CN114909468A - Vehicle downshift control method and device and storage medium - Google Patents

Vehicle downshift control method and device and storage medium Download PDF

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Publication number
CN114909468A
CN114909468A CN202110176490.0A CN202110176490A CN114909468A CN 114909468 A CN114909468 A CN 114909468A CN 202110176490 A CN202110176490 A CN 202110176490A CN 114909468 A CN114909468 A CN 114909468A
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Prior art keywords
clutch
oil pressure
stage
preset
generator
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CN202110176490.0A
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Chinese (zh)
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CN114909468B (en
Inventor
刘方
李欢
付文晖
孙成伟
吴蒙
赵江灵
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GAC Aion New Energy Automobile Co Ltd
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GAC Aion New Energy Automobile Co Ltd
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Priority to CN202110176490.0A priority Critical patent/CN114909468B/en
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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
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • F16H63/34—Locking or disabling mechanisms
    • 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 downshift control method, a vehicle downshift control device and a storage medium, wherein the method part comprises the following steps: when determining that the vehicle needs to be in a first hybrid gear from a second hybrid gear without power downshift, controlling the oil pressure of a separation clutch and an engagement clutch in an oil pressure control stage until a first preset condition is met, and entering 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 oil pressure of the combining clutch are coordinately controlled until a second preset condition is 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 switching process of the vehicle to the hybrid first gear is accurately controlled, and good driving performance is ensured during the mode switching of the vehicle.

Description

Vehicle downshift control method and device and storage medium
Technical Field
The invention relates to the field of hybrid vehicle control, in particular to a vehicle downshift control method, a vehicle downshift 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 execution 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 efficiency and working mode superiority and simultaneously brings difficulty on software control, and the key point of the hybrid system for exerting superior performance is that the hybrid system is coordinated control of a plurality of power parts and operation 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 electric vehicle, and only the torque of an engine is accurately controlled in the power downshift or downshift process generally so as to reduce the pause and contusion 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 a plurality of power sources, and the hybrid vehicle still has the problem of jerk in the gear shifting process, so that the driving comfort is influenced.
Disclosure of Invention
The invention provides a vehicle downshift control method, a vehicle downshift 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 occurs in a gear shifting process of a hybrid vehicle.
A vehicle downshift control method when it is determined that a vehicle requires an unpowered downshift from a second gear in a blend to a first gear in a blend, comprising:
in the oil pressure control stage, the oil pressure of a separation clutch and the oil pressure of a combination clutch are controlled until a first preset condition is met, so that 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 a second preset condition is 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 torque of the engine, the rotating speed of the generator, and the oil pressure of the separation clutch and the combination clutch are coordinately controlled until a second preset condition is met, and the method includes:
in the first speed regulation stage, the torque of the engine and the oil pressure of the combined clutch are kept unchanged, the oil pressure of the separated clutch is controlled to be reduced to a preset value, and the rotating speed of the generator is controlled in a closed loop mode, so that the rotating speed of an input shaft of the generator meets the requirement of the first mixed-rotation gear;
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 second preset condition is met.
Further, the fine tuning of the rotation speed of the generator in the second speed regulation stage until the second 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 continuously carried out;
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 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 second 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 oil pressure of the combination clutch are controlled until a first preset condition is met, including:
in the oil charging stage, the oil pressure of the separation clutch is controlled to be reduced, and the combination clutch is controlled to charge oil, so that the oil pressures of the separation clutch and the combination clutch meet a third preset condition, and the torque exchange stage is started;
in the torque exchange stage, keeping the oil pressure of the combined clutch unchanged, and controlling the oil pressure of the separated clutch to be reduced so as to determine whether the oil pressure of the separated clutch is a preset oil pressure;
and if the oil pressure of the separation clutch is the preset oil pressure, determining that the first preset condition is met.
Further, after determining whether the oil pressure of the disconnect clutch is a preset oil pressure, the method further includes:
if the oil pressure of the separation clutch is not the preset oil pressure, determining whether the duration of entering the torque exchange stage is longer than a preset duration;
and if the duration of entering the torque exchange stage is greater than or equal to the preset duration, determining that the first preset condition is met.
