WO2012000142A1

WO2012000142A1 - Vehicle shift control method and device of dual-clutch power coupling synchronizer

Info

Publication number: WO2012000142A1
Application number: PCT/CN2010/001313
Authority: WO
Inventors: 朱军; 彭金春; 张君鸿; 鲁连军; 马成杰; 方朝宏; 周宇星; 孟涛
Original assignee: 上海捷能汽车技术有限公司
Priority date: 2010-06-30
Filing date: 2010-08-30
Publication date: 2012-01-05
Also published as: CN102310852A; CN102310852B

Abstract

A vehicle shift control method and device thereof with a motor power source includes the following steps: a. unloading the power supplied from the power source to the first clutch; b. controlling the first clutch to separate; c. controlling the synchronizer to shift, and controlling the first clutch to synchronize; d. controlling the first clutch to engage; and e. resuming the power supplied from the power source to the first clutch. The shift control method enables a smooth transition of a hybrid vehicle shift process through a simple and effective design and a cooperation of two clutches and synchronizer, meanwhile provides the rides a comfortable feeling, and realizes a high performance non-powered shift function.

Description

一种车用双离合器动力耦合同步器的换档控制方法及装置 Shift control method and device for vehicle dual clutch power coupling synchronizer

技术领域 Technical field

本发明涉及混合动力汽车，尤其是包括电机动力源的汽车的换档控制方法，具体地，涉及一种车用双离合器动力耦合同步器的换档控制方法及相应的控制装置，进一步地还涉及多离合器动力耦合同步器的换档控制方法以及相应的控制装置。 -景技术 The present invention relates to a hybrid vehicle, and more particularly to a shift control method for a vehicle including a motor power source, and more particularly to a shift control method for a dual clutch power coupled synchronizer for a vehicle and a corresponding control device, and further relates to The shift control method of the multi-clutch power-coupled synchronizer and the corresponding control device. - Scene technology

在节能和环保成为汽车行业发展主流的今天，混合动力汽车已经成为各国汽车厂商大力发展的关键核心技术。其中，插电式混合动力解决方案，作为除纯电动以外是最环保，也可能是最省油的混合动力解决方案，正为各大厂商所推崇。插电式混合动力主要由一个排量相对小的发动机和一个或两个电机所组成，其中一般情况下电机负责在动力电池能量和功率比较高时实现纯电动动力输出和制动能量回收，在动力电池能量和功率下降到一个预置值时实现发动机启动，通过电机进行发电或直接参与动力驱动等功能。 Today, energy conservation and environmental protection have become the mainstream of the automotive industry. Hybrid vehicles have become a key core technology for the development of automobile manufacturers in various countries. Among them, the plug-in hybrid solution, which is the most environmentally friendly and possibly the most fuel-efficient hybrid solution in addition to pure electric power, is highly respected by major manufacturers. The plug-in hybrid is mainly composed of a relatively small displacement engine and one or two motors. In general, the motor is responsible for achieving pure electric power output and braking energy recovery when the power battery power and power are relatively high. When the power battery power and power drop to a preset value, the engine is started, and the motor generates power or directly participates in power driving.

由于所述上述插电式混合动力汽车都带有一个大功率的主驱动电机，大功率的电机在调速的时间及质量上都比传统的采用发动机进行调速的方式要好。而如果采用通常的换档控制方法，无法利用主驱动电机在调速方面的优势。例如在通常的发动机驱动汽车中，当汽车换档时，需要同步器利用本身的机械性能自主地进行同步工作，在这种情况下，同步工作所需的时间会相对较长且同步器的使用寿命也会缩短；或者利用发动机对同步器进行调速同步工作，但由于发动机的调速精度不够，往往不具有理想的调速同步性能。因此，本发明的目间及质量上的优势提供一种换档时间更短且换档质量更好（例如换档确认本时的冲击小或者换档过程汽车速度损失小）的换档控制方式。 Since the plug-in hybrid vehicles described above all have a high-power main drive motor, the high-power motor has better speed and time than the conventional engine. However, if the usual shift control method is adopted, the advantage of the main drive motor in the speed regulation cannot be utilized. For example, in a typical engine-driven car, when the car is shifting, the synchronizer is required to perform the synchronous work autonomously using its own mechanical performance. In this case, the time required for the synchronous work is relatively long and the synchronizer is used. The life will also be shortened; or the engine can be used to synchronize the speed of the synchronizer, but because the speed regulation accuracy of the engine is not enough, it often does not have the ideal speed synchronization performance. Therefore, the objective and quality advantages of the present invention provide a shorter shifting time and better shift quality (eg, shift confirmation) The shift control method when the impact is small or the vehicle speed loss is small during the shifting process.

进一步地，在非插电式的混合动力汽车以及纯电动汽车中，也往往带有大功率的驱动电机，如果不能利用该大功率的驱动电机对同步器进行调速来实现换档功能，混合动力汽车或纯电动汽车也会遇到上段所述的技术问题。因此本发明的另一目是要解决上述换档时间更短及换档品质更高的换档控制方法应用在上述非插电式的混合动力汽车以及纯电动汽车中。发明内容 Further, in the non-plug-in hybrid vehicle and the pure electric vehicle, a high-power drive motor is also often used, and if the high-power drive motor cannot be used to adjust the speed of the synchronizer to realize the shift function, the mixing is performed. Power vehicles or pure electric vehicles will also encounter the technical problems described in the previous paragraph. Therefore, another object of the present invention is to solve the above-described shift control method in which the shift timing is shorter and the shift quality is higher, which is applied to the above-described non-plug-in hybrid vehicle and pure electric vehicle. Summary of the invention

针对现有技术中的缺陷，本发明的目的是提供一种包括电机动力源的汽车换档的控制方法及相应的装置。 In view of the deficiencies in the prior art, it is an object of the present invention to provide a control method for a vehicle shift including a motor power source and a corresponding device.

根据本发明的一个方面，提供一种包括电机动力源的汽车换档的控制方法，其中，所迷汽车的动力源至少包括第一电机，所述汽车至少还包括第一离合器、一个同步器、第一档位齿轮组及第二档位齿轮组，所述第一电机和一个主轴连接，所迷同步器和主轴连接，所述同步器能够和所述主轴一起旋转且能够在主轴上滑动，所述第一电机通过所述同步器连接所述第一档位齿轮组或第二档位齿轮组从而把动力传输到车轮上，其特征在于，所述方法包括如下步骤： a.卸除动力源向所述第一离合器提供的动力； b.控制所述第一离合器分离； c.控制所述同步器换档，并控制所述第一离合器同步； d.控制所述第一离合器结合；以及 e.恢复动力源向所述第一离合器提供动力。 According to an aspect of the present invention, a control method for a vehicle shift including a motor power source is provided, wherein the power source of the automobile includes at least a first motor, and the vehicle further includes at least a first clutch, a synchronizer, a first gear gear set and a second gear gear set, wherein the first motor is coupled to a main shaft, the synchronizer is coupled to the main shaft, and the synchronizer is rotatable together with the main shaft and is slidable on the main shaft The first motor is coupled to the first gear gear set or the second gear gear set by the synchronizer to transmit power to the wheel, wherein the method comprises the following steps: a. removing power Source to provide power to the first clutch; b. control the first clutch to disengage; c. control the synchronizer shift, and control the first clutch to synchronize; d. control the first clutch to engage; And e. recovering the power source to power the first clutch.

进一步地，本发明提供的汽车换档的控制方法还能够应用在如下所述的用于汽车的两离合器的同步器换档的混合动力驱动***中，所述混合动力驱动***包括第一轴、笫一离合器、第二离合器、第一级减速装置、第二级减速装置、主驱动电机、集成启动发电机及发动机，所述混合动力驱动***还包括同步器及一档主动齿轮、二档主动齿轮、二档主动齿轮，所述混合动力驱动***的第一离合器的主动盘与所述发动机及所述集成启动发电机的转子支架连接，第一离合器的从动盘与所述第一轴的一端连接，所述混合动力驱动***的第二离合器的主动盘与所述主驱动电机的转子支架连接，第二离合器的从动盘与所述第一轴的另一端连接，所述第一轴通过所述同步器依次连接所述一档主动齿轮即所述第一级减速装置的第一级主动齿轮，所述第一级从动齿轮连接汽车差速器，所述第一轴通过所迷同步器依次连接所述二档主动齿轮即所述第二级减速装置的第二级主动齿轮，所述第二级从动齿轮通过第二齿轮轴连接所述第一级减速装置的从动齿轮及汽车差速器；所述汽车换档的控制方法包括如下步骤： a.卸除动力源向所述第一离合器提供的动力； b.控制所述笫一离合器分离； c.控制所述同步器换档，并控制所述第一离合器同步； d.控制所述第一离合器结合；以及 e.恢复动力源向所述第一离合器提供动力。 Further, the vehicle shift control method provided by the present invention can also be applied to a hybrid drive system for synchronizing gear shifting of two clutches of a vehicle, the hybrid drive system including a first shaft, a first clutch, a second clutch, a first stage speed reducer, a second stage speed reducer, a main drive motor, an integrated starter generator and an engine, the hybrid drive system further comprising a synchronizer and a first gear drive, a second gear active a gear, a second gear drive gear, a drive plate of the first clutch of the hybrid drive system is coupled to the engine and the rotor bracket of the integrated starter generator, the driven plate of the first clutch and the first shaft Connected at one end, the second clutch of the hybrid drive system a driving disk is connected to the rotor holder of the main driving motor, a driven disk of the second clutch is connected to the other end of the first shaft, and the first shaft is sequentially connected to the first gear driving gear through the synchronizer That is, the first stage driving gear of the first stage speed reducing device, the first stage driven gear is connected to the automobile differential, and the first shaft is sequentially connected to the second speed driving gear by the synchronizer. a second stage driving gear of the second stage speed reducing device, wherein the second stage driven gear is connected to the driven gear of the first stage speed reducing device and the automobile differential through the second gear shaft; the control of the vehicle shifting The method includes the steps of: a. removing power provided by the power source to the first clutch; b. controlling the first clutch to disengage; c. controlling the synchronizer shifting, and controlling the first clutch to synchronize; d. controlling the first clutch coupling; and e. restoring the power source to power the first clutch.

根据本发明的一个方面，还提供一种在汽车中控制换档的控制装置，其中，所述汽车的动力源至少包括第一电机，所述汽车至少还包括第一离合器、一个同步器、第一档位齿轮组及第二档位齿轮组，所述第一电机和一个主轴连接，所述同步器和主轴连接，所述同步器能够和所述主轴一起旋转且能够在主轴上滑动，所述第一电机通过所述同步器连接所述第一档位齿轮组或第二档位齿轮组从而把动力传输到车轮上，其包括：动力源第一控制装置，其用于卸除动力源向所述第一离合器提供的动力，并用于恢复动力源向所述第一离合器提供动力；离合器第一控制装置，其用于控制所述第一离合器分离，并用于控制所述第一离合器结合；离合器第二控制装置，其用于控制所述笫一离合器同步；以及同步器第一控制装置，其用于控制所述同步器换档。 According to an aspect of the present invention, a control device for controlling a shift in an automobile is further provided, wherein the power source of the automobile includes at least a first motor, and the vehicle further includes at least a first clutch, a synchronizer, and a gear gear set and a second gear gear set, the first motor is coupled to a main shaft, the synchronizer is coupled to a main shaft, and the synchronizer is rotatable together with the main shaft and is slidable on the main shaft The first motor is coupled to the first gear gear set or the second gear gear set by the synchronizer to transmit power to the wheel, and includes: a power source first control device for removing the power source Power supplied to the first clutch and used to restore power to power the first clutch; clutch first control device for controlling the first clutch disengagement and for controlling the first clutch coupling a second clutch control device for controlling the first clutch synchronization; and a synchronizer first control device for controlling the Synchronizer shifts.

