阅读说明：本技术 一种双电机混动系统的离合器控制方法及装置 (Clutch control method and device of double-motor hybrid system ) 是由 刘义强 黄亮 王运凯 于 2020-02-21 设计创作，主要内容包括：本发明涉及一种双电机混动系统的离合器控制方法及装置,所述方法包括：判断当前的油门工作状态处于快速解锁状态或者快速关闭状态；当油门工作状态处于快速解锁状态或者快速关闭状态时,驱使离合器进入滑动摩擦工作状态,并且部分解锁离合器；之后驱使离合器退出滑动摩擦工作状态；再之后部分锁止离合器,并且获取离合器两端的转速差；控制转速差持续满足预设转速差值,直到部分锁止离合器至完全锁止离合器；本发明能够改善输入齿轮和输出齿轮接触面变化,避免齿间间隙产生冲击和噪音,优化驾驶性,同时还能够持发动机扭矩的快速响应。(The invention relates to a clutch control method and a device of a double-motor hybrid system, wherein the method comprises the following steps: judging whether the current accelerator working state is in a quick unlocking state or a quick closing state; when the accelerator working state is in a quick unlocking state or a quick closing state, the clutch is driven to enter a sliding friction working state, and the clutch is partially unlocked; then driving the clutch to exit the sliding friction working state; then partially locking the clutch and acquiring the rotation speed difference at two ends of the clutch; controlling the rotation speed difference to continuously meet a preset rotation speed difference value until a part of the locking clutches are locked to be completely locked; the invention can improve the change of the contact surface of the input gear and the output gear, avoid the impact and the noise generated by the inter-tooth clearance, optimize the driving performance and simultaneously maintain the quick response of the engine torque.)

1. A clutch control method of a dual-motor hybrid system is characterized by comprising the following steps:

judging whether the current accelerator working state is in a quick unlocking state or a quick closing state;

when the accelerator working state is in a quick opening state or a quick closing state, acquiring the current rotating speed of the engine and the corresponding crankshaft end torque;

determining the time when the clutch enters a sliding friction working state and the time when the clutch exits the sliding friction working state according to the current rotating speed and the corresponding crankshaft end torque;

partially unlocking the clutch when the clutch enters the slip friction operating state;

when the clutch is withdrawn from the sliding friction working state, partially locking the clutch and acquiring a rotation speed difference between two ends of the clutch;

and controlling the rotation speed difference to continuously meet a preset rotation speed difference value until the clutch is partially locked to be completely locked.

2. The clutch control method of the dual-motor hybrid electric system according to claim 1, wherein the judging whether the accelerator operating state is in a fast-open state or a fast-close state comprises:

obtaining crankshaft end torque without filtering processing and crankshaft end torque after filtering processing;

calculating a torque difference value through the crankshaft end torque which is not subjected to filtering processing and the crankshaft end torque which is subjected to filtering processing;

judging whether the torque difference value is larger than a preset torque difference value or not;

when the torque difference value is larger than the preset torque difference value, the current accelerator working state is in the quick opening state;

and when the torque difference value is not greater than the preset torque difference value, the current accelerator working state is in the quick closing state.

3. The clutch control method of the two-motor hybrid electric system according to claim 2, wherein the filtered crankshaft end torque is an engine crankshaft end torque after filtering according to a preset filter coefficient.

4. The method as claimed in claim 1, wherein the determining the timing of whether the clutch enters the slip friction operating state and the timing of exiting the slip friction operating state according to the current rotation speed and the corresponding crankshaft end torque further comprises

Judging whether the current rotating speed and the crankshaft end torque simultaneously meet preset conditions;

and if the current rotating speed and the crankshaft end torque simultaneously meet the preset condition, driving the clutch to enter the sliding friction working state.

And if the current rotating speed and the crankshaft end torque do not meet the preset condition at the same time, driving the clutch to exit the sliding friction working state.

5. The clutch control method of a dual-motor hybrid electric system according to claim 4, wherein the determining whether the current rotation speed and the crankshaft end torque satisfy the predetermined condition at the same time is determining whether the current rotation speed satisfies a predetermined rotation speed value and determining whether the crankshaft end torque satisfies a predetermined crankshaft end torque value at the same time.

