaller than the preset difference, determining that the rotation speed of the generator meets the preset condition, fine-tuning the rotation speed of the generator in the second speed regulation stage until the specific process of the preset condition is met, and entering the next stage after the stable deviation is formed between the target rotation speed of the generator and the rotation speed of the input shaft, thereby ensuring the accuracy and stability of regulation.
In one embodiment, the oil pressure control stage includes an oil filling stage and a torque exchange stage, and in step S10, the oil pressure of the separating clutch and the combining clutch is controlled, specifically includes the following steps:
s11: and in the oil filling stage, controlling the oil pressure of the separation clutch to fall into a preset range, and controlling the combination clutch to fill oil to a half-combination point.
During the oil filling phase, the oil pressure of the disengaging clutch B is controlled to drop, and the engaging clutch C is controlled 1 Filling oil to make the separating clutch B and the combining clutch C 1 To trigger a condition for entering the torque exchange phase. In the oil filling stage, the oil pressure of the disengaging clutch B needs to be controlled to fall into a preset range, namely, the vicinity of a sliding friction point, and the disengaging clutch B waits for jumping to the next stage, namely, the torque exchange stage; and controlling the coupling clutch C 1 Oil filling is carried out to enable the combination clutch C 1 The oil pressure of (a) rises to a half-engagement (KP) Point, and the clutch C is engaged 1 After the oil pressure of (2) is stabilized, the torque exchange stage is entered.
The slip point of the release clutch B is checked by a T-P (Torque-Phase) table, and after the slip point corresponding to the clutch B is found according to the current working condition of the release clutch B, the oil pressure of the release clutch B is controlled to approach the slip point.
S12: in the torque exchange stage, the oil pressure of the disengaging clutch is controlled to drop to a half-engagement point, and the oil pressure of the engaging clutch is controlled to rise to a preset oil pressure, wherein the preset oil pressure is larger than the oil pressure of the half-engagement point.
Disengaging clutch B and engaging clutch C by open loop control 1 To achieve synchronous friction control of the disconnect clutch and the apply clutch such that torque is transferred from disconnect clutch B to apply clutch C 1 The oil pressure of clutch B decreases from the end point of the previous stage (oil filling stage) to the vicinity of KP point, and at the same time, clutch C 1 And (3) rising to a preset oil pressure from the vicinity of the KP point of the previous stage, and then jumping to the next stage, namely entering a speed regulation stage.
In this embodiment, in the oil filling stage, the oil pressure of the separating clutch is controlled to fall within a preset range, and the combining clutch is controlled to fill oil to a half-combining point so as to enter a torque exchange stage, and in the torque exchange stage, the oil pressure of the separating clutch is controlled to fall to the half-combining point, and the oil pressure of the combining clutch is controlled to rise to the preset oil pressure; the oil pressure control stage is refined into the oil filling stage and the torque exchange stage, the specific process of controlling the oil pressure of the separating clutch and the combined clutch is defined, the oil pressure change of the combined clutch is subdivided into the oil filling stage and the torque exchange stage, and the regulation and control accuracy is ensured, so that the smoothness of vehicle gear shifting is ensured.
In one embodiment, in step S11, the oil pressure of the disengaging clutch is controlled to fall within a preset range, and the engaging clutch is controlled to be filled with oil to a half-engagement point, which specifically includes the following steps:
s111: and controlling the oil pressure of the release clutch to drop to a slip point according to a first preset curve.
S112: and controlling the combined clutch to fill oil to a half-combining point according to a second preset curve.
In the oil filling stage (Fill), the oil pressure of the separation clutch B is controlled to drop according to a first preset curve, and the power upshift process is performed at the moment, so that the input shaft torque of the generator is large, and the oil pressure of the separation clutch B needs to drop to a sliding friction point, wherein the sliding friction point is in a preset range; and controlling the engaging clutch C according to a second preset curve 1 Filling oil until clutch C is engaged 1 The oil pressure of (2) reaches the half junction point; meanwhile, whether the oil pressure of the disengaging clutch and the engaging clutch is stable or not needs to be determined in real time, and if the oil pressure of the disengaging clutch and the engaging clutch is stable, a torque exchange stage can be entered. The first preset curve and the second preset curve are calibrated in advance, for example, as shown in fig. 5, the first preset curve is a curve of the oil pressure curve B in the Fill phase in fig. 5, the second preset curve is a curve C in fig. 5 1 The oil pressure curve is a curve in the Fill phase.