根据本发明的一个方面，还提供一种节能汽车，其少包括第一电机，所述汽车至少还包括第一离合器、一个同步器、第一档位齿轮组及第二档位齿轮组，所述第一电机和一个主轴连接，所述同步器和主轴连接，所述同步器能够和所述主轴一起旋转且能够在主轴上滑动，所述第一电机通过所述同步器连接所述第一档位齿轮组或第二档位齿轮组从而把动力传输到车轮上，其特征在于，还包括上述控制装置。 According to an aspect of the present invention, an energy-saving automobile is provided, which includes a first motor, and the vehicle further includes at least a first clutch, a synchronizer, a first gear gear set, and a second gear gear set. a first motor and a spindle connection, the synchronizer is coupled to a spindle, the synchronizer is rotatable with the spindle and is slidable on the spindle, and the first motor is coupled to the first through the synchronizer The gear gear set or the second gear gear set thereby transmits power to the wheels, and is characterized by including the above-described control device.

本发明提供的换档控制方法使得混合动力驱动***通过简单有效的设计，通过两离合器与同步器的配合实现混合动力汽车换档的过程。可以实现换档过程中的平稳过度，给驾乘人员以舒适感，同时实现高性质的非动力换档功能。附图说明 The shift control method provided by the invention enables the hybrid drive system to realize the shifting of the hybrid vehicle through the cooperation of the two clutches and the synchronizer through a simple and effective design. Cheng. The smooth transition in the shifting process can be achieved, giving the driver and passenger a sense of comfort while achieving a high-performance non-power shifting function. DRAWINGS

通过阅读参照以下附图对非限制性实施例所作的详细描述，本发明的其它特征、目的和优点将会变得更明显： Other features, objects, and advantages of the present invention will become more apparent from the Detailed Description of Description

图 1示出了根据本发明所提供的换档控制方法的，所述混合动力汽车处于第一档位状态下的汽车模块连接关系示意图； 1 is a schematic diagram showing a connection relationship of an automobile module in a state in which a hybrid vehicle is in a first gear state according to a shift control method provided by the present invention;

图 2示出了根据本发明所提供的换档控制方法的，所述混合动力汽车处于第二档位状态下的汽车模块连接关系示意图； 2 is a schematic diagram showing a connection relationship of an automobile module in a second gear state according to the shift control method provided by the present invention;

图 3示出了根据本发明的第一实施例的，所述换档控制方法的流程图； Figure 3 is a flow chart showing the shift control method according to the first embodiment of the present invention;

图 4示出了根据本发明的第一实施例的第一变化例的，所述换档控制方法中步骤的详细流程图； Figure 4 is a detailed flow chart showing the steps in the shift control method according to a first variation of the first embodiment of the present invention;

图 5示出了本发明的第一实施例的，所述混合动力驱动***的动力及转速分析图； Figure 5 is a diagram showing the power and rotational speed analysis of the hybrid drive system of the first embodiment of the present invention;

图 6示出了根据本发明的第二实施例的，所述混合动力汽车处于发动机驱动工作状态下的汽车模块连接关系示意图； 6 is a schematic diagram showing a connection relationship of an automobile module in an engine driving operation state according to a second embodiment of the present invention;

图 7示出了根据本发明的第三实施例的，所述混合动力汽车的汽车模块连接关系示意图； FIG. 7 is a schematic diagram showing a connection relationship of an automobile module of the hybrid vehicle according to a third embodiment of the present invention; FIG.

图 8示出了根据本发明的第四实施例的，所述电动汽车的汽车模块连接关系示意图； Figure 8 is a view showing a connection relationship of an automobile module of the electric vehicle according to a fourth embodiment of the present invention;

图 9示出了根据本发明的第五实施例的，所述混合动力汽车装置控制连接关系示意图；以及两离合器同步器换档的混合动力驱动***的机械结构图。具体实施方式 Fig. 9 is a view showing the control connection relationship of the hybrid vehicle apparatus according to the fifth embodiment of the present invention; and the mechanical structure diagram of the hybrid drive system in which the two clutch synchronizers are shifted. detailed description

图 1示出了根据本发明所提供的换档控制方法的，所述混合动力汽车处于第一档位状态下的汽车模块连接关系示意图。所述混合动力汽车的模块包括第一电机 2、第二电机 3、发动机 1、第一离合器 4、第二离合器 5、同步器 6、第一档位齿轮组 7、第二档位齿轮组 8、差速器 9及车轮 20。如图所示，在本实施例中，当所述混合动力汽车在第一档位状态下，所述第一电机 2连接所述第一离合器 4，所述第二电机 3与所述发动机 1连接所述第二离合器 5，所述第一离合器 4及第二离合器 5连接所述同步器 6，所述同步器 6连接所述第一档位齿轮组 7, 所述第一档位齿轮组 7及第二档位齿轮组 8连接所述差速器 9 , 所述差速器 9连接所迷车轮 20。具体地，所述发动机 1 直接或通过力矩耦合器件与所述第二电机 3动力连接，所述第一电机 2与所述同步器 6通过连接一个主轴而相互连接，所述同步器 6能够和所述主轴一起旋转且能够在主轴上滑动。本领域技术人员理解，在混合动力汽车处于第一档位状态时，作为汽车动力源的所述第一电机 2通过第一离合器 4将动力传输到所述同步器 6 , 作为汽车动力源的所述第二电机 3及发动机 1通过第二离合器 5将动力传输到所述同步器 6 , 所述同步器 6将动力通过所述第一齿轮组及差速器 9传输到汽车车轮 20。与图 1所示实施例相对应地，图 2示出了根据本发明所提供的换档控制方法的，所述混合动力汽车处于第二档位状态下的汽车模块连接关系示意图。具体地，如图 2所示的第二档位状态下的混合动力汽车的各模块组成与图 1相同，图 2所示的各 i莫块连接关系与图】所示不同之处在于，所述同步器 6与所述第二档位齿轮组 8连接，而不是与所述第一档位齿轮组 7连接，其他部件以及具体的连接方式与图 1 所示实施例相同，本领域技术人员可以参考图 1所示实施例实现，在此不予赘述。本领域技术人员理解，混合动力汽车在第二档位状态下，所述动力源传递到所述同步器 6的动力通过第二档位齿轮组 8向车轮 20传输动力，而不是通过第一档位齿轮组 7向车轮 20传输动力。 1 shows a hybrid control method according to the present invention, the hybrid power Schematic diagram of the connection relationship of the automobile modules in the first gear state. The module of the hybrid vehicle includes a first motor 2, a second motor 3, an engine 1, a first clutch 4, a second clutch 5, a synchronizer 6, a first gear gear set 7, and a second gear gear set 8. , differential 9 and wheel 20. As shown in the figure, in the embodiment, when the hybrid vehicle is in the first gear state, the first motor 2 is connected to the first clutch 4, the second motor 3 and the engine 1 Connecting the second clutch 5, the first clutch 4 and the second clutch 5 are connected to the synchronizer 6, the synchronizer 6 is connected to the first gear gear set 7, the first gear gear set 7 and the second gear gear set 8 are connected to the differential 9, and the differential 9 is connected to the wheel 20. Specifically, the engine 1 is dynamically connected to the second motor 3 directly or through a torque coupling device, and the first motor 2 and the synchronizer 6 are connected to each other by connecting a main shaft, and the synchronizer 6 can The spindle rotates together and is slidable on the spindle. It is understood by those skilled in the art that when the hybrid vehicle is in the first gear state, the first motor 2, which is a power source of the vehicle, transmits power to the synchronizer 6 through the first clutch 4 as a power source of the vehicle. The second electric machine 3 and the engine 1 transmit power to the synchronizer 6 via the second clutch 5, and the synchronizer 6 transmits power to the vehicle wheel 20 through the first gear set and the differential 9. Corresponding to the embodiment shown in Fig. 1, Fig. 2 is a schematic diagram showing the connection relationship of the automobile modules in the second gear state according to the shift control method provided by the present invention. Specifically, the components of the hybrid vehicle in the second gear state shown in FIG. 2 are the same as those in FIG. 1. The connection relationship of each of the i-blocks shown in FIG. 2 is different from that shown in FIG. The synchronizer 6 is coupled to the second gear set 8 instead of the first gear set 7, and other components and specific connections are the same as in the embodiment of FIG. 1, those skilled in the art. It can be implemented with reference to the embodiment shown in FIG. 1 , and details are not described herein. It is understood by those skilled in the art that in the second gear state, the power transmitted by the power source to the synchronizer 6 transmits power to the wheel 20 through the second gear gear set 8, instead of passing through the first gear. The bit gear set 7 transmits power to the wheel 20.

参考上述图 1以及图 2，本领域技术人员理解，上述第一档位可以是^ ί氏速档位，例如一档，此时，对应地所述第二档位是高速档位，例如二档；反之，所述第一档位可以是高速档位，例如二档，此时，对应地所述第二档位是低速档位，例如一档。具体地，在下述实施例中还会对此予以阐述，在此不予赘述。图 3 出了根据本发明的第一实施例的，所述换档控制方法的流程图。本领域技术人员理解，所述换档控制方法至少是应用在上述图 1 及图 2所示的混合动力汽车处于混合动力驱动工作模式下的档位由第一档位向第二档位换档控制方法。具体地，在本实施例中，所述第一档位是低速档位，例如一档，相应地所迷第二档位是高速档位，例如二档，即所述第一档位齿轮组 7是低速档位齿轮组，所述第二档位齿轮组 8是高速档位齿轮组。在本实施例中，所述第一电机 2是大功率的主驱动电机，所述第二电机 3是小功率集成启动电机。当所述汽车达到从低速档位向高速档位进行换档的临界车速，本发明提供的控制装置启动所述换档控制，从而应用本发明提供的换档控制方法。本领域技术人员理解，所述临界车速是根据不同汽车的不同特性预先设定的，临界车速的确定是根据动力源的运行效率和驾驶员的请求决定的。例如，当前动力传动***在一档，当驾驶员加速踏板达到 50%时，动力***在一档和二档都可以完全满足驾驶员的力矩请求，但是在二档时动力源运行效率比较高, 动力***将换到二档。还例如，当前动力传动***在二档，当驾驶员加速踏板达到 50%时，动力***二档不能满足驾驶员的力矩请求，动力***将换到一档。本领域技术人员结合现有技术可以确定这样的临界车速，而且这也并不非本发明的重点，在此不予赘述。所述混合动力汽车处于并联驱动的工作模式下，即所述第一电机 2、第二电机 3 及发动机 1都进行工作输出动力。在所迷换档控制启动之前，所述混合动力汽车处于笫一档位工作下，即所述同步器 6与所述第一档位齿轮组 7 结合；在所述换档控制启动之后，所迷混合动力汽车处于第二档位工作下，即所述同步器 6与所述第二档位齿轮组 8结合。 . Referring to FIG. 1 and FIG. 2 above, those skilled in the art understand that the first gear position may be a speed gear position, for example, a first gear. At this time, the second gear position is correspondingly a high speed gear position. For example, the first gear position may be a high gear position, for example, a second gear. At this time, the second gear position is correspondingly a low gear position, for example, a first gear. Specifically, it will be explained in the following embodiments, and details are not described herein. Figure 3 is a flow chart showing the shift control method according to the first embodiment of the present invention. It is understood by those skilled in the art that the shift control method is at least applied to the shift position of the hybrid vehicle shown in FIG. 1 and FIG. 2 in the hybrid drive mode from the first gear to the second gear. Control Method. Specifically, in the embodiment, the first gear position is a low gear position, for example, a first gear, and correspondingly the second gear position is a high speed gear position, for example, a second gear, that is, the first gear gear set. 7 is a low speed gear set, and the second gear set 8 is a high speed gear set. In this embodiment, the first motor 2 is a high-power main drive motor, and the second motor 3 is a low-power integrated starter motor. When the automobile reaches a critical vehicle speed for shifting from a low speed gear position to a high speed gear position, the control device provided by the present invention activates the shift control to apply the shift control method provided by the present invention. Those skilled in the art understand that the critical vehicle speed is preset according to different characteristics of different vehicles, and the determination of the critical vehicle speed is determined according to the operating efficiency of the power source and the driver's request. For example, when the current powertrain is in the first gear, when the driver's accelerator pedal reaches 50%, the power system can fully satisfy the driver's torque request in the first gear and the second gear, but the power source operates more efficiently in the second gear. The power system will switch to second gear. For example, if the current powertrain is in the second gear, when the driver's accelerator pedal reaches 50%, the second gear of the power system cannot satisfy the driver's torque request, and the power system will shift to the first gear. Such a critical vehicle speed can be determined by those skilled in the art in conjunction with the prior art, and this is not the focus of the present invention and will not be described herein. The hybrid vehicle is in an operating mode of parallel driving, that is, the first motor 2, the second motor 3, and the engine 1 all perform work output power. Before the start of the shift control, the hybrid vehicle is in the first gear position, that is, the synchronizer 6 is combined with the first gear gear set 7; after the shift control is started, The hybrid vehicle is in the second gear position, ie the synchronizer 6 is combined with the second gear gear set 8. .