Further, the controlling of the oil pressure of the separation clutch to decrease and the controlling of the engagement clutch to charge oil so that the oil pressures of the separation clutch and the engagement clutch satisfy a third preset condition includes:
controlling the oil pressure of the separation clutch to drop according to a first preset curve until the oil pressure of the separation clutch is smaller than a half-combination point;
controlling the combined clutch to charge oil according to a second preset curve until the oil pressure of the combined clutch is smaller than the half-combination point;
determining whether oil pressures of the separating clutch and the combining clutch are stable;
and if the oil pressures of the separating clutch and the combining clutch are stable, determining that the oil pressures of the separating clutch and the combining clutch meet the third preset condition.
Further, the controlling the oil pressure of the off-going clutch to be lowered while maintaining the oil pressure of the on-coming clutch constant in the torque exchange phase includes:
determining a preset descent slope of the disconnect clutch in the torque exchange phase;
and in the torque exchange stage, controlling the oil pressure of the separation clutch to be reduced according to the preset reduction slope, and keeping the oil pressure of the combination clutch unchanged.
A vehicle downshift control apparatus 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 determining that the vehicle needs to be subjected to unpowered downshifting from a second hybrid gear to a first hybrid gear until a first preset condition is met so as to enter a speed regulation stage;
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 a second preset condition is 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.
A vehicle downshift control apparatus comprising a memory, a processor and a computer program stored in the memory and executable on the processor, the processor implementing the steps of the vehicle downshift control method when executing the 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 downshift control method.
In one aspect of the above method, apparatus and storage medium for controlling a downshift of a vehicle, when it is determined that the vehicle needs to be downshifted unpowered from a second hybrid gear to a first hybrid gear, the method includes: in the oil pressure control stage, the oil pressure of a separating clutch and the oil pressure of a combining clutch are controlled until a first preset condition is met, so that the speed regulation stage is started; 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 oil pressure of the combining clutch are coordinately controlled until a second preset condition is 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 switching process of the vehicle from the second hybrid gear to the first 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 needed to be used in the description of the embodiments of the present invention will be briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art that other drawings can be obtained according to these drawings without inventive labor.
FIG. 1 is a schematic 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 during a first gear mixing stage 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 schematic flow chart of a vehicle downshift control method according to an embodiment of the invention;
FIG. 5 is a schematic diagram illustrating various stages of the configuration of the electrical coupling system in accordance with an embodiment of the present invention;
FIG. 6 is a schematic structural view of a downshift control apparatus for a vehicle in accordance with an embodiment of the present invention;
fig. 7 is another schematic structural diagram of the vehicle downshift control apparatus according to the embodiment of the invention.
Wherein, each reference mark in the figure is:
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, but not all, embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
The vehicle downshift 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 downshift control device, and the electromechanical coupling system and the vehicle downshift 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 planet 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 the 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 (a plurality of gears), 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:
Figure BDA0002940860890000081
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 open, 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 line in fig. 2 and 3 is the power transmission path and the arrow is the power transmission direction. When the hybrid vehicle is switched from the second hybrid gear to the first hybrid gear, i.e. from the hybrid mode 2 to the hybrid mode 1, the states of the brake 7 and the second clutch 8 may change, causing a rapid change in the torque or the rotational speed of other structures, and then affecting the wheel-end torque, resulting in an uneven 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 this embodiment, when it is determined that the vehicle needs to be downshifted from the second hybrid gear without power to the first hybrid gear, the engine, the generator, the disconnect clutch, and the engage clutch are controlled according to the following stages: in the oil pressure control stage, the oil pressure of a separating clutch and the oil pressure of a combining clutch are controlled until a first preset condition is met, so that the speed regulation stage is started; 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 oil pressure of the combining clutch are coordinately controlled until a second preset condition is 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 from the second mixed gear to the first mixed gear is accurately controlled, the smoothness of the output torque of the mixed vehicle is guaranteed to the maximum extent by controlling the oil pressure of the clutches, and good drivability is guaranteed during vehicle mode switching.
In this embodiment, the vehicle control system including the electromechanical coupling system and the vehicle downshift 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 method for controlling a vehicle downshift is provided, which is described by taking the vehicle downshift control device as an example, and when it is determined that the vehicle needs to perform an unpowered downshift from a second hybrid gear to a first hybrid gear, the method includes the following steps:
s10: in the oil pressure control stage, the oil pressure of the separating clutch and the oil pressure of the combining clutch are controlled until a first preset condition is met, so that the speed regulation stage is started.
