CN115771501A - Mode switching method and vehicle - Google Patents
Mode switching method and vehicle Download PDFInfo
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- CN115771501A CN115771501A CN202211666242.5A CN202211666242A CN115771501A CN 115771501 A CN115771501 A CN 115771501A CN 202211666242 A CN202211666242 A CN 202211666242A CN 115771501 A CN115771501 A CN 115771501A
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Abstract
The application discloses a mode switching method and a vehicle. The method can be applied to a gearbox controller, and particularly comprises the following steps: responding to a switching request sent by a vehicle controller for switching from a series mode to a direct-drive mode, controlling a clutch to be opened according to the torque unloading conditions at two ends of the clutch, and controlling a gearbox to be switched from a neutral position to a target gear corresponding to the direct-drive mode; controlling the clutch to be closed according to the rotating speed difference condition of the two ends of the clutch; and sending a torque recovery request to the vehicle control unit so that the vehicle control unit responds to the torque recovery request to control the torque recovery of the two ends of the clutch and complete the switching of the direct drive mode. Therefore, through interaction between the gearbox controller and the vehicle control unit, the hybrid power system can be stably and smoothly switched from the series mode to the direct drive mode, and therefore the performance of the hybrid power vehicle is improved.
Description
Technical Field
The application relates to the technical field of vehicle control, in particular to a mode switching method and a vehicle.
Background
With the rapid development of the automobile industry, the traditional fuel vehicle is gradually advancing to the hybrid vehicle in response to the national policies of energy conservation, emission reduction and carbon balance. A hybrid vehicle refers to a vehicle in which the vehicle drive system is composed of a combination of two or more drive systems that are capable of operating simultaneously. Generally, a hybrid electric vehicle can adopt an engine and a motor as power sources, a vehicle driving system can be flexibly regulated and controlled according to the actual operation condition of the whole vehicle through the motor, and the engine can work in an area with the best comprehensive performance, so that the oil consumption and the emission are reduced.
Specifically, in a hybrid electric vehicle, a hybrid system mainly has two working modes of series connection and direct drive. In the series mode, the engine can drive the motor to generate electricity, and the vehicle is driven by electric energy; in the direct drive mode, the engine can drive the vehicle directly through the transmission. Therefore, the switching process from the series mode to the direct drive mode is particularly important throughout the entire driving process, which affects the performance of the hybrid vehicle.
Disclosure of Invention
The embodiment of the application provides a mode switching method and a vehicle, and aims to design a switching process of a hybrid power system from a series mode to a direct-drive mode, so that the performance of the hybrid power vehicle is improved.
In a first aspect, an embodiment of the present application provides a mode switching method, which is applied to a transmission controller; the method comprises the following steps:
responding to a switching request sent by a vehicle controller for switching from a series mode to a direct-drive mode, controlling a clutch to be opened according to torque unloading conditions at two ends of the clutch, and controlling a gearbox to be switched from a neutral position to a target gear corresponding to the direct-drive mode;
controlling the clutch to be closed according to the condition of the difference of the rotating speeds at the two ends of the clutch;
and sending a torque recovery request to the vehicle control unit so that the vehicle control unit responds to the torque recovery request, controls the torque recovery of the two ends of the clutch and completes the switching of the direct drive mode.
Optionally, the two ends of the clutch comprise a P2 motor and an engine which are connected through the clutch; the controlling the clutch to open according to the torque unloading condition at the two ends of the clutch comprises the following steps:
sending a crankshaft end torque reduction request to the vehicle control unit, so that the vehicle control unit respectively sends torque reduction requests to a P2 motor controller and an engine controller in response to the crankshaft end torque reduction request, the P2 motor controller unloads the torque of the P2 motor, and the engine controller unloads the torque of the engine;
and when the torque of the engine is smaller than or equal to a first preset torque and the torque of the P2 motor is smaller than or equal to a second preset torque, controlling the clutch to be opened.
Optionally, the sending a torque recovery request to the vehicle controller includes:
and increasing the torque reduction request of the crankshaft end to obtain the torque recovery request, and sending the torque recovery request to the whole vehicle controller.
Optionally, before the controlling the clutch to close according to the condition of the difference in the rotation speeds of the two ends of the clutch, the method further comprises:
pre-charging the clutch, sending a clutch sliding state signal to the vehicle control unit so that the vehicle control unit can increase a crankshaft end torque request, and sending the increased crankshaft end torque request to the transmission controller;
the increasing the crankshaft end torque reduction request includes:
increasing the crankshaft end torque reduction request based on the increased crankshaft end torque request.
