CN114906120A - Gear shifting control method of vehicle power system and hybrid power system - Google Patents
Gear shifting control method of vehicle power system and hybrid power system Download PDFInfo
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- CN114906120A CN114906120A CN202110184914.8A CN202110184914A CN114906120A CN 114906120 A CN114906120 A CN 114906120A CN 202110184914 A CN202110184914 A CN 202110184914A CN 114906120 A CN114906120 A CN 114906120A
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- 230000005540 biological transmission Effects 0.000 claims abstract description 34
- 230000008859 change Effects 0.000 claims abstract description 24
- 230000007246 mechanism Effects 0.000 claims abstract description 21
- 230000001133 acceleration Effects 0.000 claims abstract description 13
- 230000007423 decrease Effects 0.000 claims abstract description 6
- 238000010168 coupling process Methods 0.000 claims description 8
- 238000005859 coupling reaction Methods 0.000 claims description 8
- 230000003247 decreasing effect Effects 0.000 claims description 8
- 230000008878 coupling Effects 0.000 claims description 6
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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
- B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
- B60W20/15—Control strategies specially adapted for achieving a particular effect
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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
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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
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/08—Electric propulsion units
- B60W2510/081—Speed
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- 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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Abstract
The invention provides a gear shifting control method of a vehicle power system and a hybrid power system. The vehicle power system comprises a motor and a transmission, wherein the motor is in transmission connection with an input shaft of the transmission all the time. In the gear shifting control method, under the condition that the target speed of the motor is always constant in the gear shifting process, when the difference value between the actual speed and the target speed of the motor is reduced to dN, a gear shifting mechanism of a vehicle power system starts to be engaged to start a synchronization stage; then the shift mechanism of the vehicle powertrain begins to engage to begin the synchronization phase when the difference between the actual speed of the motor and the target speed decreases to dN1 and dN1 is different from dN, with a change in the target speed of the motor during the shift. In this way, it is possible to reduce the acceleration fluctuation of the vehicle in the synchronization stage, thereby reducing the adverse effect on the drivability of the vehicle by shifting gears during the change in the target speed of the motor, preventing the deterioration of the drivability of the vehicle.
Description
Technical Field
The invention relates to the field of vehicles, in particular to a gear shifting control method of a vehicle power system and a hybrid power system adopting the gear shifting control method.
Background
Fig. 1 shows a schematic topology of a hybrid drive-train comprising an engine ICE, an electric machine EM, a clutch C and a transmission T.
The output shaft of the engine ICE is connected via a clutch C to the input shaft S of the transmission T. When the clutch C is engaged, the output shaft of the engine ICE is drivingly coupled to the input shaft S of the transmission T; when the clutch C is disengaged, the output shaft of the engine ICE is drivingly decoupled from the input shaft S of the transmission T.
The input/output shaft of the electric machine EM is directly connected coaxially with the input shaft S of the transmission T, so that the input/output shaft of the electric machine EM is always in driving connection with the input shaft S of the transmission T.
The transmission T comprises, in addition to the input shaft S, two output shafts and a differential. The transmission T further includes a plurality of synchromesh mechanisms a1, a2, A3, a4 provided on the input shaft S and the two output shafts, and a plurality of gears corresponding to the synchromesh mechanisms a1, a2, A3, a 4.
Thus, in this hybrid system, the engine ICE is in controlled drive-coupling with the input shaft S of the transmission T via the clutch C, and the electric machine EM is in constant drive-coupling with the input shaft S of the transmission T. Thus, the hybrid system described above has a so-called P2 architecture.
