WO2020014915A1

WO2020014915A1 - Gear shifting control method, gear shifting control device and gear shifting control system for hybrid power system, and hybrid power system

Info

Publication number: WO2020014915A1
Application number: PCT/CN2018/096232
Authority: WO
Inventors: 张茂华; 母新科
Original assignee: 舍弗勒技术股份两合公司; 张茂华
Priority date: 2018-07-19
Filing date: 2018-07-19
Publication date: 2020-01-23
Also published as: DE112018007841T5; CN112243417A

Abstract

Disclosed are a gear shifting control method, gear shifting control device and gear shifting control system for a hybrid power system, and a hybrid power system. The gear shifting control method comprises the following steps: an out-of-gear control step of controlling a clutch (K0) so same is completely disengaged and a transmission so same exits an initial gear; a synchronous speed regulation step of controlling an electric motor (EM) so same carries out speed regulation such that the speed of a target-gear gear of the transmission matches the speed of a corresponding synchronous meshing mechanism; an in-gear control step of controlling the transmission so same enters a target gear; and a clutch (K0) engagement step of controlling the electric motor (EM) and an internal combustion engine (ICE) such that the clutch (K0) is completely engaged after the speed of the electric motor (EM) matches the speed of the internal combustion engine (ICE). Since the speed of the target-gear gear synchronizes with that of the corresponding synchronous meshing mechanism by means of the speed regulation carried out by the electric motor (EM), the wear of and even damage to the synchronous meshing mechanism caused by the rotational inertia of the electric motor (EM) are avoided. In addition, the speed regulation by means of the electric motor (EM) also reduces the speed synchronization time, thereby shortening the gear shifting time.

Description

Shift control method, shift control device, shift control system and hybrid power system of hybrid power system

Technical field

The present invention relates to the field of vehicles, and more particularly, to a shift control method, a shift control device, a shift control system, and a hybrid system including the shift control device or the shift control system of a hybrid power system.

Background technique

In the prior art, there is a hybrid power system including an engine, a motor, a transmission, and two clutches. The output shaft of the engine is drivingly coupled to the input / output shaft of the motor through a first clutch. The input / output shaft of the motor The second clutch is drivingly coupled to the input shaft of the transmission.

During the shifting process of the hybrid power system, after the second clutch is disengaged, the synchronous meshing mechanism of the transmission may be directly engaged with the corresponding gear. Although there is a certain speed difference between the synchronous meshing mechanism and the corresponding gear during the shifting process, the moment of inertia of both the synchronous meshing mechanism and the gear is relatively small, even when there is a certain speed difference. Nor will it have an excessively bad effect on the hybrid system.

However, in the prior art, there is another hybrid system, which is different from the above hybrid system in that there is no second clutch between the motor and the transmission, but the input / output shaft of the motor and the transmission The input shaft is directly connected in a coaxial manner.

During the shifting process of the hybrid system, if the same shift control method as the shift control method of the above-mentioned hybrid system is still used, then because the motor's moment of inertia is large and the transmission input shaft and the motor's The input / output shafts are directly connected in a coaxial manner, which will cause the synchronous meshing mechanism to suffer a great deal of wear or even damage during the shifting process.

Summary of the invention

The present invention has been made based on the aforementioned shortcomings of the prior art. An object of the present invention is to provide a shift control method of a hybrid power system, which can perform gear shifting in a hybrid power system in which an input / output shaft of a motor and an input shaft of a transmission are directly connected in a coaxial manner. Avoiding wear or even damage to the synchronous meshing mechanism due to the motor's moment of inertia, and can also shorten the shift time. Another object of the present invention is to provide a shift control device and a shift control system, and a hybrid power system including the shift control device or the shift control system.

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

The invention provides a shift control method for a hybrid power system, which includes an engine, a clutch, a motor, and a transmission, and an output shaft of the engine can be inputted through the clutch and the motor / The output shaft is drivingly coupled, and the input / output shaft of the motor is directly connected to the input shaft of the transmission in a coaxial manner. The transmission includes a plurality of shift gears and a synchronous meshing mechanism corresponding to the plurality of shift gears. The shift control method includes the following steps: a reverse shift control step that controls the clutch to be completely disengaged and the transmission to exit the initial gear; a synchronous speed adjustment step that controls the motor to adjust the speed so that the target of the transmission The gears match the speed of the corresponding synchronous meshing mechanism; the gear control step controls the transmission to engage in the target gear; and the clutch engagement step controls the motor and the engine such that the speed of the motor and After the speed of the engine is matched, the clutch is controlled to be fully engaged.

Preferably, before the gear shift control step, the shift control method further includes a change trend control step of controlling the engine so that a change trend of the speed of the engine is consistent with a change trend of the speed of the motor.

Preferably, when the hybrid power system is in an oil supply state, in the clutch engaging step, by controlling the torque of the engine and / or by controlling the capacity torque of the clutch when the clutch is in a slipping state To adjust the speed of the engine.

Preferably, when the hybrid system is in an oil-feeding state, the shift control method further includes a preparatory step before the reverse control step, which controls the torque of the motor, the torque of the engine, and the The clutch torque capacity becomes a corresponding predetermined value.

More preferably, when the hybrid system is in an oil-feeding state, in the change trend control step, the torque capacity of the clutch is always maintained at the predetermined value, and the torque is adjusted by controlling the torque of the engine. The speed of the engine is such that the speed of the engine is greater than the speed of the motor.

More preferably, when the hybrid power system is in an oil supply state, in the clutch engagement step, the torque of the motor is controlled to increase to a predetermined target motor torque, and the torque of the engine is controlled to increase to a predetermined A target engine torque and a torque capacity that controls the clutch are increased to a predetermined torque capacity that is greater than the target engine torque.

More preferably, when the hybrid system is in an oil-feeding state, in the clutch engagement step, the clutch is controlled to be engaged, and when the clutch is in a slipping state, the torque capacity of the clutch is controlled to increase To a torque equal to the target engine torque and to control the engine to increase to a predetermined engine torque that is smaller than the target engine torque, control the torque of the motor to increase to the target motor torque, and then control the engine Increase the torque to the target engine torque so that the speed of the engine matches the speed of the motor to control the clutch to fully engage; after the clutch is fully engaged, control the torque capacity of the clutch to increase As large as the predetermined torque capacity.

Preferably, when the hybrid system is not supplied with oil, the shift control method further includes a preparatory step before the reverse control step, which controls the torque of the motor and the torque capacity of the clutch to become Corresponding predetermined value.

Preferably, when the hybrid power system is not supplied with oil, in the change trend control step, the torque capacity of the clutch is controlled to be maintained at the predetermined value, and the engine's torque is adjusted by controlling the torque of the engine. Speed such that the speed of the engine is less than the speed of the motor.

Preferably, when the hybrid system is not supplied with oil, in the clutch engagement step, the torque capacity of the clutch is controlled to be increased to a predetermined torque capacity greater than a target engine torque.

