WO2019178785A1

WO2019178785A1 - Creep charging control method, creep charging control system, hybrid power system and hybrid power vehicle

Info

Publication number: WO2019178785A1
Application number: PCT/CN2018/079898
Authority: WO
Inventors: 李康力
Original assignee: 舍弗勒技术股份两合公司; 李康力
Priority date: 2018-03-21
Filing date: 2018-03-21
Publication date: 2019-09-26

Abstract

The invention relates to the field of hybrid power vehicles, and particularly to a creep charging control method, a creep charging control system, a hybrid power system and a hybrid power vehicle. The creep charging control method comprises the following steps: obtaining a target output creep torque (Ttc) obtaining a target engine torque (Tent) according to the target output creep torque (Ttc), and obtaining, based on the target engine torque (Tent), an actual engine torque (Tena) which is greater than the target output creep torque (Ttc); and controlling, according to the target engine torque (Tent), the production of a creep torque for driving a vehicle and a charging torque for charging for a battery. As such, the creep charging control method ensures that a creep torque for driving a hybrid power vehicle is great enough for creep driving. An electric motor (EM) can also be enabled to generate power to charge a battery, thus eliminating the risk that the hybrid power vehicle accidentally stops due to a battery state of charge becoming zero. The operating efficiency of an engine is also improved.

Description

Crawling charging control method, crawling charging control system, hybrid system and hybrid vehicle

Technical field

The present invention relates to the field of hybrid electric vehicles, and in particular to a creep charging control method of a hybrid system, a creep charging control system, a hybrid system, and a hybrid vehicle.

Background technique

A traffic jam situation may occur during driving of, for example, a plug-in hybrid vehicle, in which case the hybrid vehicle is typically in a creeping state and the hybrid system is in a creep control mode. In the case where the hybrid vehicle is in a crawling state for a long period of time, especially in the case of a large power consumption device such as a vehicle high-pressure air conditioner, the control method for charging the vehicle high-voltage battery without the control of the motor power generation, the vehicle high-voltage battery The state of charge will become very low, and in some cases will cause the state of charge of the on-board high voltage battery to become zero. In this way, the vehicle high-voltage battery cannot be powered normally, which may cause the high-voltage battery of the hybrid vehicle to be powered off, and the vehicle cannot be driven.

In addition, when the hybrid system is in the creep control mode, the operating efficiency of the engine is low, and the driving force/torque of the engine is not effectively utilized.

Summary of the invention

The present invention has been made based on the above-described drawbacks of the prior art. It is an object of the present invention to provide a creep charging control method for a hybrid system of a hybrid vehicle, which is capable of charging a battery while the hybrid system is in a creep control mode, thereby eliminating the state of charge of the battery. Zero is the risk of accidental stopping of the hybrid vehicle and can also increase the efficiency of the engine. Another object of the present invention is to provide a creep charging control system employing the above creep charging control method, a hybrid system including the creep charging control system, and a hybrid vehicle using the same.

In order to achieve the above object, the present invention adopts the following technical solutions.

The present invention provides a crawling charging control method for a hybrid system of a vehicle, the crawling charging control method comprising the steps of: obtaining a target output creeping torque Ttc; and crawling according to the target output The torque Ttc obtains the target engine torque Tent, and the actual engine torque Tena obtained based on the target engine torque Tent is greater than the target output creep torque Ttc; and generates creep torque for driving the vehicle according to the target engine torque Tent and for The charging torque to charge the battery.

Preferably, the step of obtaining the target engine torque Tent according to the target output creep torque Ttc includes: increasing the incremental torque based on the target output creep torque Ttc to obtain the target engine torque Tent.

More preferably, the incremental torque is a fixed value or determined based on current battery state of charge, engine operating conditions, and/or hybrid system efficiency.

Preferably, in the hybrid system, the creeping torque is transmitted through a first transfer path, and the charging torque is transmitted through a second transfer path.

