阅读说明：本技术 升档控制方法 (Upshift control method ) 是由 苏宇 林霄喆 孙艳 谭艳军 付军 张旭 王二朋 王开文 张恒 孙剑斌 李江 赵 于 2021-07-08 设计创作，主要内容包括：本发明提供了一种升档控制方法,包括以下步骤：预充阶段,当第一制动器与第二制动器满足预设条件时,发动机减扭矩至预设扭矩,离合器C0根据发动机扭矩需求调整压力。扭矩阶段,第二制动器调整至第一扭矩,第一制动器调整至第二扭矩,驱动电机扭矩沿外特性工作。转速阶段,输入轴转速至目标档位转速,第一制动器增大扭矩,驱动电机扭矩增大,发电机输出反向扭矩。闭合阶段,发动机与驱动电机输入轴转速同步,第二制动器扭矩降低为零,第一制动器扭矩附加安全扭矩,发电机扭矩为零,发动机扭矩根据当前转速进行外特性扭矩控制,离合器C0根据发动机扭矩进行锁止。本发明减小了双质量飞轮(DMF)并圈的风险,也减小P1花键轴的反向扭矩。(The invention provides a gear-up control method, which comprises the following steps: in the pre-charging stage, when the first brake and the second brake meet the preset condition, the engine reduces the torque to the preset torque, and the clutch C0 adjusts the pressure according to the torque demand of the engine. And in the torque stage, the second brake is adjusted to the first torque, the first brake is adjusted to the second torque, and the torque of the driving motor works along the external characteristic. And in the rotating speed stage, the rotating speed of the input shaft is changed to the rotating speed of a target gear, the torque of the first brake is increased, the torque of the driving motor is increased, and the generator outputs reverse torque. In the closing stage, the rotation speed of the engine and the input shaft of the driving motor is synchronous, the torque of the second brake is reduced to zero, the torque of the first brake is added with safe torque, the torque of the generator is zero, the torque of the engine is controlled by external characteristic torque according to the current rotation speed, and the clutch C0 is locked according to the torque of the engine. The invention reduces the risk of the parallel connection of the Dual Mass Flywheels (DMF) and also reduces the reverse torque of the P1 spline shaft.)

1. An upshift control method, characterized by comprising the steps of:

s1: in the pre-charging stage, when the first brake and the second brake meet the preset condition, the engine reduces the torque to the preset torque, and the clutch C0 adjusts the pressure according to the engine torque demand;

s2: in the torque stage, the second brake is reduced to a first torque, the first brake is increased to a second torque, and the torque of the driving motor works according to a preset strategy;

s3: in the rotating speed stage, the rotating speed of the input shaft is reduced to the rotating speed of a target gear, the torque of the first brake is increased, the torque of the driving motor is increased, and the generator outputs reverse torque;

s4: in the closing stage, the engine and the input shaft of the driving motor are synchronized, the torque of the second brake is reduced to zero, the torque of the first brake is added with a safe torque, the torque of the generator is adjusted to zero, the torque of the engine is controlled by external characteristic torque according to the current rotation speed, and the clutch C0 is locked according to the torque of the engine.

2. The upshift control method according to claim 1, wherein step S3 includes: when the occurrence of the over-current value torque of the dual-mass flywheel is detected, the slipping mechanism of the clutch C0 is triggered, and the slipping control is carried out through the clutch C0.

3. The upshift control method according to claim 1, wherein said preset conditions include: the first brake performs pre-charging action to adjust torque to the first torque, and the second brake reduces torque to the second torque.

4. The upshift control method of claim 1, wherein said preset strategy is an external characteristic strategy.

5. The upshift control method according to claim 1, wherein step S1 is preceded by: and when the accelerator opening is larger than a set accelerator opening threshold value and power downshifting cannot be triggered under the current gear, judging to trigger power upshifting control, and otherwise, continuously judging whether to trigger the power upshifting control.

6. The upshift control method according to claim 1, wherein step S2 includes: the generator torque is zero and the engine maintains the preset torque.

7. The upshift control method according to claim 1, wherein step S3 further includes: the second brake holds the first torque, and the engine holds the preset torque.

Technical Field

The invention relates to the technical field of hybrid power, in particular to a gear-up control method.