The present invention also provides a shift control device for controlling a hybrid power system to realize shifting. The hybrid power system includes an engine, a clutch, a motor, and a transmission, and an output shaft of the engine And can be drive-coupled to an input / output shaft of the motor via the clutch. The input / output shaft of the motor is directly connected to the input shaft of the transmission in a coaxial manner. The transmission includes a plurality of shift gears and A synchronous meshing mechanism corresponding to the plurality of shift gears, the shift control device includes: a reverse shift control unit for controlling the clutch to be completely disengaged and the transmission to exit the initial gear; a synchronous speed regulating unit for After the transmission exits the initial gear, the motor is controlled to adjust the speed so that the target gear of the transmission matches the speed of the corresponding synchronous meshing mechanism; the gear control unit is used to adjust the gear at the target gear After matching the speed of the corresponding synchronous meshing mechanism, controlling the transmission to engage in the target gear; and clutch engagement Element for the target gear in gear, and controls the motor to the engine, and the engine speed so that the speed of the motor after the match, controlling the clutch is fully engaged.

Preferably, the shift control device further includes a change trend control unit that controls the engine so that the change trend of the speed of the engine and the motor before the target gear is engaged The speed trend is consistent.

Preferably, when the hybrid power system is in an oil supply state, the clutch engaging unit adjusts the torque by controlling the torque of the engine and / or by controlling the capacity torque of the clutch when the clutch is in a slipping state. The speed of the engine.

The present invention also provides a shift control system for controlling a hybrid power system to implement shifting. The hybrid power system includes an engine, a clutch, a motor, and a transmission, and an output shaft of the engine And can be drive-coupled to an input / output shaft of the motor via the clutch. The input / output shaft of the motor is directly connected to the input shaft of the transmission in a coaxial manner. The transmission includes a plurality of shift gears and A synchronous meshing mechanism corresponding to the plurality of shift gears, the shift control system includes a hybrid control unit and is connected to the hybrid control unit and realizes the transmission, the motor, the clutch, and the transmission, respectively. Transmission control unit, motor control unit, auxiliary control unit, and engine control unit for engine control. The hybrid control unit sends the following instructions to the corresponding control unit to implement shift control: control the clutch to be completely disengaged; control the transmission Exit the initial gear; after the transmission exits the initial gear, Control the motor to adjust the speed so that the target gear of the transmission matches the speed of the corresponding synchronous meshing mechanism; after the speed of the target gear is matched with the speed of the corresponding synchronous meshing mechanism, control the transmission to The target gear is engaged; after the target gear is engaged, the motor and the engine are controlled so that the speed of the motor matches the speed of the engine, and then the clutch is fully engaged.

Preferably, the engine control unit controls the engine so that a change tendency of the speed of the engine is consistent with a change tendency of the speed of the motor before the target gear is engaged.

Preferably, when the hybrid power system is in an oil supply state, the engine control unit controls the torque of the engine and / or the auxiliary control unit controls the clutch when the clutch is in a slipping state. Capacity torque to regulate the speed of the engine.

The present invention also provides a hybrid system including the shift control device according to any one of the above technical solutions or the shift control device according to any one of the above technical solutions. Gear control system; a transmission comprising a plurality of gears and a synchronous meshing mechanism corresponding to the plurality of gears; a motor, and an input / output shaft of the motor is coaxial with an input shaft of the transmission A direct connection; a clutch; and an engine whose output shaft can be drive-coupled to the input / output shaft of the motor via the clutch.

By adopting the above technical solution, the present invention provides a shift control method, a shift control device, a shift control system, and a hybrid system of a hybrid power system, which can adjust the speed of a target gear through a motor to the corresponding gear. Only after the speed of the synchronization meshing mechanism is matched, the gear gear is engaged with the corresponding synchronization meshing mechanism. In this way, since the speed of the target gear is synchronized with the speed of the corresponding synchronous meshing mechanism by the speed adjustment by the motor, the wear and even damage of the synchronous meshing mechanism due to the motor's rotational inertia is avoided; in addition, the speed synchronization by the motor also reduces the speed synchronization time , Thereby shortening the shift time.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic diagram showing a connection structure of a hybrid system according to an embodiment of the present invention.

FIG. 2a is a graph showing changes of various parameters with time of the hybrid system of FIG. 1 during an upshift with the accelerator pedal; FIG. 2b is a diagram showing a process of the downshift with the hybrid system in FIG. The time-varying parameters of each parameter in the graph; Figure 2c is a graph showing the time-varying parameters of the hybrid system in Fig. 1 during the upshift of the throttle; Figure 2d is a graph showing the A graph of the changes of various parameters of the hybrid system with time during the downshift of the loose throttle.

FIG. 3 is a schematic diagram showing a configuration of a shift control system included in a hybrid system according to an embodiment of the present invention.

Reference sign description

ICE engine EM motor K0 clutch S1 input shaft S2 output shaft S3 reverse gear G1-G15 gear A1-A4 synchronous meshing mechanism DM differential

ECU engine control unit PEU motor control unit TCU transmission control unit HCU hybrid control unit ACU auxiliary control unit

detailed description

Hereinafter, specific embodiments of the present invention will be described in detail with reference to the accompanying drawings of the description. In the present invention, "drive coupling" refers to the ability to transmit driving force / torque between two components.

(Structure of Hybrid System)

As shown in FIG. 1, a hybrid system according to an embodiment of the present invention includes an engine ICE, a motor module, an automatic transmission, and a differential DM, where the motor module includes an integrated motor EM and a clutch K0, and the motor module Located between the engine ICE and the automatic transmission.

In this embodiment, the engine ICE is a four-cylinder engine. As shown in FIG. 1, the engine ICE is located on the opposite side from the side of the automatic transmission with respect to the motor module, and the engine ICE is drivingly coupled to the input / output shaft of the motor EM via a clutch K0 in the motor module. When the clutch K0 is engaged, the engine ICE can realize the transmission connection with the input / output shaft of the motor EM; when the clutch K0 is disengaged, the transmission connection between the engine ICE and the input / output shaft of the motor EM is disconnected.

In the present embodiment, the clutch K0 is not a double clutch, but a separate conventional clutch having only one clutch unit. The clutch K0 may be a conventional clutch such as a dry clutch, and the structure of the clutch K0 is not described in detail here. In addition, since the hybrid system uses only the clutch K0 in the motor module, it is not necessary to provide another clutch in the automatic transmission.

In this embodiment, the input / output shaft of the motor EM and the input shaft S1 of the automatic transmission are directly connected in a coaxial manner, so that the driving force / torque can be transmitted in both directions between the motor EM and the automatic transmission. The above “directly connected in a coaxial manner” means that the input / output shaft of the motor EM and the input shaft S1 of the automatic transmission may be the same shaft or there is no difference between the input / output shaft of the motor EM and the input shaft S1 of the automatic transmission. The clutch ground is directly connected. When the electric motor EM is supplied with power by a battery (not shown), the electric motor EM serves as a motor to transmit driving force / torque to the input shaft S1 of the automatic transmission, and the electric motor EM obtains the driving force / torque from the input shaft S1 of the automatic transmission. In this case, the motor EM acts as a generator to charge the battery.