When a vehicle needs to perform a downshift operation from a second hybrid gear to a first hybrid gear, the input shaft torque of an engine needs to be determined, if the input shaft torque is smaller than a preset torque, the vehicle needs to perform unpowered downshift to be switched to the first hybrid gear, wherein the preset torque is the input shaft torque calibrated in advance according to the characteristics of an electromechanical hybrid system.
When the fact that the vehicle needs to be in a mixed second gear unpowered downshifting mode to a mixed first gear is determined, the engine, the generator, the separating clutch and the combining clutch need to be controlled in action according to an oil pressure control stage, a speed regulation stage and a locking stage, the change of the acceleration of the whole vehicle is reduced as much as possible, stable and quick gear shifting is achieved, and the jerking feeling generated when the vehicle is switched from the mixed second gear to the mixed first gear is reduced.
Wherein the disconnect clutch is the second clutch C of the electro-mechanical coupling system of FIG. 1 1 The engaged clutch is brake B in the electromechanical coupling system of fig. 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 until a first preset condition is met, and then the speed regulation stage is started. 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 second hybrid gear to first hybrid gear, it is necessary to complete the separation of clutch C 1 And combined clutchB, therefore, in the hydraulic control phase, the release clutch C is required 1 And the oil pressure of the clutch B is accurately controlled, and the release clutch C is required to be controlled at the initial stage of the oil pressure control stage 1 The oil pressure of the clutch (C) is reduced, the engaging clutch (B) is charged, and after the oil pressure in the electric coupling system is stabilized, the disengaging clutch (C) is required 1 And the oil pressure of the clutch B is combined for open-loop control to realize the separation of the clutch C 1 And completing the separation of the clutch C in combination with the synchronous friction control of the clutch B 1 And engaging the torque exchange between clutch B and then entering the speed governing phase.
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 a second preset condition is met, so that the locking stage is started.
In the speed regulation stage, the torque of the engine, the rotating speed of the generator and the separating clutch C are required 1 And coordinated control is carried out by combining the oil pressure of the clutch B, the rotating speed of the input shaft of the generator is reduced from the speed ratio rotating speed of the second hybrid gear to the speed ratio rotating speed of the first hybrid gear, when the rotating speed of the generator reaches a certain value, a second preset condition is determined to be met, and the locking stage can be started at the moment.
Wherein, in the speed regulation stage, the clutch C needs to be firstly separated 1 Slowly decreases to 0 and then maintains the disconnect clutch C 1 The oil pressure of (2) is constant at 0.
S30: in the lockup phase, the oil pressure of the engagement clutch is controlled to rise, and the engagement clutch is locked when the engagement clutch is engaged.
In the locking stage, the oil pressure of the combined clutch B needs to be controlled to rise rapidly to meet the requirement of the mixed first gear, at the moment, the combined clutch is combined, the clutch B needs to be locked to complete gear shifting, and the mode switching process from the mixed second gear mode to the mixed first gear mode is completed. 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 this embodiment, when it is determined that the vehicle needs to be downshifted from the second hybrid gear without power to the first hybrid gear, the engine, the generator, the disconnect clutch, and the engage clutch are controlled according to the following stages, including: in the oil pressure control stage, the oil pressure of a separating clutch and the oil pressure of a combining clutch are controlled until a first preset condition is met, so that the speed regulation stage is started; 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 a second preset condition is 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 motor and the two clutches are cooperatively controlled, the mode switching process of the vehicle to the hybrid one-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 good driving performance is ensured 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 coordinated control is performed on the torque of the engine, the rotation speed of the generator, and the oil pressure of the separating clutch and the engaging clutch until a second preset condition is met, and the method specifically includes the following steps:
s21: in the first speed regulation stage, the torque of the engine and the oil pressure of the combined clutch are kept unchanged, the oil pressure of the separated clutch is controlled to be reduced to a preset value, and the rotating speed of the generator is controlled in a closed loop mode, so that the rotating speed of the input shaft meets the requirement of mixed rotation for one gear.
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 regulating stage, the torque of the engine and the oil pressure of the combined clutch B are kept unchanged, and the separated clutch C is controlled 1 The oil pressure is slowly reduced to a preset value (the preset value is 0), the rotating speed of the generator is controlled in a closed loop mode, and the generator is realizedThe rotating speed of the input shaft is reduced from the rotating speed of the second mixed gear to the rotating speed of the first mixed gear so as to meet the requirement of the first mixed gear.