More preferably, the step of generating a creep torque for driving the vehicle according to the target engine torque Tent includes: controlling the motor to output an actual motor torque Tema based on the incremental torque; and based on the actual engine torque Tena and The difference between the actual motor torque Tema is obtained as the actual input creep torque Tact1, and the operating state of the engine of the hybrid system is dynamically controlled based on the relationship between the actual input creep torque Tact1 and the target output creep torque Ttc.

More preferably, the dynamic control includes increasing the actual engine torque Tena when the actual input creep torque Tact1 is less than the target output creep torque Ttc, such that the actual input creep torque Tact1 is equal to the target The creep torque Ttc is output.

The present invention also provides a creep charging control system including a hybrid control unit and a transmission control unit, an engine control unit, and a motor control unit each capable of bidirectional data transmission with the hybrid control unit The transmission control unit is configured to control a transmission-driven vehicle, and is further configured to obtain a target output creep torque Ttc and transmit the target output creep torque Ttc to the hybrid control unit; the hybrid control unit is configured to Deriving a target engine torque Tent according to the target output creep torque Ttc, and transmitting the target engine torque Tent to the engine control unit; the engine control unit is configured to control engine operation, and is further configured to be based on the target engine torque Tent obtains actual engine torque Tena and transmits the actual engine torque Tena to the hybrid control unit, and the actual engine torque Tena is greater than the target output creep torque Ttc; the hybrid control unit is further configured to The actual engine torque Tena Control the transmission through the control unit and the motor control unit for driving the vehicle generates a creep torque and charge torque for charging the battery.

Preferably, the hybrid control unit increases the incremental torque based on the target output creep torque Ttc to obtain the target engine torque Tent.

More preferably, the hybrid control unit sets the incremental torque to a fixed value; or the hybrid control unit determines the increase based on a current battery state of charge, an engine operating state, and/or a hybrid system efficiency The amount of torque.

More preferably, the hybrid control unit is further configured to send the incremental torque to the motor control unit, the motor control unit is configured to control the motor to output an actual motor torque Tema based on the incremental torque Transmitting the actual motor torque Tema to the hybrid control unit; and the hybrid control unit is further configured to obtain an actual input creep torque Tact1 based on a difference between the actual engine torque Tena and the actual motor torque Tema, and The engine control unit is controlled based on a relationship between the actual input creep torque Tact1 and the target output creep torque Ttc such that the engine control unit dynamically controls an operating state of an engine of the hybrid system.

More preferably, the dynamic control includes: when the hybrid control unit determines that the actual input creep torque Tact1 is smaller than the target output creep torque Ttc, the engine control unit controls the engine to increase the The actual engine torque Tena is such that the actual input creep torque Tact1 is equal to the target output creep torque Ttc.

The present invention also provides a hybrid power system including: an engine that outputs an actual engine torque Tena based on a target engine torque Tent when the vehicle is in a creeping state, the actual engine torque Tena including Driving torque of the vehicle and charging torque for charging the battery; a gearbox having at least one input shaft coupled to the engine, when the vehicle is in a crawling state, based on the output of the engine The creeping torque drives the vehicle to crawl; and a motor coupled to at least one input shaft of the transmission, the battery being output based on the charging torque of the engine when the vehicle is in a crawling state Charge it.

Preferably, the hybrid system further includes a creep charging control system for obtaining a target output creep torque Ttc; obtaining a target engine torque Tent according to the target output creep torque Ttc, and based on the target engine torque Tent The obtained actual engine torque Tena is greater than the target output creep torque Ttc; and the engine is controlled to output the actual engine torque Tena according to the target engine torque Tent.

Preferably, the gearbox is a dual clutch transmission, the engine being drivingly coupled to a first input shaft and a second input shaft of the dual clutch transmission via a dual clutch in the dual clutch transmission, the motor Driven coupled to the second input shaft by a gearing mechanism that is transmitted via a first clutch unit of the dual clutch and the first input shaft to drive the vehicle to crawl, the charging torque being via A second clutch unit of the dual clutch and the second input shaft are coupled to the motor to drive the motor to charge a battery.

