CN117287503A - Economical upshift control method and system for hybrid electric vehicle and vehicle - Google Patents
Economical upshift control method and system for hybrid electric vehicle and vehicle Download PDFInfo
- Publication number
- CN117287503A CN117287503A CN202310755207.9A CN202310755207A CN117287503A CN 117287503 A CN117287503 A CN 117287503A CN 202310755207 A CN202310755207 A CN 202310755207A CN 117287503 A CN117287503 A CN 117287503A
- Authority
- CN
- China
- Prior art keywords
- clutch
- torque
- upshift
- output
- controlling
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 238000000034 method Methods 0.000 title claims abstract description 63
- 230000005540 biological transmission Effects 0.000 claims abstract description 104
- 230000008569 process Effects 0.000 claims abstract description 35
- 230000008859 change Effects 0.000 claims abstract description 11
- 230000007423 decrease Effects 0.000 claims description 4
- 238000000926 separation method Methods 0.000 claims description 3
- 230000001276 controlling effect Effects 0.000 description 28
- 230000009977 dual effect Effects 0.000 description 2
- 230000004075 alteration Effects 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000001105 regulatory effect Effects 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
- 230000007704 transition Effects 0.000 description 1
Classifications
-
- 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
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
-
- 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
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/02—Selector apparatus
-
- 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
-
- 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 an economical upshift control method and system for a hybrid electric vehicle and the vehicle, wherein the upshift control method comprises the following steps: when the input torque keeps stable or slowly increases, the first clutch and the second clutch in the process of economical upshift work alternately along with the change of gear; according to the continuity of the economical upshift process of the hybrid electric vehicle, the first clutch is correspondingly arranged with the odd-numbered gears, and the second clutch is correspondingly arranged with the even-numbered gears; when one clutch is engaged and transmits power, the other clutch is disengaged and does not transmit power; the power system adopts the transmission with the double clutches, the current clutch is gradually separated in the upshift process, and the target clutch is gradually engaged, so that the power is not interrupted in the gear shifting process, the torque of the output shaft of the transmission is ensured not to be fluctuated, the power transmission is smooth and has no impact, and the running performance of the vehicle is effectively improved.
Description
Technical Field
The invention relates to the technical field of vehicle control, in particular to an economical upshift control method and system for a hybrid electric vehicle and the vehicle.
Background
A dual clutch automatic transmission (DCT) is a mechanical automatic transmission that has appeared in recent years, and has been increasingly paid attention to its advantages of high shift speed, high transmission efficiency, fuel saving, and the like. The basic principle of the power upshift is that a control unit (TCU) of the dual clutch automatic transmission reduces the engine speed to the input shaft speed corresponding to the target gear of the transmission in a specified time, so that upshift operation is realized, and the power upshift is one of the most frequent operations in the driving process of the driver.
The gear shifting control mainly comprises torque alternation and rotation speed synchronization, and common gear shifting setbacks mainly occur in transition phases of torque alternation and rotation speed synchronization, so that power interruption, unsmooth power transmission and impact feeling occur in the gear shifting process, and the problems are needed to be solved.
Disclosure of Invention
The invention aims to provide an economical upshift control method and system for a hybrid electric vehicle and the vehicle, so as to solve the problems in the background art.
In order to achieve the above purpose, the present invention provides the following technical solutions: an economical upshift control method for a hybrid electric vehicle comprises the following steps:
when the input torque is kept stable or slowly increased, the first clutch and the second clutch in the economical upshift process work alternately along with the change of gear, wherein the transmission is provided with a clutch, the clutch comprises the first clutch and the second clutch, and the input torque is the torque of an input shaft of the transmission;
according to the continuity of the economical upshift process of the hybrid electric vehicle, the first clutch is correspondingly arranged with the odd-numbered gears, and the second clutch is correspondingly arranged with the even-numbered gears;
during an upshift of the vehicle running economy, when one clutch is engaged and transmitting power, the other clutch is disengaged and does not transmit power.