Optionally, before the control gearbox is switched from the neutral gear to the target gear corresponding to the direct-drive mode, the method further comprises:
and sending a speed control activation request comprising a target rotating speed to the vehicle controller so that the vehicle controller activates a proportional-integral speed loop torque request, and sending the speed control activation request to an engine controller, so that the engine controller adjusts the rotating speed of the engine to the target rotating speed according to the proportional-integral speed loop torque request, and the rotating speed difference between two ends of the clutch is controlled to be smaller than or equal to a preset rotating speed difference.
Optionally, controlling the clutch to close according to a condition of a difference in rotational speed across the clutch comprises:
and when the rotation speed difference between the two ends of the clutch is smaller than or equal to the preset rotation speed difference, controlling the clutch to be closed.
Optionally, the target gear is determined by:
when the current vehicle speed is less than or equal to a preset vehicle speed and/or the current accelerator state is an accelerator descending state, determining that the target gear is a first gear; the throttle lowering state represents an increase in the degree to which the throttle is depressed;
when the current speed is greater than the preset speed and/or the current accelerator state is an accelerator-up state, determining that the target gear is a second gear; the accelerator-up state indicates that the degree of the accelerator being depressed is reduced; the vehicle speed corresponding to the second gear is larger than the vehicle speed corresponding to the first gear.
In a second aspect, an embodiment of the present application provides a mode switching method, which is applied to a vehicle control unit; the method comprises the following steps:
sending a switching request for switching from a series mode to a direct-drive mode to a gearbox controller, so that the gearbox controller controls the clutch to be opened according to the torque unloading conditions at two ends of the clutch, controls the gearbox to be switched from a neutral position to a target gear corresponding to the direct-drive mode, and controls the clutch to be closed according to the rotating speed difference condition at two ends of the clutch;
and responding to a torque recovery request sent by the gearbox controller, and controlling the torque recovery of the two ends of the clutch so as to complete the switching of the direct-drive mode.
Optionally, the two ends of the clutch comprise a P2 motor and an engine which are connected through the clutch; said controlling torque recovery across said clutch in response to a torque recovery request sent by said transmission controller, comprising:
in response to the torque restoration request, increasing torque of the P2 motor according to a front axle torque distribution strategy, and increasing torque of the engine according to the front axle torque distribution strategy and the torque restoration request.
In a third aspect, an embodiment of the present application provides a mode switching system, including: a gearbox controller and a vehicle control unit; the gearbox controller is in communication connection with the vehicle control unit;
the transmission controller is used for responding to a switching request for switching from a series mode to a direct-drive mode, controlling the clutch to be opened according to the torque unloading conditions at two ends of the clutch, and controlling the transmission to be switched from a neutral position to a target gear corresponding to the direct-drive mode; controlling the clutch to be closed according to the condition of the rotation speed difference between the two ends of the clutch; sending a torque recovery request to the vehicle control unit;
the vehicle control unit is used for sending the switching request to the gearbox controller; and controlling the torque recovery of the two ends of the clutch in response to the torque recovery request so as to complete the switching of the direct drive mode.
In a fourth aspect, an embodiment of the present application provides a mode switching device, including: a processor, a memory, a system bus;
the processor and the memory are connected through the system bus;
the memory is configured to store one or more programs, the one or more programs including instructions, which when executed by the processor, cause the processor to perform any of the above-described mode switching methods.
In a fifth aspect, an embodiment of the present application provides a vehicle, including: a mode switching system and a hybrid system;
the mode switching system comprises a gearbox controller and a vehicle control unit; the transmission controller executing any of the above-described mode switching methods; the vehicle control unit executes any mode switching method;
the hybrid powertrain system includes a front axle portion and a rear axle portion; the front axle part comprises a gearbox, a P2 motor and an engine which are connected through a clutch; the P2 motor is also connected with an input shaft of the gearbox; the rear axle portion includes a P4 motor.
According to the technical scheme, the embodiment of the application has the following advantages:
in the embodiment of the application, in response to a switching request sent by the vehicle control unit to switch from the series mode to the direct drive mode, the transmission controller can control the clutch to be opened according to the torque unloading condition at two ends of the clutch, and control the transmission to switch to the target gear corresponding to the direct drive mode. And then, according to the condition of the rotating speed difference between the two ends of the clutch, the gearbox controller can further control the clutch to be closed and send a torque recovery request to the vehicle control unit, so that the vehicle control unit responds to the torque recovery request and controls the torque recovery of the two ends of the clutch, and therefore the direct-drive mode switching process is completed. It can be seen that after the torque at both ends of the clutch is unloaded, the engine can be made to drive the vehicle subsequently directly through the gearbox by opening the clutch and putting the gearbox in the target gear. And then, the clutch is controlled to be closed by combining the rotating speed difference conditions at the two ends of the clutch, so that the clutch can be tightly combined, at the moment, the torque recovery at the two ends of the clutch is controlled, the hybrid power system can complete the switching process of the direct-drive mode, and the hybrid power system can efficiently run in the direct-drive mode. Therefore, through interaction between the gearbox controller and the vehicle control unit, the hybrid power system can be stably and smoothly switched from a series mode to a direct-drive mode, and performance of the hybrid power vehicle is improved.