具体地，在本实施例中，首先执行步骤 S 101 , 所述混合动力汽车卸除动力源向所述第一离合器 4及第二离合器 5提供的动力。本领域技术人员理解，由于在换档前，所述汽车处于一档低速档的工作状态，作为动力源的所述第一电机 2通过所述第一离合器 4、所述第二电机 3及发动机 1通过所述第二离合器 5向所述同步器 6输出动力，当汽车到达临界车速后，开始进行换档控制工作。具体地，为了实现所述同步器 6在后续步骤中的换档工作，所述动力源需要卸除向所述同步器 6传输的动力。在本实施例中，通过卸除动力源向所述第一离合器 4及第二离合器 5提供的动力的方式来停止向所述同步器 6传输动力。具体地，控制所述第一电机 2的力矩使得所述第一离合器 4传输的动力力矩逐步接近零，进一步地，本领域技术人员理解，可以通过多种方式实现本步骤，例如可以控制所述第二电机 3的力矩使得所述第二离合器 5传输的动力力矩逐步接近零。所述控制动力源输出动力的力矩归零，更具体地可以例如可以通过使所述第一电机 2及第二电机 3的相电流为零的方式使得所述动力源输出动力的力矩归零。当所述第一电机 2通过所述第一离合器 4传输的动力力矩归零且所述第二电机 3通过所述第二离合器 5传输的动力力矩归零之后，开始执行步骤 S 102。 Specifically, in the present embodiment, step S101 is first performed, and the hybrid vehicle removes power supplied from the power source to the first clutch 4 and the second clutch 5. Skill The skilled person understands that the first motor 2 as a power source passes through the first clutch 4, the second motor 3 and the engine 1 because the vehicle is in a low-speed operating state before shifting. The second clutch 5 outputs power to the synchronizer 6, and when the vehicle reaches the critical speed, the shift control operation is started. Specifically, in order to achieve the shifting operation of the synchronizer 6 in a subsequent step, the power source needs to remove the power transmitted to the synchronizer 6. In the present embodiment, the transmission of power to the synchronizer 6 is stopped by removing the power supplied from the power source to the first clutch 4 and the second clutch 5. Specifically, the torque of the first motor 2 is controlled such that the dynamic torque transmitted by the first clutch 4 gradually approaches zero. Further, those skilled in the art understand that the present step can be implemented in various ways, for example, the The torque of the second motor 3 causes the dynamic torque transmitted by the second clutch 5 to gradually approach zero. The torque for controlling the power source output power is zeroed. More specifically, the torque of the power source output power may be zeroed, for example, by zeroing the phase currents of the first motor 2 and the second motor 3. When the power torque transmitted by the first motor 2 through the first clutch 4 is zeroed and the power torque transmitted by the second motor 3 through the second clutch 5 is zeroed, step S102 is started.

在步骤 S102中，控制所述第一离合器 4及第二离合器 5分离，即控制所述第一离合器 4的主动盘与从动盘分离，控制所述第二离合器 5的主动盘与从动盘分离。本领域技术人员理解，本步骤可以通过离合器分离轴承自动控制离合器分离的方式来实现。由于在步骤 S 101 中卸除了动力源向所述第一离合器 4及第二离合器 5提供的动力，所以在本步骤 S102中，能够控制所述第一离合器 4及第二离合器 5分离。 In step S102, the first clutch 4 and the second clutch 5 are controlled to be separated, that is, the active disc of the first clutch 4 is controlled to be separated from the driven disc, and the active disc and the driven disc of the second clutch 5 are controlled. Separation. Those skilled in the art understand that this step can be accomplished by means of a clutch release bearing that automatically controls clutch disengagement. Since the power supplied from the power source to the first clutch 4 and the second clutch 5 is removed in step S101, the first clutch 4 and the second clutch 5 can be controlled to be separated in this step S102.

在步骤 S103中，控制所述同步器 6进行换档工作，并控制所述第一离合器 4及第二离合器 5进行同步工作。具体地，控制所述同步器 6进行换档工作的具体步骤包括所述同步器 6与第一档位齿轮组 Ί 分离、所述同步器 6在所述主轴上滑行到预先定义的与所述第二档位齿轮组 8结合的临界接触点并进行转速同步工作、所述同步器 6与第二档位齿轮组 8结合，本领域技术人员理解，本步骤可以通过控制所述同步器 6的拨叉来实现同步器 6的分离及滑行的方式来实现。所述具体步骤的执行过程将在下述实施例中详细叙述，在此不予赘述。进一步地，所述控制所述第一离合器 4及第二离合器 5进行同步工作，即当所述第一离合器 4及第二离合器 5分离之后，就开始调节所述第一离合器 4及第二离合器 5的主动盘的转速，并控制所述第一离合器 4 的主动盘移至与从动盘结合的临界接触点，控制所述第二离合器 5的主动盘移至与从动盘结合的临界接触点。例如在本实施例中，将所述第一离合器 4及第二离合器 5的主动盘的转速调低，使所述第一离合器 4及第二离合器 5的主动盘的转速接近响应的从动盘的转速，使得所述第一离合器 4的主动盘与相应的从动盘的转速差小于第一阈值，使得所迷第二离合器 5的主动盘与相应的从动盘的转速差小乎第三阈值。本领域技术人员理解，所述第一阈值及第三阈值分别是一个相对于所述第一离合器 4及第二离合器 5的主动盘与从动盘的转速而言较小的值，当所述第一离合器 4及第二离合器 5的主动盘与相应的从动盘的转速差分别小于第一阈值及第三阈值时，就能够认为所述第一离合器 4及第二离合器 5的主动盘与相应的从动盘的转速非常的接近，能够在后续步骤中所述第一离合器 4及第二离合器 5的主动盘与相应的从动盘结合时，使得所述笫一离合器 4及第二离合器 5的主动盘与相应的从动盘的冲击非常的小，提高了本发明换档控制方法的换档品质。进一步地，所述第一阈值与所述第三阈值的值可以相等，也可以根据自身特性取不同的数值。本领域技术人员理解，所述临界接触点可以根据具体实施需要予以确定，例如优选地，是同步器 6的内锥面与待接合齿轮齿圈外锥面接触产生摩擦的临界点。进一步地，本领域技术人员理解，所述临界接触点的设置并不影响本发明的实质内容，在此不予赘述。 In step S103, the synchronizer 6 is controlled to perform a shifting operation, and the first clutch 4 and the second clutch 5 are controlled to perform synchronous operation. Specifically, the specific step of controlling the synchronizer 6 to perform a shifting operation includes the synchronizer 6 being separated from the first gear gear set 、, the synchronizer 6 gliding on the spindle to a predefined and The second gear gear set 8 combines the critical contact points and performs the synchronous operation of the speed, and the synchronizer 6 is combined with the second gear gear set 8. As understood by those skilled in the art, this step can be controlled by the control unit. The shift fork of the synchronizer 6 is realized in such a manner that the synchronizer 6 is separated and slid. The execution process of the specific steps will be described in detail in the following embodiments, and details are not described herein. Further, the first clutch 4 and the second clutch 5 are controlled to perform synchronous operation, that is, after the first clutch 4 and the second clutch 5 are separated, the first clutch 4 and the second clutch are adjusted. The rotational speed of the active disk of 5, and controlling the active disk of the first clutch 4 to move to a critical contact point with the driven disk, controlling the active disk of the second clutch 5 to move to a critical contact with the driven disk point. For example, in the embodiment, the rotational speeds of the driving plates of the first clutch 4 and the second clutch 5 are lowered, so that the rotational speeds of the driving plates of the first clutch 4 and the second clutch 5 are close to the responding driven disks. The rotation speed is such that the difference between the rotation speeds of the driving plates of the first clutch 4 and the corresponding driven disks is less than the first threshold, so that the difference between the driving speeds of the driving plates of the second clutch 5 and the corresponding driven disks is less than the third Threshold. It is understood by those skilled in the art that the first threshold and the third threshold are respectively smaller values relative to the rotational speeds of the active disc and the driven disc of the first clutch 4 and the second clutch 5, when When the difference between the rotational speeds of the driving plates of the first clutch 4 and the second clutch 5 and the corresponding driven disks is less than the first threshold and the third threshold, respectively, the active disks of the first clutch 4 and the second clutch 5 can be considered The rotation speeds of the corresponding driven disks are very close, and the first clutch 4 and the second clutch 5 can be combined with the corresponding driven plates in the subsequent steps to make the first clutch 4 and the second clutch The impact of the active disk of 5 and the corresponding driven disk is very small, improving the shift quality of the shift control method of the present invention. Further, the values of the first threshold and the third threshold may be equal, or different values may be taken according to their own characteristics. Those skilled in the art understand that the critical contact point can be determined according to the specific implementation needs, for example, preferably, the critical point at which the inner tapered surface of the synchronizer 6 is in contact with the outer tapered surface of the gear ring to be engaged. Further, those skilled in the art understand that the setting of the critical contact point does not affect the essence of the present invention, and details are not described herein.

