CN114537370A - K0 clutch combination control method of P2 configuration hybrid power system - Google Patents

K0 clutch combination control method of P2 configuration hybrid power system Download PDF

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Publication number
CN114537370A
CN114537370A CN202210182667.2A CN202210182667A CN114537370A CN 114537370 A CN114537370 A CN 114537370A CN 202210182667 A CN202210182667 A CN 202210182667A CN 114537370 A CN114537370 A CN 114537370A
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China
Prior art keywords
clutch
controller
engine
transmission
preset
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Pending
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CN202210182667.2A
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Chinese (zh)
Inventor
李涛
钟睿
刘斌
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Chongqing Changan Automobile Co Ltd
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Chongqing Changan Automobile Co Ltd
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Priority to CN202210182667.2A priority Critical patent/CN114537370A/en
Publication of CN114537370A publication Critical patent/CN114537370A/en
Pending legal-status Critical Current

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    • 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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/421—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/44—Drive Train control parameters related to combustion engines
    • B60L2240/441—Speed
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0638—Engine speed
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0657—Engine torque
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/08—Electric propulsion units
    • B60W2510/081—Speed
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/08—Electric propulsion units
    • B60W2510/083—Torque
    • 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
    • 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
    • Y02T10/72—Electric energy management in electromobility

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Power Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)

Abstract

The invention discloses a K0 clutch combination control method of a P2 configuration hybrid power system, which is suitable for controlling the combination of a K0 clutch when an engine normally runs, can realize the combination of a K0 clutch, simultaneously enables a rotational speed difference controller of the engine and a P2 motor to be in a certain range as fast as possible, stabilizes the rotational inertia of the P2 motor to stabilize the rotational speed of the engine in the process of pressing the K0 clutch, adjusts the rotational speed of the P2 motor and the rotational speed of the engine by taking an idle speed value of the engine as a rotational speed target, can reduce the time for completely combining the K0 clutch, and reduces the possibility of adhesion of the K0 clutch.