Background

The transmission has evolved through manual transmissions, automatic transmissions, automated manual transmissions, dual clutch transmissions, and current hybrid transmissions. One key technology in transmissions is shift control, and as transmissions have evolved, the methods of shifting the transmissions have been updated.

The phenomenon that an engine and a motor are just connected or an indirect rigid connection shaft exists in the current market, and meanwhile, the problem of over-doubling and circling also exists in the engine with a dual-mass flywheel, so that the phenomenon is easy to occur. AT shift control strategies and DCT shift strategies are more available on the market for automatic transmissions, hybrid transmissions and the like, but neither of these methods takes the structural characteristics of the hybrid transmission into good consideration.

For example, when a high-torque power upshift is carried out, the engine generates high torque, the P3 motor generates high torque in a reverse direction, and the P1 spline shaft is subjected to great reverse torque impact in the rotation speed stage of the gear shifting, so that the dual-mass flywheel has great risk of parallel rotation. The method for reducing the torque of the engine by 0 is used for gear shifting, is not beneficial to engine combustion, and is easy to initiate pre-ignition.

Therefore, an upshift control method is needed to solve the above problems.

Disclosure of Invention

The invention aims to provide a gear-up control method, which can ensure smooth gear shifting and dynamic property, reduce the risk of double-mass flywheel (DMF) ring combination and reduce the reverse torque of a P1 spline shaft.

The technical problem to be solved by the invention is realized by adopting the following technical scheme:

an upshift control method comprising the steps of: s1: in the pre-charging stage, when the first brake and the second brake meet the preset condition, the engine reduces the torque to the preset torque, and the clutch C0 adjusts the pressure according to the engine torque demand; s2: in the torque stage, the second brake is reduced to a first torque, the first brake is increased to a second torque, and the torque of the driving motor works according to a preset strategy; s3: in the rotating speed stage, the rotating speed of the input shaft is reduced to the rotating speed of a target gear, the torque of the first brake is increased, the torque of the driving motor is increased, and the generator outputs reverse torque; s4: in the closing stage, the engine and the input shaft of the driving motor are synchronized, the torque of the second brake is reduced to zero, the torque of the first brake is added with a safe torque, the torque of the generator is adjusted to zero, the torque of the engine is controlled by external characteristic torque according to the current rotation speed, and the clutch C0 is locked according to the torque of the engine.

In a preferred embodiment of the present invention, the step S3 includes: upon detection of an impending over-current torque of the dual mass flywheel, the clutch C0 slip mechanism is triggered and slip control is performed via the clutch C0.

In a preferred embodiment of the present invention, the preset conditions include: the first brake performs pre-charging action to adjust torque to the first torque, and the second brake reduces torque to the second torque.

In a preferred embodiment of the present invention, the predetermined policy is an external characteristic policy.

In a preferred embodiment of the present invention, the step S1 includes: and when the accelerator opening is larger than a set accelerator opening threshold value and power downshifting cannot be triggered under the current gear, judging to trigger power upshifting control, and otherwise, continuously judging whether to trigger the power upshifting control.

In a preferred embodiment of the present invention, the step S2 includes: the generator torque is zero and the engine maintains the preset torque.

In a preferred embodiment of the present invention, the step S3 further includes: the second brake holds the first torque, and the engine holds the preset torque.

The technical effect achieved by adopting the technical scheme is as follows: for the rotating speed stage of the gear shifting process, the torque of the first brake can be increased under the condition of using the allowable capacity to assist gear shifting, and the load capacity of the P1 spline shaft can be reduced. The shift begins to reduce the engine to the proper torque. The slip capability of the clutch C0 was used to protect the dual mass flywheel and the P1 modular spline shaft. The risk of Double Mass Flywheel (DMF) doubling is reduced while ensuring smooth and dynamic gear shifting, and the reverse torque of the P1 spline shaft is also reduced.

The foregoing description is only an overview of the technical solutions of the present invention, and in order to make the technical means of the present invention more clearly understood, the present invention may be implemented in accordance with the content of the description, and in order to make the above and other objects, features, and advantages of the present invention more clearly understood, the following preferred embodiments are specifically described in detail with reference to the accompanying drawings.