In the hybrid system shown in fig. 1, a conventional shift control method is employed to realize a shift. In the case where the target speed of the electric motor EM is constant during the shifting, as shown in fig. 2A and 2B, the shifting process implemented by the existing shift control method includes two phases of a speed phase and a synchronization phase in time sequence. In the speed phase, the speed of the electric machine EM is controlled by controlling the torque of the electric machine EM such that the actual speed of the electric machine EM gradually increases or gradually decreases to approach the target speed of the electric machine EM (i.e., the target speed of the input shaft S, calculated based on the target speed of the vehicle including the hybrid system). When the difference between the actual speed of the motor EM and the target speed of the motor EM is reduced to a preset value dN ("upper limit" and "lower limit" in fig. 2A and 2B correspond to the ordinate position where the difference from the target speed is dN), the torque of the motor EM is set to zero, and the synchronization phase is started. In the synchronization phase, the sleeve (fork) of the shift mechanism in the transmission T of the hybrid system is moved from the neutral position to one side, so that the synchromesh mechanism a1, a2, A3, or a4 achieves synchronous engagement, and the actual speed of the electric motor at the end of the synchronization phase tends to coincide with the target speed. The above control strategy still cannot guarantee drivability of the vehicle.
Disclosure of Invention
The present invention has been made to solve the above-mentioned drawbacks of the prior art. An object of the present invention is to provide a novel shift control method of a vehicle power system, which is capable of reducing adverse effects on drivability of a vehicle by shifting during a change in target speed of a motor. Another object of the present invention is to provide a hybrid system employing the above shift control method.
In order to achieve the above object, the present invention adopts the following technical solutions.
The invention provides a gear shift control method of a vehicle power system, the vehicle power system comprises an electric motor and a transmission, the electric motor is always in transmission coupling with an input shaft of the transmission, in the gear shift control method,
when the difference between the actual speed of the motor and the target speed is reduced to dN under the condition that the target speed of the motor is always constant in the gear shifting process, the gear shifting mechanism of the vehicle power system starts to be engaged to start a synchronization stage,
then the vehicle powertrain's shift mechanism begins to engage to begin the synchronization phase when the difference between the actual speed of the electric machine and the target speed decreases to dN1 and dN1 is different from dN if the target speed of the electric machine changes during the shift.
Preferably, the target speed variation of the motor during the gear shift includes a monotonously increasing target speed or a monotonously decreasing target speed.
More preferably, when the target speed is changed by dL within a synchronization time from the start of the synchronization stage to the completion of the synchronization stage during the shift, dN-1 + dL or dN-1-dL is satisfied.
More preferably, assuming that the synchronization time is Tf and the rate of change of the target speed with respect to the time variable over the synchronization time is dK, dL ═ dkxtf is satisfied.
More preferably, before the start of the synchronization phase, the speed of the motor is adjusted by adjusting the torque of the motor such that the difference between the actual speed of the motor and the target speed of the motor is gradually reduced.
More preferably, after the difference between the actual speed of the motor and the target speed of the motor is reduced to dN1, the torque of the motor is controlled so that the torque of the motor is reduced to zero, and then the synchronization phase is started.
More preferably, the target speed of the motor is a target speed of the input shaft calculated based on an actual speed of a vehicle including the vehicle powertrain.
More preferably, the amount of change in the acceleration of the vehicle is always smaller than the maximum allowable acceleration change amount during shifting with the target speed of the motor always constant and during shifting with the target speed of the motor changing.
The invention also provides a hybrid power system, which comprises an engine, a clutch, a motor and a transmission, wherein the engine is in controlled transmission coupling with an input shaft of the transmission through the clutch, the motor is in transmission coupling with the input shaft of the transmission all the time, and the hybrid power system adopts the gear shifting control method in any one of the technical schemes.
Preferably, the clutch is in a disengaged state during execution of the shift control method.
By adopting the technical scheme, the invention provides a gear shifting control method of a vehicle power system. The vehicle power system comprises a motor and a transmission, wherein the motor is in transmission connection with an input shaft of the transmission all the time. In the gear shifting control method, under the condition that the target speed of the motor is always constant in the gear shifting process, when the difference value between the actual speed and the target speed of the motor is reduced to dN, a gear shifting mechanism of a vehicle power system starts to be engaged to start a synchronization stage; then the vehicle powertrain's shift mechanism begins to engage to begin the synchronization phase when the difference between the actual speed of the motor and the target speed decreases to dN1 and dN1 is different from dN, with the target speed of the motor changing during the shift.