More preferably, when the creeping torque and the charging torque are transmitted via the dual clutch, the first clutch unit is in a slipping state and the second clutching unit is in a fully engaged state.

More preferably, when the transmission transmits the creeping torque and the charging torque, only the synchromesh mechanism corresponding to the 1st gear is engaged with the 1st gear to transmit based on the 1st gear. Describe the crawling torque.

The present invention also provides a hybrid vehicle comprising the hybrid system of any one of the above technical solutions.

By adopting the above technical solution, the present invention provides a creep charging control method, a creep charging control system, a hybrid power system, and a hybrid vehicle. By adopting the above-described creep charging control method, on the one hand, the actually generated engine torque ensures that the creeping torque for driving the hybrid vehicle is sufficiently large for creeping driving; on the other hand, the actually generated engine torque can also drive the motor to generate electricity. The battery is charged, thereby eliminating the risk that the state of charge of the battery becomes zero and the hybrid vehicle is unexpectedly stopped. In addition, it also improves the working efficiency of the engine.

DRAWINGS

1 is a schematic view showing a connection structure of a hybrid system using a dual clutch transmission according to an embodiment of the present invention.

FIG. 2 is an explanatory diagram showing a creep charging control method of the hybrid system of FIG. 1. FIG.

Description of the reference numerals

ICE engine EM motor DM differential K1 first clutch unit K2 second clutch unit A1-A4 synchronous meshing mechanism G11-G72, GR gear (gear gear) G8-G9 gear (output gear) G10 input/output gear S1 One input shaft S2 second input shaft S3 first output shaft S4 second output shaft S5 input/output shaft

ECU engine control unit HCU hybrid control unit PEU motor control unit TCU gearbox control unit

Ttc target output creep torque Tact1 actual input creep torque Tact2 actual output creep torque Tent target engine torque Tena actual engine torque Temt target creep charge torque Tema actual motor torque

detailed description

Specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings. It should be noted that in the present invention, "drive coupling" means that the driving force/torque can be transmitted between the two components.

(Structure of hybrid system)

A schematic view of a connection structure of a hybrid system employing a dual clutch transmission according to an embodiment of the present invention is shown in FIG. As shown in FIG. 1, the hybrid system includes an engine ICE, a motor EM, a dual clutch transmission, and a differential DM.

In the hybrid system, the engine ICE can select an appropriate type of engine, such as a multi-cylinder engine, as needed. The engine ICE is drivingly coupled to the first input shaft S1 and the second input shaft S2 of the dual clutch transmission via a dual clutch. When the first clutch unit K1 of the dual clutch is engaged, the engine ICE can transmit the driving force/torque through an odd gear mechanism provided on the first input shaft S1 of the dual clutch transmission; when the second clutch unit K2 of the dual clutch is engaged The engine ICE can transmit the driving force/torque through an even gear (including a reverse gear) mechanism provided to the second input shaft S2 of the dual clutch transmission.

In the hybrid system, the electric machine EM is arranged in a side-by-side manner, and the electric machine EM is not mechanically coupled to the second input shaft S2 via a gear transmission via a dual clutch. In the case where the electric machine EM is supplied with electric energy from a battery (not shown), the electric motor EM acts as a motor to transmit a driving force/torque to the second input shaft S2 of the dual clutch transmission; a second input from the dual clutch transmission is obtained at the electric machine EM In the case of the driving force/torque of the shaft S2, the motor EM charges the battery as a generator.

In the hybrid system, the dual clutch transmission includes the above dual clutch (including the first clutch unit K1 and the second clutch unit K2), the first input shaft S1, the second input shaft S2, the first output shaft S3, and the second The output shaft S4 and the gear mechanism provided on each of the shafts. The dual clutch transmission is capable of 7 forward gears and one reverse gear (reverse gear).