The engine torque is unchanged due to the unpowered gear shifting, and the electromechanical coupling system is sensitive to the change of the torque when the unpowered gear shifting is carried out, so that the change of the oil pressure needs to be reduced as much as possible, the oil pressure of the clutch B is not involved in speed regulation and is kept stable and the best, and the vehicle bump caused by the overlarge torque change can be effectively reduced.
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 the actual rotating speed and the target rotating speed of the generator, so that the rotating speed of an input shaft of the generator is reduced to the rotating speed of the first mixed gear. The target rotating speed is a pre-calibrated rotating speed of the generator which meets the requirement of the first mixed gear.
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 entered 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 a second 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 a preset value, determining that a second 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 regulating stage, the torque of the engine and the oil pressure of the combined clutch are kept unchanged, the oil pressure of the separated clutch is controlled to be reduced to a preset value, the rotating speed of the generator is subjected to closed-loop control, so that the rotating speed of the input shaft of the generator meets the requirement of mixing the first gear, whether the rotating speed of the generator is a preset rotating speed is determined, if the rotating speed of the generator is the preset rotating speed, the second speed regulating stage is entered, the rotating speed of the generator is finely adjusted in the second speed regulating stage until a second preset condition is met, the speed regulating stage is subdivided into the first speed regulating stage and the second speed regulating stage, the coordinated control on the torque of the engine, the rotating speed of the generator, the oil pressures of the separated clutch and the combined clutch is determined until the specific process of the second preset condition is met, and the engine and the combined clutch do not participate in the regulation in the first speed regulating stage, the torque change of the engine and the influence of the oil pressure change of the clutch on the torque of the generator are reduced, and the accuracy of regulation and control is guaranteed.
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 second preset condition is met includes the following steps:
s231: in the second speed regulation stage, the oil pressure of the separating clutch is kept unchanged, the oil pressure of the combining clutch is controlled to rise, and the closed-loop control of the rotating speed of the generator is continued.
In the second speed regulation phase, it is necessary to keep the clutch C disengaged 1 The oil pressure of the clutch B 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 a target rotational speed of the generator and a rotational speed of the input shaft is continuously less than a preset difference.
When the closed-loop control is performed on the rotating speed of the generator, 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, namely whether the rotating speed error between the target rotating speed of the generator and the rotating speed of the input shaft is formed into a stable deviation or not needs to be determined in real time so as to judge whether the speed regulation is finished or not.
S233: 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 a second 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 a second 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 second preset condition, the specific process of finely adjusting the rotating speed of the generator in the second speed regulation stage is refined until the second 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 is to control the oil pressures of the separating clutch and the combining clutch until a first preset condition is met, and specifically includes the following steps:
s11: and in the oil charging stage, the oil pressure of the separating clutch is controlled to be reduced, and the combining clutch is controlled to charge oil, so that the oil pressures of the separating clutch and the combining clutch meet a third preset condition, and the torque exchange stage is started.
In the filling phase, the separating clutch C is controlled 1 The oil pressure of the clutch C is reduced, and the clutch B is controlled to be combined for oil charging, so that the clutch C is separated 1 And combiningThe oil pressure of clutch B is stabilized to satisfy the third preset condition, thereby triggering the condition for entering the torque exchange phase. Wherein, in the filling phase, the separating clutch C needs to be controlled 1 The oil pressure of the engine falls below a half-joint (KP) Point and waits for jumping to the next stage, i.e. waiting for jumping to a torque exchange stage; the engagement clutch B is controlled to charge oil so that the oil pressure of the engagement clutch B is raised to a point below KP, and after the oil pressure of the engagement clutch B is stabilized, the torque exchange stage is started.
S12: in the torque exchange phase, the oil pressure of the engaged clutch is kept constant, and the oil pressure of the disengaged clutch is controlled to be reduced to determine whether the oil pressure of the disengaged clutch is a preset oil pressure.
Due to the separation of the clutch C 1 Is in a decreasing state, so the preset oil pressure is less than the KP point.
S13: and if the oil pressure of the clutch is a preset oil pressure, determining that a first preset condition is met.