In this way, when the target speed of the motor changes during shifting, the speed difference dN1 different from the speed difference dN when the target speed of the motor is always constant during shifting is used as a reference, so that the adverse effect on the drivability of the vehicle by shifting during the change of the target speed of the motor can be reduced and the degradation of drivability of the vehicle can be prevented without increasing the acceleration fluctuation of the vehicle in the synchronization phase.
Drawings
Fig. 1 is a schematic diagram showing the topology of a hybrid powertrain with a P2 architecture.
Fig. 2A is a schematic diagram showing curves of parameters with time during a shift of the hybrid system in fig. 1, which employs a conventional shift control method in which the actual speed of the motor is increased before the end of the shift, in a state where the target speed of the motor is constant.
Fig. 2B is a diagram showing curves of parameters with time during a shift of the hybrid system of fig. 1 in a state where the target speed of the motor is constant, the hybrid system employing a conventional shift control method in which the actual speed of the motor is reduced before the end of the shift.
Fig. 3 is a schematic diagram showing curves of parameters over time during shifting in a state where the target speed of the motor is increased in the hybrid system of fig. 1 that employs a conventional shift control method.
Fig. 4 is a schematic diagram showing time-dependent curves of various parameters during a shift of the hybrid system in fig. 1 employing a shift control method according to an embodiment of the present invention in a state where a target speed of a motor is increased.
Description of the reference numerals
The ICE engine EM motor C clutch T transmission S input shafts A1, A2, A3, A4 synchromesh mechanism.
Detailed Description
Exemplary embodiments of the present invention are described below with reference to the accompanying drawings. It should be understood that the detailed description is intended only to teach one skilled in the art how to practice the invention, and is not intended to be exhaustive or to limit the scope of the invention.
In the present invention, unless otherwise specified, "drive coupling" means that a driving force/torque can be transmitted between two members, and the driving force/torque can be transmitted between the two members directly or indirectly via another mechanism.
In the present invention, unless otherwise specified, "speed" refers to rotational speed. For example, the speed of the motor refers to the rotational speed of the rotor of the motor (e.g., in rpm, i.e., revolutions per minute).
The shift control method according to an embodiment of the present invention is explained below in conjunction with the case where the target speed of the motor is linearly increased during shifting in fig. 4. The shift process implemented with the shift control method according to an embodiment of the present invention includes two phases, a speed phase and a synchronization phase, in chronological order.
In the speed phase, first, a target speed of the electric machine EM, which is a target speed of the input shaft S calculated based on an actual speed of the vehicle including the hybrid system shown in fig. 1, is determined. Then, the speed of the motor EM is adjusted, and the speed of the motor EM is controlled and adjusted by controlling the torque of the motor EM, so that the actual speed of the motor EM gradually increases to approach the target speed of the motor, and further, the difference between the actual speed of the motor EM and the target speed of the motor EM gradually decreases. When the difference between the actual speed of the motor EM and the target speed of the motor EM is reduced to the preset value dN1, the torque of the motor EM is set to zero, and then the synchronization phase is started.
In the synchronization phase, the shift fork of the shift mechanism in the transmission T of the hybrid system is moved from the neutral position to one side after the engagement command is issued, so that the synchromesh mechanism a1, a2, A3, or a4 achieves the synchronization engagement, and the actual speed of the electric machine EM at the end of the synchronization phase becomes coincident with the target speed of the electric machine EM.
