CN114909465B - Vehicle upshift control method, device and storage medium - Google Patents

Abstract

The invention discloses a vehicle upshift control method, a device and a storage medium, wherein the method comprises the following steps: in the oil pressure control stage, the oil pressure of the separating clutch and the combining clutch is controlled, and when the oil pressure of the separating clutch is reduced to a half combining point and the oil pressure of the combining clutch is increased to a preset oil pressure, the torque of the engine is controlled to be reduced; in the speed regulation stage, the torque of the engine, the rotating speed of the generator, the oil pressure of the disengaging clutch and the engaging clutch are coordinated and controlled until the preset condition is met, so that the engine enters the locking stage; in the locking stage, the oil pressure of the combined clutch is controlled to rise, and the combined clutch is locked when the combined clutch is combined; according to the invention, the engine, the motor and the two clutches are cooperatively controlled, so that the process of switching the vehicle from the first hybrid gear to the second hybrid gear is accurately controlled, and good drivability during vehicle mode switching is ensured.

Description

Vehicle upshift control method, device and storage medium

Technical Field

The present invention relates to the field of hybrid vehicle control, and in particular to a vehicle upshift control method, device and storage medium.

Background technique

Hybrid vehicles are a type of vehicle between traditional fuel vehicles and pure electric vehicles. They usually include multiple power sources such as engines and motors, as well as multiple clutch modes or gear actuators. Hybrid vehicles use batteries and motors to smooth out the peaks and fill the valleys of the engine's operating points. The flexibility of the hardware topology brings efficiency and superior working methods, but it also often brings difficulties in software control. The key to the superior performance of the hybrid system lies in the coordinated control of the hybrid system's multiple power components and operating elements.

The hybrid vehicle shift control method in the prior art is developed based on the clutch and transmission control principle of traditional fuel vehicles. During the power upshift or downshift process, generally only the engine torque is precisely controlled to reduce the sense of frustration during the shift process, thereby improving the user's driving experience. However, this type of method cannot be well adapted to hybrid vehicles with multiple power sources. Hybrid vehicles still experience frustration during the shift process, thus affecting driving comfort.

Summary of the invention

The present invention provides a vehicle upshift control method, device and storage medium to solve the problem in the prior art that only the engine is controlled, resulting in a stall during the gear shifting process of a hybrid vehicle.

A vehicle upshift control method, when it is determined that the vehicle needs to upshift from a hybrid first gear to a hybrid second gear, the method comprises:

In the oil pressure control stage, the oil pressure of the separation clutch and the engagement clutch is controlled. When the oil pressure of the separation clutch drops to the half-engagement point and the oil pressure of the engagement clutch rises to the preset oil pressure, the torque of the engine is controlled to drop and enter the speed regulation stage.

In the speed regulation stage, the torque of the engine, the speed of the generator, and the oil pressures of the separation clutch and the engagement clutch are coordinated and controlled until preset conditions are met to enter the locking stage;

In the locking phase, the oil pressure of the engaging clutch is controlled to increase, and the engaging clutch is locked when the engaging clutch is engaged.

Furthermore, the speed regulation stage includes a first speed regulation stage and a second speed regulation stage, and the torque of the engine, the speed of the generator, and the oil pressure of the separation clutch and the engagement clutch are coordinated and controlled until the preset conditions are met, including:

In the first speed regulation stage, the oil pressure of the engaging clutch is kept constant, and the oil pressure of the disengaging clutch is controlled to drop to a preset value, and the torque of the engine is controlled to increase, and the speed of the generator is closed-loop controlled;

Determining whether the rotation speed of the generator is a preset rotation speed;

If the rotation speed of the generator is the preset rotation speed, the second speed regulation stage is entered, and the rotation speed of the generator is fine-tuned in the second speed regulation stage until the preset condition is met.

Furthermore, the step of fine-tuning the rotation speed of the generator in the second speed regulation stage until the preset condition is met includes:

In the second speed regulation stage, the oil pressure of the separation clutch is kept unchanged, the oil pressure of the engagement clutch is controlled to increase, and the speed of the generator is continuously controlled in a closed loop;

determining whether a difference between a target speed of the generator and a speed of an input shaft is continuously less than a preset difference;

If the difference between the target rotation speed of the generator and the input shaft rotation speed is continuously smaller than the preset difference, it is determined that the rotation speed of the generator meets the preset condition.

Furthermore, the oil pressure control stage includes an oil filling stage and a torque exchange stage, and the oil pressure of the separation clutch and the engagement clutch is controlled, including:

In the oil filling stage, the oil pressure of the separation clutch is controlled to drop to within a preset range, and the engagement clutch is controlled to be filled with oil to the semi-engagement point;

During the torque exchange phase, the oil pressure of the separation clutch is controlled to drop to the half-engagement point, and the oil pressure of the engagement clutch is controlled to rise to a preset oil pressure, which is greater than the oil pressure at the half-engagement point.

Further, controlling the oil pressure of the separation clutch to drop to within a preset range, and controlling the engagement clutch to be filled with oil to the semi-engagement point, comprises:

controlling the oil pressure of the separation clutch to drop to a slip point according to a first preset curve, wherein the slip point is within the preset range;

The engaging clutch is controlled to be filled with oil to the semi-engaging point according to a second preset curve.

Further, the controlling the oil pressure of the separation clutch to drop to the half-engagement point, and controlling the oil pressure of the engagement clutch to rise to a preset oil pressure, comprises:

controlling the oil pressure of the separation clutch to decrease according to a third preset curve until the oil pressure of the separation clutch drops to the semi-engagement point;

According to a fourth preset curve, the oil pressure of the clutch is controlled to rise to the preset oil pressure, and the third preset curve and the fourth preset curve are coupled to each other.

A vehicle upshift control device, comprising:

The first control module is used for controlling the oil pressure of the separation clutch and the engagement clutch in the oil pressure control stage when it is determined that the vehicle needs to shift up from the hybrid first gear to the hybrid second gear, and when the oil pressure of the separation clutch drops to a half-engagement point and the oil pressure of the engagement clutch rises to a preset oil pressure, controlling the torque of the engine to decrease and enter the speed regulation stage;

A second control module is used to coordinately control the torque of the engine, the speed of the generator, and the oil pressures of the separation clutch and the engagement clutch during the speed regulation stage until a preset condition is met to enter a locking stage;

The third control module is used to control the oil pressure of the combined clutch to increase during the locking stage, and to lock the combined clutch when the combined clutch is engaged.