Specifically, the second input shaft S2 is jacketed with the first input shaft S1, and the first input shaft S1 and the second input shaft S2 are arranged in parallel and spaced apart from each other with the first output shaft S3 and the second output shaft S4. The first input shaft S1 is drivingly coupled to the first clutch unit K1, and the second input shaft S2 is drivingly coupled to the second clutch unit K2.

Further, the mechanism for composing the corresponding forward gear and reverse gear includes gear gears (gears G11-G72, GR), synchromesh mechanisms A1-A4, and a driving force for transmitting to the differential DM/ Torque output gear (gears G8, G9).

In the hybrid system, two synchromesh mechanisms A1, A3 are disposed on the first output shaft S3, and two synchromesh mechanisms A2, A4 are disposed on the second output shaft S4. Each of the synchromesh mechanisms includes a synchronizer system and a gear actuator and respectively correspond to two gear gears. Specifically, the synchromesh mechanism A1 corresponds to the gears G12, G32; the synchromesh mechanism A2 corresponds to the gears G22, G62; the synchromesh mechanism A3 corresponds to the gears G42, GR; and the synchromesh mechanism A4 corresponds to the gears G52, G72.

Further, the gear G11 is fixed to the first input shaft S1, the gear G12 is disposed at the first output shaft S3, and the gear G11 and the gear G12 are always engaged to constitute a gear pair corresponding to the forward gear (1st gear).

The gear G21 is fixed to the second input shaft S2, the gear G22 is disposed to the second output shaft S4, and the gear G21 and the gear G22 are always engaged to constitute a gear pair corresponding to the forward gear (2nd gear).

The gear G31 is fixed to the first input shaft S1 at a distance from the gear G11, the gear G32 is disposed at a distance from the gear G12 to the first output shaft S3, and the gear G31 and the gear G32 are always engaged to form a corresponding forward gear ( Gear pair of 3rd gear).

The gear G41 is fixed to the second input shaft S2 at a distance from the gear G21. The gear G42 is disposed at a distance from the gears G12 and G32 to the first output shaft S3, and the gear G41 and the gear G42 are always engaged to form a forward gear. Gear pair (position 4).

The gear G51 is fixed to the first input shaft S1 at a distance from the gears G11 and G31, the gear G52 is disposed at a distance from the gear G22 to the second output shaft S4, and the gear G51 and the gear G52 are always engaged to form a forward gear. Gear pair (position 5).

The gear G61 is fixed to the second input shaft S2 at a distance from the gear G21. The gear G62 is disposed at a distance from the gears G22 and G52 to the second output shaft S4, and the gear G61 and the gear G62 are always engaged to form a forward gear. Gear pair (position 6). In the hybrid system, the gear G61 and the gear G41 are the same gear.

The gear G71 is fixed to the first input shaft S1 at a distance from the gears G11, G31, and G51. The gear G72 is disposed at a distance from the gears G22, G52, and G62 to the second output shaft S4, and the gear G71 and the gear G72 are always engaged. To form a gear pair corresponding to the forward gear position (7th gear).

The gear G21 is fixed to the second input shaft S2, the gear G22 is disposed at the second output shaft S4, and the gear GR is disposed at a distance from the gears G12, G32, G42 to the first output shaft S3, and the gear G21 and the gear G22 are always engaged The gear GR and the gear G22 are always in meshing state (the meshing state is shown by a broken line in the drawing) to constitute a gear pair corresponding to the reverse gear.

When a double clutch transmission is required for the shifting operation, the synchronizer system and the gear actuator of the corresponding synchromesh mechanism act to achieve a transmission coupling between the gear pair corresponding to each gear and each of the shafts.