Specifically, as described in the background, in the case where the target speed of the electric motor EM is constant throughout the shifting process, when the reference difference between the actual speed of the electric motor EM and the target speed is reduced to dN, the shift mechanism of the vehicle powertrain starts the synchronization phase. During this synchronization phase, the acceleration of the vehicle will vary due to the inertia of the rotor of the electric machine EM. For example, in fig. 2A, Tf is the duration of the synchronization phase (i.e. the time after the shift fork starts to move until the synchromesh mechanism completes synchronization), and dN is a preset value of the difference between the actual speed of the motor EM and the target speed of the motor EM at the beginning of the synchronization phase. Generally, Tf and dN are adjusted in consideration of both drivability of the vehicle and shift time in combination such that the acceleration change value of the vehicle during shifting is smaller than the acceptable accelerator change value Δ a. However, as shown in fig. 3, the target speed of the electric machine EM may increase during the shifting, so that if the synchronization phase is started while the difference between the actual speed of the electric machine EM and the target speed EM of the electric machine is reduced to dN, the actual difference obtained throughout the synchronization phase is dN + dL, which inevitably leads to a large acceleration fluctuation of the vehicle (with an accelerator change value Δ a1, which Δ a1 is greater than the acceptable accelerator change value Δ a) and thus to a deterioration of the drivability of the vehicle. Correspondingly, in the case where the target speed of the electric motor EM is increased and the actual speed of the electric motor EM is increased to gradually approach the target speed during shifting, when the difference between the actual speed of the electric motor EM and the target speed of the electric motor EM is reduced to dN1 and dN1 is less than dN, the shift mechanism of the vehicle powertrain starts the synchronization phase. By this means, even if a shift is performed with an increase in the target speed of the electric motor EM during the shift, it is possible to avoid that the acceleration fluctuation of the vehicle becomes large in the synchronization stage, so that the drivability of the vehicle will not be worse than that in the normal case where the target speed of the electric motor EM is constant during the shift of the vehicle.
In practice, dN1 can be calculated using the target speed of the motor EM and the synchronization time of the synchronization phase duration, based on the above difference dN. If the variation of the target speed is dL in the synchronization time from the start of the synchronization stage to the completion of the synchronization stage during the shift, dN + dN1+ dL is satisfied. The variation dL has the same tendency as that of dN1, and if the synchronization time Tf and the rate of change (for example, calculated by differentiation) of the target speed of motor EM with respect to the time variable within the synchronization time is dK, dL ═ dK × Tf is satisfied.
In this way, the amount of change in the acceleration of the vehicle during shifting with a change in the target speed of the electric motor EM is substantially the same as the amount of change in the acceleration of the vehicle during shifting with a constant target speed of the electric motor EM during shifting, and is always smaller than the maximum allowable acceleration change amount, so that the drivability of the vehicle can be accepted in both cases.
The present invention also provides a hybrid powertrain having a P2 architecture and which may include a topology such as that shown in fig. 1, although the structural design of the transmission T may be modified as desired. When the hybrid system executes the shift control method according to the invention, it is preferable that the clutch C is in the disengaged state.
The above description explains the embodiments of the present invention in detail, and the present invention is also explained as follows.
i. In the above embodiment, the description has been made only on the case where the target speed of the motor EM is gradually increased during the shifting, but the present invention is not limited thereto. The gear shift control method according to the invention is also applicable in case the target speed of the electric machine EM is gradually reduced during the gear shift. In the present invention, gradually increasing or gradually decreasing means that the parameter is continuously changed.
By adopting the shift control method according to the invention, regardless of whether the target speed of the motor EM (the target speed of the input shaft S of the transmission T) is gradually increased or decreased, the drivability in the synchronization phase can be made sufficiently good with the shift time secured.
Specifically, the shift control method in the case where the target speed of the electric motor EM is gradually increased and the actual speed of the electric motor EM is gradually increased to approach the target speed is described in the above embodiment. It is understood that the same shift control method is employed in the case where the target speed of the motor EM is gradually decreased and the actual speed of the motor EM is gradually decreased to approach the target speed. In this case, dN1 can be calculated using the target speed of the electric motor EM and the synchronization time during which the synchronization phase continues, based on the difference dN described in the background, and dN1 is determined by setting the variation of the target speed to dL in the synchronization time from the start of the synchronization phase to the completion of the synchronization phase during shifting, in which case the variation of the variation dL is the same as the variation of dN1, in the following calculation manner dN1+ dL. Thus, when the difference between the actual speed of the electric machine EM and the target speed of the electric machine EM is reduced to dN1, the shift mechanism of the vehicle powertrain starts the synchronization phase, and the same purpose can be achieved.