In the torque exchange phase, the oil pressure of the engaged clutch B is kept constant, and the disengaged clutch C is controlled 1 The oil pressure is slowly reduced from the end point of the oil charging stage to reduce the fluctuation of the oil pressure, thereby ensuring the smoothness of gear shifting. In controlling the separating clutch C 1 In the process of the slow drop of the oil pressure, the release clutch C needs to be determined in real time 1 Whether the oil pressure is a predetermined oil pressure, if the clutch C is disengaged 1 If the oil pressure is the preset oil pressure, the first preset condition is determined to be met, and the condition for entering the speed regulation stage is triggered.
Wherein, the oil pressure that keeps combining clutch B is unchangeable, can prevent that the vehicle from shifting the in-process and having the power demand, carries out the switching of other fender position.
In the embodiment, in the oil charging stage, the oil pressure of the separation clutch is controlled to be reduced, and the combination clutch is controlled to charge oil, so that the oil pressures of the separation clutch and the combination clutch meet a third preset condition, and the torque exchange stage is started; in the torque exchange stage, the oil pressure of the combined clutch is kept unchanged, the oil pressure of the separating clutch is controlled to be reduced, whether the oil pressure of the separating clutch is the preset oil pressure or not is determined, if the oil pressure of the separating clutch is the preset oil pressure, it is determined that the first preset condition is met, the oil pressure control stage is refined into an oil filling stage and a torque exchange stage, the specific process of controlling the oil pressures of the separating clutch and the combined clutch until the first preset condition is met is determined, the oil pressure change of the combined clutch is subdivided into the oil filling stage and the torque exchange stage, the regulation and control accuracy is guaranteed, and therefore the gear shifting smoothness of a vehicle is guaranteed.
In an embodiment, after step S12, namely after determining whether the oil pressure of the disconnect clutch is the preset oil pressure, the method further includes the following steps:
s14: and if the oil pressure of the separating clutch is not the preset oil pressure, determining whether the time length of entering the torque exchange stage is greater than the preset time length.
S15: and if the duration of entering the torque exchange stage is greater than or equal to the preset duration, determining that a first preset condition is met.
In controlling the separating clutch C 1 In the process of the slow drop of the oil pressure, the release clutch C needs to be determined in real time 1 Whether the oil pressure is a predetermined oil pressure or not, and if the clutch C is disengaged 1 If the oil pressure of the engine is not the preset oil pressure, determining whether the duration of entering the torque exchange stage is greater than the preset duration, if the duration of entering the torque exchange stage is greater than or equal to the preset duration, determining that a first preset condition is met, determining that the first preset condition is met, and triggering a condition of entering the speed regulation stage; if the duration of entering the torque exchange stage is less than the preset duration, the duration of entering the torque exchange stage is equal to the preset duration, or the clutch C is disengaged 1 When the oil pressure is the preset oil pressure, the first preset condition is determined to be met.
In the present embodiment, the clutch C is determined to be disengaged 1 If the oil pressure of the release clutch is not the preset oil pressure, determining whether the duration of entering the torque exchange stage is longer than the preset duration, and if the duration of entering the torque exchange stage is longer than or equal to the preset duration, determining that the first preset condition is met, so that the release clutch C is prevented 1 The oil pressure is too slow to be reduced to the preset oil pressure for a long timeThe situation is reduced, the possibility of power interruption caused by long-time vehicle in a torque exchange phase is reduced, and the stability of the gear shifting process is further ensured.
In one embodiment, in step S11, the method includes the following steps:
s111: and controlling the oil pressure of the separating clutch to be reduced according to a first preset curve until the oil pressure of the separating clutch is smaller than a half-combination point.
S112: and controlling the combined clutch to charge oil according to a second preset curve until the oil pressure of the combined clutch is less than a half-combination point.
S113: it is determined whether the oil pressures of the separating clutch and the engaging clutch are stable.
S114: and if the oil pressures of the separating clutch and the combining clutch are stable, determining that the oil pressures of the separating clutch and the combining clutch meet a third preset condition.