In addition, the gear G8 is fixed to the first output shaft S3, the gear G9 is fixed to the second output shaft S4, and the gears G8, G9 are always in mesh with the outer ring gear of the differential DM (the gear G9 is shown by a broken line in the figure) The meshing state of the outer ring gear of the differential DM) is to realize the transmission coupling of the first output shaft S3 and the second output shaft S4 with the differential DM, respectively. Thus, the differential DM is in driving coupling with the first output shaft S3 and the second output shaft S4 of the dual clutch transmission for transmitting the driving force/torque from the dual clutch transmission to the wheels of the vehicle. The differential DM can be integrated with the dual clutch transmission or can be separately provided with the dual clutch transmission.

The input/output gear G10 is fixed to the input/output shaft S5 of the motor EM (when the motor EM is used as the motor, the input/output gear G10 is the output gear, and the input/output shaft S5 is the output shaft; when the motor EM is used as the generator, the input The /output gear G10 is an input gear, the input/output shaft S5 is an input shaft), and the input/output gear G10 is always in meshing state with the gear G41 (the meshing state of the input/output gear G10 and the gear G41 is shown by a broken line in the figure). In this way, the motor EM is coupled to the second input shaft S2 via a gearing mechanism.

In the hybrid system having the above structure, when the engine ICE is required to transmit the driving force/torque to the motor EM, the second clutch unit K2 is engaged, and the synchromesh mechanisms A1-A4 are disconnected from the corresponding gears, so that the double The clutch gearbox is in a neutral state. At this time, the driving force/torque transmission route is: engine ICE → second clutch unit K2 → second input shaft S2 → gear G41 → input/output gear G10 → motor EM.

When it is necessary to transmit the driving force/torque to the differential DM through the engine ICE, the transmission of the driving force/torque through the first gear is explained as an example, the first clutch unit K1 is engaged, and the synchromesh mechanism A1 and the gear G12 are engaged. Engage. At this time, the driving force/torque transmission route is: engine ICE → first clutch unit K1 → first input shaft S1 → gear G11 → gear G12 → first output shaft S3 → gear G8 → differential DM.

When it is necessary to transmit the driving force/torque to the differential DM by the motor EM, the transmission of the driving force/torque through the four-gear position will be described as an example, and the synchromesh mechanism A3 is engaged with the gear G42. At this time, the driving force/torque transmission path is: motor EM → input/output gear G10 → gear G41 → gear G42 → first output shaft S3 → gear G8 → differential DM.

The driving force/torque transmission paths are different from each other when the hybrid system is in different modes and the dual clutch transmissions are in different gears, and those skilled in the art can determine according to the different modes and the gear positions of the dual clutch transmissions. It will not be explained in more detail here.

The above has exemplified the specific structure of the hybrid system having the dual clutch transmission, and the creep charging control method and the creep charging control system of the hybrid system will be described in detail below.

(Crawling charging control method and crawling charging control system)

In summary, a creep charging control method according to the present invention includes: obtaining a target output creep torque; obtaining a target engine torque according to a target output creep torque, and an actual engine torque obtained based on the target engine torque is greater than a target output creep torque; The engine torque control generates a creeping torque for driving the hybrid vehicle and a charging torque for charging the battery. In this way, it is possible to charge the battery while the hybrid vehicle has sufficient torque for crawling.

Specifically, when the hybrid power system having the above configuration performs the creep charging control method, the first clutch unit K1 of the dual clutch in the hybrid system is in the slip state, and the second clutch unit K2 of the dual clutch is in the fully engaged state, Only the synchromesh mechanism (A1 in Fig. 1) corresponding to the 1st gear is engaged with the 1st gear (gear G12 in Fig. 1). Here, the state in which the first clutch unit K1 is in the slip state means that the clutch unit K1 is in an intermediate state between fully engaged and fully closed, and can also be said to be in a semi-engaged state.

Thus, the first clutch unit K1, the first input shaft S1, the corresponding gear gear (1 gear position gear), and the first output shaft S3 constitute a first transmission path for driving the crawling torque of the hybrid vehicle to crawl. The first transmission path is transmitted; the second clutch unit K2, the second input shaft S2, and the corresponding gear gear (four-gear gear) constitute a second transmission path for driving the charging torque of the motor through the second Pass the path for delivery.