Further, the speed regulation stage includes a first speed regulation stage and a second speed regulation stage, and the torque of the engine, the speed of the generator, and the oil pressure of the separation clutch and the engagement clutch are coordinated and controlled until the preset conditions are met, including:

In the first speed regulation stage, the torque of the engine and the oil pressure of the engaging clutch are kept unchanged, the oil pressure of the disengaging clutch is controlled to drop to a preset value, the torque of the engine is controlled to increase, and the speed of the generator is closed-loop controlled;

Determining whether the rotation speed of the generator is a preset rotation speed;

If the rotation speed of the generator is the preset rotation speed, the second speed regulation stage is entered, and the rotation speed of the generator is fine-tuned in the second speed regulation stage until the preset condition is met.

A vehicle upshift control device comprises a memory, a processor and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, the steps of the vehicle upshift control method are implemented.

A readable storage medium stores a computer program, and when the computer program is executed by a processor, the steps of the above-mentioned vehicle upshift control method are implemented.

In a scheme provided by the above-mentioned vehicle upshift control method, device and storage medium, when it is determined that the vehicle needs to upshift from the hybrid first gear to the hybrid second gear, in the oil pressure control stage, the oil pressure of the separation clutch and the engagement clutch is controlled, and the oil pressure of the separation clutch and the engagement clutch is controlled. When the oil pressure of the separation clutch drops to the half-engagement point and the oil pressure of the engagement clutch rises to the preset oil pressure, the torque of the engine is controlled to drop and enter the speed regulation stage; in the speed regulation stage, the torque of the engine, the speed of the generator, and the oil pressure of the separation clutch and the engagement clutch are coordinated and controlled until the preset conditions are met to enter the locking stage; in the locking stage, the oil pressure of the engagement clutch is controlled to rise, and the engagement clutch is locked when the engagement clutch is engaged; in the present invention, the process of switching the vehicle from the hybrid first gear to the hybrid second gear is accurately controlled by the coordinated control of the engine, the generator and the two clutches, and the smoothness of the output torque of the hybrid vehicle is guaranteed to the greatest extent by controlling the clutch oil pressure, and the good drivability when the vehicle mode is switched is guaranteed.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG1 is a schematic structural diagram of an electromechanical coupling system according to an embodiment of the present invention;

FIG2 is a schematic diagram of power transmission of an electromechanical coupling system in a mixed first gear according to an embodiment of the present invention;

3 is a schematic diagram of power transmission of an electromechanical coupling system in a mixed second gear according to an embodiment of the present invention;

FIG4 is a schematic diagram of a process flow of a vehicle upshift control method according to an embodiment of the present invention;

5 is a schematic diagram showing changes in various structures of an electrical coupling system at different stages according to an embodiment of the present invention;

6 is a schematic structural diagram of a vehicle upshift control device according to an embodiment of the present invention;

FIG. 7 is another schematic structural diagram of a vehicle upshift control device in one embodiment of the present invention.

Among them, the reference numerals in the figures are:

1-engine; 2-first clutch; 3-input shaft; 4-sun gear; 5-planet carrier; 6-ring gear; 7-brake; 8-second clutch; 9-first gear; 10-second gear; 11-generator; 12-intermediate shaft; 13-third gear; 14-fourth gear; 15-fifth gear; 16-drive motor; 17-sixth gear; 18-differential.

Detailed ways

The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

The vehicle upshift control method provided by the embodiment of the present invention can be applied to a vehicle control system of a hybrid vehicle, which includes an electromechanical coupling system and a vehicle upshift control device, wherein the electromechanical coupling system and the vehicle upshift control device can communicate via a bus.

As shown in FIG1 , the hybrid electromechanical coupling system includes an engine 1, a first clutch (C ₀ ) 2, an input shaft 3, a planetary gear (including a sun gear 4, a planet carrier 5 and a ring gear 6), a brake (B) 7, a second clutch (C ₁ ) 8, a first gear 9, a second gear 10, a generator 11, an intermediate shaft 12, a third gear 13, a fourth gear 14, a fifth gear 15, a drive motor 16, a sixth gear 17 and a differential 18.

The engine 1 is connected to the ring gear 6 through the first clutch 2, and the engine 1 is connected to the generator 11 through the first gear 9 and the second gear 10; the drive motor 16 is coupled to the power output of the engine 1 and the generator 11 through the fifth gear 15.

In this embodiment, the electromechanical coupling system of the hybrid vehicle includes a brake 7, a first clutch 2 and a second clutch 8, wherein the brake 7 is used to brake the sun gear 4, the first clutch 2 is used to control whether the engine power is output to achieve switching between pure electric mode and hybrid mode, and the second clutch 8 and the brake 7 are used in combination with the planetary gear to achieve two gears of the engine.

When the brake 7 is engaged, the power of the engine is transmitted to the planetary carrier 5 through the ring gear 6, and then to the third gear 13 through the planetary carrier 5, and then to the intermediate shaft 12, and then to the sixth gear 17 through the fourth gear 14, and finally to the differential 18 and the wheel end of the hybrid vehicle. At this time, it is the first gear of the engine.

When the second clutch 8 is engaged, the sun gear 4, planetary carrier 5 and ring gear 6 of the planetary gear rotate as a whole and are fixedly connected. The speed ratio is 1 and is transmitted to the third gear 13 through the planetary carrier 5, and then to the intermediate shaft 12, and then to the sixth gear 17 through the fourth gear 14, and finally to the differential 18 and the wheel end of the hybrid vehicle. At this time, it is the second gear of the engine.

The driving motor 16 transmits power to the third gear 13 through the fifth gear 15, then to the intermediate shaft 12, and then to the sixth gear 17 through the fourth gear 14, and finally to the differential 18 and the wheel end.

The electromechanical coupling system of this embodiment includes three power sources, namely, an engine 1, a generator 11, and a drive motor 16, that is, the working state of the generator 11 includes two states: power generation and driving; the electromechanical coupling system can switch between multiple working modes (multiple gears) at the same time, and the working modes of the electromechanical coupling system include a single-motor pure electric mode with one gear, a dual-motor pure electric mode with two gears, a series extended-range mode, two hybrid power drive modes (hybrid mode and hybrid mode), and multiple working modes such as brake energy recovery and parking power generation.