In this embodiment, the oil pressure of the separation clutch is controlled to drop to the sliding 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 specific process of controlling the oil pressure drop of the separation clutch and the combination clutch to charge oil is defined, 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, in step S12, the oil pressure of the disengaging clutch is controlled to drop to the half engagement point, and the oil pressure of the engaging clutch is controlled to rise to the preset oil pressure, which specifically includes the following steps:
s121: and controlling the oil pressure of the release clutch to drop according to a third preset curve until the oil pressure of the release clutch drops to a half-engagement 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 the separation clutch in a torque exchange stage, wherein the preset descending slope is a pre-calibrated slope, and forming an oil pressure descending curve, namely a third preset curve, after the oil pressure of the separation clutch is reduced according to the preset descending slope. The preset descending slope is a pre-calibrated slope, and the preset descending slope is related to the calibration time of the torque exchange stage.
In the torque exchange stage, the oil pressure of the disengaging clutch is controlled to drop according to a third preset curve until the oil pressure of the disengaging clutch drops to a half-engagement point, and the oil pressure of the engaging clutch is controlled to rise to a 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 system of the vehicle is required to be maintained according to a dynamics principle.
In this embodiment, the oil pressure of the disengaging clutch is controlled to drop according to the third preset curve until the oil pressure of the disengaging clutch drops to the half-engagement point, and the oil pressure of the engaging clutch is controlled to rise to the preset oil pressure according to the fourth preset curve, which defines the specific process of controlling the oil pressure of the disengaging clutch to drop to the half-engagement point and controlling the oil pressure of the engaging clutch to rise to the preset oil pressure, and provides a basis for clutch oil pressure control in the torque exchange stage.
As is apparent from the steps in the above embodiments, in the process of shifting the vehicle from the first hybrid gear to the second hybrid gear, the engine, the generator, and the two clutches (the release clutch B and the engagement clutch C are controlled 1 ) According to fillingThe oil Phase (Fill) -Torque exchange Phase (Torque Phase) -first Speed Phase (Speed Phase) -second Speed Phase (i.e. fine tuning Phase, lockup 1) -Lockup2 (locking Phase) are controlled in action, and the specific control method is different in each Phase, including:
1) Fill: the oil pressure section of the clutch B is lowered to the vicinity of a sliding friction point, the sliding friction point is lowered according to a first preset curve (such as a B oil pressure curve in fig. 5), the sliding friction point is searched through a T-P table, and after the oil pressure of the clutch B is found, the sliding friction point is corrected according to different working conditions; the engaging clutch C1 follows a second predetermined curve (e.g., C in fig. 5 1 Oil pressure curve) is filled with oil to a KP point, and the next stage is jumped after the oil pressure is stable;
2) Torque Phase: controlling the oil pressure of the disengaging clutch B to continuously drop to a KP point from the end point of the previous stage according to a preset drop slope, wherein the preset drop slope is related to the calibration duration of the Torque Phase stage; the preset oil pressure is checked through a T-P table by combining the clutch C1, the preset oil pressure is increased from the 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 the 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 dynamics principle; when the phase is close to the end, the engine torque starts to be quickly reduced, so that the gear train is unbalanced, and the gear shifting process is changed; this stage is open loop control, when the oil pressure of the disconnect clutch B is at KP, and the clutch C is engaged 1 When the oil pressure of the hydraulic pump is the preset oil pressure, jumping to the next stage;
3) Speed Phase: control the oil pressure of the off-going clutch B to continue to drop to 0 and control the on-coming clutch C 1 Maintaining the oil pressure unchanged, controlling the torque of the engine to slowly return to the torque of the previous stage according to the gear shifting process, and controlling the rotating speed n of the generator EM1 EM1 Closed-loop control is carried out to realize that the rotation speed of an input shaft of the generator is increased from the first speed ratio rotation speed of mixed gear to the second speed ratio rotation speed of mixed gear, and when a gear shifting process triggers a threshold value, the next stage is entered;
4) Lockup1: control the oil pressure of the release clutch B to be kept constant at 0 and control the engagement clutch C 1 Minute rise of rotational speed n of concurrent motor EM1 EM1 Proceed toClosed loop adjustment, namely jumping to the next stage after the stable deviation between the rotating speed of the input shaft and the target rotating speed of the engine is formed;
5) Lockup2: quick rise coupling clutch C 1 And locked, and gear shifting is completed.