6. The clutch control method of a two-motor hybrid system according to claim 1, wherein the degree of partial unlocking of the clutch depends on the degree of opening and closing of the throttle.

7. The clutch control method of a two-motor hybrid system according to claim 1, wherein the degree of the partial lock-up clutch depends on the difference in the rotational speed across the clutch.

8. The clutch control method of a two-motor hybrid electric system according to claim 1, wherein controlling the rotational speed difference to continuously satisfy a preset rotational speed difference until partially locking the clutch to fully locking the clutch further comprises:

controlling the rotation speed difference to gradually decrease according to a preset rotation speed difference value;

when the rotating speed difference reaches a preset rotating speed difference threshold value, reducing the current torque of the clutch to a preset torque value according to a preset speed;

and when the current torque reaches a preset target torque value, partially locking the clutch to completely locking the clutch.

9. A clutch control device of a dual-motor hybrid system, characterized by comprising:

the state judgment module is used for judging whether the current accelerator working state is in a quick unlocking state or a quick closing state;

the acquisition module is used for acquiring the current rotating speed of the engine and the corresponding crankshaft end torque when the accelerator working state is in a quick opening state or a quick closing state;

the determining module is used for determining the time when the clutch enters the sliding friction working state and the time when the clutch exits the sliding friction working state according to the current rotating speed and the corresponding crankshaft end torque;

the first execution module is used for partially unlocking the clutch when the clutch enters the sliding friction working state;

the second execution module is used for partially locking the clutch when the clutch is out of the sliding friction working state, and acquiring a rotation speed difference between two ends of the clutch;

and the rotating speed difference control module is used for controlling the rotating speed difference to continuously meet a preset rotating speed difference value until the clutch is partially locked to be completely locked.

10. The clutch control device of a two-motor hybrid electric system according to claim 9, wherein the state determination module includes:

the crankshaft end torque acquisition unit is used for acquiring crankshaft end torque which is not subjected to filtering processing and crankshaft end torque which is subjected to filtering processing;

the torque difference calculation unit is used for calculating a torque difference value through the crankshaft end torque which is not subjected to filtering processing and the crankshaft end torque which is subjected to filtering processing;

the second judgment unit is used for judging whether the torque difference value is larger than a preset torque difference value or not;

the first working state determining unit is used for determining that the current accelerator working state is in a quick opening state when the torque difference value is larger than the preset torque difference value;

and the second working state determining unit is used for determining that the current accelerator working state is in a quick closing state when the torque difference value is not greater than the preset torque difference value.

Technical Field

The invention relates to the technical field of hybrid power, in particular to a clutch control method and device of a dual-motor hybrid system.

Background

Along with the development of economy and the reduction of traditional energy, more and more automobile manufacturers research and develop hybrid electric vehicles to replace traditional energy vehicles, can solve the reduction of traditional energy, and also meet the travel demands of daily people.

When an engine directly drives a vehicle, the accelerator (TipIn) is suddenly and quickly stepped on under the condition of small accelerator or accelerator release, the engine is required to quickly output large positive torque when the engine is suddenly stepped on because the actual output is small torque under the condition of small accelerator/zero accelerator of the engine or negative torque when the resistance, loss and the like of the engine are overcome, for a power system, the whole transmission torque undergoes a process from negative to positive, sudden impact torque is generated on the transmission system, and noise and impact are easily generated.

On the contrary, when the engine directly drives the vehicle, the accelerator is suddenly released (Tip Out) under the condition of a large accelerator, the accelerator is suddenly released and the engine is cut off due to the fact that the engine actually outputs large positive torque, the accelerator is suddenly released, the engine is cut off, negative torque is actually output due to the fact that self resistance, loss and the like are overcome, for a power system, the whole transmission torque goes through a positive-to-negative process, sudden impact torque is generated on the transmission system, and noise and impact are easily generated.