Drawings
FIG. 1 is a schematic structural diagram of a vehicle according to an embodiment of the present disclosure;
FIG. 2 is a schematic structural diagram of a hybrid power system according to an embodiment of the present disclosure;
fig. 3 is a schematic diagram of a mode switching system according to an embodiment of the present application;
fig. 4 is a flowchart of a mode switching method according to an embodiment of the present disclosure;
fig. 5 is a flowchart of another mode switching method according to an embodiment of the present application.
Detailed Description
As mentioned above, in the hybrid vehicle, the hybrid system mainly has two modes of series and direct drive operation. In the series mode, the engine can drive the motor to generate electricity, and the vehicle is driven by electric energy; in the direct drive mode, the engine may drive the vehicle directly through the transmission. Therefore, the switching process from the series mode to the direct drive mode is particularly important throughout the entire driving process, which affects the performance of the hybrid vehicle.
In view of the above situation, an embodiment of the present application provides a mode switching method, which may include: in response to a switching request sent by the vehicle control unit for switching from the series mode to the direct-drive mode, the transmission controller can control the clutch to be opened according to the torque unloading conditions at two ends of the clutch and control the transmission to be switched to a target gear corresponding to the direct-drive mode. And then, according to the condition of the rotating speed difference between the two ends of the clutch, the gearbox controller can further control the clutch to be closed and send a torque recovery request to the vehicle control unit, so that the vehicle control unit responds to the torque recovery request and controls the torque recovery of the two ends of the clutch, and therefore the direct-drive mode switching process is completed.
It can be seen that after the torque at both ends of the clutch is unloaded, the engine can be made to drive the vehicle subsequently directly through the gearbox by opening the clutch and putting the gearbox in the target gear. And then, the clutch is controlled to be closed by combining the rotating speed difference conditions at the two ends of the clutch, so that the clutch can be tightly combined, at the moment, the torque recovery at the two ends of the clutch is controlled, the hybrid power system can complete the switching process of the direct-drive mode, and the hybrid power system can efficiently run in the direct-drive mode. Therefore, through interaction between the gearbox controller and the vehicle control unit, the hybrid power system can be stably and smoothly switched from the series mode to the direct drive mode, and therefore the performance of the hybrid power vehicle is improved.
In order to make those skilled in the art better understand the technical solutions of the present invention, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are only a part of the embodiments of the present application, and not all the embodiments. All other embodiments obtained by a person of ordinary skill in the art based on the embodiments in the present application without making any creative effort belong to the protection scope of the present application.
FIG. 1 is a schematic structural diagram of a vehicle according to an embodiment of the present disclosure; fig. 2 is a schematic structural diagram of a hybrid power system according to an embodiment of the present application. As shown in fig. 1 and fig. 2, a vehicle 10 provided in the embodiment of the present application may specifically include a mode switching system 11 and a hybrid system 12.
The mode switching system specifically comprises a gearbox controller and a vehicle control unit;
Further, the Transmission 211 may be an AMT (Automated Mechanical Transmission) Transmission. Also, a synchronizer S may be provided in the transmission 211. The shifting synchronization of the transmission 211 is achieved by the synchronizer S.
As such, in the embodiment of the present application, the hybrid system is embodied as a power configuration of the engine 214, the P2 motor 213, the P4 motor 221, and the transmission 211. This particular power configuration, in turn, dictates that hybrid system 214 can operate primarily in both series mode and direct drive mode. Specifically, in the series mode, the operating states of the respective devices are: the engine 214 is operated, the P2 motor 213 generates power, and the clutch 212 is closed; the gearbox 211, i.e. the synchronizer S, is in neutral and the P4 motor 221 is driven. In this way, the engine 214 can drive the P2 motor 213 to generate power, and the generated power can be provided to the P4 motor 221, so that the vehicle 10 can be driven by the P4 motor 221. In the direct drive mode, the working states of the devices are respectively as follows: the engine 214 is operated, the P2 motor 213 drives or generates electricity, and the clutch 212 is closed; the transmission 211, i.e. the synchronizer S, is engaged in the target gear corresponding to the direct drive mode, and the P4 motor 221 is driven. In this manner, the engine 214 may directly drive the vehicle 10 through the transmission 211.
For the above special power configuration, the embodiment of the present application may provide a mode switching system, which implements switching from the series mode to the direct drive mode through a specific control logic of the controller. The mode switching system is described below with reference to the embodiments and the drawings, respectively.