The creep charging control method is implemented by a creep charging control system in the hybrid system when the creep charging control method described above is specifically performed. The creep charging control system includes a hybrid control unit HCU and a transmission control unit TCU, an engine control unit ECU, and a motor control unit PEU each capable of bidirectional data transmission with the hybrid control unit HCU.

Specifically, for example, in a case where the hybrid vehicle is in a state of creep driving while the vehicle is in a creeping state and the state of charge of the battery is low, the following creep charging control method is started.

First, the transmission control unit TCU performs an operation such that the first clutch unit K1 is in the slip state and the second clutch unit K2 is in the fully engaged state, and the synchromesh mechanism A1 is engaged with the gear G12 to drive a part of the driving force/torque of the engine ICE. It can be transmitted to the differential DM through the 1st gear position for driving the hybrid vehicle to crawl, and the other part of the driving force/torque can be transmitted to the motor EM through the gear G41 and the input/output gear G10 to cause the motor EM to generate electricity to the battery. Charge it.

Further, as shown in FIG. 2, the transmission control unit TCU obtains the target output creeping torque Ttc based on the creeping traveling condition of the hybrid vehicle and transmits the target output creeping torque Ttc to the hybrid control unit HCU, which is based on the target The output creep torque Ttc calculates the target engine torque Tent. The step of obtaining the target engine torque Tent according to the target output creep torque Ttc includes: increasing the target creep charging torque Temt (incremental torque) based on the target output creep torque Ttc to obtain the target engine torque Tent. Further, the target creep charging torque Temt may be a predetermined value or may be a value determined according to parameters such as a current battery state of charge, an engine operating state, and/or a hybrid system efficiency, wherein the engine operating state refers to an engine Operating conditions, the operating conditions mainly include two parameters of engine speed and torque; hybrid system efficiency refers to comprehensive consideration of the state of the engine, motor and battery in the hybrid system to conduct the battery in the state of being as energy-saving as possible The efficiency value of charging.

Then, on the one hand, the hybrid control unit HCU transmits the sum of the target output creep torque Ttc and the target creep charging torque Temt as the above-described incremental torque as the target engine torque Tent (ie, Tent=Ttc+Temt) to the engine control unit ECU, The engine control unit ECU controls the engine ICE to operate to obtain the actual engine torque Tena and transmits the actual engine torque Tena to the hybrid control unit HCU after the target engine torque Tent is obtained. On the other hand, the hybrid control unit HCU transmits the target creep charging torque Temt to the motor control unit PEU, and the motor control unit PEU controls the motor EM to obtain the actual motor torque Tema and transmits the actual motor torque Tema after obtaining the target creep charging torque Temt. Go to the hybrid control unit HCU.

Subsequently, the hybrid control unit HCU transmits the difference between the actual engine torque Tena and the actual motor torque Tema as the actual input creep torque Tact1 (ie Tact1=Tena-Tema) to the transmission control unit TCU, which is crawled based on the actual input. The torque Tact1 obtains the actual output creep torque Tact2 and can transmit the actual output creep torque Tact2 to the hybrid control unit HCU.

Finally, the hybrid control unit HCU controls the engine control unit ECU based on the comparison result of the target output creep torque Ttc and the actual input creep torque Tact1, and dynamically controls the operating state of the engine ICE through the engine control unit ECU. Specifically, when the actual input creep torque Tact1 is smaller than the target output creep torque Ttc, the engine control unit ECU controls the engine ICE to increase the actual engine torque Tena such that the actual input creep torque Tact1 is gradually equal to the target output creep torque Ttc, thereby making the actual engine The torque Tena is used for the creep drive as well as for the motor EM to generate electricity to charge the battery.