In the oil filling stage, the separating clutch C is controlled according to a first preset curve 1 The oil pressure drop, which is an unpowered downshift, of the generator is small in the input shaft torque, even the input shaft can be considered to have no torque, and therefore the oil pressure needs to be dropped to the separation clutch C 1 Is less than half the engagement point to disable torque exchange, i.e. to disengage clutch C 1 The oil pressure of (d) is below KP; controlling the combination clutch B to charge oil according to a second preset curve until the oil pressure of the combination clutch B is less than a half combination point, namely the oil pressure of the combination clutch B is below a KP point, so that torque transmission between the clutches cannot be carried out; meanwhile, whether the oil pressures of the separating clutch and the combining clutch are stable or not needs to be determined in real time, and if the oil pressures of the separating clutch and the combining clutch are stable, the oil pressures of the separating clutch and the combining clutch are determined to meet a third preset condition. The first preset curve and the second preset curve are pre-calibrated curves.
In the embodiment, the oil pressure of the separating clutch is controlled to drop according to the first preset curve until the oil pressure of the separating clutch is smaller than a half-combination point, the combining clutch is controlled to charge oil according to the second preset curve until the oil pressure of the combining clutch is smaller than the half-combination point, whether the oil pressures of the separating clutch and the combining clutch are stable is determined, if the oil pressures of the separating clutch and the combining clutch are stable, the oil pressures of the separating clutch and the combining clutch are determined to meet a third preset condition, the oil pressure drop of the separating clutch is definitely controlled, and the combining clutch is controlled to charge oil, so that the oil pressures of the separating clutch and the combining clutch meet the third preset condition, and a foundation is provided for controlling the oil pressure of the clutch in an oil charging stage.
In one embodiment, in step S12, namely, in the torque exchange phase, the oil pressure of the engaged clutch is kept unchanged, and the oil pressure of the disengaged clutch is controlled to decrease, which includes the following steps:
s121: determining a preset descending slope of the separating clutch in the torque exchange stage;
s122: in the torque exchange stage, the hydraulic pressure of the separating clutch is controlled to be reduced according to a preset reduction slope, and the hydraulic pressure of the combining clutch is kept unchanged.
Determining the separating clutch C in the torque exchange phase 1 The preset descending slope is a preset calibrated slope, and in the torque exchange stage, the oil pressure of the separating clutch is controlled to descend according to the preset descending slope, and the oil pressure of the combining clutch B is kept unchanged.
In the embodiment, the preset descending slope of the separating clutch in the torque exchange stage is determined, the oil pressure of the separating clutch is controlled to descend according to the preset descending slope in the torque exchange stage, and the oil pressure of the combining clutch is kept unchanged, so that the specific process that the oil pressure of the combining clutch is kept unchanged and the oil pressure of the separating clutch is controlled to descend in the torque exchange stage is clarified, and a basis is provided for the oil pressure control of the clutch in the torque exchange stage.
According to the steps in the above embodiment, the engine, the generator and the two clutches (the separating clutch C) are controlled during the gear shifting process of the vehicle from the second hybrid gear to the first hybrid gear 1 And the engagement of clutch B),the operation control is carried out according to five stages of an oil filling stage (Fill), a Torque Phase, a first Speed regulating stage (Speed Phase), a second Speed regulating stage (namely a fine adjustment stage, Lockup1) and Lockup2, and the specific control method in each stage is different, and comprises the following steps:
1) fill: will release the clutch C 1 The oil pressure section of (a) falls below the KP point and falls according to a first preset curve (e.g., the C1 oil pressure curve in fig. 5); the clutch B is combined to fill oil according to a second preset curve (such as a C1 oil pressure curve in figure 5), and the next stage is started after the oil pressure is stabilized;
2) torque Phase: the oil pressure of the combined clutch B is kept unchanged, and the separated clutch C is controlled according to a preset descending slope 1 Until the clutch C is disengaged, from the end of the previous stage 1 Triggering a preset oil pressure by the oil pressure, and jumping to the next stage;
3) speed Phase: controlling the separating clutch C 1 Is controlled to be kept at the oil pressure of 0, the combination clutch B is controlled to be kept at the oil pressure, the engine torque is kept unchanged, and the rotating speed n of the generator EM1 is controlled EM1 Performing closed-loop control to realize that the rotating speed of the input shaft of the generator is reduced from the mixed-action second-gear speed ratio rotating speed to the mixed-action first-gear speed ratio rotating speed, and entering the next stage when a threshold value is triggered in the gear shifting process;
4) lockup 1: controlling the separating clutch C 1 The oil pressure of the engagement clutch B is controlled to slightly rise while maintaining 0, and the rotation speed n of the generator EM1 is controlled 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: and the oil pressure of the combined clutch B is quickly increased and locked, so that gear shifting is completed.