Further, when the input torque is kept stable or slowly increased, the first clutch and the second clutch in the process of economical upshift work alternately along with the change of gear, and the method further comprises:
the upshift process is divided into a plurality of successive stages, and the power is not interrupted and the power transmission is smooth and impact-free during the economical upshift process by controlling the input torque in each stage and the engagement and disengagement of the first clutch and the second clutch in each stage respectively.
Further, the upshift process is divided into five successive stages, including:
the first stage is to control the first clutch to be engaged and the second clutch to be disengaged;
the second stage is to control the sliding friction of the first clutch and the separation of the second clutch;
the third stage is to control the first clutch and the second clutch to be in sliding friction simultaneously when the first clutch and the second clutch are alternately engaged;
the fourth stage is to control the second clutch to slip and rub, and the first clutch is separated;
the fifth stage is to control the second clutch to engage and the first clutch to disengage.
Further, the first stage is that the first clutch is engaged, the second clutch is disengaged, and further comprising:
obtaining input torque according to output torque and a first speed ratio, wherein the output torque is torque of an output shaft of the transmission, and the first speed ratio is a speed ratio of a first clutch;
controlling the power motor and the engine to output and input torque;
the first torque capacity is controlled to be equal to the input torque, wherein the first torque capacity is the torque capacity of the first clutch to transmit to the transmission.
Further, the second stage is that the first clutch is slipped and the second clutch is disengaged, and the method further comprises:
setting a preset torque value, and controlling the first torque capacity to be lower than an input torque preset torque value;
the first clutch is slipped, and the rotating speed of the driving part of the first clutch is higher than that of the driven part;
the method comprises the steps of presetting a rotating speed difference value, and enabling the rotating speed difference between a driving part and a driven part of a first clutch to be kept to be the preset rotating speed difference value by controlling the first torque capacity to be adjusted in real time;
obtaining a first torque capacity according to the output torque and the first speed ratio;
controlling the first clutch to output a first torque capacity;
the power motor and the engine are controlled to output input torque, so that the input torque is higher than a preset torque value of the first torque capacity, and the rotation speed difference between the driving part and the driven part of the first clutch is kept to be a preset rotation speed difference value.
Further, the third stage is that when the first clutch and the second clutch are alternately engaged, the first clutch and the second clutch slide and rub simultaneously, and the method further comprises:
controlling the first torque capacity to be reduced to zero under a preset slope, and increasing the second torque capacity from zero to a preset value, wherein the second torque capacity is the torque capacity transmitted by the second clutch to the transmission;
obtaining a second torque capacity according to the output torque, the first torque capacity, the first speed ratio and the second speed ratio;
controlling the first clutch to output a first torque capacity and the second clutch to output a second torque capacity;
the power motor and the engine are controlled to output input torque, so that the input torque is higher than the sum of the first torque capacity and the second torque capacity by a preset torque value, and the rotation speed difference between the driving part and the driven part of the first clutch is kept to be a preset rotation speed difference value.
Further, the fourth stage is that the second clutch is slipped and the first clutch is disengaged, and further comprising:
the first torque capacity is reduced to zero under a preset slope, the first clutch is separated, and the second clutch is slipped;
the driven part rotating speed of the second clutch is lower than the driven part rotating speed of the first clutch due to the upshift process, so that the driven part rotating speed of the second clutch is lower than the driving part rotating speed of the first clutch;
obtaining a second torque capacity according to the output torque and the second speed ratio;
controlling the second clutch to output a second torque capacity;
and controlling the power motor and the engine to output input torque, wherein the input torque is lower than a second torque capacity preset torque value, so that the rotation speed difference between the driving part and the driven part of the second clutch is gradually reduced to zero.
Further, the fifth stage is that the second clutch is engaged, the first clutch is disengaged, and further comprising:
the rotation speed difference between the driving part and the driven part of the second clutch gradually decreases to zero, and the second clutch is engaged;
obtaining input torque according to the output torque and the second speed ratio;
controlling the power motor and the engine to output and input torque;
the second torque capacity is controlled to be equal to the input torque.
Further, the first clutch and the second clutch alternately operate with a change in gear, and further include:
according to the continuity of the upshift process of the hybrid electric vehicle, the first clutch is correspondingly arranged with the odd-numbered gears, and the second clutch is correspondingly arranged with the even-numbered gears;
during an upshift of the vehicle's driving economy, when one clutch is engaged and transmitting power, the other clutch is disengaged, transmitting no power, but the corresponding gear has been engaged.