Among them, the control requirements of each structure in the above-mentioned multiple working modes are as follows:

In the electromechanical coupling system, when the hybrid vehicle is in hybrid first gear (hybrid mode 1), the brake 7 is locked, the first clutch 2 is engaged, and the second clutch 8 is opened. The power transmission route in the electromechanical coupling system is shown in Figure 2; when the hybrid vehicle is in hybrid second gear (hybrid mode 2), the brake 7 is opened, the first clutch 2 is engaged, and the second clutch 8 is engaged. The power transmission route in the electromechanical coupling system is shown in Figure 3, where the dotted lines in Figures 2 and 3 are power transmission routes and the arrows are power transmission directions. When the hybrid vehicle switches from hybrid first gear to hybrid second gear, that is, from hybrid mode 1 to hybrid mode 2, the states of the brake 7 and the second clutch 8 will change, causing the torque or speed of other structures to change rapidly, thereby affecting the wheel end torque and causing the mode switching process to be not smooth. In order to reduce the influence of the fluctuation of the shaft system torque and speed on the wheel end torque during the switching process, it is necessary to accurately control the clutch, engine and engine during the switching process to improve the smoothness of the mode switching process, thereby improving the driving comfort of the hybrid vehicle.

In this embodiment, when it is determined that the vehicle needs to shift up from the hybrid first gear to the hybrid second gear, in the oil pressure control stage, the oil pressures of the separation clutch and the engagement clutch are controlled. When the oil pressure of the separation clutch drops to the half-engagement point and the oil pressure of the engagement clutch rises to the preset oil pressure, the torque of the engine is controlled to drop and enter the speed regulation stage; in the speed regulation stage, the torque of the engine, the speed of the generator, and the oil pressures of the separation clutch and the engagement clutch are coordinated and controlled until the preset conditions are met to enter the locking stage; in the locking stage, the oil pressure of the engagement clutch is controlled to rise, and the engagement clutch is locked when the engagement clutch is engaged; the mode switching process of the vehicle switching to the hybrid second gear is precisely controlled by coordinated control of the engine, the generator, and the two clutches, and the smoothness of the output torque of the hybrid vehicle is guaranteed to the greatest extent by controlling the clutch oil pressure, and good drivability is guaranteed when the vehicle mode is switched.

In the present embodiment, the vehicle control system includes the electromechanical coupling system and the vehicle upshift control device for exemplary purposes only. In other embodiments, the vehicle control system may also include other structures, which will not be described in detail here.

In one embodiment, as shown in FIG. 4 , a vehicle upshift control method is provided. The method is applied to a vehicle upshift control device as an example for explanation. When it is determined that the vehicle needs to upshift from a hybrid first gear to a hybrid second gear, the engine, the generator, the separation clutch and the engagement clutch are controlled according to the following stages, including the following steps:

S10: In the oil pressure control stage, the oil pressure of the separation clutch and the engagement clutch is controlled. When the oil pressure of the separation clutch drops to the half-engagement point and the oil pressure of the engagement clutch rises to the preset oil pressure, the engine torque is controlled to decrease and enter the speed regulation stage.

When the vehicle needs to shift up from hybrid first gear to hybrid second gear, the engine, generator, disengagement clutch and engagement clutch are controlled according to the oil pressure control stage, speed regulation stage and locking stage to minimize the acceleration change of the whole vehicle, thereby achieving smooth and fast gear shifting, thereby reducing the sense of frustration caused by the vehicle switching from hybrid first gear to hybrid second gear.

The separation clutch is the brake B in the electromechanical coupling system of FIG1, and the engagement clutch is the second clutch _C1 in the electromechanical coupling system of FIG1. In the oil pressure control stage, the oil pressure of the separation clutch and the engagement clutch needs to be precisely controlled first. When the oil pressure of the separation clutch drops to the half-engagement point and the oil pressure of the engagement clutch rises to the preset oil pressure, the engine torque is controlled to drop rapidly and enter the speed regulation stage. In the oil pressure control stage, the torque exchange between the separation clutch and the engagement clutch needs to be completed.

As shown in FIG. 2 and FIG. 3 , when the vehicle switches from the hybrid first gear to the hybrid second gear, the torque exchange between the separation clutch B and the coupling clutch _C1 needs to be completed. Therefore, in the oil pressure control stage, the oil pressure of the separation clutch B and the coupling clutch _C1 needs to be accurately controlled. In the early stage of the oil pressure control stage, the oil pressure of the separation clutch B needs to be controlled to drop, and the coupling clutch _C1 needs to be filled with oil and filled to the half-engagement point. At this time, the oil pressure of the separation clutch B is greater than the oil pressure of the coupling clutch _C1 . Then, after the oil pressure in the electromechanical coupling system is stable, the oil pressure of the separation clutch B and the coupling clutch _C1 is continuously open-loop controlled, so that the oil pressure of the separation clutch B continues to drop, and the oil pressure of the coupling clutch _C1 is increased, so as to realize the synchronous sliding control of the separation clutch B and the coupling clutch _C1 . When the oil pressure of the separation clutch drops to the half-engagement point and the oil pressure of the coupling clutch rises to the preset oil pressure, that is, at the end of the oil pressure control stage, the torque of the engine needs to be controlled to drop rapidly and enter the speed regulation stage. The engine is controlled to quickly reduce torque, causing the gear train to become unbalanced and the gear shifting process to change.

The preset oil pressure is the pre-calibrated oil pressure of the clutch _C1 , which can be obtained by querying the TP (Fill-Phase) table. According to the current working condition of the clutch _C1 , after querying the corresponding oil pressure in the TP table as the preset oil pressure, the oil pressure of the clutch _C1 is controlled to approach the preset oil pressure until the oil pressure of the clutch _C1 reaches the preset oil pressure. The TP table is a table of oil pressure data of the clutch at different shifting stages obtained after correction according to different working conditions.

S20: In the speed regulation stage, the engine torque, the generator speed, and the oil pressures of the separation clutch and the engagement clutch are coordinated and controlled until the preset conditions are met to enter the locking stage.

In the speed regulation stage, it is necessary to coordinate and control the engine torque, generator speed, and the oil pressure of the separation clutch B and the engagement clutch _C1 to increase the input shaft speed of the generator from the speed ratio speed of the hybrid first gear to the speed ratio speed of the hybrid second gear. When the speed of the generator reaches a certain value, it is determined that the preset conditions are met, and the locking stage can be entered at this time.