For example, in a shifting process (in%) for shifting an electromechanical coupling system of a vehicle from a second mixed gear (current gear) into a first 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 Generator torque T EM1 Transmission input torque (excluding drive motor)EM2), disconnect clutch C 1 And the change in the oil pressure of the engaged clutch B, the clutch states (including the disengaged clutch state off-going clutch state and the engaged clutch state on-going clutch state), and the like, the change curves in the above 5 stages are shown in fig. 5. 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 mixed first gear from the mixed second gear is realized, the smoothness of the output torque of the electromechanical coupling system is ensured to the maximum extent through the oil pressure control of the main clutch, and the good driving performance during the mode switching of the vehicle is ensured.
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 its function and inherent logic, and should not constitute any limitation to the implementation process of the embodiments of the present invention.
In one embodiment, a vehicle downshift control apparatus is provided, which corresponds one-to-one to the vehicle downshift control method in the above-described embodiment. As shown in fig. 6, the vehicle downshift control apparatus includes a first control module 601, a second control module 602, and a third control module 603. The functional modules are explained 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 when the situation that the vehicle needs to be subjected to unpowered downshift from a hybrid first gear to the hybrid first gear is determined until a first preset condition is met so as to enter a speed regulation stage;
the second control module 602 is configured to perform coordinated control on the engine, the generator, the separation clutch and the combination clutch in the speed regulation stage until a second preset condition is met, so as to enter a locking stage;
a third control module 603 configured to control an oil pressure of the engaged clutch to increase in the lock-up phase and lock up 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 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, and the rotating speed of the generator is controlled in a closed loop mode, so that the rotating speed of an input shaft of the generator meets the requirement of the first mixed-rotation gear;
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 second preset condition is met.
Further, the second control module 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 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 second 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, and the combination clutch is controlled to charge oil, so that the oil pressures of the separation clutch and the combination clutch meet a third preset condition, and the torque exchange stage is started;
in the torque exchange stage, keeping the oil pressure of the combined clutch unchanged, and controlling the oil pressure of the separated clutch to be reduced so as to determine whether the oil pressure of the separated clutch is a preset oil pressure;
and if the oil pressure of the separation clutch is the preset oil pressure, determining that the first preset condition is met.
Further, after determining whether the oil pressure of the separating clutch is a preset oil pressure, the first control module 601 is specifically further configured to:
if the oil pressure of the separation clutch is not the preset oil pressure, determining whether the duration of entering the torque exchange stage is longer than a preset duration;
and if the duration of entering the torque exchange stage is greater than or equal to the preset duration, determining that the first preset condition is met.
Further, the first control module 601 is specifically further configured to:
controlling the oil pressure of the separation clutch to drop according to a first preset curve until the oil pressure of the separation clutch is smaller than a half-combination point;
controlling the combined clutch to charge oil according to a second preset curve until the oil pressure of the combined clutch is smaller than the half-combination point;
determining whether oil pressures of the separating clutch and the combining clutch are stable;
and if the oil pressures of the separating clutch and the combining clutch are stable, determining that the oil pressures of the separating clutch and the combining clutch meet the third preset condition.
Further, the first control module 601 is specifically further configured to:
determining a preset descent slope of the disconnect clutch in the torque exchange phase;
and in the torque exchange stage, controlling the oil pressure of the separating clutch to be reduced according to the preset reduction slope, and keeping the oil pressure of the combining clutch unchanged.
For specific limitations of the vehicle downshift control device, reference may be made to the above limitations of the vehicle downshift control method, which are not described in detail herein. The various modules in the vehicle downshift control device described above may be implemented in whole or in part by software, hardware, and combinations thereof. The modules can be embedded in a hardware form or independent from 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 downshift control apparatus is provided that includes a processor, a memory connected by a system bus. Wherein the processor of the vehicle downshift control device is adapted to provide calculation and control capability. 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 operating system and the computer program to run on the non-volatile storage medium. The computer program is executed by a processor to implement a vehicle downshift control method.
In one embodiment, a vehicle downshift control apparatus is provided, including 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 downshift 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 downshift 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 may include non-volatile and/or volatile memory, among others. 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 to illustrate the technical solution of the present invention, and not to limit the same; although the present invention has been described in detail with reference to the foregoing embodiments, it should 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 depart from the spirit and scope of the embodiments of the present invention, and they should be construed as being included therein.