进一步地，在本步骤 S103中，在进行上迷控制所述同步器 6进行换档工作的同时，控制所述第一离合器 4及第二离合器 5进行同步工作。具体地，本领域技术人员理解，控制所迷同步器 6进行换档工作和控制所述第一离合器 4及第二离合器 5进行同步工作两个控制过程优选地同时进行，因而能够充分的利用该控制过程的时间，当本步骤 S 103执行完毕之后，完成了下述控制所述第一离合器 4及第二离合器 5的结合工作之前的准备工作，在此不予赘述。次优地，所述控制所述同步器 6进行换档工作和控制所述第一离合器 4及第二离合器 5进行同步工作的两个控制过程可以先后进行。 Further, in this step S103, the first clutch 4 and the second clutch 5 are controlled to perform synchronous operation while controlling the synchronizer 6 to perform the shifting operation. Specifically, those skilled in the art understand that controlling the synchronizer 6 to perform a shifting operation and controlling the first clutch 4 and the second clutch 5 to perform synchronous operation are both controlled. The processes are preferably performed simultaneously, so that the time of the control process can be fully utilized. After the execution of this step S103 is completed, the preparations for controlling the combination of the first clutch 4 and the second clutch 5 are completed as follows. I will not repeat them here. Secondly, the two control processes of controlling the synchronizer 6 to perform the shifting operation and controlling the synchronous operation of the first clutch 4 and the second clutch 5 may be performed sequentially.

然后再执行步骤 S 104, 控制所述第一离合器 4及第二离合器 5 结合，即控制所迷第一离合器 4的主动盘与从动盘结合，控制所述第二离合器 5的主动盘与从动盘结合。同时，在所述第一离合器 4结合的过程中，控制所述第一电机 2逐步输出力矩，同时控制所述第一离合器 4的压力以调节所述笫一离合器 4的力矩传输能力；在所述第二离合器 5结合的过程中，控制所述第二电机 3逐步输出力矩，同时控制所述第二离合器 5的压力以调节所述第二离合器 5的力矩传输能力。由于在步骤 S103中完成了控制所述第一离合器 4及第二离合器 5的结合工作之前的准备工作，所以在本步驟 S104中，所述第一离合器 4及第二离合器 5能够顺利地完成结合工作。本领域技术人员理解，本步骤 S 104描述的第一离合器 4及第二离合器 5的结合是上迷步骤 S 102中所述的第一离合器 4及第二离合器 5分离的反过程。在本步骤 S104 执行之后，完成了所述第二档位的动力传输路径的机械的连接工作，所述动力源传输的动力.能够经所述离合器、同步器 6、第二档位齿轮组 8及差速器 9向汽车车轮 20传输，在此不予赘述。 Then, step S104 is further performed to control the combination of the first clutch 4 and the second clutch 5, that is, control the active disk of the first clutch 4 to be combined with the driven disk, and control the active disk and the slave of the second clutch 5. Dynamic disk combination. At the same time, during the combination of the first clutch 4, the first motor 2 is controlled to gradually output a torque, and the pressure of the first clutch 4 is controlled to adjust the torque transmission capability of the first clutch 4; During the combination of the second clutch 5, the second motor 3 is controlled to gradually output a torque while controlling the pressure of the second clutch 5 to adjust the torque transmission capability of the second clutch 5. Since the preparatory work before the combination of the first clutch 4 and the second clutch 5 is controlled in step S103, the first clutch 4 and the second clutch 5 can be successfully combined in this step S104. jobs. Those skilled in the art understand that the combination of the first clutch 4 and the second clutch 5 described in this step S104 is the reverse of the separation of the first clutch 4 and the second clutch 5 described in step S102. After the execution of the step S104, the mechanical connection work of the power transmission path of the second gear position is completed, and the power transmitted by the power source can pass through the clutch, the synchronizer 6, and the second gear gear set 8. The differential 9 is transmitted to the vehicle wheel 20 and will not be described here.

最后执行步骤 S 105, 恢复动力源向所述第一离合器 4及第二离合器 5提供动力。具体地，控制所述第一电机 2向所述第一离合器 4 逐步输出力矩，控制所迷第二电机 3 动机 1向所述第二离合器 5逐步输出力矩，以恢复动力源提供的动力，完成汽车从第一档位向第二档位切换的工作。 Finally, step S105 is performed to restore the power source to power the first clutch 4 and the second clutch 5. Specifically, the first motor 2 is controlled to gradually output a torque to the first clutch 4, and the second motor 3 of the second motor 3 is controlled to gradually output a torque to the second clutch 5 to restore the power provided by the power source. The work of the car switching from the first gear to the second gear.

本领域技术人员理解，优选地，仅通过所述第一电机 2调节所述第一离合器 4的主动盘的转速实现上述步驟 S103。由于在本发明的换档控制方法中，所述第一电机 2与所述第一离合器 4的主动盘始终保持动力连接，所述第一电机 2能够直接地调整所述第一离合器 4的主动盘的转速。优选地，所述第一电机 2采用一种控制方式来调节所述第一离合器 4的主动盘的转速，具体地，所述第一电机 2通过转速控制的方式来调节所述第一离合器 4的主动盘的转速。次优地，所述第一电机 2通过两种方式对所述第一离合器 4的主动盘进行转速调整：当所述第一离合器 4的主动盘与第一离合器 4的从动盘的转速差大于等于第二阈值时，所述第一电机 2通过力矩控制的方式来调节所述第一离合器 4的主动盘的转速；当所述第一离合器 4的主动盘与从动盘的转速差小于第二阈值时，所述第一电机 2通过转速控制的方式来调节所述第一离合器 4的主动盘的转速。本领域技术人员理解，所迷第二阈值是所述第一电机 2对所述第一离合器 4的主动盘进行转速控制时的一个临界点，由于所述第一电机 2通过所述力矩控制的方式调节所述第一离合器 4的主动盘的转速时，所述第一离合器 4的主动盘的转速变化较快；而所述第一电机 2 通过转速控制的方式来调节所述第一离合器 4的主动盘的转速时，所述第一离合器 4的主动盘的转速变化较慢。但如果所述第一电机 2—直采用所述力矩控制的方式调节所述第一离合器 4的主动盘的转速，那么会使得所述第一离合器 4的主动盘的转速先小于所述从动盘的转速，再使得所述第一离合器 4的主动盘的转速变大接近所述从动盘的转速，这样反而使得所述第一离合器 4的主动盘的转速调节时间变长。故此，所述第一电机 2优选地混合釆用上述两种方式对所述第一离合器 4的主动盘进行转速调节。所述第二阔值是一个预先确定的值，其值使得当本实施例采用本优选实施方式时，能够以最短的时间完成所述第一离合器 4的主动盘的转速调节工作。 It is understood by those skilled in the art that, preferably, the above step S103 is realized only by adjusting the rotational speed of the active disk of the first clutch 4 by the first motor 2. In the shift control method of the present invention, the first motor 2 and the active disk of the first clutch 4 are always in power connection, and the first motor 2 can directly adjust the initiative of the first clutch 4. Disk Rotating speed. Preferably, the first motor 2 adopts a control manner to adjust the rotational speed of the active disk of the first clutch 4, specifically, the first motor 2 adjusts the first clutch 4 by means of rotational speed control. The speed of the active disk. Secondly, the first motor 2 adjusts the rotational speed of the active disk of the first clutch 4 in two ways: when the rotational speed of the active disk of the first clutch 4 and the driven disk of the first clutch 4 When the second threshold is greater than or equal to, the first motor 2 adjusts the rotational speed of the active disk of the first clutch 4 by means of torque control; when the rotational speed difference between the active disk and the driven disk of the first clutch 4 is less than In the second threshold, the first motor 2 adjusts the rotational speed of the active disk of the first clutch 4 by means of rotational speed control. It is understood by those skilled in the art that the second threshold is a critical point when the first motor 2 performs rotational speed control on the active disk of the first clutch 4, because the first motor 2 is controlled by the torque. When the speed of the driving plate of the first clutch 4 is adjusted, the rotation speed of the driving plate of the first clutch 4 changes rapidly; and the first motor 2 adjusts the first clutch 4 by means of the speed control. When the rotational speed of the active disk is reached, the rotational speed of the active disk of the first clutch 4 changes slowly. However, if the first motor 2 directly adjusts the rotational speed of the active disk of the first clutch 4 by means of the torque control, the rotational speed of the active disk of the first clutch 4 is firstly smaller than the driven The rotational speed of the disk causes the rotational speed of the active disk of the first clutch 4 to become close to the rotational speed of the driven disk, which in turn causes the rotational speed adjustment time of the active disk of the first clutch 4 to become longer. Therefore, the first motor 2 is preferably mixed, and the speed of the driving plate of the first clutch 4 is adjusted in the above two manners. The second threshold is a predetermined value such that when the present embodiment adopts the preferred embodiment, the speed adjustment operation of the active disk of the first clutch 4 can be completed in the shortest time.

进一步地，在上述第一电机 2调节所述第一离合器 4的主动盘的转速实现上述调节所述第一离合器 4的主动盘的同时，所述第二电机 3也参与调节所述第二离合器 5的主动盘的转速。同样地，由于在本发明的换档控制方法中，所述第二电机 3与所迷第二离合器 5的主动盘始终保持动力连接，所述第二电机 3能够直接地调整所述第二离合器 5的主动盘的转速。优选地，所述第二电机 3釆用一种控制方式来调节所述第二离合器 5的主动盘的转速，具体地，所迷第二电机 3通过转速控制的方式来调节所述第二离合器 5的主动盘的转速。次优地，所述第二电机 3 也通过两种方式对所述第二离合器 5的主动盘进行转速调节，具体地，当所述第二离合器 5的主动盘与所述从动盘的转速差大于等于第四阈值时，所述第二电机 3通过力矩控制的方式来调节所述第二离合器 5的主动盘的转速，当所述第二离合器 5的主动盘与所述从动盘的转速差小于第四阈值时，所述第二电机 3通过转速控制的方式来调节所述第二离合器 5的主动盘的转速。本领域技术人员理解，其具体控制过程与原理与上述第一电机 2调节所述第一离合器 4的主动盘相同，在此不予赘述。 Further, while the first motor 2 adjusts the rotational speed of the active disk of the first clutch 4 to realize the adjustment of the active disk of the first clutch 4, the second motor 3 also participates in adjusting the second clutch. The rotational speed of the active disk of 5. Similarly, in the shift control method of the present invention, the second motor 3 and the active disk of the second clutch 5 are always in power connection, and the second motor 3 can directly adjust the second clutch. The rotational speed of the active disk of 5. Preferably, the second motor 3 adjusts the rotational speed of the active disk of the second clutch 5 in a control manner, specifically, the second motor 3 passes the speed control side. The speed of the active disk of the second clutch 5 is adjusted. Secondly, the second motor 3 also adjusts the rotational speed of the active disk of the second clutch 5 in two ways, specifically, the rotational speed of the active disk and the driven disk of the second clutch 5 When the difference is greater than or equal to the fourth threshold, the second motor 3 adjusts the rotational speed of the active disk of the second clutch 5 by means of torque control, when the active disk of the second clutch 5 and the driven disk When the rotational speed difference is less than the fourth threshold, the second motor 3 adjusts the rotational speed of the active disk of the second clutch 5 by means of the rotational speed control. It is understood by those skilled in the art that the specific control process and principle are the same as those of the first motor 2 for adjusting the active disk of the first clutch 4, and details are not described herein.