Drawings

FIG. 1 is a flow chart illustrating an upshift control method according to an embodiment of the present invention;

FIG. 2 is a schematic diagram of a 3DHT according to an embodiment of the present invention;

fig. 3 is a schematic diagram illustrating an operation of the present invention.

Detailed Description

To further illustrate the technical measures and effects taken by the present invention to achieve the intended objects, embodiments of the present invention will be described in detail below, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar functions throughout. The embodiments described below are only a part of the embodiments of the present invention, and not all of them. All other embodiments that can be obtained by a person skilled in the art based on the embodiments of the present invention without any inventive step belong to the scope of the embodiments of the present invention. While the present invention has been described in connection with the preferred embodiments, it is to be understood that the invention is not limited to the disclosed embodiments, but is intended to cover various modifications, equivalent arrangements, and specific embodiments thereof.

Referring to fig. 1 to 3, fig. 1 is a flowchart illustrating an upshift control method according to an embodiment of the present invention.

As shown in fig. 1, the upshift control method of the present invention includes the steps of:

s1: in the pre-charging stage, when the first brake and the second brake meet the preset condition, the engine is reduced to the preset torque, and the clutch C0 adjusts the pressure according to the engine torque demand.

S2: and in the torque phase, the second brake is reduced to a first torque, the first brake is increased to a second torque, and the torque of the driving motor works according to a preset strategy.

S3: in the rotating speed stage, the rotating speed of the input shaft is reduced to the rotating speed of a target gear, the torque of the first brake is increased, the torque of the driving motor is increased, and the generator outputs reverse torque.

S4: in the closing stage, the engine and the input shaft of the driving motor are synchronized, the torque of the second brake is reduced to zero, the torque of the first brake is added with a safe torque, the torque of the generator is adjusted to zero, the torque of the engine is controlled by external characteristic torque according to the current rotation speed, and the clutch C0 is locked according to the torque of the engine.

Step S3 includes: upon detection of an impending over-current torque of the dual mass flywheel, the clutch C0 slip mechanism is triggered and slip control is performed via the clutch C0.

The preset conditions include: the first brake performs pre-charging action to adjust torque to the first torque, and the second brake reduces torque to the second torque.

Specifically, the first torque is a clutch half-engagement point torque. And the oil charging control is characterized in that the clutch pressure corresponding to the half-joint point of the clutch is used as the target oil charging pressure, the current pressure of the clutch is used as the actual pressure, and calibration optimization is carried out according to the oil temperatures of different gearboxes, the target oil charging pressure of the clutch and the actual pressure difference.

The second torque is a slip torque, and the reduction of the second brake torque to the slip torque point can be understood as the torque at which the second brake is balanced with the system torque.

The preset strategy is an external characteristic strategy.

The external characteristic and a part of the characteristic of the engine are collectively referred to as the speed characteristic of the engine, and the external characteristic curve of the engine is a curve in which the output power (torque) of the engine measured when the opening degree of the throttle valve of the engine is 100% varies with the rotation speed.

Step S1 is preceded by: and when the accelerator opening is larger than a set accelerator opening threshold value and power downshifting cannot be triggered under the current gear, judging to trigger power upshifting control, and otherwise, continuously judging whether to trigger power upshifting control.

Step S2 includes: the generator torque is zero and the engine maintains the preset torque.

Step S3 further includes: the second brake holds the first torque, and the engine holds the preset torque.

The present invention is described in detail below with reference to fig. 1 to 3:

referring to fig. 2 and 3, the power up-shift of the hybrid transmission according to the present invention is divided into four stages, namely, a pre-charge stage, a torque stage, a rotation speed stage, and a close stage.

In the pre-charging stage, the first Brake (inggoing Brake, Brake-2) performs pre-charging action to enable the clutch to reach a half-joint point (kiss point), and the second Brake (offgoing Brake, Brake-1) reduces the torque to a slip torque boundary. At this point, the engine begins torque reduction control and Clutch C0 (Clutch-0) will modulate the pressure according to the engine torque request. Where the shift begins to reduce the engine to the desired torque, rather than 0 torque. The torque reduction can be accomplished from an economical point of view while preventing pre-ignition.

During the torque phase, the input shaft remains unchanged, the offgoing Brake starts to reduce the torque to the half-engagement point (kiss point), and the first Brake (inggoing Brake, Brake-2) starts to increase the torque to its slip torque point. The driving motor torque is operated along the external characteristic, the generator maintains 0 torque, the engine continues to maintain a low torque demand, and the clutch C0 regulates pressure based on the engine torque demand.