On the other hand, an economical upshift control system of a hybrid electric vehicle is provided, and the economical upshift control method of the hybrid electric vehicle by applying any one of the above is provided, and comprises the following steps:
the transmission is provided with a clutch, the clutch comprises a first clutch and a second clutch, and when the input torque keeps stable or slowly increases, the first clutch and the second clutch in the process of upshifting work alternately along with the change of gears;
the power motor and the engine are used for outputting input torque;
the whole vehicle controller is used for controlling the power motor and the engine to output and input torque;
a transmission controller for controlling the first clutch to output a first torque capacity and controlling the second clutch to output a second torque capacity.
In yet another aspect, a hybrid electric vehicle is provided, including an economical upshift control system for a hybrid electric vehicle as described above.
Compared with the prior art, the invention has the beneficial effects that: the power system adopts the transmission with the double clutches, the current clutch is gradually separated in the upshift process, and the target clutch is gradually engaged, so that the power is not interrupted in the gear shifting process, the torque of the output shaft of the transmission is ensured not to be fluctuated, the power transmission is smooth and has no impact, and the running performance of the vehicle is effectively improved.
Drawings
FIG. 1 is a flowchart of a method for controlling an economical upshift of a hybrid electric vehicle according to an embodiment of the present invention;
FIG. 2 is a schematic diagram illustrating the connection of an economical upshift control system of a hybrid vehicle according to an embodiment of the present invention;
in the figure: 101. an engine; 102. a power motor; 201. a main clutch; 202. a first clutch; 203. a second clutch; 302. odd gears; 303. even gear; 401. a transmission input shaft; 402. a first clutch output shaft; 403. a second clutch output shaft; 404. a transmission output shaft.
Detailed Description
The following description of the embodiments of the present invention will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present invention, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
In the description of the present invention, unless otherwise indicated, the meaning of "a plurality" is two or more; the terms "upper," "lower," "left," "right," "inner," "outer," "front," "rear," "head," "tail," and the like are used as an orientation or positional relationship based on that shown in the drawings, merely to facilitate description of the invention and to simplify the description, and do not indicate or imply that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore should not be construed as limiting the invention. Furthermore, the terms "first," "second," "third," and the like are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.
In the description of the present invention, it should be noted that, unless explicitly specified and limited otherwise, the terms "connected," "connected," and "connected" are to be construed broadly, and may be either fixedly connected, detachably connected, or integrally connected, for example; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium. The specific meaning of the above terms in the present invention will be understood in specific cases by those of ordinary skill in the art.
Referring to the drawings in the specification, the invention provides a technical scheme that: as shown in fig. 1, the method for controlling the economical upshift of the hybrid electric vehicle comprises the following steps:
s102, when the input torque keeps stable or slowly increases, the first clutch and the second clutch in the economical upshift process work alternately along with the change of gear, wherein the transmission is provided with the clutch which comprises the first clutch and the second clutch, and the input torque is the torque of an input shaft of the transmission;
s104, according to the continuity of the economical upshift process of the hybrid electric vehicle, the first clutch is correspondingly arranged with the odd-numbered gears, and the second clutch is correspondingly arranged with the even-numbered gears;
and S106, in the process of vehicle driving economy upshift, when one clutch is engaged and power is transmitted, the other clutch is disengaged and power is not transmitted.
In the above embodiment, one transmission has two clutches corresponding to odd-numbered gears and even-numbered gears, respectively, and when one clutch is engaged and transmits power during running of the vehicle, the other clutch is disengaged, does not transmit power, but has engaged the target gear. In the upshift process, the current clutch is gradually separated, the target clutch is gradually engaged, the torque of the output shaft of the transmission is guaranteed not to be fluctuated, power is not interrupted, power transmission is smooth and free of impact, and the running performance of the vehicle is effectively improved.