Among them, after entering the speed regulation stage, it is necessary to first slowly reduce the oil pressure of the separation clutch B to 0, and then maintain the oil pressure of the separation clutch B at 0; it is also necessary to control the engine torque to increase so that the engine torque is restored to the torque before the torque reduction, that is, to the engine torque of the previous stage.

S30: In the locking phase, the oil pressure of the engaging clutch is controlled to increase, and the engaging clutch is locked when the engaging clutch is engaged.

In the locking stage, the oil pressure of the coupling clutch _C1 needs to be controlled to rise quickly to meet the requirements of the hybrid second gear. At this time, the coupling clutch is engaged, and the coupling clutch _C1 needs to be locked to complete the gear shift, that is, to complete the mode switching process from the hybrid first gear mode to the hybrid second gear mode. In the mode switching process, the oil pressure control of the two clutches ensures the smoothness of the output torque of the electromechanical coupling system of the hybrid vehicle to the greatest extent, ensuring good drivability when the vehicle mode is switched.

In this embodiment, when it is determined that the vehicle needs to shift up from the hybrid first gear to the hybrid second gear, in the oil pressure control stage, the oil pressures of the separation clutch and the engagement clutch are controlled. When the oil pressure of the separation clutch drops to the half-engagement point and the oil pressure of the engagement clutch rises to the preset oil pressure, the torque of the engine is controlled to drop and enter the speed regulation stage; in the speed regulation stage, the torque of the engine, the speed of the generator, and the oil pressures of the separation clutch and the engagement clutch are coordinated and controlled until the preset conditions are met to enter the locking stage; in the locking stage, the oil pressure of the engagement clutch is controlled to rise, and the engagement clutch is locked when the engagement clutch is engaged; the engine, the motor, and the two clutches are coordinated to control the mode process of the vehicle switching to the hybrid second gear, and the smoothness of the output torque of the hybrid vehicle is guaranteed to the greatest extent through the control of the clutch oil pressure, thereby ensuring good drivability when the vehicle mode is switched.

In one embodiment, the speed regulation stage includes a first speed regulation stage and a second speed regulation stage. In step S20, the torque of the engine, the speed of the generator, and the oil pressures of the separation clutch and the engagement clutch are coordinated and controlled until the preset conditions are met. Specifically, the following steps are included:

S21: In the first speed regulation stage, the oil pressure of the engaging clutch is kept unchanged, and the oil pressure of the disengaging clutch is controlled to drop to a preset value, and the torque of the engine is controlled to increase, and the speed of the generator is closed-loop controlled.

In this embodiment, the speed regulation stage is subdivided into a first speed regulation stage and a second speed regulation stage, which further refines the control process of the gear shifting and improves the accuracy of the control of the engine, clutch and generator during the gear shifting process.

Among them, in the first speed regulation stage, the oil pressure of the generator engagement clutch _C1 is kept unchanged, and the oil pressure of the separation clutch B is controlled to slowly drop to a preset value (the preset value is 0), and the speed of the generator is closed-loop controlled to achieve the input shaft speed of the generator from the speed of the hybrid first gear to the speed of the hybrid second gear to meet the demand of the hybrid second gear.

When the generator speed is closed-loop controlled, the target speed of the engine closed-loop control needs to be determined, and then the generator speed is adjusted according to the speed difference between the actual speed of the generator and the target speed, so that the input shaft speed of the generator rises to the speed of the hybrid first gear. The target speed is a pre-calibrated generator speed that meets the hybrid second gear requirement.

Among them, since the electromechanical coupling system is too sensitive to the change of torque, it is necessary to minimize the change of oil pressure. At this time, it is best if the oil pressure of clutch _C1 does not participate in speed regulation and remains stable, which can effectively reduce the vehicle frustration caused by excessive torque changes.

Since the engine torque drops rapidly at the end of the oil pressure control stage, in the first speed regulation stage, it is also necessary to control the engine torque to increase according to a pre-calibrated torque recovery curve to restore the engine torque to the target torque, wherein the target torque can be the engine torque when the torque dropped in the previous stage, or the target torque can be an engine torque calibrated according to the performance of the actual vehicle during the gear shifting process.

S22: Determine whether the rotation speed of the generator is a preset rotation speed.

During the closed-loop control of the rotation speed of the generator, it is determined in real time whether the rotation speed of the generator is a preset rotation speed to determine whether to enter the second speed regulation stage.

S23: If the rotation speed of the generator is the preset rotation speed, the second speed regulation stage is entered, and the rotation speed of the generator is fine-tuned in the second speed regulation stage until the preset condition is met.

After determining whether the speed of the generator is the preset speed, if the speed of the generator is the preset speed, it enters the second speed regulation stage. In the second speed regulation stage, it is necessary to control the oil pressure of the clutch to rise slowly and fine-tune the speed of the generator until the difference between the target speed of the closed-loop control of the generator and the input shaft speed reaches the preset value, determine that the preset conditions are met, complete the speed regulation process, and enter the locking stage.

After determining whether the speed of the generator is the preset speed, if the speed of the generator is not the preset speed, the generator is continuously closed-loop controlled so that the speed of the generator reaches the preset speed, triggering the conditions for entering the second speed regulation stage.

In this embodiment, in the first speed regulation stage, by keeping the oil pressure of the engaging clutch unchanged, controlling the oil pressure of the disengaging clutch to drop to zero oil pressure, controlling the engine torque to rise, and performing closed-loop control on the speed of the generator, it is then determined whether the speed of the generator is a preset speed. If the speed of the generator is the preset speed, the second speed regulation stage is entered, and the speed of the generator is fine-tuned in the second speed regulation stage until the preset conditions are met. The speed regulation stages are refined into the first speed regulation stage and the second speed regulation stage, and the specific process of coordinated control of the engine torque, the speed of the generator, and the oil pressures of the disengaging clutch and the engaging clutch until the preset conditions are met is clarified, thereby reducing the influence of the clutch oil pressure change on the generator torque and ensuring the accuracy of regulation.