Claims (10)

1. A vehicle downshift control method characterized by, when it is determined that a vehicle requires an unpowered downshift from a second hybrid gear to a first hybrid gear, comprising:
in the oil pressure control stage, the oil pressure of a separating clutch and the oil pressure of a combining clutch are controlled until a first preset condition is met, so that 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 a second preset condition is 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 downshift control method according to claim 1, wherein the speed governing phase includes a first speed governing phase and a second speed governing phase, and the coordinated control of the torque of the engine, the rotational speed of the generator, the oil pressures of the disconnect clutch and the engage clutch until a second preset condition is satisfied includes:
in the first speed regulation stage, the torque of the engine and the oil pressure of the combined clutch are kept unchanged, the oil pressure of the separated clutch is controlled to be reduced to a preset value, and the rotating speed of the generator is controlled in a closed loop mode, so that the rotating speed of an input shaft of the generator meets the requirement of the first mixed-rotation gear;
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 second preset condition is met.
3. The vehicle downshift control method according to claim 2, wherein the fine-tuning the rotation speed of the generator in the second throttle phase until the second preset condition is satisfied 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 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 second preset condition.
4. A vehicle downshift control method according to any one of claims 1 to 3, wherein the oil pressure control stage includes an oil charge stage and a torque interchange stage, and the controlling the oil pressures of the disconnect clutch and the engage clutch until a first preset condition is satisfied includes:
in the oil charging stage, the oil pressure of the separation clutch is controlled to be reduced, and the combination clutch is controlled to charge oil, so that the oil pressures of the separation clutch and the combination clutch meet a third preset condition, and the torque exchange stage is started;
in the torque exchange stage, keeping the oil pressure of the combined clutch unchanged, and controlling the oil pressure of the separated clutch to be reduced so as to determine whether the oil pressure of the separated clutch is a preset oil pressure;
and if the oil pressure of the separation clutch is the preset oil pressure, determining that the first preset condition is met.
5. The vehicle downshift control method according to claim 4, wherein after determining whether the oil pressure of the disconnect clutch is a preset oil pressure, the method further includes:
if the oil pressure of the separation clutch is not the preset oil pressure, determining whether the duration of entering the torque exchange stage is longer than a preset duration;
and if the duration of entering the torque exchange stage is greater than or equal to the preset duration, determining that the first preset condition is met.
6. The vehicle downshift control method according to claim 4, wherein the controlling of the oil pressure of the off-going clutch to decrease and the controlling of the on-coming clutch to fill the oil so that the oil pressures of the off-going clutch and the on-coming clutch satisfy a third preset condition includes:
controlling the oil pressure of the separation clutch to drop according to a first preset curve until the oil pressure of the separation clutch is smaller than a half-combination point;
controlling the combined clutch to charge oil according to a second preset curve until the oil pressure of the combined clutch is smaller than the half-combination point;
determining whether oil pressures of the separating clutch and the combining clutch are stable;
and if the oil pressures of the separating clutch and the combining clutch are stable, determining that the oil pressures of the separating clutch and the combining clutch meet the third preset condition.
7. The vehicle downshift control method according to claim 4, wherein said maintaining the oil pressure of the engaged clutch constant and controlling the oil pressure of the disengaged clutch to decrease in the torque interchange phase includes:
determining a preset descent slope of the disconnect clutch in the torque exchange phase;
and in the torque exchange stage, controlling the oil pressure of the separating clutch to be reduced according to the preset reduction slope, and keeping the oil pressure of the combining clutch unchanged.
8. A vehicle downshift 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 determining that the vehicle needs to be subjected to unpowered downshifting from a second hybrid gear to a first hybrid gear until a first preset condition is met so as to enter a speed regulation stage;
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 a second preset condition is met so as to enter a locking stage;
and a third control module configured to control an oil pressure of the engaged clutch to increase in the lock-up phase and lock up the engaged clutch when the engaged clutch is engaged.
9. A vehicle downshift control apparatus comprising a memory, a processor and a computer program stored in the memory and executable on the processor, characterized in that the processor implements the steps of the vehicle downshift control method according to any one of claims 1 to 7 when executing the computer program.
10. A readable storage medium, storing a computer program, wherein the computer program, when executed by a processor, performs the steps of a vehicle downshift control method according to any one of claims 1 to 7.
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