When the clutch is engaged with the driven part, when the capacity of transmitting the torque is higher than or equal to the torque actually transmitted, the clutch is continuously engaged, the transmitted torque is the actual transmitted torque, when the capacity of transmitting the torque is lower than the torque actually transmitted, the driving part of the clutch starts to slide and rub, the rotating speed of the driving part is gradually higher than the rotating speed of the driven part, and the transmitted torque is the capacity of transmitting the torque of the clutch;
when the clutch is actively disconnected from the part, the capacity of the clutch for transmitting torque is zero, and the torque transmitted by the clutch is zero; when the clutch is actively slipping from the part, the clutch is actively slipping from the part when the capacity of transmitting the torque is lower than the torque actually transmitted, the difference between the rotational speeds of the driving part and the driven part is continuously increased, the transmitted torque is the capacity of transmitting the torque of the clutch, when the capacity of transmitting the torque is higher than the torque actually transmitted, the difference between the rotational speeds of the driving part and the driven part is continuously reduced until zero, and the transmitted torque is the capacity of transmitting the torque of the clutch.
Optionally, when the input torque is kept stable or slowly increased, the first clutch and the second clutch in the process of economical upshift work alternately along with the gear change, and the method further includes:
the upshift process is divided into a plurality of successive stages, and the power is not interrupted and the power transmission is smooth and impact-free during the economical upshift process by controlling the input torque in each stage and the engagement and disengagement of the first clutch and the second clutch in each stage respectively.
Optionally, the upshift process is divided into five successive stages, including:
the first stage is to control the first clutch to be engaged and the second clutch to be disengaged;
the second stage is to control the sliding friction of the first clutch and the separation of the second clutch;
the third stage is to control the first clutch and the second clutch to be in sliding friction simultaneously when the first clutch and the second clutch are alternately engaged;
the fourth stage is to control the second clutch to slip and rub, and the first clutch is separated;
the fifth stage is to control the second clutch to engage and the first clutch to disengage.
Optionally, the first stage is that the first clutch is engaged and the second clutch is disengaged, further comprising:
obtaining input torque according to output torque and a first speed ratio, wherein the output torque is torque of an output shaft of the transmission, and the first speed ratio is a speed ratio of a first clutch;
controlling the power motor and the engine to output and input torque;
the first torque capacity is controlled to be equal to the input torque, wherein the first torque capacity is the torque capacity of the first clutch to transmit to the transmission.
In the above embodiment, when the first clutch is the current gear clutch, the second clutch is the target gear clutch, the first torque is the current speed ratio, the output torque is the transmission output shaft torque, the input torque is the transmission input shaft torque, and the calculation formula is obtained according to the relationship among the transmission output shaft torque, the transmission input shaft torque and the current speed ratio:
transmission output shaft torque = transmission input shaft torque current speed ratio;
the torque of the transmission output shaft is determined by the requirement of a driver and is a known quantity, so that the unknown quantity of the transmission input shaft torque can be obtained through a formula, and the whole vehicle controller controls the power motor and the engine to output the unknown quantity of the transmission input shaft torque; the transmission controller controls the torque transfer capability of the unknown current range clutch to be equal to the unknown transmission input shaft torque.
Optionally, the second stage is sliding friction of the first clutch, and the second clutch is disengaged, and further includes:
setting a preset torque value, and controlling the first torque capacity to be lower than an input torque preset torque value;
the first clutch is slipped, and the rotating speed of the driving part of the first clutch is higher than that of the driven part;
the method comprises the steps of presetting a rotating speed difference value, and enabling the rotating speed difference between a driving part and a driven part of a first clutch to be kept to be the preset rotating speed difference value by controlling the first torque capacity to be adjusted in real time;
obtaining a first torque capacity according to the output torque and the first speed ratio;
controlling the first clutch to output a first torque capacity;
the power motor and the engine are controlled to output input torque, so that the input torque is higher than a preset torque value of the first torque capacity, and the rotation speed difference between the driving part and the driven part of the first clutch is kept to be a preset rotation speed difference value.