In one embodiment, step S23, i.e., fine-tuning the speed of the generator in the second speed regulation stage until a preset condition is met, specifically includes the following steps:

S231: In the second speed regulation stage, the oil pressure of the separation clutch is kept unchanged, and the oil pressure of the engagement clutch is controlled to increase, and the speed of the generator is continued to be controlled in a closed loop.

In the second speed regulation stage, it is necessary to keep the oil pressure of the separation clutch unchanged, control the oil pressure of the engagement clutch to rise slowly, and continue to perform closed-loop control on the generator speed until the gap between the input shaft speed of the generator and the target speed of the generator becomes smaller and smaller.

S232: Determine whether the difference between the target rotation speed of the generator and the input shaft rotation speed is continuously smaller than a preset difference.

When the speed of the generator is controlled in a closed loop, it is necessary to determine in real time whether the difference between the target speed of the generator and the input shaft speed is continuously smaller than a preset difference, so as to determine whether the speed regulation is completed.

S233: If the difference between the target rotation speed of the generator and the input shaft rotation speed is continuously smaller than the preset difference, it is determined that the rotation speed of the generator meets the preset condition.

After determining whether the difference between the target speed of the generator and the input shaft speed is continuously less than the preset difference, if the difference between the target speed of the generator and the input shaft speed is continuously less than the preset difference, that is, a small and stable deviation is formed between the target speed of the generator and the input shaft speed, then it is determined that the speed of the generator meets the preset conditions. At this time, the generator speed regulation is completed and the locking stage can be entered.

In this embodiment, in the second speed regulation stage, by first maintaining the oil pressure of the separation clutch unchanged, controlling the oil pressure of the engagement clutch to rise, and continuing to perform closed-loop control on the speed of the generator, it is determined whether the difference between the target speed of the generator and the input shaft speed is continuously less than the preset difference. If the difference between the target speed of the generator and the input shaft speed is continuously less than the preset difference, it is determined that the speed of the generator meets the preset conditions. The specific process of fine-tuning the speed of the generator in the second speed regulation stage until the preset conditions are met is refined, and the next stage is entered only after a stable deviation is formed between the target speed of the generator and the input shaft speed, thereby ensuring the accuracy and stability of the regulation.

In one embodiment, the oil pressure control stage includes an oil filling stage and a torque exchange stage. In step S10, the oil pressure of the separation clutch and the engagement clutch is controlled, which specifically includes the following steps:

S11: During the oil filling stage, the oil pressure of the separation clutch is controlled to drop to within a preset range, and the engagement clutch is controlled to be filled with oil to a half-engagement point.

In the oil filling stage, the oil pressure of the separation clutch B is controlled to drop, and the coupling clutch _C1 is controlled to be filled with oil, so that the oil pressures of the separation clutch B and the coupling clutch _C1 are stable, thereby triggering the conditions for entering the torque exchange stage. In the oil filling stage, it is necessary to control the oil pressure of the separation clutch B to drop to within a preset range, that is, near the slip point, and wait to jump into the next stage, that is, wait to jump into the torque exchange stage; and control the coupling clutch _C1 to be filled with oil, so that the oil pressure of the coupling clutch _C1 rises to the half-engagement (Kiss Point, KP) point, and enter the torque exchange stage after the oil pressure of the coupling clutch _C1 is stable.

Among them, the slip point of separation clutch B is found through the T-P (Torque-Phase) table. After finding the slip point corresponding to clutch B according to the current working condition of separation clutch B, the oil pressure of separation clutch B is controlled to approach the slip point.

S12: During the torque exchange phase, the oil pressure of the separation clutch is controlled to drop to a half-engagement point, and the oil pressure of the engagement clutch is controlled to rise to a preset oil pressure, which is greater than the oil pressure at the half-engagement point.

The oil pressure of the separation clutch B and the engagement clutch _C1 is open-loop controlled to achieve synchronous slip control of the separation clutch and the engagement clutch, so that the torque is transferred from the separation clutch B to the engagement clutch _C1 , and the clutch B oil pressure drops from the end point of the previous stage (oil filling stage) to near the KP point. At the same time, the clutch _C1 rises from near the KP point of the previous stage to the preset oil pressure, and then jumps to the next stage, that is, enters the speed regulation stage.

In this embodiment, during the oil filling stage, the oil pressure of the separation clutch is controlled to drop to within a preset range, and the engaging clutch is controlled to be filled with oil to a half-engagement point to enter the torque exchange stage. During the torque exchange stage, the oil pressure of the separation clutch is controlled to drop to a half-engagement point, and the oil pressure of the engaging clutch is controlled to rise to a preset oil pressure. The oil pressure control stage is subdivided into an oil filling stage and a torque exchange stage, and the specific process of controlling the oil pressure of the separation clutch and the engaging clutch is clarified. The oil pressure change of the engaging clutch is subdivided into an oil filling stage and a torque exchange stage, thereby ensuring the accuracy of the regulation and thus ensuring the smoothness of the vehicle's gear shifting.

In one embodiment, step S11, that is, controlling the oil pressure of the separation clutch to drop to within a preset range, and controlling the engagement clutch to be filled with oil to a half-engagement point, specifically includes the following steps:

S111: Controlling the oil pressure of the separation clutch to drop to a slip point according to a first preset curve.

S112: Controlling the clutch to be filled with oil to a half-engagement point according to a second preset curve.

In the oil filling stage (Fill), the oil pressure of the separation clutch B is controlled to drop according to the first preset curve. At this time, it is a power upshift process. The input shaft torque of the generator is large, so the oil pressure of the separation clutch B needs to be reduced to the slip point, and the slip point is within the preset range; and the coupling clutch _C1 is controlled to be filled with oil according to the second preset curve until the oil pressure of the coupling clutch _C1 reaches the semi-engagement point; at the same time, it is also necessary to determine in real time whether the oil pressure of the separation clutch and the coupling clutch is stable. If the oil pressure of the separation clutch and the coupling clutch is stable, the torque exchange stage can be entered. Among them, the first preset curve and the second preset curve are pre-calibrated curves. For example, as shown in Figure 5, the first preset curve is the curve of the B oil pressure curve in Figure 5 in the Fill stage, and the second preset curve is the curve of the _C1 oil pressure curve in Figure 5 in the Fill stage.

In this embodiment, the oil pressure of the separation clutch is controlled to drop to the slip point according to the first preset curve, and the engaging clutch is controlled to be filled with oil to the semi-engaging point according to the second preset curve. This clarifies the specific process of controlling the oil pressure drop of the separation clutch and controlling the engaging clutch to be filled with oil, provides a basis for controlling the clutch oil pressure in the oil filling stage, and improves the accuracy of oil pressure control.