Description

K0 clutch combination control method of P2 configuration hybrid power system
Technical Field
The invention belongs to the technical field of clutch control of hybrid vehicles, and particularly relates to a K0 clutch combination control method of a P2-configuration hybrid power system.
Background
In the development of the whole vehicle function of the new energy automobile, a power controller (namely PCU) controls an engine, a transmission and a motor to coordinate to carry out clutch combination by selecting the driving time of the engine on the wheel end.
CN105034788A discloses a hybrid system clutch combination coordination control method, which is applied to a hybrid system configuration in which an engine, an ISG motor, and a driving motor are connected in sequence and coaxially distributed, a clutch closing timing is judged by a condition of a rotational speed difference and a duration time between the ISG motor and the driving motor, clutch combination is executed after the condition is satisfied, the rotational speed of the driving motor is initially used as a target to control the engine to perform rotational speed adjustment, and the rotational speed difference and the duration time between the ISG motor and the driving motor are only used in the condition of judging the clutch closing timing. The coordination control method has the following problems: (1) the method is not suitable for a single-motor series-parallel hybrid power system adopting a double-clutch transmission (namely a P2 configuration hybrid power system); (2) the clutch is combined after a certain condition is met, so that the combination time of the clutch is long, the problem of slow power response caused by long time of the complete combination process of the clutch is easy to occur, and the possibility of clutch adhesion exists; (3) the judgment condition for clutch combination completion is single, and the judgment for clutch combination completion is easy to be inaccurate.
Disclosure of Invention
The invention aims to provide a K0 clutch combination control method of a P2 configuration hybrid power system, which is used for reducing the complete combination time of a K0 clutch and reducing the possibility of adhesion of a K0 clutch.
The invention discloses a K0 clutch combination control method of a P2 configuration hybrid power system, which comprises the following steps:
firstly, when a K0 clutch is in a separation state (namely before a K0 clutch is combined), a power controller sends a torque control command to an integrated motor controller (namely a PEU) so that the integrated motor controller controls the torque of a P2 motor, and the power controller sends a rotating speed control command to an engine controller (namely EMS) so that the engine controller controls the rotating speed of an engine; when the current lever position state is P-speed or N-speed, the power controller (i.e., PCU) sends a K0 clutch engagement command and a K0 clutch torque transfer request of 0Nm to the transmission controller (i.e., TCU) to cause the transmission controller to control the K0 clutch to engage.
Step two, when the K0 clutch is in a half-combination state, the power controller calculates a request torque by taking an idle speed value of an engine as a target rotating speed of the motor, and sends the request torque to the integrated motor controller so that the integrated motor controller adjusts the rotating speed of the P2 motor according to the request torque, and the power controller sends the target rotating speed of the engine to the engine controller by taking the idle speed value of the engine as the target rotating speed of the engine so that the engine controller adjusts the rotating speed of the engine according to the target rotating speed of the engine; the power controller sends a request to the transmission controller to smoothly increase the clutch transmission torque K0 to a preset transmission torque target value Tq, so that the transmission controller controls the clutch transmission torque K0 to smoothly increase.
Thirdly, when the absolute value of the difference between the rotating speeds of the motor and the engine is smaller than or equal to a preset first rotating speed threshold value n at P21And the power controller sends a zero-torque control command to the integrated motor controller so that the integrated motor controller controls the P2 motor to keep a zero-torque state, calculates a request torque by taking the idle speed value of the engine as the target rotating speed of the engine, and sends the request torque to the engine controller so that the engine controller adjusts the rotating speed of the engine according to the request torque.
Fourthly, when the absolute value of the rotating speed difference between the motor and the engine is smaller than or equal to a preset second rotating speed threshold value n at P22And the duration is greater than or equal to a preset time threshold T1, and the K0 clutch transmission torque is greater than or equal to a preset transmission torque target value Tq, it is determined that the K0 clutch engagement is complete; wherein n is2<n1。
Preferably, the power controller obtains the current gear lever position state from the transmission controller; if the K1 clutch and the K2 clutch are both in an unengaged state, the transmission controller determines that the current lever position state is P gear or N gear, otherwise the transmission controller determines that the current lever position state is D gear or R gear.
Preferably, the power controller acquires the state of the K0 clutch from the transmission controller, and the transmission controller judges that the K0 clutch is in the separation state when the acquired hydraulic pressure of the K0 clutch is smaller than a preset first pressure threshold value; when the collected K0 clutch hydraulic pressure reaches a preset second pressure threshold, the transmission controller determines that the K0 clutch is in a semi-engaged state.
Preferably, the request for smoothly increasing the clutch transmission torque of the K0 to the preset transmission torque target value Tq is a request for linearly increasing the clutch transmission torque of the K0 to the preset transmission torque target value Tq with a preset gradient K.
Preferably, the preset transmission torque target value Tq is 50 Nm; the preset first rotating speed threshold value n1Is 50 rpm; the value of the preset gradient k is 100 Nm/s; the preset second rotating speed threshold value n2Is 15 rpm; the preset time threshold T1 takes a value of 100 ms.
The invention is suitable for controlling the combination of the K0 clutch when the engine normally runs, the combination of the K0 clutch can be realized by adopting the invention, meanwhile, the rotation speed difference controller of the engine and the P2 motor is controlled in a certain range as soon as possible, the rotation inertia of the P2 motor is utilized to stabilize the rotation speed of the engine in the pressing process of the K0 clutch, the rotation speed of the P2 motor and the rotation speed of the engine are adjusted by taking the idling value of the engine as the rotation speed target, the complete combination time of the K0 clutch is reduced, the combination process of the K0 clutch is smaller than 1s, and the adhesion possibility of the K0 clutch is reduced.