In the rotating speed stage, the rotating speed of an input shaft is reduced to a target gear rotating speed, an offgoing Brake keeps a half-joint point (kiss point), a first Brake (Brake-2) actively increases torque under the condition that the capacity of the Brake of the first Brake allows, the auxiliary rotating speed stage is completed, the reduction amplitude of the input torque is relieved, the torque of a driving motor begins to increase along with the reduction of the rotating speed at the moment, a generator reversely outputs the torque for the reverse acceleration of the reduction of the rotating speed of an input shaft, and an engine continues to keep low torque output. The engine, the driving motor and the generator are coaxial in a parallel mode, and the scheme describes parallel mode gear shifting. Thus, the rotational speed is common. By utilizing the Brake2 to increase the torque of the Brake under the condition of allowing the use capacity to assist the gear shifting, the gear shifting smoothness can be ensured, and the load capacity of the P1 spline shaft can be reduced. The dual mass flywheel and spline shaft can then be protected by reasonable use of the slip capability of clutch C0.

Clutch C0 regulates the pressure out, when Tclu < TEng (slip occurs when clutch engagement torque is less than engine torque, and the partial closed loop controls C0 torque to control the corresponding speed differential) (TEng Tclu + J α).

In the closing stage, the engine and the input shaft of the driving motor are synchronized, the offgoing Brake torque is reduced to 0, and the first Brake (inggoing Brake, Brake-2) torque is added with the safe torque, namely: the torque is reasonable torque (standard torque), the driving motor keeps continuously outputting power, the generator torque reaches 0, the engine torque outputs the external characteristic torque according to the current rotating speed, and the clutch C0 is locked according to the engine torque.

In the above embodiment, the torque of the first Brake (Brake-2), the torque of the driving motor, the torque of the generator, the torque of the engine, and the torque of the clutch C0 may be varied as appropriate according to actual conditions to combine better control. The execution timing of the first Brake (Brake-2) torque, the driving motor torque, the generator torque, the engine torque, and the clutch C0 torque can be flexibly controlled to start and end. The torque control gradient can be optimized according to actual conditions.

The upshift control strategy described in the present invention may also be modified to a power downshift shift process control strategy.

The upshift control method provided by the invention reduces the torque of the engine to a proper torque when the gear shifting is started, and finishes reducing the torque on the premise of preventing the occurrence of pre-ignition. For the rotating speed stage in the gear shifting process, the torque of the Brake2 is increased under the condition of allowing the use capacity to assist in gear shifting, so that the gear shifting smoothness can be ensured, and the load capacity of the P1 spline shaft can be reduced. The slipping capability of the clutch C0 is used for effectively protecting the dual-mass flywheel and the P1 module spline shaft, and preventing the dual-mass flywheel and the spline shaft from being broken. The introduction of a plurality of torque control units is used for controlling gear shifting, and the operability and the flexibility are higher.

It should be understood that, although the steps in the flowchart of fig. 1 are shown in order as indicated by the arrows, the steps are not necessarily performed in order as indicated by the arrows. The steps are not performed in the exact order shown and may be performed in other orders unless explicitly stated herein. Moreover, at least a portion of the steps in fig. 1 may include multiple sub-steps or multiple stages that are not necessarily performed at the same time, but may be performed at different times, in different orders, and may be performed alternately or at least partially with respect to other steps or other steps.

Through the above description of the embodiments, it is clear to those skilled in the art that the embodiments of the present invention may be implemented by hardware, or by software plus a necessary general hardware platform. Based on such understanding, the technical solutions of the embodiments of the present invention may be embodied in the form of a software product, which may be stored in a non-volatile storage medium (which may be a CD-ROM, a usb disk, a removable hard disk, etc.), and includes several instructions for enabling a computer device (which may be a personal computer, a server, or a network device, etc.) to execute the methods described in the various implementation scenarios of the embodiments of the present invention.

The present invention is not limited to the details of the above embodiments, which are exemplary, and the modules or processes in the drawings are not necessarily essential to the implementation of the embodiments of the present invention, and should not be construed as limiting the present invention.