In the above embodiment, preferably, the preset torque value is set to 5Nm, the preset rotational speed difference is set to 200rpm, the transmission torque capacity of the current gear clutch is controlled to be slightly lower than the transmission input shaft torque by 5Nm, the current gear clutch starts to slip, the rotational speed of the driving portion of the current gear clutch is higher than the rotational speed of the driven portion, the magnitude of the transmission torque capacity of the current gear clutch is controlled and regulated in real time, so that the driving portion and the driven portion of the current gear clutch maintain a fixed rotational speed difference of 200rpm, and the relation among the output shaft torque of the half-speed transmission, the transmission torque capacity of the current gear clutch and the current speed ratio in this stage is:
transmission output shaft torque = current gear clutch transfer torque capacity current speed ratio;
the torque of the transmission output shaft is determined by the requirement of a driver and is a known quantity, so that the transmission torque capacity of the current gear clutch of the unknown quantity can be obtained through a formula, and the transmission controller controls the current gear clutch to output the transmission torque capacity of the current gear clutch of the unknown quantity; the whole vehicle controller controls the power motor and the engine to output the torque of the input shaft of the unknown transmission, and the torque is slightly higher than the transmission torque capacity of the unknown current gear clutch by 5Nm, so that the driving part and the driven part of the current gear clutch keep a fixed rotation speed difference of 200rpm.
Optionally, the third stage is that when the first clutch and the second clutch are alternately engaged, the first clutch and the second clutch slide and rub simultaneously, and the method further includes:
controlling the first torque capacity to be reduced to zero under a preset slope, and increasing the second torque capacity from zero to a preset value, wherein the second torque capacity is the torque capacity transmitted by the second clutch to the transmission;
obtaining a second torque capacity according to the output torque, the first torque capacity, the first speed ratio and the second speed ratio;
controlling the first clutch to output a first torque capacity and the second clutch to output a second torque capacity;
the power motor and the engine are controlled to output input torque, so that the input torque is higher than the sum of the first torque capacity and the second torque capacity by a preset torque value, and the rotation speed difference between the driving part and the driven part of the first clutch is kept to be a preset rotation speed difference value.
In the above embodiment, preferably, the preset slope is 500Nm/s, the transmission torque capacity of the current gear clutch is controlled to be reduced to 0 at a certain slope of 500Nm/s, and the transmission torque capacity of the target gear clutch is controlled to be increased from 0 to a certain value, wherein the relation among the transmission output shaft torque, the transmission torque capacity of the current gear clutch, the current speed ratio, the transmission torque capacity of the target gear clutch and the target speed ratio is:
transmission output shaft torque = current gear clutch transfer torque capacity current speed ratio + target gear clutch transfer torque capacity target speed ratio;
the torque of the transmission output shaft is determined by the requirement of a driver, is a known quantity, the transmission torque capacity of the current gear clutch is linearly reduced to 0, and is a known quantity, so that the transmission torque capacity of the target gear clutch with unknown quantity can be obtained through a formula; the transmission controller controls the current gear clutch to output the transmission torque capacity of the known quantity of the current gear clutch, and the transmission controller controls the target gear clutch to output the transmission torque capacity of the unknown quantity of the target gear clutch; the whole vehicle controller controls the power motor and the engine to output an unknown transmission input shaft torque which is slightly higher than the sum of the transmission torque capacity of the known amount of the current gear clutch and the transmission torque capacity of the unknown amount of the target gear clutch by 5Nm, so that the driving part and the driven part of the current gear clutch keep a fixed rotation speed difference of 200rpm.
Optionally, the fourth stage is sliding friction of the second clutch, and the first clutch is disengaged, further including:
the first torque capacity is reduced to zero under a preset slope, the first clutch is separated, and the second clutch is slipped;
the driven part rotating speed of the second clutch is lower than the driven part rotating speed of the first clutch due to the upshift process, so that the driven part rotating speed of the second clutch is lower than the driving part rotating speed of the first clutch;
obtaining a second torque capacity according to the output torque and the second speed ratio;
controlling the second clutch to output a second torque capacity;
and controlling the power motor and the engine to output input torque, wherein the input torque is lower than a second torque capacity preset torque value, so that the rotation speed difference between the driving part and the driven part of the second clutch is gradually reduced to zero.