At present, in order to reduce the space in the prior art, a transmission mechanism generally adopts a multi-shaft linkage mechanism, a shaft is connected with a shaft through a gear train, and gear connection is realized by mutual meshing of two gear teeth, wherein, a) under the condition of negative torque, an output gear drags an input gear to transmit power, and at the moment, the tooth surface of the output gear pushes the tooth surface of the input gear; b) under the condition of positive torque, the input gear drags the output gear to transmit power, the tooth surface of the input gear pushes the tooth surface of the output gear, and due to the existence of the gap between the gear teeth, when the input torque is changed from negative to positive or from positive to negative, the contact surface of the input gear and the output gear is changed, so that impact and noise are easily generated, and particularly, the backlash impact and noise are more obvious in a main speed reducer and a differential mechanism part after the torque is amplified by a speed ratio of a gearbox.

Disclosure of Invention

In view of the above problems in the prior art, an object of the present invention is to provide a method and an apparatus for controlling a clutch of a dual motor hybrid system, which can improve the change of the contact surface between an input gear and an output gear, avoid the generation of impact and noise due to the backlash, optimize drivability, and maintain the quick response of the engine torque.

In order to solve the above problems, the present invention provides a clutch control method for a dual-motor hybrid system, comprising the steps of:

judging whether the current accelerator working state is in a quick unlocking state or a quick closing state;

when the accelerator working state is in a quick opening state or a quick closing state, acquiring the current rotating speed of the engine and the corresponding crankshaft end torque;

determining the time when the clutch enters a sliding friction working state and the time when the clutch exits the sliding friction working state according to the current rotating speed and the corresponding crankshaft end torque;

partially unlocking the clutch when the clutch enters the slip friction operating state;

when the clutch is out of the sliding friction working state, partially locking the clutch and acquiring a rotation speed difference between two ends of the clutch;

and controlling the rotation speed difference to continuously meet a preset rotation speed difference value until the clutch is partially locked to be completely locked.

Further, the step of judging whether the accelerator working state is in a quick unlocking state or a quick closing state comprises the steps of:

obtaining crankshaft end torque without filtering processing and crankshaft end torque after filtering processing;

calculating a torque difference value through the crankshaft end torque which is not subjected to filtering processing and the crankshaft end torque which is subjected to filtering processing;

judging whether the torque difference value is larger than a preset torque difference value or not;

when the torque difference value is larger than the preset torque difference value, the current accelerator working state is in the quick opening state;

and when the torque difference value is not greater than the preset torque difference value, the current accelerator working state is in the quick closing state.

Further, the crankshaft end torque after the filtering processing is the engine crankshaft end torque after the filtering processing is performed according to a preset filter coefficient.

Further, determining the timing of whether the clutch enters the slip friction operating state and the timing of exiting the slip friction operating state according to the current rotation speed and the corresponding crankshaft end torque further includes:

judging whether the current rotating speed and the crankshaft end torque simultaneously meet preset conditions;

and if the current rotating speed and the crankshaft end torque simultaneously meet the preset condition, driving the clutch to enter the sliding friction working state.

And if the current rotating speed and the crankshaft end torque do not meet the preset condition at the same time, driving the clutch to exit the sliding friction working state.

Further, judging whether the current rotating speed and the crankshaft end torque simultaneously meet preset conditions is to judge whether the current rotating speed meets a preset rotating speed value, and simultaneously judging whether the crankshaft end torque meets a preset crankshaft end torque value.

Further, the degree of partial unlocking of the clutch depends on the degree of opening and closing of the throttle.

Further, the extent of the partial lock-up clutch depends on the difference in rotational speed across the clutch.

Further, controlling the rotational speed difference to continuously satisfy a preset rotational speed difference until partially locking the clutch to the full lock-up clutch further includes:

controlling the rotation speed difference to gradually decrease according to a preset rotation speed difference value;

when the rotating speed difference reaches a preset rotating speed difference threshold value, reducing the current torque of the clutch to a preset torque value according to a preset speed;

and when the current torque reaches a preset target torque value, partially locking the clutch to completely locking the clutch.