In this embodiment, as shown in FIG. 1, the automatic transmission has six forward gears and one reverse gear. The automatic transmission includes an input shaft S1, an output shaft S2, and a reverse shaft S3 which are arranged in parallel and spaced apart from each other. Further, the automatic transmission further includes gears (gears G1-G12, G14) for composing a gear pair corresponding to each of the forward gear and the reverse gear, a synchronous meshing mechanism A1-A4, and a gear for differential speed. The output gear (gears G13, G15) that transmits the driving force / torque of the DM.

In this embodiment, two synchronous meshing mechanisms A2 and A3 are provided on the input shaft S1, one synchronous meshing mechanism A1 is provided on the output shaft S2, and one synchronous meshing mechanism A4 is provided on the reverse shaft S3. Each synchromesh mechanism includes a synchronizer and a gear actuator and corresponds to one or two shift gears, respectively. Specifically, the synchronous meshing mechanism A1 corresponds to the gears G7 and G8; the synchronous meshing mechanism A2 corresponds to the gears G3 and G4; the synchronous meshing mechanism A3 corresponds to the gears G5 and G6; the synchronous meshing mechanism A4 corresponds to the gear G14.

The gears of the automatic transmission for composing the gear pairs corresponding to the gears will be described below.

The gear G1 is fixed to the input shaft S1, the gear G7 is disposed on the output shaft S2, and the gear G1 and the gear G7 are always in meshing state to form a gear pair corresponding to the forward gear position (first gear).

Gear G2 and gear G1 are fixed to the input shaft S1 spaced apart. Gear G8 and gear G7 are set to the output shaft S2 spaced apart. Gear G2 and gear G8 are always in meshing state to form a gear corresponding to the forward gear (2 speed). Gear pair.

The gear G3 and the gear G2 are spaced apart from each other on the input shaft S1, the gear G9 and the gear G8 are spaced apart from each other and fixed to the output shaft S2, and the gears G3 and G9 are always engaged with each other to form a gear corresponding to the forward gear position (3 speeds). Gear pair.

The gear G4 and the gear G3 are spaced apart from each other on the input shaft S1, the gear G10 and the gear G9 are spaced apart from each other and fixed to the output shaft S2, and the gears G4 and G10 are always in meshing state to form a gear corresponding to the forward gear (4th gear) Gear pair.

The gear G5 and the gear G4 are spaced apart from each other on the input shaft S1, the gear G11 and the gear G10 are spaced apart from each other and fixed to the output shaft S2, and the gears G5 and G11 are always engaged with each other to form a gear corresponding to the forward gear position (5th gear) Gear pair.

The gear G6 and the gear G5 are spaced apart from each other on the input shaft S1, the gear G12 and the gear G11 are spaced apart from each other and fixed to the output shaft S2, and the gears G6 and G12 are always in meshing state to form a gear corresponding to the forward gear (6th gear) Gear pair.

Gear G14 is set on reverse shaft S3, gear G7 and gear G14 are always in meshing state (the meshing relationship is shown by a dotted line in the figure), gear G7 and gear G1 are always in meshing state, and gears G1, G7, and G14 constitute Gear pair in reverse gear.

In this way, by adopting the above structure, the multiple gears G1-G12 and G14 of the automatic transmission correspond to the four synchronous meshing mechanisms A1-A4, and the gears G1-G12 and G14 mesh with each other to form a plurality of gears respectively corresponding to the automatic transmission. The gear pair of the gear, the synchronous meshing mechanism A1-A4 can be engaged or disengaged with the corresponding gear to realize shifting. When an automatic transmission is required to shift gears, the synchronizers of the corresponding synchromesh mechanisms A1-A4 act to engage with the gears of each gear to achieve transmission coupling or disconnect transmission coupling between the shafts.

The following describes the driving force / torque output path of the automatic transmission.

The gear G13 as the output gear of the output shaft S2 is fixed to the output shaft S2 and is always in meshing state with the outer ring gear of the differential DM, so as to realize the transmission connection between the output shaft S2 and the differential DM. The gear G15, which is the output gear of the reverse shaft S3, is fixed to the reverse shaft S3 and is always in meshing state with the outer ring gear of the differential DM (the meshing relationship is shown by a dotted line in the figure) to realize the reverse shaft S3 and Transmission connection between differential DM.

In this way, the driving force / torque from the motor EM and / or the engine ICE of the vehicle power system can be transmitted through the gear pair (gears G1-G12, G14) corresponding to each gear and the output gear (gear G13 or G15). To the differential DM for further output to the wheels of the vehicle.

In the present embodiment, the differential DM is not included in the automatic transmission, but the differential DM may be integrated into the automatic transmission as needed.

By adopting the assembly design of the above-mentioned hybrid system, all gears in the automatic transmission can be used for the motor EM and the engine ICE, and the gear transmission ratio for motor driving is increased. In addition, the absence of a clutch in the automatic transmission can also reduce costs.

In addition, although not shown in FIG. 1, the hybrid system according to an embodiment of the present invention further includes a shift control device described below or a shift control system shown in FIG. 3, the shift control device and the shift control device The gear control systems are used to control the actions of the engine ICE, the motor EM, the clutch K0, and the transmission shown in FIG. 1 to execute the gear shift control method according to the present invention. The gear shift control device will be further explained in the following content And the specific structure of the shift control system.

The specific structure of the hybrid system according to an embodiment of the present invention has been described in detail above, and a shift control method according to the present invention for the hybrid system will be described below.

(Shift control method)

The shift control method according to the present invention is a shift control method mainly for a hybrid system having the above-mentioned structure. In the following, the hybrid system in FIG. 1 will be shifted when the fuel is in the fuel state (including throttle upshift and throttle downshift) and the hybrid system will be shifted when it is not fueled (including loose throttle upshift). And loose throttle downshift) will be described in detail to explain the shift control method according to the present invention.

As shown in FIG. 2a, in the process of stepping up the accelerator by the hybrid system, the gear shifts from the first gear (where the gear G7 corresponds to the initial gear) to the second gear (where the gear G8 corresponds The gear shift in the target gear) is described as an example. The shift control method according to the present invention includes the following three stages P1-P3 in chronological order, and the following steps are performed in each stage.

In the first stage P1, a preparatory step is performed to control the torque capacity of the clutch K0, the torque of the engine ICE and the torque of the motor EM in a predetermined time (for example, a predetermined adjustment time) while the clutch K0 is fully engaged. Both are gradually reduced to corresponding predetermined values, for example, both are 0 Nm; and the speed of the control engine ICE and the speed of the motor EM are gradually increased and remain the same.

After the torque capacity of the clutch K0, the torque of the engine ICE and the torque of the motor EM are gradually reduced to a predetermined value, it enters the second stage P2 and executes the reverse gear control step, the synchronous speed regulation step, the change trend control step, and the gear control step.

In the reverse control step, the control clutch K0 is completely disengaged and the torque capacity of the clutch K0 is maintained at the above-mentioned predetermined value, and the control gear G7 is disengaged from the corresponding synchronous meshing mechanism A1, so that the transmission exits the initial gear.

In the synchronous speed regulation step, the speed of the motor EM is gradually reduced by controlling the torque of the motor EM to quickly decrease to a negative value and maintaining the negative value for a certain period of time before quickly returning to the predetermined value described in the preparation step. Adjust speed by driving gear G8. The speed of the motor EM can be controlled in a closed loop (for example, PID closed loop control). In this way, the speed of the gear gear G8 is matched with the speed of the corresponding synchronous meshing mechanism A1 by controlling the speed of the motor EM.

In addition, while performing the synchronous speed regulation step, the change trend control step is performed. By controlling the torque of the engine ICE to quickly decrease to a negative value and maintain the negative value for a certain period of time, the change trend of the speed of the engine ICE and the motor EM The speed change trend of the speed is the same, that is, both are gradually reduced, and the speed of the engine ICE is reduced to the first engine speed, which is greater than the speed of the motor EM. It should be noted that the magnitude of the first engine speed depends on the magnitude of the torque of the engine ICE for controlling the speed of the engine ICE and the duration of the change trend control step, and is not a predetermined value. Generally, the greater the torque of the engine ICE for controlling the speed of the engine ICE and / or the longer the duration of the trend control step, the closer the speed of the engine ICE is to the target engine speed. The speed of the engine ICE can be closed-loop controlled (such as PI closed-loop control) through two methods: fast torque adjustment or slow speed adjustment. The fast torque adjustment can be achieved by adjusting the ignition angle of the engine ICE. Slow speed adjustment The twisting method can be implemented by adjusting the intake air amount (for example, the valve opening degree) of the engine ICE.

Further, in the gear control step, after the gear gear G8 is matched with the speed of the corresponding synchronous meshing mechanism A1, the gear gear G8 is controlled to engage with the corresponding synchronous meshing mechanism A1, so that the transmission proceeds and completes the target gear. Gear up.

After the gear G8 is engaged with the corresponding synchromesh mechanism A1, it enters the third stage P3 and executes the clutch engagement step.

During the clutch engagement step, specifically, in the first sub-phase P31 of the third phase P3, the clutch K0 is controlled to be engaged. When the clutch K0 is in a slipping state, the torque capacity of the clutch K0 is gradually increased to be equal to After the target engine torque is equal, the torque capacity is maintained. In this first sub-phase P31, the torque of the control engine ICE is gradually increased to a predetermined engine torque (for example, 0.9 times the target engine torque) smaller than the target engine torque, and then the predetermined engine torque is maintained unchanged.

In this first sub-phase P31, the torque of the control engine ICE is always smaller than the torque capacity of the clutch K0, and the speed of the engine ICE is closed-loop controlled (for example, PI closed-loop control) by controlling the capacity torque of the clutch K0 and the torque of the engine ICE. , So that the speed of the engine ICE is reduced to gradually approach the speed of the motor EM. Since a large difference is always maintained between the capacity torque of the clutch K0 and the actual torque of the engine ICE in this first sub-phase P31, the speed of the engine ICE can be controlled by controlling the capacity torque of the clutch K0 and the torque of the engine ICE. The faster way is to reduce to the second engine speed, which is greater than the speed of the motor EM at the end of this first sub-phase P31. Specifically, in the first sub-phase P31, the speed change slope of the engine ICE can be obtained as follows. At the end of the first sub-phase P31, the target motor speed of the motor EM is V0. The current engine speed at the moment is V1, the predetermined speed difference (for example, the predetermined adjustment speed difference) is V2, and the predetermined time (for example, the predetermined adjustment time) is T. In this first sub-phase P31, the engine ICE The speed change slope can be expressed as (V0-V1 + V2 × K) / T, where K is a predetermined constant less than 1 and greater than 0, such as 0.8. By controlling K, the speed change slope of the engine ICE can be controlled.

In this first sub-phase P31, after the torque of the control motor EM is increased to a predetermined target motor torque, the target motor torque is kept constant, and the speed of the control motor EM is gradually increased.

In the second sub-phase P32 of the third stage P3, the clutch K0 is still in a slipping state, the torque capacity of the clutch K0 remains unchanged, the torque of the control engine ICE is gradually increased to the target engine torque and the torque of the motor EM remains unchanged. ; Control the speed of the engine ICE and the speed of the motor EM close to each other.

In the third sub-phase P33 of the third phase P3, the torque capacity of the clutch K0, the torque of the engine ICE and the torque of the motor EM are all maintained; after the speed of the engine ICE and the speed of the motor EM are further matched to each other, the clutch K0 is completely Engage (the slip speed difference of clutch K0 is reduced to 0).

In the fourth sub-phase P34 of the third phase P3, the torque capacity of the control clutch K0 is increased to a predetermined value larger than the target engine torque (for example, 1.2 times the target engine torque), and the torque of the engine ICE and the motor EM are The torque remains unchanged. The speed of the control engine ICE remains the same as the speed of the motor EM and gradually increases. After the torque capacity of the control clutch K0 is increased to a predetermined value larger than the target engine torque, the shifting process ends.

In summary, in the above clutch engaging step, the speed of the engine ICE is quickly adjusted by controlling the capacity torque of the clutch K0 and the torque of the engine ICE, so that the speed of the engine ICE can be quickly reduced to match the speed of the motor EM, and then the clutch K0 is fully engaged. In the clutch engagement step, the torque capacity of the clutch K0 has been increased to the same as the target engine torque and maintained for a certain period of time, and then increased to be greater than the target engine torque; the torque of the engine ICE has been increased to less than the target After the engine torque is maintained for a certain period of time, it increases to the same process as the target engine torque, and the speed of the engine ICE gradually decreases to the same speed as the motor EM; the torque of the motor EM increases to the target motor torque and then maintains the target motor torque It does not change and the speed of the motor EM always increases gradually.

As shown in FIG. 2b, during the step-down of the throttle by the hybrid system, the gear shifts from the second gear (where the gear G8 corresponds to the initial gear) to the first gear (where the gear G7 corresponds The downshift is performed as an example for description. The shift control method according to the present invention includes the following three stages P1-P3 in chronological order, and the following steps are performed in each stage.

In the first stage P1, a preparatory step is performed to control the torque capacity of the clutch K0, the torque of the engine ICE and the torque of the motor EM in a predetermined time (for example, a predetermined adjustment time) while the clutch K0 is fully engaged. Both gradually decrease to a corresponding predetermined value, for example, both are 0 Nm, and the speed of the control engine ICE and the speed of the motor EM gradually increase and remain the same.

In the reverse control step, the control clutch K0 is completely disengaged and the torque capacity of the clutch K0 is maintained at the above-mentioned predetermined value, and the control gear G8 is disengaged from the corresponding synchronous meshing mechanism A1, so that the transmission exits the initial gear.

In the synchronous speed adjusting step, the speed of the motor EM is quickly increased to a positive value by controlling the torque of the motor EM to a positive value and maintaining the positive value for a certain period of time, and then quickly returning to the predetermined value described in the preparation step. Gradually increase to adjust the speed of the gear G7. The speed of the motor EM can be controlled in a closed loop (for example, PID closed loop control). In this way, the speed of the gear gear G7 is matched with the speed of the corresponding synchronous meshing mechanism A1 by controlling the speed of the motor EM.

In addition, while performing the synchronous speed control step, the change trend control step is performed, and the torque of the engine ICE is rapidly increased to a positive value by controlling the ICE, and the positive value is maintained for a certain period of time, and then quickly returns to the position in the preparation step P1. The predetermined value described makes the change trend of the speed of the engine ICE consistent with the speed change trend of the speed of the motor EM, that is, both gradually increase, and the speed of the engine ICE increases to a first engine speed, which is greater than The speed of the motor EM. It should be noted that the magnitude of the first engine speed depends on the magnitude of the torque of the engine ICE for controlling the speed of the engine ICE and the duration of the change trend control step, and is not a predetermined value. Generally, the greater the torque of the engine ICE for controlling the speed of the engine ICE and / or the longer the duration of the trend control step, the closer the speed of the engine ICE is to the target engine speed. The speed of the engine ICE can be closed-loop controlled (such as PI closed-loop control) through two methods: fast torque adjustment or slow speed adjustment. The fast torque adjustment can be achieved by adjusting the ignition angle of the engine ICE. Slow speed adjustment The twisting method can be implemented by adjusting the intake air amount (for example, the valve opening degree) of the engine ICE.

Further, in the gear control step, after the gear gear G7 is matched with the speed of the corresponding synchronous meshing mechanism A1, the gear gear G7 is controlled to be engaged with the corresponding synchronous meshing mechanism A1, so that the transmission performs and completes the target gear. Gear up.

After the gear G7 is engaged with the corresponding synchronous meshing mechanism A1, the third phase P3 is entered and the clutch engagement step is performed.

In this first sub-phase P31, the torque of the control engine ICE is always smaller than the torque capacity of the clutch K0, and the speed of the engine ICE is closed-loop controlled (for example, PI closed-loop control) by controlling the capacity torque of the clutch K0 and the torque of the engine ICE. , So that the speed of the engine ICE is reduced to gradually approach the speed of the motor EM. Since the small difference between the capacity torque of the clutch K0 and the actual torque of the engine ICE is kept small in this first sub-phase P31, the speed of the engine ICE can be controlled by controlling the capacity torque of the clutch K0 and the torque of the engine ICE. The slower way down to the second engine speed, which is greater than the speed of the motor EM at the end of this first sub-phase P31. Specifically, in the first sub-phase P31, the speed change slope of the engine ICE can be obtained as follows. At the end of the first sub-phase P31, the target motor speed of the motor EM is V0. The current engine speed at the moment is V1, the predetermined speed difference (for example, the predetermined adjustment speed difference) is V2, and the predetermined time (for example, the predetermined adjustment time) is T. In this first sub-phase P31, the engine ICE The speed change slope can be expressed as (V0-V1 + V2 × K) / T, where K is a predetermined constant less than 1 and greater than 0, such as 0.8. By controlling K, the speed change slope of the engine ICE can be controlled.

In this first sub-phase P31, after the torque of the control motor EM is increased to a predetermined target motor torque, the target motor torque is kept constant, and the speed of the motor EM is gradually increased.

In the third sub-phase P33 of the third stage P3, the torque capacity of the clutch K0, the torque of the engine ICE and the torque of the motor EM remain unchanged; after the speed of the engine ICE and the speed of the motor EM are further matched to each other, the clutch K0 is fully engaged (The slipping speed difference of clutch K0 is reduced to 0).

In summary, in the above-mentioned clutch engagement step, the speed of the engine ICE is quickly adjusted through the capacity torque of the clutch K0 and the torque of the engine ICE, so that the speed of the engine ICE can be quickly matched with the speed of the motor EM, and then the clutch K0 Fully engaged. In this clutch engagement step, the torque capacity of the clutch K0 has undergone a process of first increasing to the same as the target engine torque and maintaining it for a certain period of time before increasing to a value greater than the target engine torque; the torque of the engine ICE has experienced an increase to less than After the target engine torque is maintained for a certain period of time, it increases to the same process as the target engine torque, and the speed of the engine ICE gradually decreases to the same speed as the motor EM; the torque of the motor EM increases to the target motor torque and then maintains the target motor The torque does not change and the speed of the motor EM always increases gradually.

As shown in FIG. 2c, in the process of performing a loose throttle upshift by the hybrid system, the gear shifts from the first gear (where the gear G7 corresponds to the initial gear) to the second gear (where the gear G8 corresponds The gear shift in the target gear) is described as an example. The shift control method according to the present invention includes the following three stages P1-P3 in chronological order, and the following steps are performed in each stage.

In the first stage P1, a preparatory step is performed. In a predetermined time (for example, a predetermined adjustment time), when the clutch K0 is fully engaged, the torque capacity of the control clutch K0 is gradually reduced to a predetermined value, for example, 0 Nm; The torque of the engine ICE remains unchanged and is a negative torque (the torque output of the engine ICE in the loose throttle state is generally negative torque or 0 Nm); the torque of the control motor EM is gradually increased to a predetermined value, for example, 0 Nm. In this preparation step, the speed of the control motor EM and the speed of the engine ICE gradually decrease and remain the same.

After the torque capacity of the clutch K0 is gradually reduced to a predetermined value and the torque of the motor EM is gradually increased to a predetermined value, it enters the second stage P2 and executes a reverse gear control step, a synchronous speed regulation step, a change trend control step, and a gear control step.

In the synchronous speed adjusting step, the speed of the motor EM is gradually reduced by controlling the torque of the motor EM to quickly decrease to a negative value and maintaining the negative value for a certain period of time before quickly returning to the predetermined value described in the preparation step. Lower to adjust the speed of the gear G8. The speed of the motor EM can be controlled in a closed loop (for example, PID closed loop control). In this way, the speed of the gear gear G8 is matched with the speed of the corresponding synchronous meshing mechanism A1 by controlling the speed of the motor EM.

In addition, the change trend control step is performed while the synchronous speed regulation step is performed. By controlling the torque of the engine ICE to quickly decrease to a negative value and maintain the negative value, the change trend of the speed of the engine ICE and the speed change trend of the speed of the motor EM are controlled. Consistent, that is, both gradually decrease. Further, the speed of the engine ICE is reduced to a first engine speed, the first engine speed being less than the speed of the motor EM.

Specifically, during the execution of the clutch engagement step, the control clutch K0 is engaged. When the clutch K0 is in a slipping state, the torque capacity of the control clutch K0 is increased to a predetermined value larger than the target engine torque, such as the target engine torque. The torque capacity of the clutch K0 remains unchanged after that; the torque of the control engine ICE gradually increases to a predetermined engine torque and remains unchanged; the torque of the control motor EM gradually decreases to a predetermined motor torque and remains unchanged. In this third stage P3, both the speed of the control engine ICE and the speed of the motor EM are gradually reduced and gradually matched. After the speed of the engine ICE and the speed of the motor EM match, the clutch K0 is fully engaged, and the shifting process ends.

Since the engine ICE does not output torque (positive torque) for driving during the shift upshift of the throttle release, the capacity torque of the clutch K0 is not required to participate in the speed control of the engine ICE.

As shown in FIG. 2d, during the process of performing the downshift of the throttle by the hybrid system, the gear shifts from the second gear (where the gear G8 corresponds to the initial gear) to the first gear (where the gear G7 corresponds The downshift is performed as an example for description. The shift control method according to the present invention includes the following three stages P1-P3 in chronological order, and the following steps are performed in each stage.

In the first stage P1, a preparation step is performed. In a predetermined time (for example, a predetermined adjustment time), in a state where the clutch K0 is fully engaged, the torque capacity of the control clutch K0 is gradually reduced to a predetermined value, for example, 0 Nm; the engine The torque of the ICE remains unchanged and is negative (the torque output of the engine ICE under the throttle state is generally negative torque or 0 Nm); the torque of the control motor EM is gradually increased to a predetermined value, such as 0 Nm. In this preparation step, the speed of the control motor EM and the speed of the engine ICE gradually decrease and remain the same.

In addition, while executing the synchronous speed regulation step, the change trend control step is performed. By controlling the torque of the engine ICE to rapidly increase to a positive value and maintain the positive value, it then returns quickly, so that the speed change trend of the engine ICE and the motor EM The speed change trend of the speed is the same, that is, both gradually increase. Further, the speed of the engine ICE is increased to a first engine speed, which is lower than the speed of the motor EM.

Further, in the gear control step, after the gear gear G7 is matched with the speed of the corresponding synchronous meshing mechanism A1, the gear gear G7 is controlled to engage with the corresponding synchronous meshing mechanism A1, so that the transmission performs and completes the target gear. Gear up.

Specifically, during the clutch engagement step, the control clutch K0 is engaged. When the clutch K0 is in a slipping state, the torque capacity of the control clutch K0 is gradually increased to a predetermined value larger than the target engine torque, for example, the target After 1.2 times the engine torque, the torque capacity of the clutch K0 remains unchanged; the torque of the control engine ICE is gradually reduced to a predetermined engine torque and remains unchanged; the torque of the control motor EM is gradually reduced to a predetermined motor torque and remains unchanged. In this third stage P3, the speed of the control engine ICE and the speed of the motor EM are gradually reduced and gradually matched. After the speed of the engine ICE and the speed of the motor EM match, the clutch K0 is fully engaged, and the shifting process ends.

Since the engine ICE does not output driving torque (positive torque) during the shifting process of the downshift of the throttle, the capacity torque of the clutch K0 is not required to participate in the speed control of the engine ICE.

To sum up, in the four shift modes of throttle upshift, throttle downshift, loose throttle upshift and loose throttle downshift, the shift control method according to the present invention can be summarized as follows.

In the preparation step, the torque capacity of the control clutch is reduced to a predetermined value (e.g. 0Nm), the torque of the engine is reduced to a predetermined value (e.g. 0Nm) or remains unchanged and the torque of the motor is increased or reduced to the predetermined value (e.g. 0Nm);

In the reverse control step, the control clutch K0 is completely disengaged, and the initial gear is controlled to be disengaged from the corresponding synchronous meshing mechanism, so that the transmission exits the initial gear;

In the synchronous speed adjustment step, the control motor EM is used to adjust the speed so that the target gear gear matches the speed of the corresponding synchronous meshing mechanism, and in the change trend control step, the change trend of the speed of the engine ICE and the speed of the motor EM is controlled. Consistent trends

In the gear control step, after the target gear gear matches the speed of the corresponding synchronous meshing mechanism, control the target gear gear to engage with the corresponding synchronous meshing mechanism, so that the transmission performs and completes the target gear gearing;

In the clutch engagement step, the control motor EM and the engine ICE are speed-regulated so that the speed of the motor EM and the speed of the engine ICE match, and then the control clutch K0 is fully engaged.

In this way, not only the rotational inertia of the motor EM can avoid abrasion or even damage of the synchronous meshing mechanism during the engagement of the target gear with the corresponding synchronous meshing mechanism, but the speed adjustment by the motor EM also shortens the shift time.

In addition, during the shifting process in two modes of upshift and downshift, the clutch engagement step can be further summarized as follows: In the clutch engagement step, the clutch is controlled to engage, and the clutch K0 is in a slipping state At this time, the capacity torque of the clutch K0 participates in adjusting the speed of the engine ICE, and after the speed of the engine ICE and the speed of the motor EM are matched, the clutch K0 is fully engaged.

In this way, adjusting the speed of the engine ICE through the torque of the engine ICE and the capacity torque of the clutch K0 can make the speed response of the engine ICE faster, reduce the speed synchronization time, and then shorten the shift time. In summary, by adopting the above technical solution, the shift control method of the hybrid system according to the present invention shortens the time of power interruption when shifting, improves drivability, and weakens vibration due to shifting.

The shift control method of the hybrid system according to the present invention has been described in detail above, and a shift control device and a shift control system for executing the shift control method will be described below.

(Shift control)

Based on the above-mentioned shift control method according to the present invention, preferably, a shift control device (not shown in the figure) according to an embodiment of the present invention includes a reverse control unit, a synchronous speed control unit, a gear control unit, and The clutch engaging unit, each unit has the necessary hardware to achieve the following functions.

The reverse control unit is used to control the clutch to be completely disengaged and the transmission to exit the initial gear.

The synchronous speed control unit is used to control the motor to adjust the speed after the transmission exits the initial gear, so that the target gear of the transmission matches the speed of the corresponding synchronous meshing mechanism.

The gear control unit is configured to control the transmission to engage the target gear after the target gear matches the speed of the corresponding synchronous meshing mechanism.

The clutch engagement unit is used to control the motor and the engine after the target gear is engaged, so that the speed of the motor matches the speed of the engine, and then control the clutch to be fully engaged.

Further, the shift control device may further include a change trend control unit that controls the engine so that the change trend of the speed of the engine before the target gear is engaged is consistent with the change trend of the speed of the motor.

In addition, when the hybrid system is in the oil supply state, the clutch engaging unit adjusts the speed of the engine by controlling the torque of the engine and / or by controlling the capacity torque of the clutch when the clutch is in the slipping state.

In this way, the shift control method according to the present invention can be smoothly and efficiently performed by employing the shift control device having the above-mentioned structure.

(Shift control system)

As shown in FIG. 3, a shift control system according to an embodiment of the present invention includes an engine control unit ECU, a motor control unit PEU, an auxiliary control unit ACU, a transmission control unit TCU, and a hybrid control unit HCU. The engine control unit ECU, transmission control unit TCU, auxiliary control unit ACU, and motor control unit PEU all have bidirectional data communication with the hybrid control unit HCU, so that the engine control unit ECU, transmission control unit TCU, auxiliary control unit ACU, and motor control unit PEU Both can send corresponding parameters to the hybrid control unit HCU, and the hybrid control unit HCU can send control commands to the engine control unit ECU, transmission control unit TCU, auxiliary control unit ACU, and motor control unit PEU to control the engine control unit The ECU, the transmission control unit TCU, the auxiliary control unit ACU, and the motor control unit PEU perform operations.

In the present embodiment, the transmission control unit TCU can control the gears of the transmission of the hybrid system in FIG. 1 to be engaged / disengaged with the corresponding synchromesh mechanism of the transmission. In this way, in the shift-down control step and the gear-shift control step of the above-mentioned shift control method, the transmission control unit TCU can control the shift gear to be engaged and disengaged with the corresponding synchronous meshing mechanism.

In this embodiment, the motor control unit PEU can control the motor EM of the hybrid system in FIG. 1 to perform speed adjustment. Thus, on the one hand, in the synchronous speed adjustment step of the shift control method described above, the motor control unit PEU can control the speed of the motor EM so that the speed of the target gear matches the speed of the corresponding synchronous meshing mechanism; on the other hand, in In the clutch engagement step of the shift control method described above, the motor control unit PEU can control the speed matching of the motor EM and the engine ICE.

In this embodiment, the auxiliary control unit ACU can control the change in the torque capacity of the clutch K0 and the engagement / disengagement of the clutch K0. In the reverse shift control step and the clutch engagement step of the above-described shift control method, the auxiliary control unit ACU can control the clutch K0 to be disengaged and engaged.

In this embodiment, the engine control unit ECU can control the engine ICE of the hybrid system in FIG. 1 to perform speed adjustment. In the change trend control step and the clutch engagement step of the above-mentioned shift control method, the engine control unit ECU can control the engine ICE to adjust the speed.

Specifically, on the one hand, in the change trend control step of the above-mentioned shift control method, the engine ICE speed is controlled by the engine control unit ECU, so that the speed change trend of the engine ICE is consistent with the speed change trend of the motor EM.

On the other hand, in the clutch engaging step of the above-mentioned shift control method, when the hybrid system performs an accelerator upshift or an accelerator downshift, the clutch K0 is controlled by the auxiliary control unit ACU when the clutch K0 is in a slipping state. And control the torque of the engine ICE through the engine control unit ECU to adjust the speed of the engine ICE so that after the speed of the engine ICE matches the speed of the motor EM, the auxiliary control unit ACU controls the clutch K0 of the hybrid power system to be fully engaged; In the clutch engagement step of the above-mentioned shift control method, when the hybrid system performs a loose throttle upshift or a loose throttle downshift, when the clutch K0 is in a skid state, the engine control unit ECU controls the torque of the engine ICE to adjust The speed of the engine ICE is such that after the speed of the engine ICE matches the speed of the motor EM, the clutch K0 of the hybrid power system is controlled by the auxiliary control unit ACU to be fully engaged.

In summary, the shift control system according to the present invention can be summarized as follows.

The shift control system according to the present invention is mainly used in the hybrid system shown in FIG. 1. The shift control system includes a hybrid control unit HCU and a transmission control unit TCU, a motor control unit PEU, and an auxiliary control unit connected to the hybrid control unit HCU and respectively implementing control of the transmission, the motor EM, the clutch K0, and the engine ICE. The ACU and the engine control unit ECU, and the hybrid control unit HCU send the following instructions to the corresponding control unit to implement shift control: the control clutch K0 is completely disengaged; the transmission is controlled to exit the initial gear; after the transmission exits the initial gear, the motor EM is controlled Adjust the speed so that the target gear of the transmission matches the speed of the corresponding synchronization meshing mechanism; after the target gear matches the speed of the corresponding synchronization meshing mechanism, control the transmission to engage the target gear; hang in the target gear After the shift, the motor EM and the engine ICE are controlled so that the speed of the motor EM matches the speed of the engine ICE, and the control clutch K0 is fully engaged.

In the above content, the specific implementation manners of the present invention have been described in detail. What needs to be explained is:

1. In the present invention, gradually increasing or gradually decreasing means that the parameter changes substantially linearly and continuously; rapidly increasing or rapidly decreasing means that the slope of the parameter changes close to 90 degrees.

2. In the present invention, speed matching means that the speeds are substantially the same, but not necessarily the same. In addition, in the invention, unless otherwise specified, "speed" means the rotational speed. For example, engine speed refers to engine speed and motor speed refers to motor speed.

3. In the present invention, the change trend of the speed of the engine in the change trend control step is consistent with the change trend of the speed of the motor, which means that the speed of the engine becomes larger or smaller together with the speed of the motor.

4. In the present invention, the "initial gear" refers to a gear that needs to be disconnected from the corresponding synchronous meshing mechanism during a shift, and the "target gear" refers to a gear that needs to be engaged with the gear during the shift Gears engaged by corresponding synchromesh mechanisms.

5. In the specific embodiment described above, the target engine speed mentioned in the change trend control step refers to the engine speed at the moment when the clutch K0 is fully engaged.

6. Although it has been described in the above specific embodiment that the speed of the engine ICE is controlled by controlling both the capacity torque of the clutch K0 and the torque of the engine ICE in the clutch engagement step of the accelerator upshift and the accelerator downshift, However, the present invention is not limited to this. The speed of the engine ICE can be controlled by controlling the capacity torque of the clutch K0 or the torque of the engine ICE.

7. Although it has been described in the above specific embodiment that the variation trend control step is performed while the synchronous speed adjustment step is performed, the variation trend control step may be started in the preparation step.

8. In the above specific embodiments, it has been described that the shift control system includes a transmission control unit TCU and / or an auxiliary control unit ACU, but the present invention is not limited thereto. The functions of the transmission control unit TCU and / or the auxiliary control unit ACU can be integrated into the hybrid control unit HCU, so that the transmission control unit TCU and / or the auxiliary control unit ACU is physically omitted in the shift control system. Even if the transmission control unit TCU and the auxiliary control unit ACU are omitted on a physical level, the shift control system according to the present invention still functionally includes the transmission control unit TCU and the auxiliary control unit ACU. In addition, the connection of the hybrid control unit HCU described in the above specific embodiments with other units includes, but is not limited to, the hybrid control unit HCU is in data communication with other units.

Claims

A shift control method for a hybrid power system. The hybrid power system includes an engine, a clutch, a motor, and a transmission. An output shaft of the engine can be drivingly coupled to an input / output shaft of the motor via the clutch. The input / output shaft of the motor and the input shaft of the transmission are directly connected in a coaxial manner. The transmission includes a plurality of gears and a synchronous meshing mechanism corresponding to the plurality of gears.

The shift control method includes the following steps:

A reverse gear control step to control the clutch to be completely disengaged and the transmission to exit the initial gear;

The synchronous speed adjustment step controls the motor to adjust the speed so that the target gear of the transmission matches the speed of the corresponding synchronous meshing mechanism;

A gear control step of controlling the transmission to engage in a target gear; and

In the clutch engagement step, the motor and the engine are controlled such that after the speed of the motor matches the speed of the engine, the clutch is completely engaged.
The shift control method according to claim 1, wherein before the gear shift control step, the shift control method further comprises a change trend control step to control the engine such that the speed of the engine The change trend is consistent with the change trend of the speed of the motor.
The shift control method according to claim 1 or 2, characterized in that, when the hybrid system is in an oil supply state, in the clutch engaging step, by controlling the torque of the engine and / or When the clutch is in a slipping state, the speed of the engine is adjusted by controlling the capacity torque of the clutch.
The shift control method according to any one of claims 1 to 3, characterized in that, when the hybrid system is in a fueling state, the shift control method is further performed before the reverse control step. It includes a preparation step of controlling the torque of the electric motor, the torque of the engine, and the torque capacity of the clutch to respective predetermined values.
The shift control method according to claim 4, characterized in that, when the hybrid system is in an oil supply state, in the change trend control step, the torque capacity of the clutch is controlled to be always maintained at the predetermined Value, adjusting the speed of the engine by controlling the torque of the engine so that the speed of the engine is greater than the speed of the motor.
The shift control method according to claim 4 or 5, characterized in that, when the hybrid system is in an oil supply state, in the clutch engaging step, the torque of the motor is controlled to increase to a predetermined target Motor torque is controlled to increase the torque of the engine to a predetermined target engine torque and control the torque capacity of the clutch to increase to a predetermined torque capacity greater than the target engine torque.
The shift control method according to claim 6, characterized in that, when the hybrid system is in an oil supply state, in the clutch engaging step,

Controlling the clutch to be engaged, and when the clutch is in a slipping state, controlling the torque capacity of the clutch to be equal to the target engine torque and controlling the engine torque to be greater than the target engine torque A small predetermined engine torque, controlling the torque of the motor to increase to the target motor torque, and then controlling the engine torque to increase to the target engine torque so that the speed of the engine matches the speed of the motor, Controlling the clutch to be fully engaged; after the clutch is in the fully engaged state, controlling the torque capacity of the clutch to increase to the predetermined torque capacity.
The shift control method according to claim 1 or 2, characterized in that, when the hybrid system is not supplying oil, before the reverse control step, the shift control method further includes a preparation step of controlling The torque of the motor and the torque capacity of the clutch become corresponding predetermined values, respectively.
The shift control method according to claim 1, 2 or 8, characterized in that when the hybrid power system is not supplied with oil, in the change trend control step, the torque capacity of the clutch is controlled to be maintained as desired. The predetermined value adjusts the speed of the engine by controlling the torque of the engine so that the speed of the engine is less than the speed of the motor.
The shift control method according to claim 1, 2, 8 or 9, wherein when the hybrid power system is not supplied with oil, in the clutch engaging step, the torque capacity of the clutch is controlled to increase To a predetermined torque capacity larger than the target engine torque.
A shift control device is used to control a hybrid power system for shifting. The hybrid power system includes an engine, a clutch, a motor, and a transmission. The output shaft of the engine can be connected to the engine via the clutch. The input / output shaft of the motor is drivingly coupled, and the input / output shaft of the motor is directly connected to the input shaft of the transmission in a coaxial manner. The transmission includes a plurality of gears and a plurality of gears. Corresponding synchronous meshing mechanism, the shift control device includes:

A reverse control unit for controlling the clutch to be completely disengaged and the transmission to exit the initial gear;

A synchronous speed adjusting unit, configured to control the motor to adjust the speed after the transmission exits the initial gear, so that the target gear of the transmission matches the speed of the corresponding synchronous meshing mechanism;

A gear control unit configured to control the transmission to engage in the target gear after the target gear matches the speed of the corresponding synchronous meshing mechanism; and

A clutch engaging unit is configured to control the motor and the engine after the target gear is engaged, so that the clutch is fully engaged after the speed of the motor matches the speed of the engine.
The shift control device according to claim 11, wherein the shift control device further comprises a change trend control unit that controls the engine so that the target gear is engaged when the target gear is engaged The change trend of the speed of the engine is consistent with the change trend of the speed of the motor.
The shift control device according to claim 11 or 12, characterized in that, when the hybrid system is in an oil supply state, the clutch engaging unit controls torque of the engine and / or when the clutch is in In the slipping state, the speed of the engine is adjusted by controlling the capacity torque of the clutch.
A shift control system is used to control a hybrid power system to realize shifting. The hybrid power system includes an engine, a clutch, a motor, and a transmission. The output shaft of the engine can be connected to the engine via the clutch. The input / output shaft of the motor is drivingly coupled, and the input / output shaft of the motor is directly connected to the input shaft of the transmission in a coaxial manner. The transmission includes a plurality of gears and a plurality of gears. The corresponding synchronous meshing mechanism,

The shift control system includes a hybrid control unit and a transmission control unit, a motor control unit, and an auxiliary unit connected to the hybrid control unit and respectively implementing control of the transmission, the motor, the clutch, and the engine. The control unit and the engine control unit, the hybrid control unit sends the following instructions to the corresponding control unit to implement shift control: controlling the clutch to be completely disengaged; controlling the transmission to exit the initial gear; and exiting the transmission from the initial gear Then, the motor is controlled to adjust the speed so that the target gear of the transmission matches the speed of the corresponding synchronous meshing mechanism; after the target gear is matched with the speed of the corresponding synchronous meshing mechanism, controlling the The transmission engages the target gear; after the target gear is engaged, the motor and the engine are controlled so that the speed of the motor matches the speed of the engine, and then the clutch is fully engaged.
The shift control system according to claim 14, wherein the engine control unit controls the engine so that a change trend in the speed of the engine and the The speed trend is consistent.
The shift control system according to claim 14 or 15, characterized in that, when the hybrid system is in a fueling state, the engine control unit controls torque of the engine and / or the auxiliary control unit When the clutch is in a slipping state, the speed of the engine is adjusted by controlling the capacity torque of the clutch.
A hybrid power system includes:

The shift control device according to any one of claims 11 to 13 or the shift control system according to any one of claims 14 to 16;

A transmission comprising a plurality of gears and a synchronous meshing mechanism corresponding to the plurality of gears;

A motor, whose input / output shaft is directly connected to the input shaft of the transmission in a coaxial manner;

A clutch; and

An engine whose output shaft can be drive-coupled to an input / output shaft of the motor via the clutch.