In the above embodiment, in the previous stage, when the torque transmission capability of the current gear clutch is reduced to 0 under a certain preset gradient, the current gear clutch is disengaged, the target gear clutch is slipped, and the rotation speed of the driven portion of the target gear clutch is lower than that of the driven portion of the current gear clutch due to the upshift process, that is, lower than that of the driving portion of the current gear clutch (i.e., the transmission input shaft), at this time, the relation among the torque of the transmission output shaft, the torque transmission capability of the target gear clutch and the target speed ratio is:
transmission output shaft torque = target gear clutch transfer torque capacity target speed ratio;
the torque of the transmission output shaft is determined by the requirement of a driver and is a known quantity, so that a formula can calculate the transmission torque capacity of the target gear clutch with unknown quantity; the transmission controller controls the target gear clutch to output the transmission torque capacity of the unknown target gear clutch; the whole vehicle controller controls the power motor and the engine to output the torque of the input shaft of the unknown transmission, and the torque is slightly lower than the transmission torque capacity of the unknown target gear clutch by 5Nm, so that the rotation speed difference between the driving part and the driven part of the target gear clutch is gradually reduced to 0.
Optionally, the fifth stage is that the second clutch is engaged, the first clutch is disengaged, further comprising:
the rotation speed difference between the driving part and the driven part of the second clutch gradually decreases to zero, and the second clutch is engaged;
obtaining input torque according to the output torque and the second speed ratio;
controlling the power motor and the engine to output and input torque;
the second torque capacity is controlled to be equal to the input torque.
In the above embodiment, when the difference in rotational speed of the driving portion and the driven portion of the target gear clutch gradually decreases to 0, the target gear clutch is engaged, wherein the relation among the transmission output shaft torque, the transmission input shaft torque, and the target speed ratio is:
transmission output shaft torque = transmission input shaft torque = target speed ratio;
the torque of the transmission output shaft is determined by the requirement of a driver and is a known quantity, so that the unknown quantity of the transmission input shaft torque can be obtained through a formula, and the whole vehicle controller controls the power motor and the engine to output the unknown quantity of the transmission input shaft torque; the transmission controller controls the torque capacity of the target range clutch for the unknown=the torque of the input shaft of the transmission for the unknown.
On the other hand, as shown in fig. 2, there is provided an economical upshift control system for a hybrid vehicle, and an economical upshift control method for a hybrid vehicle using any one of the above is provided, including:
the transmission is provided with a clutch, the clutch comprises a first clutch and a second clutch, and when the input torque keeps stable or slowly increases, the first clutch and the second clutch in the process of upshifting work alternately along with the change of gears;
a power motor 102 and an engine 101, the power motor 102 and the engine 101 being configured to output an input torque;
the vehicle controller is used for controlling the power motor 102 and the engine 101 to output and input torque;
a transmission controller for controlling the first clutch 202 to output a first torque capacity and controlling the second clutch 203 to output a second torque capacity.
In the above embodiment, the power motor 102 is connected to the engine 101 through the main clutch 201, the power motor 102 is connected to the transmission input shaft 401, the first clutch 202 is connected to the odd-numbered gear stage 302 through the first clutch output shaft 402, the second clutch 203 is connected to the even-numbered gear stage 303 through the second clutch output shaft 403, that is, the odd-numbered gear stage input shaft, the first clutch 202 is connected to the transmission output shaft 404 through the odd-numbered gear stage 302, the first clutch output shaft 402, that is, the even-numbered gear stage 303 input shaft, the second clutch 203 is connected to the transmission output shaft 404 through the even-numbered gear stage 303, and the transmission output shaft 404 is used for driving wheels.
In yet another aspect, a hybrid electric vehicle is provided, including an economical upshift control system for a hybrid electric vehicle as described above.
Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made therein without departing from the principles and spirit of the invention, the scope of which is defined in the appended claims and their equivalents.
Claims (10)
1. An economical upshift control method for a hybrid electric vehicle is characterized by comprising the steps of:
when the input torque is kept stable or slowly increased, the first clutch and the second clutch in the economical upshift process work alternately along with the change of gear, wherein the transmission is provided with a clutch, the clutch comprises the first clutch and the second clutch, and the input torque is the torque of an input shaft of the transmission;
according to the continuity of the economical upshift process of the hybrid electric vehicle, the first clutch is correspondingly arranged with the odd-numbered gears, and the second clutch is correspondingly arranged with the even-numbered gears;
during an upshift of the vehicle running economy, when one clutch is engaged and transmitting power, the other clutch is disengaged and does not transmit power.