Drawings
Fig. 1 is a schematic structural diagram of a hybrid power system with a P2 configuration.
Fig. 2 is a flowchart of a method for controlling engagement of the K0 clutch in the present embodiment.
Detailed Description
As shown in fig. 1, the P2-configured hybrid system in the present embodiment includes a power controller (i.e., PCU) 1, a battery management system (i.e., BMS) 2, a power battery 3, an integrated motor controller (i.e., PEU) 4, a P2 motor 5, a K1 clutch 6, a K2 clutch 7, a K0 clutch 8, an engine 9, an engine controller (i.e., EMS) 10, a transmission 11, a transmission controller (i.e., TCU 12), and a reduction gear 13. The battery management system 2 is connected with a power battery 3, the power controller 1 is respectively connected with an engine controller 10, the battery management system 2, the integrated motor controller 4 and a transmission controller 12 through CAN buses, the engine controller 10 is connected with an engine 9, and the transmission controller 12 is connected with a transmission 11. The engine 9, the K0 clutch 8 and the P2 motor 5 are coaxially distributed, the K1 clutch 6, the K2 clutch 7, the transmission 11 and the P2 motor 5 are coaxially distributed, and the transmission 11 is connected with the speed reducing mechanism 13. The integrated motor controller 4 is used for controlling the operation of the P2 motor 5 according to a command sent by the power controller 1 and feeding back the rotating speed of the P2 motor 5 to the power controller 1; the engine controller 10 is used for controlling the engine 9 to operate according to the command sent by the power controller 1 and feeding back the rotating speed of the engine 9 to the power controller 1; the transmission controller 12 is configured to control engagement/disengagement of the K1 clutch 6, the K2 clutch 7, the K0 clutch 8, and shifting of the transmission 11 according to commands issued by the powertrain controller 1, and to feed back the state of the K0 clutch 8, the current gear position state, and the K0 clutch transmission torque to the powertrain controller 1; the battery management system 2 is used for monitoring information such as battery power, battery current, battery voltage and the like, and is in CAN communication with the power controller 1.
As shown in fig. 2, the method for controlling engagement of the K0 clutch in the P2 configuration hybrid system according to the embodiment is described with the power controller 1 as an execution subject, and includes:
first, when the K0 clutch 8 is in the disengaged state (i.e. before the K0 clutch 8 is engaged), a torque control command is sent to the integrated motor controller 4 to make the integrated motor controller 4 control the torque of the P2 motor 5, and the power controller 1 sends a rotation speed control command to the engine controller 10 to make the engine controller 10 control the rotation speed of the engine 9; the second step is then performed.
And secondly, judging whether the position state of the current gear lever is P gear or N gear, if so, executing the third step, and if not, finishing.
The power controller 1 acquires the current lever position state from the transmission controller 12. The transmission controller 12 determines the current lever position state by identifying the states of the K1 clutch 6 and the K2 clutch 7 by: when both the K1 clutch 6 and the K2 clutch 7 are disengaged (i.e., both the K1 clutch 6 and the K2 clutch 7 are disengaged), the transmission controller 12 determines that the current lever position state is either P-speed or N-speed; when the K1 clutch 6 is in the engaged state or the K2 clutch 7 is in the engaged state, the transmission controller 12 determines that the current lever position state is the D range or the R range.
Third, sending a K0 clutch engagement command and a K0 clutch torque transfer of 0Nm request to the transmission controller 12, such that the transmission controller 12 controls the engagement of the K0 clutch 8; the fourth step is then executed.
And step four, judging whether the K0 clutch 8 is in a half-combined state, if so, executing the step five, otherwise, returning to execute the step three.
The power controller 1 obtains the state of the K0 clutch 8 from the transmission controller 12. The transmission controller 12 judges the state of the K0 clutch 8 through the hydraulic pressure of the K0 clutch detected by the hydraulic pressure sensor, and the concrete mode is as follows: when the detected K0 clutch hydraulic pressure is less than a preset first pressure threshold, the transmission controller 12 determines that the K0 clutch 8 is in the disengaged state; when the detected K0 clutch hydraulic pressure reaches a preset second pressure threshold, the transmission controller 12 determines that the K0 clutch 8 is in a semi-engaged state.
Fifthly, calculating a request torque by using a PI closed-loop algorithm (which is the prior art) and taking an idle speed value (such as 900 rpm) of an engine as a target rotating speed of the motor, and sending the request torque to the integrated motor controller 4, so that the integrated motor controller 4 adjusts the rotating speed of the P2 motor 5 according to the request torque; sending the engine target rotating speed to the engine controller 10 by taking the engine idle speed value as the engine target rotating speed so that the engine controller 10 adjusts the rotating speed of the engine 9 according to the engine target rotating speed; sending a request to the transmission controller 12 to linearly increase the K0 clutch transfer torque to 50Nm at a gradient of 100Nm/s, such that the transmission controller 12 controls the K0 clutch transfer torque to linearly increase at a gradient of 100 Nm/s; the sixth step is then executed.
And sixthly, judging whether the absolute value of the difference between the rotating speeds of the P2 motor and the engine is less than or equal to 50rpm, if so, executing the seventh step, and if not, returning to execute the fifth step.
A seventh step of sending a zero torque control command to the integrated motor controller 4 to enable the integrated motor controller 4 to control the P2 motor 5 to maintain a zero torque state, calculating a requested torque with an engine idle speed value as an engine target rotation speed, and sending the requested torque to the engine controller to enable the engine controller to adjust the rotation speed of the engine according to the requested torque; and then the eighth step is executed.
And eighth step, judging whether the absolute value of the difference between the rotating speeds of the P2 motor and the engine is less than or equal to 15rpm, the duration is greater than or equal to 100ms, the transmission torque of the K0 clutch is greater than or equal to 50Nm, if so, executing the ninth step, otherwise, returning to the seventh step.
Ninth, determine K0 that clutch 8 engagement is complete, and then end.

