Motor Control during Gearshift Phase to Reduce the Oscillation in Dual Hybrid Vehicles Tsinghua University Ningbo Geely Royal Engine

Format:

Book

Conference/Event

Author/Creator:

Jing, Junchao, author.

Contributor:

Chen, Jialu

Huang, Weishan

Liu, Yiqiang

Zhang, Junzhi

Conference Name:

WCX SAE World Congress Experience (2024-04-16 : Detroit, Michigan, United States)

Language:

English

Physical Description:

1 online resource cm

Place of Publication:

Warrendale, PA SAE International 2024

Summary:

This paper defines a control method for shift torque exchange stage and a torque distribution control method for speed regulation stage. In the torque exchange stage, the torque distribution problem of active and passive clutches considers the injection of sine curve for local correction, which can solve the fish belly problem of hydraulic response (id est the hydraulic response is slow at the beginning and the hydraulic response is fast at the end). In the speed regulation stage, the target speed gradient profile is determined according to different shift types. The determination of the target speed gradient profile integrates different driving modes, throttle, P2 energy and clutch temperature. In the speed regulation stage, the torque distribution control problem of the speed phase including which actuator (P1, engine, C0 clutch) is used preferentially for speed regulation. a) If the speed regulation torque assigned to the input shaft exceeds the input shaft intervention torque capacity, then the excess part is assigned to the clutch for speed regulation. b) If the speed regulation torque assigned to the input shaft is less than the input shaft intervention torque capacity and the speed regulation torque assigned to the input shaft is less than the motor 2 speed regulation torque intervention capacity, the speed regulation torque is assigned preferentially to P2 for lifting torque. The total P2 request torque for P2 is equal to the sum of the speed regulation torque intervention of P2 and the P2 torque requested by ECM because of the fast response and high precision of the motor. c) If the governing torque assigned to the input shaft is less than the input shaft intervention torque capability and the governing torque assigned to the input shaft is greater than the motor 2 governing torque intervention capability, the excess is assigned to the engine. The total engine requested torque is equal to the sum of the engine governing torque intervention and the engine torque requested by the ECM

Notes:

Vendor supplied data

Publisher Number:

2024-01-2639

Access Restriction:

Restricted for use by site license