进一步地，本领域技术人员理解，上述实施例及变化例中所描述的第一阈值、第二阈值、第三阈值、第四阈值以及临界速度优选地是根据的。例如，优选地，第一阀值的设定是基于同步器承受换挡冲击的能力和基于换挡品质的要求。例如，基于对同步器使用寿命的要求，换挡时的惯性冲击力不能大于 100牛顿米，同时基于换挡品质的要求，换挡时的惯性冲击力不能大于 40牛顿米。这样换挡时的冲击力不能大于 40牛顿米。在根据同步器的惯量特性，笫一阀值设置为 400转每分钟。又例如，第三阀值的设定优选地基于对换挡时间的要求，第四阀值的设定优选地基于同步器承受力矩波动幅度的能力和基于换挡品质的要求。本领域技术人员可以参考上述实施例以及现有技术予以实现，在此不予赘述。又例如，优选地所述笫二阀值主要取决于对换挡时间的要求，并可以才据不同的实施需要进行设定：例如优选地，当从所述第一档位切换到所述第二档位时，若希望在 400毫秒内完成，则所述第二阈值优先地被设定为从 20毫秒到 50毫秒的区间内；而在一个变化例中，当从所述第一档位切换到所述第二档位时，若希望在 350毫秒秒内完成，则所述第二阈值优先地被设定为从 20毫秒到 40毫秒的区间内，在此不予赘述。 Further, those skilled in the art understand that the first threshold, the second threshold, the third threshold, the fourth threshold, and the critical speed described in the above embodiments and variations are preferably based on. For example, preferably, the setting of the first threshold is based on the ability of the synchronizer to withstand shift shock and the quality based on shifting. For example, based on the life expectancy of the synchronizer, the inertial impact force during shifting should not exceed 100 Nm, and based on the shift quality requirements, the inertial impact force during shifting should not exceed 40 Nm. The impact force when shifting in this way cannot be greater than 40 Newton meters. In accordance with the inertia characteristics of the synchronizer, the threshold is set to 400 rpm. As another example, the setting of the third threshold is preferably based on a shift time requirement, and the setting of the fourth threshold is preferably based on the ability of the synchronizer to withstand the magnitude of the torque ripple and the quality of the shift based quality. Those skilled in the art can implement the above embodiments and the prior art, and details are not described herein. For another example, preferably the threshold value is mainly determined by the shift time requirement, and may be set according to different implementation requirements: for example, preferably, when switching from the first gear position to the first In the second gear position, if it is desired to complete in 400 milliseconds, the second threshold is preferentially set to an interval from 20 milliseconds to 50 milliseconds; and in a variant, when from the first gear position When switching to the second gear position, if it is desired to complete in 350 milliseconds, the second threshold is preferentially set in a range from 20 milliseconds to 40 milliseconds, and details are not described herein.

所述第二阈值及第四阈值是使得第一离合器 4及第二离合器 5转速调节时间最短的所述第一电机 2对所述第一离合器 4的主动盘及所述第二电机 3对所述第二离合器 5的主动盘从力矩控制转换为转速控制时的第一离合器 4及第二离合器 5的主动盘的各自的转速值。优选地，在本发明中，所述第二阈值的取值范围是 0到 400转每分钟。所述第四阈值的取值范围是 0到 400转每分钟。图 4示出了根据本发明的第一实施例的第一变化例的，所述换档控制方法中步骤的具体流程图。具体地，本变化例是上述第一实施例的一个更具体的实施方式。其中，所迷步骤 S101、步骤 S 102、步骤 S】04及步楝 S 105与上述图 3所述实施例相同，在此不予赘述。所述步骤 S 103的具体执行过程将在本变化例中详细阐述。 The second threshold and the fourth threshold are the first motor 2 that minimizes the rotation speed adjustment time of the first clutch 4 and the second clutch 5, and the pair of the first disk 4 and the second motor 3 When the driving plate of the second clutch 5 is switched from torque control to speed control The respective rotational speed values of the active disks of the first clutch 4 and the second clutch 5. Preferably, in the present invention, the second threshold has a value ranging from 0 to 400 revolutions per minute. The fourth threshold has a value ranging from 0 to 400 revolutions per minute. Fig. 4 shows a specific flow chart of the steps in the shift control method according to a first variation of the first embodiment of the present invention. Specifically, this modification is a more specific embodiment of the above-described first embodiment. The step S101, the step S102, the step S04, and the step S105 are the same as those of the embodiment shown in FIG. 3, and are not described herein. The specific execution process of the step S103 will be elaborated in the present modification.

在步骤 S 103中，首先执行步骤 S201、步骤 S2 I 1及步骤 S22 L 具体地，所述步骤 S201 中控制所述同步器 6与第一档位齿轮组 7分离，所述步骤 S21 1 中第一电机 2通过力矩控制方式调节所述第一离合器 4主动盘的转速，所述步骤 S221 中第二电机 3通过力矩控制方式调节所述第二离合器 5主动盘的的转速。优选地，上述步骤 S201、步骤 S21 1及步骤 S221是同时进行的。次优地，上述步骤 S201、步骤 S21 1及步骤 S221可以是先后进行的，只要使得所述控制方法能够充分利用步骤 S103中预留的时间，不会使得所迷步骤 S103消耗的总时长增加即可，在此不予赘述。本领域技术人员理解，所述步骤 S201 执行完毕之后即开始执行步骤 S202及步骤 S203 ,所述步骤 S211执行完毕之后即开始执行步骤 S212、步骤 S213及步骤 S214, 所述步骤 S221执行完毕之后即开始执行步骤 S222、步骤 S223及步骤 S224，上述同步器 6的换档工作及所述笫一离合器 4及第二离合器 5的同步工作可以各自分别进行，只要其能够在所述步骤 S103中完成即可，在此不予赘述。 In step S103, step S201, step S2 I 1 and step S22 L are performed first. Specifically, in step S201, the synchronizer 6 is controlled to be separated from the first gear gear set 7. In the step S21 1 A motor 2 adjusts the rotational speed of the active disk of the first clutch 4 by means of a torque control. In the step S221, the second motor 3 adjusts the rotational speed of the active disk of the second clutch 5 by a torque control mode. Preferably, the above step S201, step S21 1 and step S221 are performed simultaneously. Sub-optimally, the above step S201, step S21 1 and step S221 may be performed sequentially, as long as the control method can make full use of the time reserved in step S103, the total time consumed by the step S103 is not increased. Yes, I won't go into details here. It is understood by those skilled in the art that after the step S201 is performed, the step S202 and the step S203 are started. After the step S211 is completed, the step S212, the step S213 and the step S214 are started, and the step S221 is started. Step S222, step S223, and step S224 are performed, and the shifting operation of the synchronizer 6 and the synchronizing operation of the first clutch 4 and the second clutch 5 may be performed separately as long as they can be completed in the step S103. , I will not repeat them here.

在所述步骤 S201 中，所述步骤 S201 实现控制所述同步器 6与第一档位齿轮组 7分离。然后执行所述步骤 S202及步骤 S203。所述步骤 S202控制所述同步器 6在所述主轴上滑行到预先定义的与所述第二档位齿轮组 8结合的临界接触点并与所述第二档位齿轮组 8进行转速同步工作，所述步骤 S203控制所述同步器 6与第二档位齿轮组 8结合。本领域技术人员理解，由于^步骤 S102 中，所述第一离合器 4 及第二离合器 5都已经分离，所述动力源传输的动力不再向所述同步器 6传递，因此所述同步器 6能够通过自身的同步功能进行与所述第二档位齿轮纽 8的转速同步工作，即通过控制所述同步器 6上的锥形离合器的滑动摩擦力使得所述同步器 6与所述第二档位齿轮组 8上的齿环的转速同步。当所述同步器 6完成同步工作，即当所述同步器 6和所述第二档位齿轮组 8速度同步时，且当所述同步器 6在所述主轴上滑行到预先定义的与所述第二档位齿轮组 8 结合的临界接触点之时，所述同步器 6就能与所述第二档位齿轮组 8的主动轮结合。具体地，在所述两个齿环的速度同步前，所述同步器 6上的挡环阻止所述两个齿环啮合，当所述两个齿环的速度同步时，在同步器 6拨叉的推动下实现所述两个齿环啮合。本领域技术人员理解，优选地，所述同步器 6与所述第二档位齿轮组 8的主动轮结合是在当所述同步器 6和所述第二档位齿轮组 8速度同步时和当所述同步器 6在所述主轴上滑行到预先定义的与所述第二档位齿轮组 8 结合的临界接触点时就开始进行的。次优地，所述同步器 6与所述第二档位齿轮组 8的主动轮结合是在当所述同步器 6和所述笫二档位齿轮组 8速度同步时和当所述同步器 6在所述主轴上滑行到预先定义的与所述第二档位'齿轮组 8结合的临«矣触点之后一段时间才开始进行的。 In the step S201, the step S201 realizes that the synchronizer 6 is separated from the first gear gear set 7. Then, the step S202 and the step S203 are performed. The step S202 controls the synchronizer 6 to slide on the main shaft to a predefined critical contact point combined with the second gear gear set 8 and synchronize the speed with the second gear gear set 8. The step S203 controls the synchronizer 6 to be combined with the second gear position gear set 8. Those skilled in the art understand that, as in step S102, the first clutch 4 And the second clutch 5 has been separated, the power transmitted by the power source is no longer transmitted to the synchronizer 6, so the synchronizer 6 can perform the second gear gear 8 with its own synchronization function. The rotational speed is synchronized, i.e., by synchronizing the sliding friction of the cone clutch on the synchronizer 6, the synchronizer 6 is synchronized with the rotational speed of the ring gear on the second gear set 8. When the synchronizer 6 completes the synchronous operation, that is, when the synchronizer 6 and the second gear position gear set 8 are synchronized in speed, and when the synchronizer 6 slides on the main shaft to a predefined position The synchronizer 6 can be coupled to the drive wheel of the second gear set 8 when the critical contact point of the second gear set 8 is combined. Specifically, before the speed synchronization of the two ring gears, the retaining ring on the synchronizer 6 prevents the two ring gears from meshing, and when the speeds of the two ring gears are synchronized, the synchronizer 6 dials The two ring gears are engaged by the push of the fork. It will be understood by those skilled in the art that, preferably, the synchronizer 6 is coupled with the drive wheel of the second gear set 8 when the synchronizer 6 and the second gear set 8 are synchronized in speed and The synchronizer 6 begins when it glides over the spindle to a predefined critical contact point with the second gear set 8 . Suboptimally, the synchronizer 6 is coupled to the drive wheel of the second gear set 8 when the synchronizer 6 and the second gear set 8 are synchronized in speed and when the synchronizer 6 is started on the main shaft after a predetermined time slip to the pre-defined contact with the second gear 'gear 8 '.