In addition, it should be noted that, when the transmission control unit TCU transmits the actual output creep torque Tact2 to the hybrid control unit HCU, the hybrid control unit HCU can control the adjustment target based on the actual input creep torque Tact1 and the actual output creep torque Tact2. The creep torque Ttc is output. Further, when the transmission control unit TCU does not transmit the actual output creep torque Tact2 to the hybrid control unit HCU, the transmission control unit TCU can control the adjustment target output creep torque based on the actual input creep torque Tact1 and the actual output creep torque Tact2. Ttc.

In addition, when the state of charge of the battery of the hybrid vehicle is increased to a predetermined value and/or the hybrid vehicle does not perform creeping travel, the hybrid control unit HCU stops performing creep charging control.

In addition, with the hybrid system having the above configuration, the target output creep torque Ttc, the actual input creep torque Tact1, and the actual output creep torque Tact2 are for the first clutch unit K1. Specifically, the target output creep torque Ttc, the actual input creep torque Tact1, and the actual output creep torque Tact2 are the target clutch output torque, the actual clutch input torque, and the actual clutch output torque corresponding to the first clutch unit K1, respectively.

The actual clutch input torque is the actual input torque of the input side of the first clutch unit K1, and the target clutch output torque and the actual clutch output torque are the target output torque and the actual output torque of the output side of the first clutch unit K1, respectively. It can be seen from this that the actual input creep torque Tact1 (actual clutch input torque) is larger than the actual output creep torque Tact2 (actual clutch output torque).

By adopting the above-described technical solution, in addition to being able to charge the battery while performing the closed loop creep charging control method while the hybrid vehicle is in the creeping running, the transmission control unit TCU is not affected to perform the conventional crawling control. In addition, the creep charging control method also makes the crawling effect good and the crawling process smooth.

Further, the present invention also provides a hybrid vehicle including the hybrid power system having the above configuration and employing the above-described creep charging control method of the hybrid system. The hybrid vehicle is capable of achieving the same advantageous effects as described above.

Claims

A crawling charging control method for a hybrid system of a vehicle, characterized in that the crawling charging control method comprises the following steps:

Obtaining a target output creep torque Ttc;

Deriving a creeping torque Ttc according to the target to obtain a target engine torque Tent, and an actual engine torque Tena obtained based on the target engine torque Tent is greater than the target output creeping torque Ttc;

The creep torque for driving the vehicle and the charging torque for charging the battery are generated according to the target engine torque Tent control.
The creep charging control method according to claim 1, wherein the step of obtaining the target engine torque Tent based on the target output creep torque Ttc comprises: adding an incremental torque obtaining unit based on the target output creep torque Ttc The target engine torque Tent.
The creep charging control method according to claim 2, wherein the incremental torque is a fixed value or determined according to a current battery state of charge, an engine operating state, and/or a hybrid system efficiency.
The crawling charging control method according to claim 1, wherein in the hybrid system, the creeping torque is transmitted through a first transmission path, and the charging torque is transmitted through a second transmission path.
The crawling charging control method according to claim 2 or 3, wherein the step of generating the creeping torque for driving the vehicle in accordance with the target engine torque Tent includes:

Controlling, by the incremental torque, the motor output actual motor torque Tema;

Obtaining an actual input creep torque Tact1 based on a difference between the actual engine torque Tena and the actual motor torque Tema, dynamically controlling the hybrid based on a relationship between the actual input creep torque Tact1 and the target output creep torque Ttc The operating state of the engine of the system.
The crawling charging control method according to claim 5, wherein the dynamic control comprises:

The actual engine torque Tena is increased when the actual input creep torque Tact1 is smaller than the target output creep torque Ttc such that the actual input creep torque Tact1 is equal to the target output creep torque Ttc.
A crawling charging control system, characterized in that the crawling charging control system comprises a hybrid control unit and a transmission control unit, an engine control unit and a motor control unit each capable of bidirectional data transmission with the hybrid control unit,

The transmission control unit is configured to control a transmission driven vehicle, and is further configured to obtain a target output creep torque Ttc and send the target output creep torque Ttc to the hybrid control unit;