In one embodiment, step S12, i.e., controlling the oil pressure of the separation clutch to drop to a half-engagement point, and controlling the oil pressure of the engagement clutch to rise to a preset oil pressure, specifically includes the following steps:

S121: Controlling the oil pressure of the separation clutch to decrease according to the third preset curve until the oil pressure of the separation clutch drops to a half-engagement point.

S122: According to a fourth preset curve, the oil pressure of the clutch is controlled to increase to a preset oil pressure.

First, the preset descending slope of the separation clutch in the torque exchange phase is determined, wherein the preset descending slope is a pre-calibrated slope, and after the oil pressure of the separation clutch decreases according to the preset descending slope, an oil pressure decrease curve, i.e., a third preset curve, is formed. wherein the preset descending slope is a pre-calibrated slope, and the preset descending slope is related to the calibration duration of the torque exchange phase.

In the torque exchange stage, the oil pressure of the separation clutch is controlled to drop according to the third preset curve until the oil pressure of the separation clutch drops to the half-engagement point, and the oil pressure of the engagement clutch is controlled to rise to the preset oil pressure according to the fourth preset curve. There is a certain coupling relationship between the third preset curve and the fourth preset curve, and the dynamic principle must be followed to maintain the balance of the vehicle's wheel system.

In this embodiment, the oil pressure of the separation clutch is controlled to decrease according to the third preset curve until the oil pressure of the separation clutch drops to the half-engagement point, and the oil pressure of the engagement clutch is controlled to increase to the preset oil pressure according to the fourth preset curve. The specific process of controlling the oil pressure of the separation clutch to drop to the half-engagement point and controlling the oil pressure of the engagement clutch to increase to the preset oil pressure is clarified, which provides a basis for the clutch oil pressure control in the torque exchange stage.

According to the steps in the above embodiment, when the vehicle is switched from the hybrid first gear to the hybrid second gear, the engine, the generator and the two clutches (the separation clutch B and the engagement clutch _C1 ) are controlled to perform motion control according to five stages: the filling stage (Fill) - the torque exchange stage (Torque Phase) - the first speed regulation stage (Speed Phase) - the second speed regulation stage (i.e., the fine-tuning stage, Lockup1) - Lockup2 (locking stage), and the specific control method in each stage is different, including:

1) Fill: Lower the oil pressure of the clutch B to the vicinity of the slip point and lower it according to the first preset curve (such as the B oil pressure curve in Figure 5). The slip point is found through the TP table. After finding the corresponding clutch B oil pressure, it is corrected according to different working conditions; Combine the clutch C1 and fill the oil to the KP point according to the second preset curve (such as the _C1 oil pressure curve in Figure 5), and jump to the next stage after the oil pressure stabilizes;

2) Torque Phase: Control the oil pressure of the separation clutch B to continue to drop from the end point of the previous stage to the KP point according to the preset descending slope. This preset descending slope is related to the calibration duration of the Torque Phase stage; the preset oil pressure is checked through the TP table of the combined clutch C1, and the oil pressure is increased from the KP point of the previous stage to the preset oil pressure according to the fourth preset curve. The fourth preset curve has a certain coupling relationship with the oil pressure drop curve of the separation clutch B in this stage (the third preset curve), and the balance of the gear train is maintained in accordance with the principle of dynamics; when this stage is near the end, the engine torque begins to drop rapidly, causing the gear train to be unbalanced and the shifting process to change; this stage is open-loop control. When the oil pressure of the separation clutch B is at the KP point and the oil pressure of the combined clutch _C1 is the preset oil pressure, it jumps into the next stage;

3) Speed Phase: Control the oil pressure of the separation clutch B to continue to drop to 0, and control the oil pressure of the engagement clutch _C1 to remain unchanged, and control the engine torque to slowly return to the torque of the previous stage according to the gear shift process, and control the speed n _EM1 of the generator EM1 to perform closed-loop control to increase the input shaft speed of the generator from the hybrid first gear speed ratio to the hybrid second gear speed ratio. When the gear shift process triggers the threshold, enter the next stage;

4) Lockup1: Control the oil pressure of the separation clutch B to maintain 0, and control the engagement clutch C1 to increase _slightly , and continue to adjust the speed of the generator _EM1 in a closed loop. When the input shaft speed forms a stable deviation with the target speed of the engine, jump to the next stage;

5) Lockup2: Rapidly increase the oil pressure of clutch _C1 and lock it to complete the gear shift.

For example, in the shifting process (in %) of the vehicle's electromechanical coupling system from hybrid first gear (current gear) to hybrid second gear (target gear), the engine speed n _ICE , generator speed n _EM1 , ring gear input speed n _input , engine torque T _ICE , generator torque T _EM1 , transmission input torque (excluding drive motor EM2 ), oil pressure changes of the separation clutch B and the engagement clutch _C1 , clutch state (including separation clutch state off-going clutch state and engagement clutch state on-going clutch state), etc., the change curves in the above five stages are shown in FIG5 . The speed and torque of the engine, generator, main clutch, and shift clutch are coordinated to achieve precise control of the process from hybrid first gear to hybrid second gear. The main clutch oil pressure control is used to maximize the smoothness of the hybrid system output torque and ensure good drivability when the vehicle mode is switched.

It should be understood that the order of execution of the steps in the above embodiment does not necessarily mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiment of the present invention.

In one embodiment, a vehicle upshift control device is provided, and the vehicle upshift control device corresponds to the vehicle upshift control method in the above embodiment. As shown in FIG6 , the vehicle upshift control device includes a first control module 601, a second control module 602, and a third control module 603. When it is determined that the vehicle needs to upshift from the hybrid first gear to the hybrid second gear, each functional module is described in detail as follows:

The first control module 601 is used to control the oil pressure of the separation clutch and the engagement clutch in the oil pressure control stage, and when the oil pressure of the separation clutch drops to the half-engagement point and the oil pressure of the engagement clutch rises to the preset oil pressure, the torque of the engine is controlled to drop and enter the speed regulation stage;

The second control module 602 is used for, when it is determined that the vehicle needs to shift up from the hybrid first gear to the hybrid second gear, in the speed regulation stage, coordinating and controlling the torque of the engine, the speed of the generator, and the oil pressures of the separation clutch and the engagement clutch until a preset condition is met to enter the locking stage;

The third control module 603 is used to control the oil pressure of the combined clutch to increase during the locking stage, and to lock the combined clutch when the combined clutch is engaged.