Fig. 3 is a schematic diagram of a mode switching system according to an embodiment of the present application. Referring to fig. 3, the mode switching system 11 provided in the embodiment of the present application may specifically include a transmission controller 111 and a vehicle control unit 112. As an example, the mode switching system may be implemented in hardware, such as a processor; the transmission controller 111 and the vehicle controller 112 may be integrated into the mode switching system, and the two are connected in communication by wire and/or wireless. As another example, the mode switching system may also be implemented in the form of a communication network; the transmission controller 111 and the vehicle control unit 112 may be communicatively connected in a wired and/or wireless manner, and a mode switching system is constructed by interaction of the transmission controller and the vehicle control unit to realize switching of the direct drive mode. The wireless communication mode can include at least one of Wi-Fi connection, bluetooth connection and Zigbee connection.
Specifically, in the present embodiment, the hybrid controller 112 may send a shift request to the transmission controller 111 to shift from the series mode to the direct drive mode. Correspondingly, after receiving the switching request, the transmission controller 111 may open the clutch according to the torque unloading condition at the two ends of the clutch, and control the transmission to switch from the neutral position to the target gear corresponding to the direct drive mode. The transmission controller 111 may then further close the clutch based on the difference in rotational speed across the clutch. In this way, after the transmission controller 111 sends a torque restoration request to the vehicle control unit 112, the vehicle control unit 112 may restore the torque across the clutch, thereby completing the direct drive mode shift. Therefore, through the interaction of the vehicle control unit 112 and the transmission controller 111, the hybrid power system can be stably and smoothly switched from the series mode to the direct drive mode, and the performance of the hybrid power vehicle is improved. For the implementation of the specific control logic, reference may be made to the description below.
Fig. 4 is a flowchart of a mode switching method according to an embodiment of the present disclosure. Referring to fig. 4, the mode switching method provided in the embodiment of the present application is implemented by using interaction between a transmission controller and a vehicle control unit as steps for implementing the main description scheme. Specifically, the mode switching method may include:
s401: the vehicle control unit sends a switching request for switching from the series mode to the direct drive mode to the transmission controller.
The vehicle control unit sends a switching request to the gearbox controller, which is intended to request the gearbox controller to control the gear of the gearbox, so that the engine can directly drive the vehicle through the gearbox, i.e. operate in a direct drive mode. The switching request may carry a signal for indicating that the current mode is the series mode, a signal for indicating that the target mode is the direct drive mode, and a signal for indicating a target gear corresponding to the direct drive mode.
S402: and the transmission controller responds to the switching request, controls the clutch to be opened according to the torque unloading conditions at the two ends of the clutch, and controls the transmission to be switched from the neutral position to a target gear corresponding to the direct-drive mode.
As mentioned earlier, the front axle part of the hybrid system comprises a gearbox, as well as a P2 motor and an engine connected by a clutch. That is, the two ends of the clutch include the P2 motor and the engine which are connected through the clutch. Accordingly, the embodiment of the present application may not be particularly limited to the implementation process of the transmission controller controlling the clutch to be opened, that is, S402. For ease of understanding, the following may be described in detail in connection with one possible embodiment, which may specifically include step 4021-step 4022:
step 4021: and the transmission controller sends a crankshaft end torque reduction request to the whole vehicle controller.
The transmission controller sends a crankshaft end torque reduction request to the vehicle control unit, and aims to request the vehicle control unit to control torque unloading at two ends of the clutch, so that the transmission controller can conveniently open the clutch, and accordingly direct-drive mode switching of the engine is achieved gradually in the follow-up process.
Step 4022: the vehicle control unit responds to the crankshaft end torque reduction request and sends the torque reduction request to the P2 motor controller and the engine controller respectively.
The torque reduction requests may include, among other things, a series generation torque reduction request sent to the P2 motor controller, and an engine torque reduction request sent to the engine controller.
Step 4023: the P2 motor controller unloads torque of the P2 motor in response to the series-generated torque-reduction request, and the engine controller unloads torque of the engine in response to the engine torque-reduction request.
In addition, in the embodiment of the application, the vehicle control unit may also send a power generation torque request to the P4 motor controller, so that the P4 motor controller increases the torque of the P4 motor in response to the power generation torque request. Thus, the electric power can be provided for driving the vehicle through the P4 motor, and the power interruption caused by the unloading of the torque at the two ends of the clutch is avoided.
Step 4024: when the torque of the engine is smaller than or equal to a first preset torque and the torque of the P2 motor is smaller than or equal to a second preset torque, the transmission controller controls the clutch to be opened.
In practical application, the value of the first preset torque is, for example, 10 nm; the second predetermined torque takes, for example, a value of 0.5 nm.
In addition, in order to rapidly and stably switch the direct-drive mode, the gearbox controller can control the clutch input end and the clutch output end to be rapidly disengaged, namely, the gearbox controller can control the clutch to be opened within a preset time length. The preset duration is, for example, 50 milliseconds.