The hybrid control unit is configured to obtain a target engine torque Tent according to the target output creep torque Ttc, and send the target engine torque Tent to the engine control unit;

The engine control unit is configured to control engine operation, and is further configured to obtain an actual engine torque Tena based on the target engine torque Tent, and transmit the actual engine torque Tena to the hybrid control unit, and the actual engine torque Tena is greater than the target output creep torque Ttc;

The hybrid control unit is further configured to generate a creeping torque for driving the vehicle and a charging torque for charging the battery by separately controlling the transmission control unit and the motor control unit according to the actual engine torque Tena.
A crawling charging control system according to claim 7, wherein

The hybrid control unit increases the incremental torque based on the target output creep torque Ttc to obtain the target engine torque Tent.
A crawling charging control system according to claim 8 wherein:

The hybrid control unit sets the incremental torque to a fixed value; or

The hybrid control unit determines the incremental torque based on a current battery state of charge, an engine operating state, and/or a hybrid system efficiency.
A crawling charging control system according to claim 8 or 9, wherein

The hybrid control unit is further configured to send the incremental torque to the motor control unit, the motor control unit is configured to control the motor to output an actual motor torque Tema based on the incremental torque and to a motor torque Tema is sent to the hybrid control unit;

The hybrid control unit is further configured to obtain an actual input creep torque Tact1 based on a difference between the actual engine torque Tena and the actual motor torque Tema, and based on the actual input creep torque Tact1 and the target output creep torque Ttc The relationship between the engines controls the engine control unit such that the engine control unit dynamically controls the operating state of the engine of the hybrid system.
The crawling charging control system according to claim 10, wherein said dynamic control comprises:

When the hybrid control unit determines that the actual input creep torque Tact1 is smaller than the target output creep torque Ttc, the engine control unit controls the engine to increase the actual engine torque Tena such that the actual input The creep torque Tact1 is equal to the target output creep torque Ttc.
A hybrid power system characterized in that the hybrid power system comprises:

An engine that outputs an actual engine torque Tena based on a target engine torque Tent including a creep torque for driving the vehicle and a charging torque for charging the battery when the vehicle is in a creeping state;

a gearbox having at least one input shaft coupled to the engine drive, the vehicle creeping based on the creep torque output by the engine when the vehicle is in a crawling state;

a motor coupled to at least one input shaft of the transmission to charge a battery based on the charging torque output by the engine when the vehicle is in a crawling state.
The hybrid power system according to claim 12, wherein said hybrid power system further comprises a creep charging control system for obtaining a target output creep torque Ttc; and obtaining a creep torque Ttc according to said target output The target engine torque Tent, and the actual engine torque Tena obtained based on the target engine torque Tent is greater than the target output creep torque Ttc; and the engine is controlled to output the actual engine torque Tena according to the target engine torque Tent.
A hybrid system according to claim 12 or claim 13 wherein said transmission is a dual clutch transmission, said engine being coupled via said dual clutch in said dual clutch transmission to said dual clutch transmission An input shaft and a second input shaft are drivingly coupled, and the motor is coupled to the second input shaft through a gear transmission mechanism,

The creeping torque is transmitted via a first clutch unit of the dual clutch and the first input shaft to drive the vehicle to crawl, the charging torque via a second clutch unit of the dual clutch and the second input A shaft is transmitted to the motor to drive the motor to charge the battery.
A hybrid system according to claim 14 wherein:

The first clutch unit is in a slip state when the creep torque and the charging torque are transmitted via a dual clutch, and the second clutch unit is in a fully engaged state.
The hybrid power system according to claim 14, wherein when said transmission torque and said charging torque are transmitted by said transmission, only the synchromesh mechanism corresponding to the one-gear gear and the one-gear position are provided. The gears are engaged to transmit the creeping torque based on the first gear.
A hybrid vehicle characterized by comprising the hybrid system of any one of claims 12 to 16.