Further, in the case where the target speed of the motor EM is gradually increased and the actual speed of the motor EM is gradually decreased or in the case where the target speed of the motor EM is gradually decreased and the actual speed of the motor EM is gradually increased, the same principle as described in the above-described embodiment is based, but a different calculation method is adopted in calculating dN 1. Specifically, in both cases, the variation tendency of the change amount dL is different from that of dN1, and dN1 is determined in the following calculation manner dN 1-dL. Thus, when the difference between the actual speed of the electric machine EM and the target speed of the electric machine EM is reduced to dN1, the shift mechanism of the vehicle powertrain starts the synchronization phase, and the same object can still be achieved.
Claims (10)
1. A shift control method of a vehicle powertrain including an Electric Machine (EM) and a transmission (T), the Electric Machine (EM) being always drivingly coupled with an input shaft (S) of the transmission (T),
-when the difference between the actual speed of the Electric Machine (EM) and the target speed is reduced to dN, the gear shift mechanism of the vehicle powertrain starts to engage to start the synchronization phase, provided that the target speed of the Electric Machine (EM) is always constant during the gear shift,
then the shift mechanism of the vehicle powertrain begins to engage to begin a synchronization phase when the difference between the actual speed of the Electric Machine (EM) and the target speed decreases to dN1 and dN1 is different from dN if the target speed of the Electric Machine (EM) changes during a shift.
2. The shift control method of a vehicle powertrain according to claim 1, characterized in that the change in the target speed of the Electric Machine (EM) during the shift includes a monotonously increasing the target speed or a monotonously decreasing the target speed.
3. The shift control method of a vehicular powertrain of claim 2, characterized in that, provided that an amount of change in the target speed is dL within a synchronization time elapsed from a start of the synchronization stage to a completion of the synchronization stage during the shift, dN-1 + dL or dN-1-dL is satisfied.
4. The shift control method of a vehicular powertrain according to claim 3, characterized in that dL ═ dkxtf is satisfied assuming that the synchronization time is Tf and the rate of change of the target speed with respect to the time variable within the synchronization time is dK.
5. The shift control method of a vehicle powertrain according to any of claims 1-4, characterized in that before the synchronization phase starts, the speed of the Electric Machine (EM) is adjusted by adjusting the torque of the Electric Machine (EM) such that the difference between the actual speed of the Electric Machine (EM) and the target speed of the Electric Machine (EM) is gradually reduced.
6. The shift control method of a vehicle powertrain according to claim 5, characterized in that after the difference between the actual speed of the Electric Machine (EM) and the target speed of the Electric Machine (EM) is reduced to dN1, the torque of the Electric Machine (EM) is controlled such that the torque of the Electric Machine (EM) is reduced to zero, after which the synchronization phase is started.
7. The shift control method of a vehicle powertrain according to any one of claims 1 to 4, characterized in that the target speed of the Electric Machine (EM) is a target speed of the input shaft (S) calculated based on an actual speed of a vehicle including the vehicle powertrain.
8. The shift control method of a vehicular power system according to any one of claims 1 to 4, characterized in that during shifting with a target speed of the Electric Machine (EM) constant at all times and during shifting with a change in the target speed of the Electric Machine (EM), an amount of change in acceleration of the vehicle is always smaller than a maximum allowable acceleration change amount.
9. A hybrid powertrain comprising an engine (ICE), a clutch (C) via which the engine (ICE) is in controlled drive coupling with an input shaft (S) of a transmission (T), an Electric Machine (EM) in constant drive coupling with the input shaft (S) of the transmission (T), and a transmission (T), the hybrid powertrain employing a gear change control method according to any one of claims 1 to 8.
10. Hybrid powertrain system according to claim 9, characterised in that the clutch (C) is in a disengaged state during execution of the gear shift control method.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110184914.8A CN114906120A (en) | 2021-02-10 | 2021-02-10 | Gear shifting control method of vehicle power system and hybrid power system |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202110184914.8A CN114906120A (en) | 2021-02-10 | 2021-02-10 | Gear shifting control method of vehicle power system and hybrid power system |
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| CN114906120A true CN114906120A (en) | 2022-08-16 |
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| CN202110184914.8A Pending CN114906120A (en) | 2021-02-10 | 2021-02-10 | Gear shifting control method of vehicle power system and hybrid power system |
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2021
- 2021-02-10 CN CN202110184914.8A patent/CN114906120A/en active Pending
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