It should be noted that, in practical applications, when the vehicle runs on a road in an urban area, the vehicle speed is low, the torque of the engine is low, and the hybrid system can be actually in a series mode. Since the engine does not drive the vehicle through the gearbox in series mode, the gearbox is actually engaged in neutral in series mode. When the vehicle runs on a highway or the like where high-speed running is required, the vehicle speed is high, the engine load is large, and a larger amount of power is required to drive the vehicle. In this case, the hybrid system needs to be switched from the series mode to the direct drive mode, that is, the engine needs to drive the vehicle through the gearbox, and accordingly the gearbox needs to be switched from the neutral gear to the target gear corresponding to the direct drive mode.
Further, in order to select a target gear more suitable for the current driving state and improve the performance of the vehicle, an embodiment of the present application may further provide an implementation manner of determining the target gear. Specifically, when the current vehicle speed is less than or equal to a preset vehicle speed and/or the current accelerator state is the accelerator reducing state, determining that the target gear is a first gear; when the current vehicle speed is greater than the preset vehicle speed and/or the current accelerator state is an accelerator-up state, determining that the target gear is a second gear; the vehicle speed corresponding to the second gear is larger than the vehicle speed corresponding to the first gear. The accelerator-up state represents that the degree of the driver stepping on the accelerator pedal is gradually increased, namely the driver gradually steps on the accelerator pedal; the accelerator drop state indicates that the degree of depression of the accelerator pedal by the driver gradually decreases, i.e., the driver gradually releases the accelerator pedal. Therefore, the neutral gear or the second gear can be judged to be switched from the neutral gear under the direct drive mode by combining the current vehicle speed and/or the current accelerator state, so that the neutral gear or the second gear is switched to a gear more suitable for the current driving state, and the performance of the vehicle is improved.
S403: and the gearbox controller controls the clutch to be closed according to the rotating speed difference condition of the two ends of the clutch.
The embodiment of the present application may not be specifically limited to the implementation of the condition of the difference in the rotational speed between the two ends of the clutch. For the sake of easy understanding, the following may be described in detail in connection with one possible embodiment, which may specifically include step 4031 to step 4033:
step 4031: the transmission controller sends a speed control activation request including a target rotational speed to the vehicle control unit.
The transmission controller sends a speed control activation request to the vehicle controller, which aims to request the vehicle controller to adjust the rotating speed of the engine and help the subsequent transmission controller to control the clutch to close when the rotating speed difference condition is met.
Step 4032: the hybrid controller activates a proportional-integral speed loop torque request in response to the speed control activation request and sends the request to the engine controller.
Step 4033: and the engine controller adjusts the rotating speed of the engine to a target rotating speed according to the torque request of the proportional-integral speed ring so as to control the rotating speed difference between the two ends of the clutch to be less than or equal to a preset rotating speed difference.
In the related art, the proportional-integral speed loop means that the speed loop operation is realized by adopting proportional-integral control. In the control link, the difference value obtained by comparing the input value and the feedback value of the speed loop can be output to the current loop through the proportional-integral regulator. Accordingly, the implementation of the present application for adjusting the engine speed according to the torque request of the proportional-integral speed loop may be implemented by any proportional-integral speed loop that may occur in the present or future without specific limitation.
In addition, in practical applications, the preset rotation speed difference is, for example, 200RPM (Revolutions Per Minute).
Further, the condition of the rotation speed difference for controlling the closing of the clutch may be embodied as that the rotation speed difference between the two ends of the clutch is less than or equal to a preset rotation speed difference. That is, the transmission controller controls the clutch to close when the difference in rotational speed across the clutch is less than or equal to a preset rotational speed difference. Therefore, when the rotating speed difference between the two ends of the clutch is smaller than or equal to the preset rotating speed difference, the two ends of the clutch can be tightly combined, and the clutch can be controlled to be closed at the moment, so that the direct-drive mode can be switched successively.
S404: the transmission controller sends a torque recovery request to the vehicle control unit.
The transmission controller sends a torque recovery request to the vehicle control unit, and the purpose of the torque recovery request is to request the vehicle control unit to control the torque increase at two ends of the clutch under the condition that the clutch is closed, so that the direct-drive mode switching is facilitated.
In the foregoing, the transmission controller sends a crankshaft end torque reduction request to the vehicle controller, which is to request the vehicle controller to control torque unloading at both ends of the clutch, so as to facilitate the transmission controller to open the clutch. In response, the torque restoration request may specifically be made by the transmission controller increasing the crankshaft end torque reduction request. Accordingly, S404 may specifically include: and the transmission controller increases the torque reduction request of the crankshaft end, obtains a torque recovery request and sends the torque recovery request to the vehicle control unit.
S405: and the vehicle control unit responds to the torque recovery request, controls the torque recovery of the two ends of the clutch and completes the switching of the direct drive mode.