Furthermore, the speed regulation stage includes a first speed regulation stage and a second speed regulation stage, and the second control module 602 is specifically used for:

In the first speed regulation stage, the oil pressure of the engaging clutch is kept constant, and the oil pressure of the disengaging clutch is controlled to drop to a preset value, and the torque of the engine is controlled to increase, and the speed of the generator is closed-loop controlled;

Determining whether the rotation speed of the generator is a preset rotation speed;

If the rotation speed of the generator is the preset rotation speed, the second speed regulation stage is entered, and the rotation speed of the generator is fine-tuned in the second speed regulation stage until the preset condition is met.

Furthermore, the second control module 602 is further specifically used for:

In the second speed regulation stage, the oil pressure of the separation clutch is kept unchanged, the oil pressure of the engagement clutch is controlled to increase, and the speed of the generator is continuously controlled in a closed loop;

determining whether a difference between a target speed of the generator and a speed of an input shaft is continuously less than a preset difference;

If the difference between the target rotation speed of the generator and the input shaft rotation speed is continuously smaller than the preset difference, it is determined that the rotation speed of the generator meets the preset condition.

Furthermore, the oil pressure control stage includes an oil filling stage and a torque exchange stage, and the first control module 601 is specifically used for:

In the oil filling stage, the oil pressure of the separation clutch is controlled to drop to within a preset range, and the engagement clutch is controlled to be filled with oil to the semi-engagement point;

During the torque exchange phase, the oil pressure of the separation clutch is controlled to drop to the half-engagement point, and the oil pressure of the engagement clutch is controlled to rise to a preset oil pressure, which is greater than the oil pressure at the half-engagement point.

Furthermore, the first control module 601 is further specifically used for:

controlling the oil pressure of the separation clutch to drop to a slip point according to a first preset curve, wherein the slip point is within the preset range;

The engaging clutch is controlled to be filled with oil to the semi-engaging point according to a second preset curve.

Furthermore, the first control module 601 is further specifically used for:

controlling the oil pressure of the separation clutch to decrease according to a third preset curve until the oil pressure of the separation clutch drops to the semi-engagement point;

According to a fourth preset curve, the oil pressure of the clutch is controlled to rise to the preset oil pressure, and the third preset curve and the fourth preset curve are coupled to each other.

The specific definition of the vehicle upshift control device can be found in the definition of the vehicle upshift control method mentioned above, which will not be repeated here. Each module in the above-mentioned vehicle upshift control device can be implemented in whole or in part by software, hardware and a combination thereof. Each of the above-mentioned modules can be embedded in or independent of the processor in the computer device in the form of hardware, or can be stored in the memory of the computer device in the form of software, so that the processor can call and execute the operations corresponding to each of the above modules.

In one embodiment, as shown in FIG7 , a vehicle upshift control device is provided, and the vehicle upshift control device includes a processor and a memory connected via a system bus. The processor of the vehicle upshift control device is used to provide computing and control capabilities. The memory of the computer device includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system and a computer program. The internal memory provides an environment for the operation of the operating system and the computer program in the non-volatile storage medium. When the computer program is executed by the processor, a vehicle upshift control method is implemented.

In one embodiment, a vehicle upshift control device is provided, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the steps of the above-mentioned vehicle upshift control method when executing the computer program.

In one embodiment, a readable storage medium is provided, on which a computer program is stored. When the computer program is executed by a processor, the steps of the above-mentioned vehicle upshift control method are implemented.

Those of ordinary skill in the art can understand that all or part of the processes in the above-mentioned embodiment methods can be completed by instructing the relevant hardware through a computer program, and the computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it can include the processes of the embodiments of the above-mentioned methods. Among them, any reference to memory, storage, database or other media used in the embodiments provided in this application may include non-volatile and/or volatile memory. Non-volatile memory may include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM) or flash memory. Volatile memory may include random access memory (RAM) or external cache memory. As an illustration and not limitation, RAM is available in many forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link (Synchlink) DRAM (SLDRAM), memory bus (Rambus) direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM24 (RDRAM).

Those skilled in the art can clearly understand that for the convenience and simplicity of description, only the division of the above-mentioned functional units and modules is used as an example. In actual applications, the above-mentioned functions can be distributed and completed by different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above.

The embodiments described above are only used to illustrate the technical solutions of the present invention, rather than to limit the same. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that the technical solutions described in the aforementioned embodiments may still be modified, or some of the technical features may be replaced by equivalents. Such modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present invention, and should all be included in the protection scope of the present invention.

Claims (10)

1. A vehicle upshift control method, characterized in that the vehicle includes an engine, a first clutch, an input shaft, a planetary row, a disconnect clutch, a coupling clutch, a first gear, a second gear, a generator, an intermediate shaft, a third gear, a fourth gear, a sixth gear, and a differential, the planetary row including a sun gear, a carrier, and a ring gear; the engine is connected with the gear ring through a first clutch, and the engine is connected with the generator through a first gear and a second gear; when the separation clutch is combined with the planetary gear, the power of the engine is transmitted to the planetary carrier through the gear ring, then transmitted to the third gear through the planetary carrier, then transmitted to the intermediate shaft, then transmitted to the sixth gear through the fourth gear, and finally transmitted to the differential and the wheel end of the vehicle, and is mixed first gear of the engine at the moment; when the combination clutch is combined with the planetary row, the sun gear, the planet carrier and the gear ring of the planetary row integrally rotate and are transmitted to the third gear through the planet carrier, then transmitted to the intermediate shaft, then transmitted to the sixth gear through the fourth gear, and finally transmitted to the differential and the wheel end of the vehicle, and the hybrid gear is a mixed second gear of the engine;

When it is determined that the vehicle needs to upshift from a first hybrid gear to a second hybrid gear, the method includes:

in the oil pressure control stage, controlling the oil pressure of the separating clutch and the combining clutch, and controlling the torque of the engine to be reduced and entering the speed regulation stage when the oil pressure of the separating clutch is reduced to a half-combining point and the oil pressure of the combining clutch is increased to a preset oil pressure;

in the speed regulation stage, the torque of the engine, the rotating speed of the generator and the oil pressures of the disengaging clutch and the engaging clutch are coordinated and controlled until a preset condition is met so as to enter a locking stage;

and controlling the oil pressure of the combining clutch to rise in the locking stage, and locking the combining clutch when the combining clutch is combined.