The invention also protects a clutch control device of the double-motor hybrid system, which comprises the following components:

the state judgment module is used for judging whether the current accelerator working state is in a quick unlocking state or a quick closing state;

the acquisition module is used for acquiring the current rotating speed of the engine and the corresponding crankshaft end torque when the accelerator working state is in a quick opening state or a quick closing state;

a determination module to determine whether the clutch enters or exits the slip friction operating state based on the current rotational speed and the corresponding crankshaft end torque

The first execution module is used for partially unlocking the clutch when the clutch enters the sliding friction working state;

the second execution module is used for partially locking the clutch when the clutch is out of the sliding friction working state, and acquiring a rotation speed difference between two ends of the clutch;

and the rotating speed difference control module is used for controlling the rotating speed difference to continuously meet a preset rotating speed difference value until the clutch is partially locked to be completely locked.

Further, the state judgment module comprises:

the crankshaft end torque acquisition unit is used for acquiring crankshaft end torque which is not subjected to filtering processing and crankshaft end torque which is subjected to filtering processing;

the torque difference calculation unit is used for calculating a torque difference value through the crankshaft end torque which is not subjected to filtering processing and the crankshaft end torque which is subjected to filtering processing;

the second judgment unit is used for judging whether the torque difference value is larger than a preset torque difference value or not;

the first working state determining unit is used for determining that the current accelerator working state is in a quick opening state when the torque difference value is larger than the preset torque difference value;

and the second working state determining unit is used for determining that the current accelerator working state is in a quick closing state when the torque difference value is not greater than the preset torque difference value.

Due to the technical scheme, the invention has the following beneficial effects:

the clutch control method and device of the double-motor hybrid system are applied to the situation that double motors in the double-motor hybrid system are in a parallel mode, when an accelerator is quickly pressed down or quickly released to generate input torque from negative to positive or from positive to negative, the change of the contact surface of an input gear and an output gear can be improved, impact and noise generated by gaps between teeth can be avoided, the driving performance can be optimized, and meanwhile, the quick response of the torque of an engine can be maintained.

Drawings

In order to more clearly illustrate the technical solution of the present invention, the drawings used in the description of the embodiment or the prior art will be briefly described below. It is obvious that the drawings in the following description are only some embodiments of the invention, and that for a person skilled in the art, other drawings can be derived from them without inventive effort.

Fig. 1 is a flowchart of a clutch control method of a dual-motor hybrid system according to an embodiment of the present invention;

FIG. 2 is a flowchart of step S102 provided by an embodiment of the present invention;

fig. 3 is a flowchart of step S103 provided by the embodiment of the present invention;

FIG. 4 is a flowchart of step S106 provided by an embodiment of the present invention;

fig. 5 is a schematic structural diagram of a clutch control device of a two-motor hybrid system according to an embodiment of the present invention;

fig. 6 is a schematic structural diagram of a state determination module according to an embodiment of the present invention;

FIG. 7 is a schematic structural diagram of a determining module according to an embodiment of the present invention;

FIG. 8 is a schematic structural diagram of a differential rotational speed control module according to an embodiment of the present invention;

fig. 9 is a schematic partial structural diagram of a clutch control device of a dual-motor hybrid system according to an embodiment of the present invention.

Detailed Description

The technical solutions in the embodiments of the present invention will be described clearly and completely with reference to the accompanying drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be obtained by a person skilled in the art without any inventive step based on the embodiments of the present invention, are within the scope of the present invention.

Reference herein to "one embodiment" or "an embodiment" means that a particular feature, structure, or characteristic described in connection with the embodiment is included in at least one implementation of the invention. In the description of the present invention, it is to be understood that the terms "upper", "lower", "left", "right", "top", "bottom", and the like, indicate orientations or positional relationships based on those shown in the drawings, and are only for convenience in describing the present invention and simplifying the description, but do not indicate or imply that the device or element referred to must have a specific orientation, be constructed in a specific orientation, and be operated, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. Moreover, the terms first, second, and the like are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used is interchangeable under appropriate circumstances such that the embodiments of the invention described herein are capable of operation in sequences other than those illustrated or described herein.