For example, in a shift sequence (in%) of an electromechanical coupling system of a vehicle from a first hybrid gear (current gear) to a second hybrid gear (target gear), the engine speed n 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 EM 2), disconnect clutch B and apply clutch C 1 The change curves of the above 5 stages are shown in fig. 5, such as the oil pressure change, the clutch state (including the off-clutch state off-going clutch state and the on-clutch state going clutch state), and the like. The rotational speed and the torque of the engine, the generator, the main clutch and the gear shifting clutch are cooperatively controlled, so that the accurate control of the process of entering the hybrid second gear from the hybrid first gear is realized, the smoothness of the output torque of the hybrid system is ensured to the greatest extent through the oil pressure control of the main clutch, and the good drivability of the vehicle during the mode switching is ensured.
It should be understood that the sequence number of each step in the foregoing embodiment does not mean that the execution sequence of each process should be determined by the function and the internal logic, and should not limit the implementation process of the embodiment of the present invention.
In one embodiment, a vehicle upshift control device is provided, which corresponds to the vehicle upshift control method in the above embodiment one by one. 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 be upshifted from a first hybrid gear to a second hybrid gear, the functional modules are described in detail as follows:
a first control module 601, configured to control oil pressure of the separation clutch and the engagement clutch in an oil pressure control phase, and control torque of the engine to decrease and enter a speed regulation phase when the oil pressure of the separation clutch decreases to a half engagement point and the oil pressure of the engagement clutch increases to a preset oil pressure;
the second control module 602 is configured to coordinate control of torque of the engine, a rotation speed of the generator, oil pressures of the disconnect clutch and the connect clutch in the speed regulation stage until a preset condition is met 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;
And a third control module 603 for controlling the oil pressure of the coupling clutch to rise during the lockup stage, and lockup the coupling clutch when the coupling clutch is coupled.
Further, the speed regulation stage includes a first speed regulation stage and a second speed regulation stage, and the pair of second control modules 602 are 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 rotation speed of the generator is a preset rotation speed;
if the rotating speed of the generator is the preset rotating speed, entering the second speed regulating stage, and fine-adjusting the rotating speed of the generator in the second speed regulating stage until the preset condition is met.
Further, the pair of second control modules 602 is specifically further configured to:
in the second speed regulation stage, the oil pressure of the disengaging 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;
determining whether a difference between a target rotational speed of the generator and an input shaft rotational speed 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 pair of first control modules 601 is specifically configured to:
in the oil filling stage, controlling the oil pressure of the separation clutch to fall into a preset range, and controlling the combination clutch to fill oil to the half-combination point;
and in the torque exchange stage, controlling the oil pressure of the disengaging clutch to drop to the half-engagement point, and controlling the oil pressure of the engaging clutch to rise to a preset oil pressure, wherein the preset oil pressure is larger than the oil pressure of the half-engagement point.
Further, the pair of first control modules 601 is specifically further configured to:
controlling the oil pressure of the separation clutch to drop to a sliding friction point according to a first preset curve, wherein the sliding friction point is in the preset range;
and controlling the combined clutch to charge oil to the half-combining 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 release clutch to drop according to a third preset curve until the oil pressure of the release clutch drops to the half-engagement 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 mutually coupled.
The specific limitation regarding the vehicle upshift control device may be referred to as limitation regarding the vehicle upshift control method hereinabove, and will not be described in detail herein. The respective modules in the above-described vehicle upshift control device may be implemented in whole or in part by software, hardware, and a combination thereof. The above modules may be embedded in hardware or may be independent of a processor in the computer device, or may be stored in software in a memory in the computer device, so that the processor may call and execute operations corresponding to the above modules.