在所述步骤 S21 1 中，所述第一电机 2通过力矩控制方式调节所述笫一离合器 4主动盘的转速。当执行完所述步骤 S21 1后，执行步骤 S212 , 即判断所述笫一离合器 4的主动盘与从动盘的转速差是否小于第二阈值。当判断所述转速差大于等于所迷第二阈值，则表明所述第一离合器 4的主动盘与从动盘的转速差还过大，所述第一电机 2 仍应当采用力矩控制的方式调节所述第一离合器 4的主动盘的转速，所以返回执行所述步驟 S21 1 ; 反之，当判断转速差小于所述第二阈值，则表明所述第一离合器 4的主动盘与从动盘的转速差已经比较小，所述第一电机 2应当采用转速控制的方式调节所述第一离合器 4的主动盘的转速，所以继续执行步骤 S213。在步骤 S213中，所述第一电机 2通过转速控制方式调节所述第一离合器 4主动盘的转速使其与所述第一离合器 4 的从动盘的转速差小于第一阈值。当执行完步骤 S213 , 然后执行步骤 S214, 即判断所述第一离合器 4的主动盘与所述从动盘的转速差是否小于第一阈值。当判断所述转速差大于等于所述第一阈值，则表明所述第一离合器 4的主动盘与所述从动盘的转速差还过大使得所述第一离合器 4的主动盘与所迷从动盘无法较好地结合，所述第一电机 2仍应当采用转速控制的方式调节所述第一离合器 4的主动盘的转速，则返回执行所述步骤 S213。当判断转速差小于所述第一阈值，则表明所述第一离合器 4的主动盘与所述从动盘的转速差已经不影响所述第一离合器 4的主动盘与所迷从动盘的结合，所述第一电机 2不需要再调节所述第一离合器 4的主动盘的转速，则结束执行对所述第一离合器 4的主动盘的转速调节。本领域技术人员理解，所述步骤 S21 1至步骤 S214的执行过程及原理可以参照上述图 3所示实施例，在此不予赘述。 In the step S21 1 , the first motor 2 adjusts the rotational speed of the active disc of the first clutch 4 by a torque control method. After the step S21 1 is performed, step S212 is performed to determine whether the difference between the rotational speeds of the active disk and the driven disk of the first clutch 4 is less than a second threshold. When it is determined that the rotation speed difference is greater than or equal to the second threshold value, it indicates that the difference between the rotation speed of the driving plate and the driven plate of the first clutch 4 is too large, and the first motor 2 should still be adjusted by the torque control mode. The rotation speed of the driving plate of the first clutch 4 is returned to perform the step S21 1; otherwise, when it is determined that the rotation speed difference is smaller than the second threshold, the active disk and the driven disk of the first clutch 4 are indicated. The difference in the rotational speed is relatively small, and the first motor 2 should adjust the rotational speed of the active disk of the first clutch 4 by means of the rotational speed control, so step S213 is continued. In step S213, the first motor 2 adjusts the rotational speed of the active disk of the first clutch 4 by means of the rotational speed control mode. The difference in rotational speed of the driven disc of the first clutch 4 is less than a first threshold. When step S213 is performed, then step S214 is performed to determine whether the difference between the rotational speeds of the active disk and the driven disk of the first clutch 4 is less than a first threshold. When it is determined that the rotation speed difference is greater than or equal to the first threshold, it indicates that the difference between the rotation speed of the driving disc of the first clutch 4 and the driven disc is too large, so that the active disc of the first clutch 4 is fascinated The driven disk cannot be combined well, and the first motor 2 should still adjust the rotational speed of the active disk of the first clutch 4 by means of the rotational speed control, and then return to the step S213. When it is determined that the rotational speed difference is less than the first threshold, it indicates that the difference between the rotational speed of the active disc and the driven disc of the first clutch 4 has not affected the active disc and the driven disc of the first clutch 4 In combination, the first motor 2 does not need to adjust the rotational speed of the active disk of the first clutch 4, and then ends the adjustment of the rotational speed of the active disk of the first clutch 4. A person skilled in the art understands that the execution process and the principle of the steps S21 to S214 can refer to the embodiment shown in FIG. 3, and details are not described herein.

进一步地，在所述步骤 S21 1至步骤 S214的一个变化例中，所述第一电机 2通过转速控制的方式来调节所述第一离合器 4的主动盘的转速。具体地，当开始执行步骤 S 103 时，不执行步骤 S21 1 及步骤 S212 , 而直接开始执行步骤 S213 , 然后在执行步骤 S214。本领域技术人员理解，在本变化例中，所述第一电机 2只通过转速控制方式来调节所迷第一离合器 4的主动盘的转速，而不再通过力矩控制方式来调节所述第一离合器 4的主动盘的转速。所述步骤 S213及步骤 S214 的控制方法及原理可以参照上迷实施例进行，在此不予赘述。 Further, in a variation of the steps S21 to S214, the first motor 2 adjusts the rotational speed of the active disk of the first clutch 4 by means of rotational speed control. Specifically, when step S103 is started, step S21 1 and step S212 are not executed, and step S213 is directly started, and then step S214 is performed. It is understood by those skilled in the art that in the present variation, the first motor 2 adjusts the rotational speed of the active disk of the first clutch 4 only by the rotational speed control mode, and does not adjust the first speed by the torque control mode. The rotational speed of the active disk of the clutch 4. The control method and the principle of the step S213 and the step S214 can be performed by referring to the above embodiments, and details are not described herein.

进一步地，在所述步骤 S221 中，所述第二电机 3通过力矩控制方式调节所迷第二离合器 5 主动盘的转速。当执行完所述步骤 S221 后，执行步骤 S222，即判断所述第二离合器 5 的主动盘与从动盘的转速差是否小于第四阈值。当判断所述转速差大于等于所述第四阈值，则表明所述第二离合器 5的主动盘与从动盘的转速差还过大，所述第二电机 3仍应当采用力矩控制的方式调节所述第二离合器 5的主动盘的转速，所以返回执行所述步骤 S221 ; 反之，当判断转速差小于所述第四阈值，则表明所述第二离合器 5的主动盘与从动盘的转速差已经比较小，所述第二电机 3应当采用转速控制的方式调节所述第二离合器 5的主动盘的转速，所以继续执行步骤 S223。在步骤 S223 中，所述第二电机 3通过转速控制方式调节所迷第二离合器 5主动盘的转速使其与所述第二离合器 5的从动盘的转速差小于第三阈值。当执行完步骤 S223，然后执行步骤 S224, 即判断所述第二离合器 5的主动盘与所述从动盘的转速差是否小于第三阈值。当判断所述转速差大于等于所述第三阈值，则表明所述第二离合器 5的主动盘与所述从动盘的转速差还过大使得所述第二离合器 5的主动盘与所述从动盘无法较好地结合，所述第二电机 3仍应当采用转速控制的方式调节所述第二离合器 5 的主动盘的转速，则返回执行所述步骤 S223。当判断转速差小于所述第三阈值，则表明所述笫二离合器 5的主动盘与所述从动盘的转速差已经不影响所迷第二离合器 5的主动盘与所述从动盘的结合，所述笫二电机 3不需要再调节所述第二离合器 5的主动盘的转速，则结束执行对所述第二离合器 5的主动盘的转速调节。进一步地，所述第二阔值与所迷第四阈值的值可以相等，也可以根据自身特性取不同的数值。本领域技术人员理解，所述步骤 S221至步骤 S224的执行过程及原理可以参照上述图 3所示实施例，在此不予赘述。 Further, in the step S221, the second motor 3 adjusts the rotational speed of the active disk of the second clutch 5 by the torque control mode. After the step S221 is performed, step S222 is performed to determine whether the difference between the rotational speeds of the active disk and the driven disk of the second clutch 5 is less than a fourth threshold. When it is determined that the rotation speed difference is greater than or equal to the fourth threshold, it indicates that the difference between the rotation speed of the driving plate and the driven plate of the second clutch 5 is too large, and the second motor 3 should still be adjusted by the torque control mode. The rotation speed of the driving plate of the second clutch 5 is returned to perform the step S221; otherwise, when it is determined that the rotation speed difference is smaller than the fourth threshold, the rotation speed of the driving plate and the driven plate of the second clutch 5 is indicated. The difference has been relatively small, and the second motor 3 should adjust the rotational speed of the active disk of the second clutch 5 by means of the rotational speed control, so step S223 is continued. In step S223, the second motor 3 adjusts the rotational speed of the active disk of the second clutch 5 by the rotational speed control mode so that the rotational speed difference with the driven disk of the second clutch 5 is less than a third threshold. When step S223 is performed, then step S224 is performed to determine whether the difference between the rotational speed of the active disk and the driven disk of the second clutch 5 is less than a third threshold. When it is determined that the rotational speed difference is greater than or equal to the third threshold, indicating that the rotational speed difference between the active disk and the driven disk of the second clutch 5 is too large, such that the active disk of the second clutch 5 and the The driven plate cannot be combined well, and the second motor 3 should still adjust the rotational speed of the active disk of the second clutch 5 by means of the rotational speed control, and then return to the step S223. When it is determined that the rotational speed difference is less than the third threshold, it indicates that the difference between the rotational speed of the active disk and the driven disk of the second clutch 5 has not affected the active disk of the second clutch 5 and the driven disk. In combination, the second motor 3 does not need to adjust the rotational speed of the active disk of the second clutch 5, and then ends the adjustment of the rotational speed of the active disk of the second clutch 5. Further, the value of the second threshold value and the fourth threshold value may be equal, and different values may be taken according to their own characteristics. A person skilled in the art understands that the execution process and the principle of the step S221 to the step S224 can refer to the embodiment shown in FIG. 3, and details are not described herein.

进一步地，在所述步骤 S221至步骤 S224的一个变化例中，所述第二电机 3通过转速控制的方式来调节所述第二离合器 5的主动盘的转速。具体地，当开始执行步骤 S 103 时，不执行步骤 S221 及步骤 S222, 而直接开始执行步骤 S223 , 然后在执行步骤 S224。本领域技术人员理解，在本变化例中，所述笫二电机 3只通过转速控制方式来调节所述第二离合器 5的主动盘的转速，而不再通过力矩控制方式来调节所述第二离合器 5的主动盘的转速。所述步骤 S223及步骤 S224 的控制方法及原理可以参照上述实施例进行，在此不予赘述。 Further, in a variation of the step S221 to the step S224, the second motor 3 adjusts the rotational speed of the active disk of the second clutch 5 by means of the rotational speed control. Specifically, when step S103 is started, step S221 and step S222 are not executed, and step S223 is directly started, and then step S224 is performed. It is understood by those skilled in the art that in the present variation, the second motor 3 adjusts the rotational speed of the active disk of the second clutch 5 only by the rotational speed control mode, and the second control is not adjusted by the torque control mode. The rotational speed of the active disk of the clutch 5. The control method and principle of the step S223 and the step S224 can be performed by referring to the foregoing embodiment, and details are not described herein.

本领域技术人员理解，当上述同步器 6的换档工作及所述第一离合器 4及第二离合器 5的转速同步工作都执行结束之后，即上述步骤 S203、步骤 S214及步骤 S224都执行完毕之后，则所迷步骤 S 103即执行完毕，本发明提供的换档控制方法继续执行后续步骤 S 104, 具体参照上述第一实施例进行，在此不予赘述。本领域技术人员理解，在第一实施例的另一个变化例中，与上述第一实施例及相应变化例不同的是，所述第一档位是高速档位，所述第二档位是低速档位，即所述第一档位齿轮组 7是高速档位齿轮组，所述第二档位齿轮组 8是低速档位齿轮组。当.所述汽车达到从高速档位向低速档位进行换档的临界车速，也启动所述换档控制，所述临界车速是根据不同汽车的不同特性预先设定的。 It is understood by those skilled in the art that after the shifting operation of the synchronizer 6 and the synchronous operation of the rotational speeds of the first clutch 4 and the second clutch 5 are completed, that is, after the above steps S203, S214, and S224 are performed, Then, the step S 103 is performed, and the shift control method provided by the present invention continues to perform the subsequent step S 104, The body is referred to the first embodiment described above, and details are not described herein. It is understood by those skilled in the art that, in another variation of the first embodiment, unlike the first embodiment and the corresponding variation, the first gear position is a high speed gear position, and the second gear position is The low gear position, that is, the first gear gear set 7 is a high speed gear gear set, and the second gear gear set 8 is a low gear gear set. The shifting control is also initiated when the car reaches a critical speed of shifting from a high speed gear to a low speed gear, the critical speed being pre-set according to different characteristics of different cars.

具体地，在这样的变化例中，在从上述第一档位（即高速档位）向上述第二档位（即低速档位）的换挡过程中，.首先执行步骤 S101 ' (图中未示出），所迷混合动力汽车卸除动力源向所述第一离合器 4 及第二离合器 5提供的动力。再执行步骤 S102' (图中未示出），控制所述第一离合器 4及第二离合器 5分离。本领域技术人员理解，在本变化例中所述步骤 S 101'及步骤 S102'与第一实施例的步骤 S101及步骤 S102的执行过程及原理是相同的，在此不予赘述。 Specifically, in such a variation, in the shifting process from the first gear position (ie, the high speed gear position) to the second gear position (ie, the low gear position), step S101' is first executed (in the figure) Not shown), the hybrid vehicle removes power supplied from the power source to the first clutch 4 and the second clutch 5. Then, step S102' (not shown) is executed to control the separation of the first clutch 4 and the second clutch 5. It is understood by those skilled in the art that the steps S101' and S102' are the same as the steps S101 and S102 of the first embodiment, and are not described herein.

然后执行步骤 S 103' (图中未示出），与上述步骤 S103中不同的是将所述第一离合器 4及第二离合器 5的主动盘的转速调高，使同步器 6的转速接近所述从动盘的转速，使得所述第一离合器 4及第二离合器 5的主动盘与相应的从动盘的转速差分别小于第一阈值及第三阈值。本领域技术人员理解，所述第一阔值及第三阈值的原理及取值方式与第一实施例的相同，在此不予赘述。 Then, step S103' (not shown) is performed. In the above step S103, the rotational speeds of the active disks of the first clutch 4 and the second clutch 5 are adjusted to be high, so that the rotational speed of the synchronizer 6 is close to The rotational speed of the driven disk is such that the rotational speed difference between the active disk of the first clutch 4 and the second clutch 5 and the corresponding driven disk is smaller than the first threshold and the third threshold, respectively. It is understood by those skilled in the art that the principle and the value of the first threshold and the third threshold are the same as those of the first embodiment, and are not described herein.

本领域技术人员理解，在本变化例中，由于是从高速档位向低速档位换档，故此所迷第一电机 2及第二电机 3对相应的第一离合器 4 及第二离合器 5的主动盘的速度调节是从低转速向高转速调节，以使得所述第一离合器 4及第二离合器 5的主动盘能够与相应的从动盘的转速接近以使得所述第一离合器 4及第二离合器 5的主动盘能够与相应的从动盘的转速差分别小于第一阈值及第三阈值。此外，所述第二阈值及第四阈值的取值方式也由于是从高速档位换档到低速档位，而使得其数值有所不同，其取值仍是一个预定的值，以使得当本变化例能够在最短的时间完成所述第一离合器 4及第二离合器 5的主动盘的转速调节工作。其控制过程与原理可以参照第一实施例的步骤 S 103 进行，在此不予赘述。 It is understood by those skilled in the art that in the present variation, since the shifting from the high speed gear position to the low speed gear position, the first electric motor 2 and the second electric motor 3 are paired with the corresponding first clutch 4 and second clutch 5 The speed adjustment of the driving disk is adjusted from a low speed to a high speed so that the driving plates of the first clutch 4 and the second clutch 5 can be brought close to the rotational speed of the corresponding driven disk to make the first clutch 4 and the first The difference between the rotational speed of the active disc of the two clutches 5 and the corresponding driven disc is smaller than the first threshold and the third threshold, respectively. In addition, the value of the second threshold and the fourth threshold is also changed from a high-speed gear to a low-speed gear, so that the value thereof is different, and the value is still a predetermined value, so that when This variation can It is sufficient to complete the speed adjustment operation of the driving plates of the first clutch 4 and the second clutch 5 in the shortest time. For the control process and principle, reference may be made to step S103 of the first embodiment, and details are not described herein.

然后再执行步骤 S 104' (图中未示出），控制所述第一离合器 4 及第二离合器 5结合。最后执行步骤 S105' (图中未示出），恢复动力源向所述第一离合器 4及第二离合器 5提供动力。本领域技术人员理解，在本变化例中，所述步骤 S104'及步骤 S 105'与第一实施例中的步骤 S 104及步骤 S 105的执行过程及原理是相同的，在此不予赘述。 Then, step S104' (not shown) is executed to control the combination of the first clutch 4 and the second clutch 5. Finally, step S105' (not shown) is executed to restore the power source to the first clutch 4 and the second clutch 5. It is understood by those skilled in the art that in the present variation, the steps S104' and the step S105' are the same as the execution process and the principle of the step S104 and the step S105 in the first embodiment, and are not described herein. .

本领域技术人员理解，上迷变化例中所描述的各步骤可以参考图 3 以及图 4所示实施例以及相应的变化例予以实现，实际上从低档到高档与从高档到低档的过程的技术方案是相同的 , 或者虽然有所差异但本领域技术人员可以参考上述实施例以及变化例实现这样的从高档到低档的换档过程，在此不予赘述。图 5示出了本发明的第一实施例的，所述混合动力驱动***的动力及转速分析图。具体地，图 5示出了所述混合动力汽车在本发明的第一实施例的换档控制方法下的从第一档位切换到第二档位时（从第二档切换到第一档图示相同），即从低速档位到切换到高速档位时，所述主轴力矩、主轴转速、 1 档（低速档）输入轴速度、 2档（高速档）输入轴速度及离合器状态的状态曲线。其中，在第一实施例中所述主轴是指所述同步器 6以及所述第一离合器 4及笫二离合器 5的从动盘所在的齿轮轴，所述 1档输入轴速度是指所述第一档位齿轮组 7 中与所迷同步器 6结合的齿轮（即第一档位齿轮组 Ί主动齿轮）所在的齿轮组，所述 2档输入轴速度是指所述第二档位齿轮组 8中与所述同步器 6结合的齿轮（即第二档位齿轮组 8主动齿轮）所在的齿轮组。下面结合第一实施例的换档控制来分析所述混合动力驱动***的动力状态。 Those skilled in the art understand that the steps described in the above variations can be implemented with reference to the embodiment shown in FIG. 3 and FIG. 4 and corresponding variations, and in fact, the techniques from low to high and high to low. The schemes are the same, or the differences may be implemented by those skilled in the art with reference to the above embodiments and variations, and the details are not described herein. Fig. 5 is a view showing the analysis of the dynamic force and the rotational speed of the hybrid drive system of the first embodiment of the present invention. Specifically, FIG. 5 shows that the hybrid vehicle is switched from the first gear to the second gear under the shift control method of the first embodiment of the present invention (switching from the second gear to the first gear) The same figure), that is, the spindle torque, the spindle speed, the 1st (low gear) input shaft speed, the 2nd gear (high gear) input shaft speed, and the state of the clutch state when switching from the low gear position to the high speed gear position. curve. In the first embodiment, the main shaft refers to the gear shaft of the synchronizer 6 and the driven plates of the first clutch 4 and the second clutch 5, and the first-speed input shaft speed refers to the a gear set in which the gear of the first gear group 7 combined with the synchronizer 6 (ie, the first gear gear set Ί drive gear) is located, and the second gear input shaft speed refers to the second gear gear The gear set of the gear 8 in the group 8 combined with the synchronizer 6 (i.e., the second gear gear set 8 drive gear). The power state of the hybrid drive system is analyzed in conjunction with the shift control of the first embodiment.

在整个换档控制过程中，所述主轴上的力矩变化如图 5的主轴力矩曲线所示。在步骤 S 101 中，所述混合动力汽车卸除动力源向所述第一离合器 4及第二离合器 5提供的动力，具体地，是通过控制动力源输出动力的力矩归零的方式来实现的，因此在步骤 S 101执行过程中，所述主轴的力矩会变化为零。在步骤 S102、步骤 S103及步骤 S 104 中，所述主轴的力矩保持为零力矩。在步骤 S 105 中，所述动力源恢复向所述第一离合器 4及第二离合器 5提供动力，因此在步骤 S105 中，所述主轴的力矩会变大，恢复主轴上的力矩。 During the entire shift control process, the torque on the spindle changes as shown by the spindle torque curve of FIG. In step S101, the hybrid vehicle removes the power source to the first The power provided by a clutch 4 and the second clutch 5 is specifically realized by controlling the torque of the power source output power to be zeroed, so that the torque of the spindle changes to zero during the execution of step S101. . In steps S102, S103, and S104, the torque of the main shaft is maintained at zero torque. In step S105, the power source resumes supplying power to the first clutch 4 and the second clutch 5, so in step S105, the torque of the main shaft becomes large, and the moment on the main shaft is restored.

进一步地，在整个换档控制过程中，所述 1档输入轴上的转速变化如图 5的 1档输入轴速度曲线所示。在步骤 S 101 中，所述混合动力汽车卸除动力源向所述第一离合器 4及第二离合器 5提供的动力，因此在步骤 S 101执行过程中，所述 1档输入轴速度基本保持不变。在步骤 S 102、步骤 S 103及步骤 S104中，由于所述主轴的力矩保持为零力矩，因此所述 1档输入轴上的转速逐渐变小。在步骤 S 105中，由于动力源恢复向所述第一离合器 4及第二离合器 5提供动力，因此在步骤 S105中，所述 1档输入轴上的转速会变大。 Further, during the entire shift control process, the rotational speed change on the first-speed input shaft is as shown in the first-speed input shaft speed curve of FIG. In step S101, the hybrid vehicle removes power supplied from the power source to the first clutch 4 and the second clutch 5, so that during the execution of step S101, the first-speed input shaft speed remains substantially unchanged. change. In step S102, step S103, and step S104, since the torque of the main shaft is maintained at zero torque, the rotational speed on the first-speed input shaft gradually becomes smaller. In step S105, since the power source resumes supplying power to the first clutch 4 and the second clutch 5, the rotation speed on the first-speed input shaft becomes large in step S105.

进一步地，在整个换档控制过程中，所述 2档输入轴上的转速变化如图 5的 2档输入轴速度曲线所示。本领域技术人员理解，所述 2档输入轴上的转速的变化状况与 1档输入轴上的相似，其不同之处在于，所述 2档输入轴的转速相对于所述 1档输入轴的转速较小，在此不予赘述。 Further, during the entire shift control process, the rotational speed change on the 2-speed input shaft is as shown in the 2-speed input shaft speed curve of FIG. It is understood by those skilled in the art that the change of the rotational speed on the 2-speed input shaft is similar to that on the 1-speed input shaft, except that the rotational speed of the 2-speed input shaft is relative to the 1-speed input shaft. The rotation speed is small and will not be described here.