2. The method for controlling an economical upshift of a hybrid vehicle according to claim 1, wherein the first clutch and the second clutch in the course of the economical upshift alternately operate with a change in gear while the input torque is kept steady or slowly increases, further comprising:
the upshift process is divided into a plurality of successive stages, and the power is not interrupted and the power transmission is smooth and impact-free during the economical upshift process by controlling the input torque in each stage and the engagement and disengagement of the first clutch and the second clutch in each stage respectively.
3. The method for controlling an economical upshift of a hybrid vehicle according to claim 2, wherein the upshift process is divided into five successive stages, comprising:
the first stage is to control the first clutch to be engaged and the second clutch to be disengaged;
the second stage is to control the sliding friction of the first clutch and the separation of the second clutch;
the third stage is to control the first clutch and the second clutch to be in sliding friction simultaneously when the first clutch and the second clutch are alternately engaged;
the fourth stage is to control the second clutch to slip and rub, and the first clutch is separated;
the fifth stage is to control the second clutch to engage and the first clutch to disengage.
4. A method for controlling an economical upshift of a hybrid vehicle as claimed in claim 3, wherein the first stage is a first clutch engagement and the second clutch disengagement, further comprising:
obtaining input torque according to output torque and a first speed ratio, wherein the output torque is torque of an output shaft of the transmission, and the first speed ratio is a speed ratio of a first clutch;
controlling the power motor and the engine to output and input torque;
the first torque capacity is controlled to be equal to the input torque, wherein the first torque capacity is the torque capacity of the first clutch to transmit to the transmission.
5. The method for controlling an economical upshift of a hybrid vehicle according to claim 4, wherein the second stage is a first clutch slipping and a second clutch is disengaged, further comprising:
setting a preset torque value, and controlling the first torque capacity to be lower than an input torque preset torque value;
the first clutch is slipped, and the rotating speed of the driving part of the first clutch is higher than that of the driven part;
the method comprises the steps of presetting a rotating speed difference value, and enabling the rotating speed difference between a driving part and a driven part of a first clutch to be kept to be the preset rotating speed difference value by controlling the first torque capacity to be adjusted in real time;
obtaining a first torque capacity according to the output torque and the first speed ratio;
controlling the first clutch to output a first torque capacity;
the power motor and the engine are controlled to output input torque, so that the input torque is higher than a preset torque value of the first torque capacity, and the rotation speed difference between the driving part and the driven part of the first clutch is kept to be a preset rotation speed difference value.
6. The method of claim 5, wherein the third stage is when the first clutch and the second clutch are alternately engaged, and the first clutch and the second clutch are simultaneously slipped, further comprising:
controlling the first torque capacity to be reduced to zero under a preset slope, and increasing the second torque capacity from zero to a preset value, wherein the second torque capacity is the torque capacity transmitted by the second clutch to the transmission;
obtaining a second torque capacity according to the output torque, the first torque capacity, the first speed ratio and the second speed ratio;
controlling the first clutch to output a first torque capacity and the second clutch to output a second torque capacity;
the power motor and the engine are controlled to output input torque, so that the input torque is higher than the sum of the first torque capacity and the second torque capacity by a preset torque value, and the rotation speed difference between the driving part and the driven part of the first clutch is kept to be a preset rotation speed difference value.
7. The method for controlling an economical upshift of a hybrid vehicle according to claim 6, wherein the fourth stage is a second clutch slip, and wherein the first clutch is disengaged, further comprising:
the first torque capacity is reduced to zero under a preset slope, the first clutch is separated, and the second clutch is slipped;
the driven part rotating speed of the second clutch is lower than the driven part rotating speed of the first clutch due to the upshift process, so that the driven part rotating speed of the second clutch is lower than the driving part rotating speed of the first clutch;
obtaining a second torque capacity according to the output torque and a second speed ratio, wherein the second speed ratio is a speed ratio of a second clutch;
controlling the second clutch to output a second torque capacity;
and controlling the power motor and the engine to output input torque, wherein the input torque is lower than a second torque capacity preset torque value, so that the rotation speed difference between the driving part and the driven part of the second clutch is gradually reduced to zero.