Claims (5)

1. A K0 clutch combination control method of a P2 configuration hybrid power system is characterized by comprising the following steps:
step one, when a K0 clutch (8) is in a separation state and the current gear lever position state is a P gear or an N gear, a power controller (1) sends a K0 clutch combination command and a K0 clutch transmission torque request of 0Nm to a transmission controller (12) so that the transmission controller (12) controls the K0 clutch (8) to be combined;
step two, when the K0 clutch (8) is in a half-combination state, the power controller (1) calculates a request torque by taking an engine idle speed value as a motor target rotating speed, and sends the request torque to the integrated motor controller (4) so that the integrated motor controller (4) adjusts the rotating speed of the P2 motor (5) according to the request torque, and the power controller (1) takes the engine idle speed value as an engine target rotating speed and sends the engine target rotating speed to the engine controller (10) so that the engine controller (10) adjusts the rotating speed of the engine (9) according to the engine target rotating speed; the power controller (1) sends a request for smoothly increasing the clutch transmission torque of K0 to a preset transmission torque target value Tq to the transmission controller (12) so that the transmission controller (12) controls the clutch transmission torque of K0 to smoothly increase;
thirdly, when the absolute value of the difference between the rotating speeds of the motor and the engine is smaller than or equal to a preset first rotating speed threshold value n at P21When the motor is running, the power controller (1) sends a zero-torque control command to the integrated motor controller (4) to enable the integrated motor controller (4) to controlThe P2 motor (5) is kept in a zero-torque state, the power controller (1) calculates a request torque by taking an idle value of an engine as a target rotating speed of the engine, and sends the request torque to the engine controller (10) so that the engine controller (10) adjusts the rotating speed of the engine (9) according to the request torque;
fourthly, when the absolute value of the rotating speed difference between the motor and the engine is smaller than or equal to a preset second rotating speed threshold value n at P22And the duration is greater than or equal to a preset time threshold T1, and the K0 clutch transmission torque is greater than or equal to a preset transmission torque target value Tq, it is determined that the engagement of the K0 clutch (8) is complete; wherein n is2<n1。
2. The K0 clutch engagement control method of a P2 configured hybrid powertrain system of claim 1, wherein: the power controller (1) acquires the current gear lever position state from the transmission controller (12); if the K1 clutch (6) and the K2 clutch (7) are both in an unengaged state, the transmission controller (12) determines that the current lever position state is P gear or N gear, otherwise the transmission controller (12) determines that the current lever position state is D gear or R gear.
3. The K0 clutch engagement control method of a P2 configuration hybrid power system as claimed in claim 1 or 2, wherein: the power controller (1) acquires the state of the K0 clutch (8) from the transmission controller (12), and when the acquired hydraulic pressure of the K0 clutch is smaller than a preset first pressure threshold value, the transmission controller (12) judges that the K0 clutch (8) is in a separation state; when the collected K0 clutch hydraulic pressure reaches a preset second pressure threshold, the transmission controller (12) determines that the K0 clutch (8) is in a semi-engaged state.
4. The K0 clutch engagement control method of a P2 configuration hybrid power system as claimed in claim 3, wherein:
the request for smoothly increasing the K0 clutch transmission torque to the preset transmission torque target value Tq is a request for linearly increasing the K0 clutch transmission torque to the preset transmission torque target value Tq with a preset gradient K.
5. The K0 clutch engagement control method of a P2 configuration hybrid power system as claimed in claim 4, wherein:
the preset transmission torque target value Tq takes the value of 50 Nm; the preset first rotating speed threshold value n1Is 50 rpm; the value of the preset gradient k is 100 Nm/s; the preset second rotating speed threshold value n2Is 15 rpm; the preset time threshold T1 takes a value of 100 ms.
CN202210182667.2A 2022-02-26 2022-02-26 K0 clutch combination control method of P2 configuration hybrid power system Pending CN114537370A (en)

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Application Number Priority Date Filing Date Title
CN202210182667.2A CN114537370A (en) 2022-02-26 2022-02-26 K0 clutch combination control method of P2 configuration hybrid power system

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Application Number Priority Date Filing Date Title
CN202210182667.2A CN114537370A (en) 2022-02-26 2022-02-26 K0 clutch combination control method of P2 configuration hybrid power system

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Publication Number Publication Date
CN114537370A true CN114537370A (en) 2022-05-27

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