In one embodiment, as shown in fig. 7, a vehicle upshift control device is provided that includes a processor, a memory, and a control circuit connected via a system bus. Wherein the processor of the vehicle upshift control device is configured to provide computing and control capabilities. The memory of the computer device includes a non-volatile 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 the operating system and computer programs in the non-volatile storage media. The computer program when executed by a processor implements a vehicle upshift control method.
In one embodiment, a vehicle upshift control device is provided that includes a memory, a processor, and a computer program stored on the memory and executable on the processor, the processor implementing the steps of the vehicle upshift control method described above when executing the computer program.
In one embodiment, a readable storage medium is provided having a computer program stored thereon, which when executed by a processor, implements the steps of the vehicle upshift control method described above.
Those skilled in the art will appreciate that implementing all or part of the above described methods may be accomplished by way of a computer program stored on a non-transitory computer readable storage medium, which when executed, may comprise the steps of the embodiments of the methods described above. Any reference to memory, storage, database, or other medium used in the various embodiments provided herein may include non-volatile and/or volatile memory. The nonvolatile 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), memory bus direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM24 (RDRAM), among others.
It will be apparent to those skilled in the art that, for convenience and brevity of description, only the above-described division of the functional units and modules is illustrated, and in practical application, the above-described functional distribution may be performed by different functional units and modules according to needs, i.e. the internal structure of the apparatus is divided into different functional units or modules to perform all or part of the above-described functions.
The above embodiments are only for illustrating the technical solution of the present invention, and not for limiting the same; although the 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 scheme described in the foregoing embodiments can be modified or some technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present invention, and are intended to be included in the scope of the present invention.
Claims (10)
1. A vehicle upshift control method, characterized in that the vehicle includes an engine, a first clutch, an input shaft, a planetary row, a disconnect clutch, a coupling clutch, a first gear, a second gear, a generator, an intermediate shaft, a third gear, a fourth gear, a sixth gear, and a differential, the planetary row including a sun gear, a carrier, and a ring gear; the engine is connected with the gear ring through a first clutch, and the engine is connected with the generator through a first gear and a second gear; when the separation clutch is combined with the planetary gear, the power of the engine is transmitted to the planetary carrier through the gear ring, then transmitted to the third gear through the planetary carrier, then transmitted to the intermediate shaft, then transmitted to the sixth gear through the fourth gear, and finally transmitted to the differential and the wheel end of the vehicle, and is mixed first gear of the engine at the moment; when the combination clutch is combined with the planetary row, the sun gear, the planet carrier and the gear ring of the planetary row integrally rotate and are transmitted to the third gear through the planet carrier, then transmitted to the intermediate shaft, then transmitted to the sixth gear through the fourth gear, and finally transmitted to the differential and the wheel end of the vehicle, and the hybrid gear is a mixed second gear of the engine;
When it is determined that the vehicle needs to upshift from a first hybrid gear to a second hybrid gear, the method includes:
in the oil pressure control stage, controlling the oil pressure of the separating clutch and the combining clutch, and controlling the torque of the engine to be reduced and entering the speed regulation stage when the oil pressure of the separating clutch is reduced to a half-combining point and the oil pressure of the combining clutch is increased to a preset oil pressure;
in the speed regulation stage, the torque of the engine, the rotating speed of the generator and the oil pressures of the disengaging clutch and the engaging clutch are coordinated and controlled until a preset condition is met so as to enter a locking stage;
and controlling the oil pressure of the combining clutch to rise in the locking stage, and locking the combining clutch when the combining clutch is combined.