In the embodiment of the present application, the implementation process of the vehicle control unit to recover the torque recovery at the two ends of the clutch may not be particularly limited, for example, the recovery may be performed based on the torque before the torque unloading at the two ends of the clutch. Further, in order to make the torque at the two ends of the recovered clutch more match the direct drive mode, so as to provide sufficient power to drive the vehicle and avoid the engine load from being too high, the embodiment of the present application may further provide a possible implementation manner for the torque recovery process at the two ends of the clutch, which is described in detail below.
In one possible embodiment, the implementation process of the vehicle control unit recovering the torque recovery across the clutch, that is, S405, may specifically include: and the vehicle control unit responds to the torque recovery request, increases the torque of the P2 motor according to a front axle torque distribution strategy, and increases the torque of the engine according to the front axle torque distribution strategy and the torque recovery request.
Based on the relevant content of S401-S405, in the embodiment of the present application, in response to a switching request sent by the vehicle controller to switch from the series mode to the direct drive mode, the transmission controller may control the clutch to be opened according to the torque unloading condition at two ends of the clutch, and control the transmission to be switched to the target gear corresponding to the direct drive mode. And then, according to the rotating speed difference condition of the two ends of the clutch, the gearbox controller can further control the clutch to be closed and send a torque recovery request to the vehicle control unit, so that the vehicle control unit responds to the torque recovery request and controls the torque recovery of the two ends of the clutch, and the direct-drive mode switching process is completed. It can be seen that after the torque is unloaded across the clutch, the engine can be made to subsequently drive the vehicle directly through the gearbox by opening the clutch and engaging the gearbox to the target gear. And then, the clutch is controlled to be closed by combining the rotating speed difference conditions at the two ends of the clutch, so that the clutch can be tightly combined, at the moment, the torque recovery at the two ends of the clutch is controlled, the hybrid power system can complete the switching process of the direct-drive mode, and the hybrid power system can efficiently run in the direct-drive mode. Therefore, through interaction between the gearbox controller and the vehicle control unit, the hybrid power system can be stably and smoothly switched from the series mode to the direct drive mode, and therefore the performance of the hybrid power vehicle is improved.
Further, another mode switching method may also be provided in the embodiments of the present application. Fig. 5 is a flowchart of another mode switching method according to an embodiment of the present application. Referring to fig. 5, the mode switching method provided in the embodiment of the present application is implemented by using interaction between a transmission and a vehicle controller as steps for executing the main description scheme. Specifically, the mode switching method may include:
s501: the vehicle control unit sends a switching request for switching from the series mode to the direct drive mode to the transmission controller.
In the embodiment of the present application, for a specific implementation process of S501, reference may be made to relevant contents of S401 in the foregoing embodiment, which is not described herein again.
S502: and the transmission controller responds to the switching request, controls the clutch to be opened according to the torque unloading conditions at the two ends of the clutch, and controls the transmission to be switched from the neutral position to a target gear corresponding to the direct-drive mode.
In this embodiment of the application, for a specific implementation process of S502, reference may be made to relevant contents of S402 in the foregoing embodiment, which is not described herein again.
S503: the transmission controller pre-charges the clutch and sends a clutch sliding state signal to the vehicle controller.
As mentioned above, when the rotation speed difference between the two ends of the clutch is less than or equal to the preset rotation speed difference, the two ends of the clutch are combined tightly, and at this time, the clutch can be controlled to be closed, so that the direct drive mode switching can be completed gradually. Correspondingly, the gearbox controller pre-charges the clutch, which can be actually embodied as pre-charging the oil duct of the clutch, and aims to reduce the gap between the two ends of the clutch, facilitate the combination of the two ends of the clutch and further facilitate better control of the clutch closing.
Further, when the direct-drive mode is switched, the vehicle speed is low, the engine torque is low, and therefore the clutch can work in a sliding-grinding mode, and the engine flameout or the rapid vehicle speed increase caused by the fact that the clutch is directly closed can be avoided. Therefore, when the clutch operates in a slipping state, the vehicle speed and the engine speed can be controlled to gradually rise to a proper range, and then the clutch can be closed.
S504: and the vehicle control unit responds to the clutch slip state signal, increases the crankshaft end torque request and sends the increased crankshaft end torque request to the gearbox controller.
The vehicle control unit sends the increased crankshaft end torque request to the gearbox controller, and aims to request the gearbox controller to increase the crankshaft end torque reduction request according to the increased crankshaft end torque request to obtain a torque recovery request, so that the vehicle control unit can recover the torque at two ends of the clutch based on the torque recovery request.
In addition, in the embodiment of the application, the vehicle control unit can also send a current mode signal for indicating that the current mode is switched to the direct-drive mode to the transmission controller in response to the clutch slip state signal. Correspondingly, the transmission controller may feed back a speed control deactivation request to the vehicle control unit in response to the current mode signal. In this manner, the vehicle control unit may convert the speed control to torque control in response to the speed control deactivation request for subsequent gradual control of torque recovery across the clutch.