2. The vehicle upshift control method according to claim 1, wherein said speed regulation stage includes a first speed regulation stage and a second speed regulation stage, said coordination control of torque of said engine, rotation speed of a generator, oil pressures of said disconnect clutch and said connect clutch until a preset condition is satisfied comprises:

in the first speed regulation stage, the oil pressure of the combined clutch is kept unchanged, the oil pressure of the separated clutch is controlled to be reduced to a preset value, the torque of the engine is controlled to be increased, and the rotating speed of the generator is controlled in a closed loop mode;

Determining whether the rotation speed of the generator is a preset rotation speed;

if the rotating speed of the generator is the preset rotating speed, entering the second speed regulating stage, and fine-adjusting the rotating speed of the generator in the second speed regulating stage until the preset condition is met.

3. The vehicle upshift control method according to claim 2, wherein said fine-tuning a rotation speed of said generator in said second speed regulation stage until said preset condition is satisfied comprises:

in the second speed regulation stage, the oil pressure of the disengaging clutch is kept unchanged, the oil pressure of the combining clutch is controlled to rise, and the rotating speed of the generator is continuously controlled in a closed loop mode;

determining whether a difference between a target rotational speed of the generator and an input shaft rotational speed is continuously less than a preset difference;

and if the difference value between the target rotating speed of the generator and the rotating speed of the input shaft is continuously smaller than the preset difference value, determining that the rotating speed of the generator meets the preset condition.

4. A vehicle upshift control method according to any one of claims 1 to 3, wherein said oil pressure control stage includes an oil charge stage and a torque exchange stage, said controlling oil pressure of said split clutch and said apply clutch includes:

In the oil filling stage, controlling the oil pressure of the separation clutch to fall into a preset range, and controlling the combination clutch to fill oil to the half-combination point;

and in the torque exchange stage, controlling the oil pressure of the disengaging clutch to drop to the half-engagement point, and controlling the oil pressure of the engaging clutch to rise to a preset oil pressure, wherein the preset oil pressure is larger than the oil pressure of the half-engagement point.

5. The vehicle upshift control method according to claim 4, wherein said controlling oil pressure of said disconnect clutch to fall within a preset range and said controlling said apply clutch to fill said half-apply point comprises:

controlling the oil pressure of the separation clutch to drop to a sliding friction point according to a first preset curve, wherein the sliding friction point is in the preset range;

and controlling the combined clutch to charge oil to the half-combining point according to a second preset curve.

6. The vehicle upshift control method according to claim 4, wherein said controlling the oil pressure of said disengaging clutch to decrease to said half engagement point and controlling the oil pressure of said engaging clutch to increase to a preset oil pressure comprises:

controlling the oil pressure of the release clutch to drop according to a third preset curve until the oil pressure of the release clutch drops to the half-engagement point;

And controlling the oil pressure of the combined clutch to rise to the preset oil pressure according to a fourth preset curve, wherein the third preset curve and the fourth preset curve are mutually coupled.

7. An upshift control device for a vehicle, characterized in that the vehicle comprises an engine, a first clutch, an input shaft, a planetary row, a disconnect clutch, a coupling clutch, a first gear, a second gear, a generator, an intermediate shaft, a third gear, a fourth gear, a sixth gear and a differential, wherein the planetary row comprises a sun gear, a planet carrier and a gear ring; the engine is connected with the gear ring through a first clutch, and the engine is connected with the generator through a first gear and a second gear; when the separation clutch is combined with the planetary gear, the power of the engine is transmitted to the planetary carrier through the gear ring, then transmitted to the third gear through the planetary carrier, then transmitted to the intermediate shaft, then transmitted to the sixth gear through the fourth gear, and finally transmitted to the differential and the wheel end of the vehicle, and is mixed first gear of the engine at the moment; when the combination clutch is combined with the planetary row, the sun gear, the planet carrier and the gear ring of the planetary row integrally rotate and are transmitted to the third gear through the planet carrier, then transmitted to the intermediate shaft, then transmitted to the sixth gear through the fourth gear, and finally transmitted to the differential and the wheel end of the vehicle, and the hybrid gear is a mixed second gear of the engine;

The device comprises:

the first control module is used for controlling the oil pressure of the separating clutch and the combining clutch in the oil pressure control stage when the vehicle is determined to need to be in an upshift from a first hybrid gear to a second hybrid gear, and controlling the torque of the engine to be reduced and enter the speed regulation stage when the oil pressure of the separating clutch is reduced to a half-combining point and the oil pressure of the combining clutch is increased to a preset oil pressure;

the second control module is used for carrying out coordinated control on the torque of the engine, the rotating speed of the generator and the oil pressure of the separation clutch and the combination clutch until a preset condition is met in the speed regulation stage so as to enter a locking stage;

and the third control module is used for controlling the oil pressure of the combined clutch to rise and locking the combined clutch in the locking stage.

8. The vehicle upshift control device according to claim 7, wherein said speed regulation stage includes a first speed regulation stage and a second speed regulation stage, said cooperative control of torque of said engine, rotational speed of said generator, oil pressures of said disconnect clutch and said connect clutch until a preset condition is satisfied comprises:

In the first speed regulation stage, keeping the torque of the engine and the oil pressure of the combined clutch unchanged, controlling the oil pressure of the separated clutch to be reduced to a preset value, controlling the torque of the engine to be increased, and performing closed-loop control on the rotating speed of the generator;

determining whether the rotation speed of the generator is a preset rotation speed;

if the rotating speed of the generator is the preset rotating speed, entering the second speed regulating stage, and fine-adjusting the rotating speed of the generator in the second speed regulating stage until the preset condition is met.

9. A vehicle upshift control device comprising a memory, a processor and a computer program stored in said memory and executable on said processor, wherein said processor, when executing said computer program, carries out the steps of the vehicle upshift control method according to any one of claims 1 to 6.

10. A readable storage medium storing a computer program, characterized in that the computer program when executed by a processor implements the steps of the vehicle upshift control method according to any one of claims 1 to 6.