2. The vehicle upshift control method according to claim 1, wherein said speed regulation stage includes a first speed regulation stage and a second speed regulation stage, said coordination control of torque of said engine, rotation speed of a generator, oil pressures of said disconnect clutch and said connect clutch until a preset condition is satisfied comprises:
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 rotation speed of the generator is a preset rotation speed;
if the rotating speed of the generator is the preset rotating speed, entering the second speed regulating stage, and fine-adjusting 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-tuning a rotation speed of said generator in said second speed regulation stage until said preset condition is satisfied comprises:
in the second speed regulation stage, the oil pressure of the disengaging 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;
determining whether a difference between a target rotational speed of the generator and an input shaft rotational speed 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 to 3, wherein said oil pressure control stage includes an oil charge stage and a torque exchange stage, said controlling oil pressure of said split clutch and said apply clutch includes:
In the oil filling stage, controlling the oil pressure of the separation clutch to fall into a preset range, and controlling the combination clutch to fill oil to the half-combination point;
and in the torque exchange stage, controlling the oil pressure of the disengaging clutch to drop to the half-engagement point, and controlling the oil pressure of the engaging clutch to rise to a preset oil pressure, wherein the preset oil pressure is larger than the oil pressure of the half-engagement point.
5. The vehicle upshift control method according to claim 4, wherein said controlling oil pressure of said disconnect clutch to fall within a preset range and said controlling said apply clutch to fill said half-apply point comprises:
controlling the oil pressure of the separation clutch to drop to a sliding friction point according to a first preset curve, wherein the sliding friction point is in the preset range;
and controlling the combined clutch to charge oil to the half-combining point according to a second preset curve.
6. The vehicle upshift control method according to claim 4, wherein said controlling the oil pressure of said disengaging clutch to decrease to said half engagement point and controlling the oil pressure of said engaging clutch to increase to a preset oil pressure comprises:
controlling the oil pressure of the release clutch to drop according to a third preset curve until the oil pressure of the release clutch drops to the half-engagement 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 mutually coupled.
7. An upshift control device for a vehicle, characterized in that the vehicle comprises an engine, a first clutch, an input shaft, a planetary row, a disconnect clutch, a coupling clutch, a first gear, a second gear, a generator, an intermediate shaft, a third gear, a fourth gear, a sixth gear and a differential, wherein the planetary row comprises a sun gear, a planet carrier and a gear ring; the engine is connected with the gear ring through a first clutch, and the engine is connected with the generator through a first gear and a second gear; when the separation clutch is combined with the planetary gear, the power of the engine is transmitted to the planetary carrier through the gear ring, then transmitted to the third gear through the planetary carrier, then transmitted to the intermediate shaft, then transmitted to the sixth gear through the fourth gear, and finally transmitted to the differential and the wheel end of the vehicle, and is mixed first gear of the engine at the moment; when the combination clutch is combined with the planetary row, the sun gear, the planet carrier and the gear ring of the planetary row integrally rotate and are transmitted to the third gear through the planet carrier, then transmitted to the intermediate shaft, then transmitted to the sixth gear through the fourth gear, and finally transmitted to the differential and the wheel end of the vehicle, and the hybrid gear is a mixed second gear of the engine;
The device comprises:
the first control module is used for controlling the oil pressure of the separating clutch and the combining clutch in the oil pressure control stage when the vehicle is determined to need to be in an upshift from a first hybrid gear to a second hybrid gear, and controlling the torque of the engine to be reduced and enter the speed regulation stage when the oil pressure of the separating clutch is reduced to a half-combining point and the oil pressure of the combining clutch is increased to a preset oil pressure;
the second control module is used for carrying out coordinated 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 until a preset condition is met in the speed regulation stage so as to enter a locking stage;
and the third control module is used 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 said speed regulation stage includes a first speed regulation stage and a second speed regulation stage, said cooperative control of torque of said engine, rotational speed of said generator, oil pressures of said disconnect clutch and said connect clutch until a preset condition is satisfied comprises:
In the first speed regulation stage, keeping the torque of the engine and the oil pressure of the combined clutch unchanged, controlling the oil pressure of the separated clutch to be reduced to a preset value, controlling the torque of the engine to be increased, and performing closed-loop control on the rotating speed of the generator;
determining whether the rotation speed of the generator is a preset rotation speed;
if the rotating speed of the generator is the preset rotating speed, entering the second speed regulating stage, and fine-adjusting 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, wherein said processor, when executing said computer program, carries out the steps of the vehicle upshift control method according to any one of claims 1 to 6.
10. A readable storage medium storing a computer program, characterized in that the computer program when executed by a processor implements the steps of the vehicle upshift control method according to any one of claims 1 to 6.
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