S505: and the gearbox controller controls the clutch to be closed according to the rotating speed difference condition at the two ends of the clutch.
In the embodiment of the present application, for a specific implementation process of S505, reference may be made to relevant contents of S403 in the foregoing embodiment, which is not described herein again.
S506: the transmission controller sends a torque recovery request to the vehicle control unit.
As previously mentioned, the torque restoration request may specifically be made by the transmission controller increasing the crankshaft end torque reduction request. And when the clutch is in a slipping state, the vehicle control unit can increase the crankshaft end torque request and send the increased crankshaft end torque request to the transmission controller. Based on this, in the embodiment of the present application, the torque recovery request can be specifically obtained by the following steps: and the gearbox controller increases the crankshaft end torque reduction request according to the increased crankshaft end torque request to obtain a torque recovery request.
S507: and the vehicle control unit responds to the torque recovery request, controls the torque recovery of the two ends of the clutch and completes the switching of the direct drive mode.
In the embodiment of the present application, for a specific implementation process of S507, reference may be made to relevant contents of S405 in the above embodiment, which is not described herein again.
Based on the relevant contents of S501-S507, in the embodiment of the present application, in response to a switching request sent by the vehicle controller to switch from the series mode to the direct drive mode, the transmission controller may control the clutch to be opened according to the torque unloading conditions at two ends of the clutch, and control the transmission to be switched to the target gear corresponding to the direct drive mode. And then, the gearbox controller can pre-charge the clutch and send a clutch slip state signal to the vehicle control unit, so that the vehicle control unit increases the crankshaft end torque request and sends the increased crankshaft end torque request to the gearbox controller. And finally, the gearbox controller can further control the clutch to be closed according to the rotating speed difference condition of the two ends of the clutch and send a torque recovery request to the vehicle control unit, so that the vehicle control unit responds to the torque recovery request and controls the torque recovery of the two ends of the clutch, and therefore the direct-drive mode switching process is completed. It can be seen that after the torque is unloaded across the clutch, the engine can be made to subsequently drive the vehicle directly through the gearbox by opening the clutch and engaging the gearbox to the target gear. And then, the clutch is pre-charged, and when the clutch enters a slipping state, the clutch is further controlled to be closed by combining the rotating speed difference conditions at the two ends of the clutch, so that the clutch can be tightly combined, at the moment, the torque at the two ends of the clutch is controlled to be restored, the hybrid power system can complete the switching process of the direct drive mode, and the hybrid power system can efficiently run in the direct drive mode. Therefore, through interaction between the gearbox controller and the vehicle control unit, the hybrid power system can be stably and smoothly switched from the series mode to the direct drive mode, and therefore the performance of the hybrid power vehicle is improved.
Further, an embodiment of the present application further provides a mode switching device, including: a processor, a memory, a system bus;
the processor and the memory are connected through the system bus;
the memory is used for storing one or more programs, and the one or more programs comprise instructions which, when executed by the processor, cause the processor to execute any one of the implementation methods of the mode switching method.
Further, the application can also provide a vehicle and a mode switching system. Technical details reference is made to fig. 1-3 and the vehicle embodiments and system embodiments described above. The transmission controller and the vehicle control unit can be disposed in the mode switching system, and the transmission controller and the vehicle control unit can jointly implement the method embodiment in an interactive mode.
It should be noted that, in the present specification, the embodiments are described in a progressive manner, each embodiment focuses on differences from other embodiments, and the same and similar parts among the embodiments may be referred to each other. For the equipment disclosed by the embodiment, the method disclosed by the embodiment corresponds to the equipment disclosed by the embodiment, so that the description is simple, and the relevant parts can be referred to the method part for description.
It is further noted that, herein, relational terms such as first and second, and the like may be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrases "comprising one of 8230; \8230;" 8230; "does not exclude the presence of additional like elements in a process, method, article, or apparatus that comprises the element.
The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the application. Thus, the present application is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
Claims (10)
1. A mode switching method is characterized by being applied to a gearbox controller; the method comprises the following steps:
responding to a switching request sent by a vehicle control unit for switching from a series mode to a direct-drive mode, controlling a clutch to be opened according to torque unloading conditions at two ends of the clutch, and controlling a gearbox to be switched from a neutral position to a target gear corresponding to the direct-drive mode;
controlling the clutch to be closed according to the condition of the rotation speed difference between the two ends of the clutch;
and sending a torque recovery request to the vehicle control unit so that the vehicle control unit responds to the torque recovery request, controls the torque recovery of the two ends of the clutch and completes the switching of the direct drive mode.