8. The method for controlling an economical upshift of a hybrid vehicle as claimed in claim 7, wherein the fifth stage is engagement of the second clutch and disengagement of the first clutch, further comprising:
the rotation speed difference between the driving part and the driven part of the second clutch gradually decreases to zero, and the second clutch is engaged;
obtaining input torque according to the output torque and the second speed ratio;
controlling the power motor and the engine to output and input torque;
the second torque capacity is controlled to be equal to the input torque.
9. A hybrid vehicle economy upshift control system, applying the hybrid vehicle economy upshift control method according to any one of claims 1 to 8, characterized by comprising:
the transmission is provided with a clutch, the clutch comprises a first clutch and a second clutch, and when the input torque keeps stable or slowly increases, the first clutch and the second clutch in the process of upshifting work alternately along with the change of gears;
the power motor and the engine are used for outputting input torque;
the whole vehicle controller is used for controlling the power motor and the engine to output and input torque;
a transmission controller for controlling the first clutch to output a first torque capacity and controlling the second clutch to output a second torque capacity.
10. A hybrid vehicle comprising a hybrid vehicle economy upshift control system as defined in claim 9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310755207.9A CN117287503A (en) | 2023-06-26 | 2023-06-26 | Economical upshift control method and system for hybrid electric vehicle and vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310755207.9A CN117287503A (en) | 2023-06-26 | 2023-06-26 | Economical upshift control method and system for hybrid electric vehicle and vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN117287503A true CN117287503A (en) | 2023-12-26 |
Family
ID=89250649
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202310755207.9A Pending CN117287503A (en) | 2023-06-26 | 2023-06-26 | Economical upshift control method and system for hybrid electric vehicle and vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN117287503A (en) |
-
2023
- 2023-06-26 CN CN202310755207.9A patent/CN117287503A/en active Pending
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN101290066B (en) | Clutch-free variable-speed drive device and its control method | |
| CN101173711B (en) | Gear selection strategy for a dual clutch transmission | |
| US10041568B2 (en) | Transmission for electric vehicle | |
| CN101332762B (en) | Double step gear shifting in a hybrid electric vehicle | |
| US6286381B1 (en) | Gear preselect system for an electro-mechanical automatic transmission having dual input shafts | |
| CN102287530B (en) | The method of control upshift in vehicle transmission | |
| US7367917B2 (en) | Shift change control system and automatic transmission system of automobile | |
| CN113167360B (en) | Electric hybrid architecture of dual clutch transmission for agricultural vehicles | |
| CN108394412B (en) | Gear shifting control system and method for hybrid electric vehicle | |
| US6397692B1 (en) | Electro-mechanical automatic transmission for front wheel drive | |
| CN101713448A (en) | Double clutch type automatic gearbox | |
| CN111169457B (en) | Hybrid power gear shifting control method | |
| CN101782132A (en) | Two-stage automatic gear shift transmission device | |
| CN102278461A (en) | Control of Torque Direction Transition in a Powershift Transmission | |
| EP1803979A2 (en) | Automatic transmission controller, automatic transmission control method and automatic transmission | |
| EP2947355B1 (en) | Starting clutch control device for automatic transmission | |
| CN102472387B (en) | Method and device for controlling a gearbox | |
| CN111071236B (en) | Hybrid equal-duration gear shifting control method | |
| JP5989303B2 (en) | Hybrid vehicle | |
| CN108437973B (en) | Driving and starting control method for hybrid power commercial vehicle | |
| CN117287503A (en) | Economical upshift control method and system for hybrid electric vehicle and vehicle | |
| CN213734567U (en) | Double-motor power assembly | |
| CN201679917U (en) | Two-stage automatic variable speed transmission device | |
| CN201502691U (en) | Double-clutch type automatic variable-speed device | |
| CN108482101A (en) | A kind of dual-clutch transmission hybrid power automobile power system and its control method |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination |