WO2023103518A1 - 混动汽车换挡控制方法、车载控制器、汽车及介质 - Google Patents

混动汽车换挡控制方法、车载控制器、汽车及介质 Download PDF

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WO2023103518A1
WO2023103518A1 PCT/CN2022/119951 CN2022119951W WO2023103518A1 WO 2023103518 A1 WO2023103518 A1 WO 2023103518A1 CN 2022119951 W CN2022119951 W CN 2022119951W WO 2023103518 A1 WO2023103518 A1 WO 2023103518A1
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Prior art keywords
target
engine speed
speed
vehicle
hybrid vehicle
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PCT/CN2022/119951
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English (en)
French (fr)
Inventor
任建敏
石兴磊
曾文波
孔丹丹
徐寅
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广州汽车集团股份有限公司
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Publication of WO2023103518A1 publication Critical patent/WO2023103518A1/zh

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/19—Improvement of gear change, e.g. by synchronisation or smoothing gear shift
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/74—Inputs being a function of engine parameters
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the present application relates to the technical field of hybrid vehicles, in particular to a hybrid vehicle shift control method, an on-board controller, a vehicle and a medium.
  • Existing power-split hybrid vehicles generally include an engine, generator MG1, motor MG2, and a power-split mechanism located between the generator MG1 and the motor MG2.
  • generator MG1, motor MG2, and power-split mechanism Realize oil-electric hybrid.
  • the inventor realizes that in the shift control of the hybrid vehicle, for example, when the P/D/R gear is switched to the N gear operation, the ECU (Engine Control Unit, ECU for short) and the VCU (Vehicle Control Unit, vehicle controller, VCU for short)
  • the control process is completely decoupled, which makes the power split hybrid vehicle have obvious impact during the gear shifting process.
  • Embodiments of the present application provide a method for controlling gear shifting of a hybrid vehicle, an on-board controller, a vehicle, and a medium, so as to solve the problem of a gear shifting shock in a hybrid vehicle.
  • a hybrid vehicle shift control method comprising:
  • the current vehicle data including the actual engine speed
  • the target engine speed is obtained according to the actual engine speed
  • the generator is controlled to work.
  • the current vehicle data includes vehicle speed and actual engine speed
  • the judging whether a shift shock condition is met based on the current shift request and the current vehicle data includes:
  • the vehicle speed is equal to a preset vehicle speed and the actual engine speed is greater than a target speed threshold, then the shift shock condition is determined to be met.
  • said obtaining the engine target speed according to the actual engine speed includes: obtaining the engine target speed according to the actual engine speed and a target speed compensation value.
  • controlling the operation of the generator according to the target engine speed and the actual engine speed includes:
  • the generator is controlled to work according to the target engine speed and the actual engine speed.
  • controlling the operation of the generator according to the target engine speed and the actual engine speed within the target control period includes:
  • the generator is controlled to perform torque adjustment.
  • said obtaining the target adjustment torque according to the engine speed difference includes: obtaining the target adjustment torque according to the engine speed difference and a speed adjustment coefficient.
  • the hybrid vehicle shift control method further includes:
  • engine operation is controlled based on said current vehicle data.
  • a vehicle-mounted controller comprising a memory, a processor, and a computer program stored in the memory and operable on the processor, when the processor executes the computer program, the above hybrid vehicle shift control method is realized .
  • a hybrid vehicle includes the above-mentioned on-board controller.
  • a computer-readable storage medium stores a computer program
  • the above hybrid vehicle shift control method, on-board controller, vehicle and medium after the on-board controller obtains the current shift request and current vehicle data, judges whether the shift shock condition is met according to the current shift request and current vehicle data, and When the gear shifting impact condition is satisfied, the target engine speed is obtained according to the actual engine speed, and then the generator is controlled according to the target engine speed and the actual engine speed, so that the current gear shift request and current vehicle data can be used to judge whether the gear shift is satisfied in a timely manner According to the impact conditions, and according to the target engine speed and the actual engine speed, the generator can be controlled so that the generator torque and engine torque can interact to ensure torque balance and improve the stability of the hybrid vehicle during gear shifting.
  • Fig. 1 is a flowchart of a hybrid vehicle shift control method in an embodiment of the present application
  • Fig. 2 is another flowchart of a hybrid vehicle shift control method in an embodiment of the present application
  • FIG. 3 is a schematic diagram of an on-board controller in an embodiment of the present application.
  • the embodiment of the present application provides a hybrid vehicle shift control method, which can be applied to a hybrid vehicle.
  • the hybrid vehicle includes an on-board controller.
  • the vehicle-mounted controller includes but is not limited to a memory, a processor, and a computer program stored in the memory and operable on the processor. When the processor executes the computer program, the above-mentioned shift control of the hybrid vehicle is realized. method.
  • a method for controlling gear shifting of a hybrid vehicle is provided, and the method is described using an on-board controller as an example, including the following steps:
  • S104 Control the generator to work according to the target engine speed and the actual engine speed.
  • the current gear shift request refers to a request for instructing the vehicle controller to switch gears.
  • the current gear shift request is used to instruct the vehicle controller to switch the current gear to the target gear.
  • the current gear is the P (parking gear)/D (forward gear)/R (reverse gear) gear, that is, it is not a neutral gear.
  • the target gear is N (Neutral).
  • the current vehicle data refers to the vehicle data acquired at the current moment.
  • the current vehicle data includes vehicle speed and actual engine speed.
  • Vehicle speed refers to the speed of the hybrid vehicle.
  • the actual rotational speed of the engine refers to the actual rotational speed of the engine in the hybrid vehicle.
  • step S101 the vehicle controller obtains the current gear shift request and current vehicle data.
  • the on-board controller needs to obtain the current vehicle data to obtain the current shift request, so as to judge and respond to the current Whether the shift request will cause the hybrid car to have a shift shock problem, thereby improving the stability of the hybrid car during the shifting process.
  • the shift shock condition refers to a user-defined condition, which is used to determine whether the hybrid vehicle will have a shift shock problem when the on-board controller responds to the current shift request.
  • step S102 the on-board controller judges whether a shift shock condition is met based on the current shift request and current vehicle data.
  • the current shift request is from non-neutral to neutral
  • the torque balance formula Teng-T(MG1, MG2) ⁇ T D , where Teng is the engine torque, T(MG1, MG2) is the system torque, and T D is the mechanical damping torque.
  • the VCU is in the load operation mode at this time, all the work done by the engine is used for power generation by the generator MG1, and the torque in the hybrid vehicle is in a balanced state.
  • the on-board controller When the on-board controller switches the non-neutral gear to neutral gear, since the engine target speed output by the VCU will drop to 0, the engine torque will gradually decrease due to the filter function, so when the hybrid vehicle switches from a non-neutral gear to a neutral gear, the generator torque will decrease. It cannot interact with the engine torque, which leads to the torque imbalance of the hybrid vehicle and the problem of shifting shock. Therefore, the on-board controller needs to judge whether the shift shock condition is satisfied based on the current shift request and current vehicle data, so as to ensure the stability of the hybrid vehicle in the process of shifting from non-neutral to neutral in the subsequent steps.
  • the target engine speed refers to the engine speed output by the VCU.
  • step S103 after the on-board controller judges that the shift shock condition is met according to the current gear shift request and the current vehicle data, the engine target speed is obtained according to the actual engine speed.
  • the on-board controller can output the target engine speed by inputting the actual engine speed according to the preset target speed calculation strategy.
  • the calculation strategy for the target rotational speed is a calculation strategy preset by the user, and the calculation strategy for outputting the target rotational speed of the engine can be output by inputting the actual rotational speed of the engine.
  • step S104 the on-board controller controls the generator to work according to the target engine speed and the actual engine speed. In order to ensure that the torque in the hybrid vehicle is in a balanced state, even if the generator torque and the engine torque can interact, so as to prevent the shift shock of the hybrid vehicle during the transition from non-neutral to neutral.
  • the on-board controller inputs the target engine speed and the actual engine speed according to the preset adjustment torque calculation strategy, outputs the target adjustment torque, and controls the generator to work according to the target adjustment torque.
  • the engine works to improve the stability of the hybrid vehicle during the transition from non-neutral to neutral.
  • the adjustment torque calculation strategy is a calculation strategy preset by the user, and the target adjustment torque can be output by inputting the engine target speed and the actual engine speed.
  • the on-board controller judges whether the shift shock condition is satisfied according to the obtained current shift request and current vehicle data, and when the shift shock condition is met, obtains the target engine speed according to the actual engine speed, and then according to The engine target speed and the actual engine speed are used to control the generator, so that the current shift request and current vehicle data can be used to judge in time whether the shift shock condition is met, so that the generator can be controlled according to the engine target speed and the actual engine speed.
  • the generator torque and the engine torque interact, ensure the torque balance between the generator torque and the engine torque, and improve the stability during the shifting process of the hybrid vehicle.
  • the current vehicle data includes the vehicle speed and the actual engine speed; in step S102, based on the current shift request and the current vehicle data, it is judged whether the shift shock condition is met, including: if the current shift request is not When the neutral gear is switched to neutral, the vehicle speed is equal to the preset speed and the actual engine speed is greater than the target speed threshold, then the shift shock condition is determined to be satisfied.
  • the preset vehicle speed is a user-defined vehicle speed.
  • the target RPM threshold is the RPM used for custom settings.
  • the preset vehicle speed is 0km/h, and the target speed threshold is 1000r/min.
  • the vehicle speed is equal to 0km/h
  • the actual engine speed is greater than 1000r/min, that is, when the hybrid vehicle is in a stationary state and the non-neutral gear is switched to a neutral gear
  • the shift shock condition is not met.
  • the on-board controller can determine that the shift shock condition is met, and in the subsequent In the step, the operation of the generator is controlled according to the target engine speed and the actual engine speed, so as to improve the stability during the shifting process of the hybrid vehicle.
  • step S103 obtaining the target engine speed according to the actual engine speed includes: obtaining the target engine speed according to the actual engine speed and the compensation value of the target speed.
  • the target rotational speed compensation value is the rotational speed set by the user.
  • the target rotational speed compensation value is 30-50 r/min.
  • the on-board controller obtains the target engine speed according to the actual engine speed and the compensation value of the target speed.
  • the on-board controller adopts a preset target speed calculation formula to obtain the engine target speed according to the actual engine speed and the target speed compensation value.
  • the on-board controller can obtain the target engine speed by inputting the actual engine speed and target speed compensation value according to the preset target speed calculation formula, so as to ensure that the engine target speed output by the VCU is greater than the actual engine speed and ensure the torque of the generator MG1 It is a positive torque, so that the generator torque and engine torque after the on-board controller switches the non-neutral gear to neutral gear are kept in balance, and the stability of the hybrid vehicle during the transition from non-neutral gear to neutral gear is improved.
  • the on-board controller obtains the engine target speed according to the actual engine speed and the compensation value of the target speed, so that the target engine speed output by the VCU can be greater than the actual engine speed, ensuring that the torque of the generator MG1 is a positive torque, even from non- In the process of shifting from neutral to neutral, the generator torque and engine torque are kept in balance, which improves the stability of the hybrid vehicle in the process of shifting from non-neutral to neutral.
  • controlling the generator to work according to the target engine speed and the actual engine speed includes: controlling the generator to work according to the target engine speed and the actual engine speed within the target control period.
  • the target control time period refers to a time period defined by the user.
  • the target control time period is 1 second. For example, within 1 second after a hybrid car shifts the gear from non-neutral to neutral, the engine torque Teng gradually decreases, and the torque of the generator MG1 also decreases with the actual shift of the engine, and the relationship between the engine torque and the engine torque They cannot interact with each other, which breaks the state of torque balance, thus generating a shift shock.
  • the on-board controller controls the generator to work according to the target engine speed and the actual engine speed during the target control period, so that the generator can be controlled according to the target engine speed and the actual engine speed within the target control period.
  • Torque works to avoid shifting shocks and improve the stability of hybrid vehicles in the process of shifting from non-neutral to neutral.
  • the vehicle-mounted controller only needs to control the engine to work.
  • the on-board controller controls the operation of the generator according to the target engine speed and the actual engine speed during the target control period, so that the shift shock can be avoided during the target control period after the hybrid vehicle is switched to neutral. Improve the smoothness of hybrid vehicles when shifting from non-neutral to neutral.
  • step S104 that is, controlling the operation of the generator according to the target engine speed and the actual engine speed includes:
  • the engine speed difference refers to the difference between the target engine speed and the actual engine speed.
  • the onboard controller determines the difference between the target engine speed and the actual engine speed as the engine speed difference according to the target engine speed and the actual engine speed.
  • the vehicle-mounted controller acquires the target adjustment torque according to the engine speed difference.
  • the vehicle-mounted controller can output the target adjusting torque according to the engine speed difference after obtaining the engine speed difference according to the preset adjustment torque calculation strategy according to the engine target speed and the actual engine speed.
  • step S203 the on-board controller controls the operation of the generator according to the target engine speed and the actual engine speed within the target control period, so that within the target control period, according to the engine target speed and the actual engine speed, Control the generator to work according to the target torque adjustment, avoid shift shock, and improve the stability of the hybrid vehicle in the process of shifting from non-neutral to neutral.
  • the on-board controller can control the generator to adjust the torque, avoid shifting shocks, and improve the stability of the hybrid vehicle in the process of shifting from non-neutral to neutral sex.
  • the on-board controller after the on-board controller obtains the engine speed difference according to the engine target speed and the actual engine speed, and then obtains the target adjustment torque according to the engine speed difference, it can be within the target control period according to the engine target speed and the engine speed difference.
  • the actual speed controls the work of the generator, so that the on-board controller switches the generator torque and engine torque from non-neutral to neutral to maintain a balance, ensuring the smoothness of the transition from non-neutral to neutral.
  • step S202 obtaining the target adjustment torque according to the engine speed difference includes: obtaining the target adjustment torque according to the engine speed difference and the speed adjustment coefficient.
  • the speed adjustment coefficient is the coefficient of user-defined setting.
  • the on-board controller obtains the target adjustment torque according to the engine speed difference and the speed adjustment coefficient.
  • the vehicle-mounted controller may adopt a preset adjustment torque calculation formula, and input the engine speed difference and the speed adjustment coefficient to output the target adjustment torque.
  • Tmg1 is the target regulating torque
  • Ntag is the engine target speed
  • Neng is the engine target speed
  • K is the speed adjustment coefficient.
  • the on-board controller can obtain the target adjustment torque according to the engine speed difference and the speed adjustment coefficient, so as to adjust the engine torque through the target adjustment torque, so that the on-board controller switches the non-neutral gear to the neutral gear. Engine torque and engine torque are balanced.
  • the hybrid vehicle shift control method further includes: after the target control period, according to the current vehicle data, controlling The engine works.
  • the hybrid vehicle switches from non-neutral to neutral, that is, the hybrid vehicle is in neutral, and the engine operation can be controlled according to the current vehicle data obtained when the hybrid vehicle is not in neutral, for example, control
  • the engine works according to the actual engine speed.
  • the on-board controller controls the engine to work according to the current vehicle data, so as to complete the shift process of the hybrid vehicle from non-neutral to neutral.
  • a vehicle-mounted controller is provided.
  • the vehicle-mounted controller may be a server, and its internal structure may be as shown in FIG. 3 .
  • the onboard controller includes a processor, a memory, a network interface and a database connected through a system bus. Wherein, the processor of the on-board controller is used to provide calculation and control capabilities.
  • the memory of the vehicle controller includes a non-volatile storage medium and an internal memory.
  • the non-volatile storage medium stores an operating system, computer programs and databases.
  • the internal memory provides an environment for the operation of the operating system and computer programs in the non-volatile storage medium.
  • the database of the vehicle-mounted controller is used to store data during the process of realizing the shift control method of the hybrid vehicle.
  • the network interface of the vehicle-mounted controller is used to communicate with an external terminal through a network connection.
  • a vehicle-mounted controller including a memory, a processor, and a computer program stored in the memory and operable on the processor.
  • the gear control method such as step S101 to step S104, will not be repeated here to avoid repetition.
  • a hybrid vehicle in one embodiment, includes the on-board controller in the above-mentioned embodiments.
  • a computer-readable storage medium is provided, and a computer program is stored on the computer-readable storage medium.
  • the computer program is executed by a processor, the hybrid vehicle shift control method in the above-mentioned embodiment is implemented, such as step S101 To step S104, in order to avoid repetition, details are not repeated here.
  • Nonvolatile memory can include read only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM), or flash memory.
  • Volatile memory can include random access memory (RAM) or external cache memory.
  • RAM is available in many forms such as Static RAM (SRAM), Dynamic RAM (DRAM), Synchronous DRAM (SDRAM), Double Data Rate SDRAM (DDRSDRAM), Enhanced SDRAM (ESDRAM), Synchronous Chain Synchlink DRAM (SLDRAM), memory bus (Rambus) direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM), etc.
  • SRAM Static RAM
  • DRAM Dynamic RAM
  • SDRAM Synchronous DRAM
  • DDRSDRAM Double Data Rate SDRAM
  • ESDRAM Enhanced SDRAM
  • SLDRAM Synchronous Chain Synchlink DRAM
  • RDRAM direct RAM
  • DRAM direct memory bus dynamic RAM
  • RDRAM memory bus dynamic RAM

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  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Control Of Transmission Device (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Abstract

一种混动汽车换挡控制方法、车载控制器、汽车及介质，该混动汽车换挡控制方法包括：获取当前换挡请求和当前车辆数据，当前车辆数据包括发动机实际转速；基于当前换挡请求和当前车辆数据，判断是否满足换挡冲击条件；若满足换挡冲击条件，则根据发动机实际转速，获取发动机目标转速；根据发动机目标转速和发动机实际转速，控制发电机工作。本技术方案能够提高混动汽车换挡过程中的平稳性。

Description

混动汽车换挡控制方法、车载控制器、汽车及介质
本申请要求于2021年12月10日提交中国专利局，申请号为202111510810.8，发明名称为“混动汽车换挡控制方法、车载控制器、汽车及介质”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本申请涉及混动汽车技术领域，尤其涉及一种混动汽车换挡控制方法、车载控制器、汽车及介质。
背景技术
现有的功率分流式混动汽车一般包括发动机、发电机MG1、电动机MG2和位于发电机MG1和电动机MG2之间的功率分流机构，通过控制发动机、发电机MG1、电动机MG2和功率分流机构的工作实现油电混动。
但是，发明人意识到功率分流式混动汽车在混动汽车换挡控制中，例如P/D/R挡切到N挡操作时，ECU(Engine Control Unit，发动机控制单元，简称ECU)与VCU(Vehicle Control Unit，整车控制器，简称VCU)的控制过程完全解耦，使得导致功率分流式混动汽车在换挡过程存在明显的冲击。
发明内容
本申请实施例提供一种混动汽车换挡控制方法、车载控制器、汽车及介质，以解决混动汽车存在换挡冲击的问题。
一种混动汽车换挡控制方法，包括：
获取当前换挡请求和当前车辆数据，所述当前车辆数据包括发动机实际转速；
基于所述当前换挡请求和所述当前车辆数据，判断是否满足换挡冲击条件；
若满足所述换挡冲击条件，则根据所述发动机实际转速，获取发动机目标转速；
根据所述发动机目标转速和所述发动机实际转速，控制发电机工作。
进一步地，所述当前车辆数据包括整车车速和发动机实际转速；
所述基于所述当前换挡请求和所述当前车辆数据，判断是否满足换挡冲击条件，包括：
若所述当前换挡请求为非空挡切换到空挡，所述整车车速等于预设车速且所述发动机实际转速大于目标转速阈值，则认定满足换挡冲击条件。
进一步地，所述根据所述发动机实际转速，获取发动机目标转速，包括：根据所述发动机实际转速和目标转速补偿值，获取发动机目标转速。
进一步地，所述根据所述发动机目标转速和所述发动机实际转速，控制发电机工作，包括：
在目标控制时段内，根据所述发动机目标转速和所述发动机实际转速，控制发电机工作。
进一步地，所述在目标控制时段内，根据所述发动机目标转速和所述发动机实际转速，控制发电机工作，包括：
根据所述发动机目标转速和所述发动机实际转速，获取发动机转速差值；
根据所述发动机转速差值，获取目标调节扭矩；
在目标控制时段内，根据所述目标调节扭矩，控制发电机进行扭矩调整。进一步地，所述根据所述发动机转速差值，获取目标调节扭矩，包括：根据所述发动机转速差值和转速调节系数，获取所述目标调节扭矩。进一步地，在所述在目标控制时段内，根据所述发动机目标转速和所述发动机实际转速，控制发电机工作之后，所述混动汽车换挡控制方法还包括：
在目标控制时段后，根据所述当前车辆数据，控制发动机工作。
一种车载控制器，包括存储器、处理器以及存储在所述存储器中并可在所述处理器上运行的计算机程序，所述处理器执行所述计算机程序时实现上述混动汽车换挡控制方法。
一种混动汽车，包括上述的车载控制器。
一种计算机可读存储介质，所述计算机可读存储介质存储有计算机程序，
所述计算机程序被处理器执行时实现上述混动汽车换挡控制方法。
上述混动汽车换挡控制方法、车载控制器、汽车及介质，车载控制器获取当前换挡请求和当前车辆数据后，根据当前换挡请求和当前车辆数据，判断是否满足换挡冲击条件，并在满足换挡冲击条件，根据发动机实际转速，获取发动机目标转速，后根据发动机目标转速和发动机实际转速，控制发电机工作，从而能够通过当前换挡请求和当前车辆数据及时地判断是否满足换挡冲击条件，并根据发动机目标转速和发动机实际转速，便能够控制发电机工作，以使发电机扭矩和发动机扭矩能够交互，保证扭矩平衡性，提高混动汽车换挡过程中的平稳性。
附图说明
为了更清楚地说明本申请实施例的技术方案，下面将对本申请实施例的描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本申请的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动性的前提下，还可以根据这些附图获得其他的附图。
图1是本申请一实施例中混动汽车换挡控制方法的一流程图；
图2是本申请一实施例中混动汽车换挡控制方法的另一流程图；
图3是本申请一实施例中车载控制器的一示意图。
具体实施方式
下面将结合本申请实施例中的附图，对本申请实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例是本申请一部分实施例，而不是全部的实施例。基于本申请中的实施例， 本领域普通技术人员在没有作出创造性劳动前提下所获得的所有其他实施例，都属于本申请保护的范围。
本申请实施例提供的混动汽车换挡控制方法，该混动汽车换挡控制方法可应用在混动汽车中。该混动汽车包括车载控制器。该车载控制器包括但不限于存储器、处理器以及存储在所述存储器中并可在所述处理器上运行的计算机程序，所述处理器执行所述计算机程序时实现上述混动汽车换挡控制方法。
在一实施例中，如图1所示，提供一种混动汽车换挡控制方法，以该方法应用车载控制器为例进行说明，包括如下步骤：
S101：获取当前换挡请求和当前车辆数据，当前车辆数据包括发动机实际转速。
S102：基于当前换挡请求和当前车辆数据，判断是否满足换挡冲击条件。
S103：若满足换挡冲击条件，则根据发动机实际转速，获取发动机目标转速。
S104：根据发动机目标转速和发动机实际转速，控制发电机工作。
其中，当前换挡请求是指用于指示车载控制器进行挡位切换的请求。示例性地，当前换挡请求用于指示车载控制器将当前挡位切换至目标挡位。可选地，当前挡位为P(驻车挡)/D(前进挡)/R(倒车挡)挡，即非空挡。目标挡位为N(空挡)挡。当前车辆数据是指当前时刻获取的车辆数据。作为一示例，当前车辆数据包括整车车速和发动机实际转速。整车车速是指混动汽车的速度。发动机实际转速是指混动汽车中的发动机的实际转速。
作为一示例，在步骤S101中，车载控制器获取当前换挡请求和当前车辆数据。在本示例中，为了避免混动汽车在换挡过程中出现换挡冲击的问题，车载控制器获取当前换挡请求需要获取当前车辆数据，以根据当前换挡请求和当前车辆数据，判断响应当前换挡请求时是否会使混动汽车出现换挡冲击的问题，进而提高混动汽车换挡过程中的平稳性。
其中，换挡冲击条件是指用户自定义设置的条件，用于判断车载控制器响应当前换挡请求时，混动汽车是否会出现换挡冲击的问题。
作为一示例，在步骤S102中，车载控制器基于当前换挡请求和当前车辆数据，来判断是否满足换挡冲击条件。示例性地，当混动汽车处于静止状态，且发动机还在转动时，此时，若当前换挡请求是从非空挡切换到空挡，则根据扭矩平衡公式：Teng-T(MG1，MG2)≤T D，其中，Teng为发动机扭矩，T(MG1，MG2)为系统扭矩，T D为机械阻尼扭矩。在车载控制器将非空挡切换到空挡前，VCU此时处于负载运转模式，发动机做的功全部用于发电机MG1发电，混动汽车中的扭矩处于平衡状态。当车载控制器将非空挡切换到空挡后，由于VCU输出的发动机目标转速会降为0，发动机扭矩由于滤波功能会逐渐减小，因此导致混动汽车在非空挡切换到空挡时，发电机扭矩和发动机扭矩之间不能交互，导致混动汽车的扭矩不平衡，出现换挡冲击的问题。因此，车载控制器需基于当前换挡请求和当前车辆数据，来判断是否满足换挡冲击条件，以在后续步骤中保证混动汽车在从非空挡转换到空挡过程中的平稳性。
其中，发动机目标转速是指VCU输出的发动机的转速。
作为一示例，在步骤S103中，车载控制器在根据当前换挡请求和当前车辆数据判断满足换挡冲击条件后，则根据发动机实际转速，获取发动机目标转速。示例性地，车载控制器根据预 设的目标转速计算策略，输入发动机实际转速，便能够输出发动机目标转速。在本示例中，目标转速计算策略是由用户预先设置的计算策略，通过输入发动机实际转速，便能够输出发动机目标转速的计算策略。
作为一示例，在步骤S104中，车载控制器根据发动机目标转速和发动机实际转速，控制发电机工作。为了保证混动汽车中的扭矩处于平衡状态，即使发电机扭矩与发动机扭矩能够实现交互，以防止混动汽车在从非空挡转换到空挡过程中出现换挡冲击。本示例中，由于当车载控制器将非空挡切换到空挡后，发动机扭矩由于滤波功能会逐渐减小，因此，通过保证发电机MG1的扭矩为正扭矩，即使发动机目标转速大于发动机实际转速，便能够控制发电机工作，使车载控制器将非空挡切换到空挡后的发电机扭矩和发动机扭矩保持平衡，提高混动汽车在从非空挡转换到空挡过程中的平稳性。
作为另一示例，车载控制器根据预设的调节扭矩计算策略，输入发动机目标转速和发动机实际转速，输出目标调节扭矩，并根据目标调节扭矩控制发电机工作，在混动汽车平稳后，再控制发动机工作，提高混动汽车在从非空挡转换到空挡过程中的平稳性。在本示例中，调节扭矩计算策略是由用户预先设置的计算策略，通过输入发动机目标转速和发动机实际转速，便能够输出目标调节扭矩。
在本实施例中，车载控制器根据获取到的当前换挡请求和当前车辆数据，判断是否满足换挡冲击条件，在满足换挡冲击条件时，根据发动机实际转速，获取发动机目标转速，后根据发动机目标转速和发动机实际转速，控制发电机工作，从而能够通过当前换挡请求和当前车辆数据及时判断是否满足换挡冲击条件，以根据发动机目标转速和发动机实际转速，便能够控制发电机工作，以使发电机扭矩和发动机扭矩能够交互，保证发电机扭矩和发动机扭矩之间的扭矩平衡性，提高混动汽车换挡过程中的平稳性。
在一实施例中，当前车辆数据包括整车车速和发动机实际转速；步骤S102中，即基于当前换挡请求和当前车辆数据，判断是否满足换挡冲击条件，包括：若当前换挡请求为非空挡切换到空挡，整车车速等于预设车速且发动机实际转速大于目标转速阈值，则认定满足换挡冲击条件。
其中，预设车速为用户自定义设置的车速。目标转速阈值为用于自定义设置的转速。作为优选地，预设车速为0km/h，目标转速阈值为1000r/min。
作为一示例，若当前换挡请求为非空挡切换到空挡，整车车速等于0km/h，且发动机实际转速大于1000r/min，即混动汽车处于静止状态，并将非空挡切换到空挡时，通过上述实施例的分析，此时混动汽车容易出现换挡冲击，因此，车载控制器则认定满足换挡冲击条件，以便在后续步骤中根据发动机目标转速和发动机实际转速，控制发电机工作，进而提高混动汽车换挡过程中的平稳性。
作为另一示例，若当前换挡请求不为非空挡切换到空挡，或者整车车速不等于预设车速，或者发动机实际转速不大于目标转速阈值，则认定不满足换挡冲击条件。
在本实施例中，在当前换挡请求为非空挡切换到空挡，在整车车速等于预设车速且发动机实际转速大于目标转速阈值，车载控制器便能够认定满足换挡冲击条件，并在后续步骤中根据 发动机目标转速和发动机实际转速，控制发电机工作，进而提高混动汽车换挡过程中的平稳性。
在一实施例中，步骤S103中，即根据发动机实际转速，获取发动机目标转速，包括：根据发动机实际转速和目标转速补偿值，获取发动机目标转速。
其中，目标转速补偿值为用户自定义设置的转速。作为优选地，目标转速补偿值为30-50r/min。
作为一示例，车载控制器根据发动机实际转速和目标转速补偿值，获取发动机目标转速。示例性地，车载控制器采用预设的目标转速计算公式，根据发动机实际转速和目标转速补偿值，获取发动机目标转速。例如，预设的10目标转速计算公式为：Ntag＝n1+△n，其中，Ntag为发动机目标转速，n1为发动机实际转速，△n为目标转速补偿值。因此，车载控制器根据预设的目标转速计算公式，输入发动机实际转速和目标转速补偿值，便能够获取发动机目标转速，从而确保VCU输出的发动机目标转速大于发动机实际转速，保证发电机MG1的扭矩为正扭矩，使车载控制器将非空挡切换到空挡后的发电机扭矩和发动机扭矩保持平衡，提高混动汽车在从非空挡转换到空挡过程中的平稳性。
本实施例中，车载控制器根据发动机实际转速和目标转速补偿值，获取发动机目标转速，便能够使VCU输出的发动机目标转速大于发动机实际转速，保证发电机MG1的扭矩为正扭矩，即使从非空挡切换到空挡的过程中，发电机扭矩和发动机扭矩保持平衡，提高混动汽车在从非空挡转换到空挡过程中的平稳性。
在一实施例中，步骤S104中，即根据发动机目标转速和发动机实际转速，控制发电机工作，包括：在目标控制时段内，根据发动机目标转速和发动机实际转速，控制发电机工作。其中，目标控制时段是指用户自定义设置的时间段。作为优选地，目标控制时间段为1秒。例如，混动汽车将挡位从非空挡切到空挡后的1秒内，发动机扭矩Teng逐渐减小，发电机MG1扭矩也随着发动机实际转读的而减小，且发动机扭矩与发动机扭矩之间不能交互，打破了力矩平衡状态，因此产生了换挡冲击。
作为一示例，车载控制器在目标控制时段内，根据发动机目标转速和发动机实际转速，控制发电机工作，便能够在目标控制时段内，根据发动机目标转速和发动机实际转速，控制发电机按照合适的扭矩工作，避免产生换挡冲击，提高混动汽车在从非空挡转换到空挡过程中的平稳性。
作为另一示例，车载控制器在目标控制时段后，此时混动汽车完成换挡，处于空挡状态，因此只需控制发动机工作。
本实施例中，车载控制器在目标控制时段内，根据发动机目标转速和发动机实际转速，控制发电机工作，便能够在混动汽车切换到空挡后的目标控制时段内，避免产生换挡冲击，提高混动汽车在从非空挡转换到空挡过程中的平稳性。
在一实施例中，如图2所示，步骤S104中，即根据发动机目标转速和发动机实际转速，控制发电机工作，包括：
S201：根据发动机目标转速和发动机实际转速，获取发动机转速差值。
S202：根据发动机转速差值，获取目标调节扭矩。
S203：在目标控制时段内，根据目标调节扭矩，控制发电机进行扭矩调整。
其中，发动机转速差值是指发动机目标转速和发动机实际转速之间的差值。作为一示例，在步骤S201中，车载控制器根据发动机目标转速和发动机实际转速，将发动机目标转速与发动机实际转速之间的差值确定为发动机转速差值。
作为另一示例，在步骤S202中，车载控制器根据发动机转速差值，获取目标调节扭矩。示例性地，车载控制器根据预设的调节扭矩计算策略，根据根据发动机目标转速和发动机实际转速，获取发动机转速差值之后，再根据发动机转速差值，便能够输出目标调节扭矩。
作为另一示例，在步骤S203中，车载控制器在目标控制时段内，根据发动机目标转速和发动机实际转速，控制发电机工作，便能够在目标控制时段内，根据发动机目标转速和发动机实际转速，控制发电机按照目标调节扭矩工作，避免产生换挡冲击，提高混动汽车在从非空挡转换到空挡过程中的平稳性。在本示例中，车载控制器通过在目标控制时段内，根据目标调节扭矩，便能够控制发电机进行扭矩调整，避免产生换挡冲击，提高混动汽车在从非空挡转换到空挡过程中的平稳性。
本实施例中，车载控制器根据发动机目标转速和发动机实际转速，获取发动机转速差值之后，再根据发动机转速差值，获取目标调节扭矩，便能够在目标控制时段内，根据发动机目标转速和发动机实际转速，控制发电机工作，从而使车载控制器将非空挡切换到空挡后的发电机扭矩和发动机扭矩保持平衡，保证从非空挡转换到空挡过程中的平稳性。
在一实施例中，步骤S202中，即根据发动机转速差值，获取目标调节扭矩，包括：根据发动机转速差值和转速调节系数，获取目标调节扭矩。
其中，转速调节系数为自定义设置的系数。
作为一示例，车载控制器根据发动机转速差值和转速调节系数，获取目标调节扭矩。示例性地，车载控制器可采用预设的调节扭矩计算公式，输入发动机转速差值和转速调节系数便能够输出目标调节扭矩。例如，预设的调节扭矩计算公式为：Tmg1＝K*(Ntag-Neng)。其中，Tmg1为目标调节扭矩，Ntag为发动机目标转速，Neng为发动机目标转速，K为转速调节系数。
本实施例中，车载控制器根据发动机转速差值和转速调节系数，便能够获取目标调节扭矩，以通过目标调节扭矩对发动机扭矩进行调整，从而使车载控制器将非空挡切换到空挡后的发电机扭矩和发动机扭矩保持平衡。
在一实施例中，在在目标控制时段内，根据发动机目标转速和发动机实际转速，控制发电机工作之后，混动汽车换挡控制方法还包括：在目标控制时段后，根据当前车辆数据，控制发动机工作。
作为一示例，在目标控制时段后，此时，混动汽车从非空挡切换至空挡，即混动汽车处于空挡状态，可根据混动汽车非空挡时获取的当前车辆数据控制发动机工作，例如控制发动机按照发动机实际转速工作。
在本实施例中，在目标控制时段后，车载控制器根据当前车辆数据，控制发动机工作，以完成混动汽车从非空挡到空挡的换挡过程。
应理解，上述实施例中各步骤的序号的大小并不意味着执行顺序的先后，各过程的执行顺 序应以其功能和内在逻辑确定，而不应对本申请实施例的实施过程构成任何限定。
在一个实施例中，提供了一种车载控制器，该车载控制器可以是服务器，其内部结构图可以如图3所示。该车载控制器包括通过系统总线连接的处理器、存储器、网络接口和数据库。其中，该车载控制器的处理器用于提供计算和控制能力。该车载控制器的存储器包括非易失性存储介质、内存储器。该非易失性存储介质存储有操作系统、计算机程序和数据库。该内存储器为非易失性存储介质中的操作系统和计算机程序的运行提供环境。该车载控制器的数据库用于存储实现混动汽车换挡控制方法过程中的数据。该车载控制器的网络接口用于与外部的终端通过网络连接通信。该计算机程序被处理器执行时以实现一种混动汽车换挡控制方法。
在一个实施例中，提供了一种车载控制器，包括存储器、处理器及存储在存储器上并可在处理器上运行的计算机程序，处理器执行计算机程序时实现上述实施例中混动汽车换挡控制方法，例如步骤S101至步骤S104，为避免重复，这里不再赘述。
在一实施例中，提供了一种混动汽车，该混动汽车包括上述实施例中的车载控制器。
在一实施例中，提供一计算机可读存储介质，该计算机可读存储介质上存储有计算机程序，该计算机程序被处理器执行时实现上述实施例中混动汽车换挡控制方法，例如步骤S101至步骤S104，为避免重复，这里不再赘述。
本领域普通技术人员可以理解实现上述实施例方法中的全部或部分流程，是可以通过计算机程序来指令相关的硬件来完成，所述的计算机程序可存储于一非易失性计算机可读取存储介质中，该计算机程序在执行时，可包括如上述各方法的实施例的流程。其中，本申请所提供的各实施例中所使用的对存储器、存储、数据库或其它介质的任何引用，均可包括非易失性和/或易失性存储器。非易失性存储器可包括只读存储器(ROM)、可编程ROM(PROM)、电可编程ROM(EPROM)、电可擦除可编程ROM(EEPROM)或闪存。易失性存储器可包括随机存取存储器(RAM)或者外部高速缓冲存储器。作为说明而非局限，RAM以多种形式可得，诸如静态RAM(SRAM)、动态RAM(DRAM)、同步DRAM(SDRAM)、双数据率SDRAM(DDRSDRAM)、增强型SDRAM(ESDRAM)、同步链路(Synchlink)DRAM(SLDRAM)、存储器总线(Rambus)直接RAM(RDRAM)、直接存储器总线动态RAM(DRDRAM)、以及存储器总线动态RAM(RDRAM)等。所属领域的技术人员可以清楚地了解到，为了描述的方便和简洁，仅以上述各功能单元、模块的划分进行举例说明，实际应用中，可以根据需要而将上述功能分配由不同的功能单元、模块完成，即将所述装置的内部结构划分成不同的功能单元或模块，以完成以上描述的全部或者部分功能。
以上所述实施例仅用以说明本申请的技术方案，而非对其限制；尽管参照前述实施例对本申请进行了详细的说明，本领域的普通技术人员应当理解：其依然可以对前述各实施例所记载的技术方案进行修改，或者对其中部分技术特征进行等同替换；而这些修改或者替换，并不使相应技术方案的本质脱离本申请各实施例技术方案的精神和范围，均应包含在本申请的保护范围之内。

Claims (10)

  1. 一种混动汽车换挡控制方法，其特征在于，包括：
    获取当前换挡请求和当前车辆数据，所述当前车辆数据包括发动机实际转速；
    基于所述当前换挡请求和所述当前车辆数据，判断是否满足换挡冲击条件；
    若满足所述换挡冲击条件，则根据所述发动机实际转速，获取发动机目标转速；
    根据所述发动机目标转速和所述发动机实际转速，控制发电机工作。
  2. 如权利要求1所述的混动汽车换挡控制方法，其特征在于，所述当前车辆数据包括整车车速和发动机实际转速；所述基于所述当前换挡请求和所述当前车辆数据，判断是否满足换挡冲击条件，包括：
    若所述当前换挡请求为非空挡切换到空挡，所述整车车速等于预设车速且所述发动机实际转速大于目标转速阈值，则认定满足换挡冲击条件。
  3. 如权利要求1所述的混动汽车换挡控制方法，其特征在于，所述根据所述发动机实际转速，获取发动机目标转速，包括：
    根据所述发动机实际转速和目标转速补偿值，获取发动机目标转速。
  4. 如权利要求1所述的混动汽车换挡控制方法，其特征在于，所述根据所述发动机目标转速和所述发动机实际转速，控制发电机工作，包括：
    在目标控制时段内，根据所述发动机目标转速和所述发动机实际转速，控制发电机工作。
  5. 如权利要求4所述的混动汽车换挡控制方法，其特征在于，所述在目标控制时段内，根据所述发动机目标转速和所述发动机实际转速，控制发电机工作，包括：
    根据所述发动机目标转速和所述发动机实际转速，获取发动机转速差值；
    根据所述发动机转速差值，获取目标调节扭矩；
    在目标控制时段内，根据所述目标调节扭矩，控制发电机进行扭矩调整。
  6. 如权利要求5所述的混动汽车换挡控制方法，其特征在于，所述根据所述发动机转速差值，获取目标调节扭矩，包括：
    根据所述发动机转速差值和转速调节系数，获取所述目标调节扭矩。
  7. 如权利要求4所述的混动汽车换挡控制方法，其特征在于，在所述在目标控制时段内，根据所述发动机目标转速和所述发动机实际转速，控制发电机工作之后，所述混动汽车换挡控制方法还包括：
    在目标控制时段后，根据所述当前车辆数据，控制发动机工作。
  8. 一种车载控制器，包括存储器、处理器以及存储在所述存储器中并可在所述处理器上运行的计算机程序，其特征在于，所述处理器执行所述计算机程序时实现如权利要求1至7任一项所述混动汽车换挡控制方法。
  9. 一种混动汽车，其特征在于，包括权利要求8所述的车载控制器。
  10. 一种计算机可读存储介质，所述计算机可读存储介质存储有计算机程序，其特征在于， 所述计算机程序被处理器执行时实现如权利要求1至7任一项所述混动汽车换挡控制方法。
PCT/CN2022/119951 2021-12-10 2022-09-20 混动汽车换挡控制方法、车载控制器、汽车及介质 WO2023103518A1 (zh)

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