2. The method of claim 1, wherein the two ends of the clutch include a P2 motor and an engine connected by the clutch; the method for controlling the clutch to be opened according to the torque unloading conditions at two ends of the clutch comprises the following steps:
sending a crankshaft end torque reduction request to the vehicle control unit, so that the vehicle control unit respectively sends torque reduction requests to a P2 motor controller and an engine controller in response to the crankshaft end torque reduction request, the P2 motor controller unloads the torque of the P2 motor, and the engine controller unloads the torque of the engine;
and when the torque of the engine is smaller than or equal to a first preset torque and the torque of the P2 motor is smaller than or equal to a second preset torque, controlling the clutch to be opened.
3. The method of claim 2, wherein the sending a torque restoration request to the vehicle control unit comprises:
and increasing the crankshaft end torque reduction request, obtaining the torque recovery request, and sending the torque recovery request to the vehicle control unit.
4. The method of claim 3, wherein prior to controlling the clutch to close based on a speed differential condition across the clutch, the method further comprises:
pre-charging the clutch, sending a clutch sliding state signal to the vehicle control unit so that the vehicle control unit can increase a crankshaft end torque request, and sending the increased crankshaft end torque request to the transmission controller;
the increasing the crankshaft end torque reduction request includes:
and increasing the crankshaft end torque reduction request according to the increased crankshaft end torque request.
5. The method according to any one of claims 1 to 4, wherein before the control gearbox is switched from neutral to the target gear corresponding to the direct drive mode, the method further comprises:
and sending a speed control activation request comprising a target rotating speed to the vehicle controller so that the vehicle controller activates a proportional-integral speed loop torque request, and sending the speed control activation request to an engine controller, so that the engine controller adjusts the rotating speed of the engine to the target rotating speed according to the proportional-integral speed loop torque request, and the rotating speed difference between two ends of the clutch is controlled to be smaller than or equal to a preset rotating speed difference.
6. The method of claim 5, wherein said controlling the clutch to close based on a speed differential condition across the clutch comprises:
and when the rotation speed difference between the two ends of the clutch is smaller than or equal to the preset rotation speed difference, controlling the clutch to be closed.
7. Method according to any one of claims 1 to 4, characterized in that the target gear is determined by:
when the current vehicle speed is less than or equal to a preset vehicle speed and/or the current accelerator state is an accelerator descending state, determining that the target gear is a first gear; the throttle lowering state represents an increase in the degree to which the throttle is depressed;
when the current speed is greater than the preset speed and/or the current accelerator state is an accelerator-up state, determining that the target gear is a second gear; the accelerator-up state represents a decrease in the degree to which the accelerator is depressed; the vehicle speed corresponding to the second gear is larger than the vehicle speed corresponding to the first gear.
8. A mode switching method is characterized by being applied to a vehicle control unit; the method comprises the following steps:
sending a switching request for switching from a series mode to a direct-drive mode to a gearbox controller, so that the gearbox controller controls the clutch to be opened according to the torque unloading conditions at the two ends of the clutch, controls the gearbox to be switched from a neutral position to a target gear corresponding to the direct-drive mode, and controls the clutch to be closed according to the rotating speed difference condition at the two ends of the clutch;
and controlling the torque recovery of the two ends of the clutch in response to a torque recovery request sent by the gearbox controller so as to complete the switching of the direct drive mode.
9. The method of claim 8, wherein the two ends of the clutch include a P2 motor and an engine connected by the clutch; the controlling torque recovery across the clutch in response to a torque recovery request sent by the transmission controller comprises:
in response to the torque restoration request, increasing torque of the P2 motor according to a front axle torque distribution strategy, and increasing torque of the engine according to the front axle torque distribution strategy and the torque restoration request.
10. A vehicle, characterized by comprising: a mode switching system and a hybrid system;
the mode switching system comprises a gearbox controller and a vehicle control unit; the transmission controller performing the mode switching method of any one of claims 1 to 7; the vehicle control unit executing the mode switching method of claim 8 or 9;
the hybrid powertrain system includes a front axle portion and a rear axle portion; the front axle part comprises a gearbox, a P2 motor and an engine which are connected through a clutch; the P2 motor is also connected with an input shaft of the gearbox; the rear axle portion includes a P4 motor.
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| CN202211666242.5A CN115771501A (en) | 2022-12-23 | 2022-12-23 | Mode switching method and vehicle |
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| CN202211666242.5A CN115771501A (en) | 2022-12-23 | 2022-12-23 | Mode switching method and vehicle |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN116620258A (en) * | 2023-07-24 | 2023-08-22 | 成都赛力斯科技有限公司 | Torque switching control method and device applied to emergency braking |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN116620258A (en) * | 2023-07-24 | 2023-08-22 | 成都赛力斯科技有限公司 | Torque switching control method and device applied to emergency braking |
| CN116620258B (en) * | 2023-07-24 | 2023-09-22 | 成都赛力斯科技有限公司 | Torque switching control method and device applied to emergency braking |
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