进一步地，所述主轴转速变化如图 5的 2档输入轴速度曲线所示。在步驟 S 101及步骤 S102中，由于所述同步器 6尚未与所述第一档位齿轮轴完全分离，因此所述主轴转速与所述 1档输入轴转速基本相同，其曲线也基本相同。在步骤 S103中，由于所迷同步器 6进行同步工作，因此所述主轴上的转速逐渐变小，其转速从与 1档输入轴相同的转速变化为与 2档输入轴相同的转速，然后与所述 2档输入轴保持相同的转速，其变化曲线如图 5所示。在步骤 S104及步骤 S105中，由于所述同步器 6与所述第二档位齿轮轴结合，因此所述主轴转速与所述 2档输入轴转速相同，其曲线也相同。 Further, the spindle speed change is as shown in the second gear input shaft speed curve of FIG. In step S101 and step S102, since the synchronizer 6 has not been completely separated from the first gear gear shaft, the spindle rotational speed is substantially the same as the first-speed input shaft rotational speed, and the curves thereof are also substantially the same. In step S103, since the synchronizer 6 performs the synchronous operation, the rotational speed on the main shaft gradually becomes smaller, and the rotational speed thereof changes from the same rotational speed as the first-speed input shaft to the same rotational speed as the second-speed input shaft, and then The 2-speed input shaft maintains the same rotational speed, and its variation curve is as shown in FIG. 5. In step S104 and step S105, since the synchronizer 6 is coupled to the second gear gear shaft, the spindle rotational speed is the same as the second-speed input shaft rotational speed, and the curve is also the same.

进一步地，所述离合器状态如图 5的离合器状态曲线所示。在步骤 S 101 中，所述第一离合器 4及第二离合器 5的主动盘与从动盘仍保持结合状态。在步骤 S102中，所述混合动力汽车控制所迷第一离合器 4 及第二离合器 5分离，故所述离合器状态由闭合改变为分离。在步驟 S103 中，第一离合器 4及第二离合器 5的主动盘与从动盘保持分离状态。所述在步骤 S104中，控制所述第一离合器 4及第二离合器 5结合，故所述离合器状态由分离改变为结合。在步骤 S105 中，所述第一离合器 4 及第二离合器 5的主动盘与从动盘保持结合状态。本领域技术人员理解，图 5所示的离合器的状态曲线所示的离合器状态是一种状态示意曲线，其表明所述第一离合器 4及第二离合器 5的状态大致上如曲线所示，但所述第一离合器 4及第二离合器 5的状态变化在时间上是有先后的，例如所述第一离合器 4可能先于所述第二离合器 5闭合。 Further, the clutch state is as shown in the clutch state curve of FIG. In step In step S101, the active discs of the first clutch 4 and the second clutch 5 are still in a combined state with the driven disc. In step S102, the hybrid vehicle controls the first clutch 4 and the second clutch 5 to be disengaged, so that the clutch state is changed from closed to disengaged. In step S103, the active discs of the first clutch 4 and the second clutch 5 are kept in a disengaged state from the driven disc. In the step S104, the first clutch 4 and the second clutch 5 are controlled to be coupled, so that the clutch state is changed from the separation to the coupling. In step S105, the active discs of the first clutch 4 and the second clutch 5 are kept in a coupled state with the driven disc. It will be understood by those skilled in the art that the clutch state shown by the state curve of the clutch shown in FIG. 5 is a state schematic curve indicating that the states of the first clutch 4 and the second clutch 5 are substantially as shown in the graph, but The state changes of the first clutch 4 and the second clutch 5 are sequential in time, for example, the first clutch 4 may be closed before the second clutch 5.

进一步地，如图 5所示，所述换档控制的各个步骤的执行持续时间可以是固定的。本领.域技术人员理解，由于本发明的换档控制方法是应用在特定车辆之上的，所述特定车辆的驱动性能是一定的，所以其换档控制中的各个步骤的时间是可以预先设定的，例如在上述实施例所述的控制方法中，所述步骤 S 101 至步骤 S105 以及所述步骤 S103 中的各个分步骤都是能够预先设定一个执行时间的，在该执行时间后，所述各个步驟都能够被充分的执行以实现档位切换控制中各个步骤的目的。次优地，本发明所述换档控制方法也可以采用设置各个轴的测速装置的方式来实现，例如在步骤 S 103 中，通过测速装置实时监测所述主轴、 1档输入轴速度及 2档输入轴速度并将其与所述第一阈值、第二阈值、第三阈值及第四阈值进行比较的方式来控制所述步骤 S 103 中各个分步骤的执行，其方式可以参照上述第一实施例来进行，在此不予赘述。图 6示出了根椐本发明的第二实施例的，所述混合动力汽车处于发动机 1驱动工作状态下的汽车模块连接关系示意图。与图 1不同的是，所述发动机 1与所迷第一电机 2相连，其余部件的连接关系以及部件本身的实现可以参考上述图 1所述实施例，在此不予赘述。具体地，由于所述混合动力汽车处于发动机 1驱动工作状态下，所迷第二离合器 5保持分离，所述第二电机 3不向外输出动力，而仅由所述第一电机 2与所述发动机 1向外输出动力。本领域技术人员理解，在本实施例中，所述第一电机 2是小功率集成启动电机，所述第二电机 3 是大功率主驱动电机。在所述发动机 1驱动工作状态下，本发明换档控制方法与第一实施例及其变化例不同的是，在所述步骤 S 103 中，仅由所述第一电机 2即所述集成启动电机对所迷第一离合器 4的主动盘进行调速，而所述第二电机 3不对所述第二离合器 5的主动盘进的转速调节工作。本实施例的其他步骤中的执行过程及原理与第一实施例及其变化例相似，可以参照上述进行，在此不予赘述。参考图 1、图 2以及图 6，本领域技术人员理解，图 1及图 2所示实施例也可以应用于混合动力汽车结构下的双电机并联驱动工作模式，此时所述发动机 1不工作。相应地，图 1及图 2所示实施例也可以应用在单电机驱动工作状态下，即应用本发明的混合动力汽车处于单电机驱动工作状态下，这构成了上述笫一实施例的变化例。具体地，在本变化例中，由于所述混合动力汽车处于电机驱动工作状态下，所述第二离合器 5分离，所述第二电机 3与所迷发动机 1不向外输出动力，而仅由所述第一电机 2向外输出动力。本领域技术人员理解，在本变化例中，所述第一电机 2是大功率主驱动电机，所述第二电机 3是小功率集成启动电机。在本变化例的工作状态下，即电机驱动工作状态下，本发明提供的换档控制方法与上述第一实施例及相应变化例不同的是，在所述步骤 S 103中，仅由所述第一电机 2即所述主驱动电机对所述第一离合器 4的主动盘进行调速，而所述第二电杯 3不参与对所述第二离合器 5的主动盘的转速调节工作。而本领域技术人员可以参考上述第一实施例及其变化例实现其他步骤，在此不予赘述。图 7示出了根据本发明的第三实施例的，所述混合动力汽车的汽车模块连接关系示意图。与图 1不同的是，所述发动机 1与所述第一电机 2相连，且所述混合动力汽车不包括所述第二电机 3及所述第二离合器 5。本领域技术人员理解，所述第一电机 2是小功率集成启动电机或大功率主驱动电机，即本发明换档控制方法应用在传统汽车或串联式的混合动力汽车中。在本实施例中，本发明换档控制方法与第一实施例及其变化例不同的是，在所述步骤 S103 中，仅由所述第一电机 2即所述集成启动电机对所述第一离合器 4的主动盘进行调速。其他步骤中的执行过程及原理与第一实施例及其变化例相似，可以参照上述进行，在此不予赘述。图 8示出了根据本发明的第四实施例的，所述电动汽车的汽车模块连接关系示意图。与图 1相区别的是，所述混合动力汽车不包括所述发动机 1、所述第二电机 3及所述第二离合器 5。本领域技术人员理解，所述第一电机 2是大功率主驱动电机，即本发明换档控制方法应用在电动汽车中。在本实施例中，本发明换档控制方法与第一实施例及其变化例不同的是，在所迷步驟 S103 中，仅由所述第一电机 2 即所述主驱动电机对所述第一离合器 4的主动盘进行调速。其他步骤中的执行过程^原理与第一实施例及其变化例相似，可以参照上述进行，在此不予赘述。图 9示出了根据本发明的第五实施例的，所述混合动力汽车装置控制连接关系示意图。根据上述图 1至图 8所示实施例，优选地，本发明所应用的混合动力汽车包括第一电机 2、第二电机 3、发动机 1·、第一离合器 4、第二离合器 5、同步器 6、第一档位齿轮组 7、第二档位齿轮组 8、差速器 9及车轮 20。具体地，在图 9所示实施例中，本发明所应用的混合动力汽车处于第一档位状态下，所述第一电机 2连接所述第一离合器 4，所述第二电机 3与所述发动机 1连接所述第二离合器 5，所述第一离合器 4及第二离合器 5连接所述同步器 6，所述同步器 6连接所述第一档位齿轮组 7, 所述第一档位齿轮组 7及第二档位齿轮组 8连接所述差速器 9，所述差速器 9连接所述车轮 20。具体地，所述发动机 1直接或通过力矩耦合器件与所述第二电机 3动力连接，所述第一电机 2与所述同步器 6通过连接一个主轴而相互连接，所述同步器 6能够和所述主轴一起旋转且能够在主轴上滑动。优选地，在本实施例中，动力源第一控制装置 10卸除动力源向所述第一离合器 4提供的动力，并用于恢复动力源向所述第一离合器 4提供动力；同步器 6第一控制装置 1 1用于控制所述同步器 6换档；离合器第一控制装置用于控制所述第一离合器 4分离，并用于控制所述第一离合器 4结合；离合器第二控制装置用于控制所述第一离合器 4同步。本领域技术人员理解，优选地，上述动力源第一控制装置 10、同步器 6 第一控制装置 1 1、离合器第一控制装置以及离合器第二控制装置组成一个完整的控制装置（图 9中未示出），其用于控制混合动力汽车完成换档操作，尤其是默离合器动力耦合同步器 6的换档控制。 Further, as shown in FIG. 5, the execution duration of each step of the shift control may be fixed. The skilled person understands that since the shift control method of the present invention is applied to a specific vehicle, the driving performance of the specific vehicle is constant, so the time of each step in the shift control can be preset. For example, in the control method described in the foregoing embodiment, each of the step S101 to the step S105 and the step S103 are capable of setting an execution time in advance, after the execution time, Each of the steps can be sufficiently performed to achieve the purpose of each step in the gear shift control. Secondly, the shift control method of the present invention can also be implemented by setting the speed measuring device of each axis. For example, in step S103, the spindle, the first input shaft speed and the second gear are monitored in real time by the speed measuring device. The input of the axis speed is compared with the first threshold, the second threshold, the third threshold, and the fourth threshold to control the execution of each sub-step in the step S103, and the manner may refer to the first implementation. For example, it will not be repeated here. FIG. 6 is a schematic diagram showing the connection relationship of the automobile modules in the driving state of the engine 1 according to the second embodiment of the present invention. Different from FIG. 1 , the engine 1 is connected to the first motor 2, and the connection relationship of the remaining components and the implementation of the component itself can be referred to the embodiment described above with reference to FIG. 1 , and details are not described herein. Specific The second motor 5 remains separated because the hybrid vehicle is in the driving state of the engine 1, and the second motor 3 does not output power outward, but only the first motor 2 and the engine. 1 Output power to the outside. Those skilled in the art understand that in the embodiment, the first motor 2 is a low power integrated starter motor, and the second motor 3 is a high power main drive motor. In the driving operation state of the engine 1, the shift control method of the present invention is different from the first embodiment and its variants in that, in the step S103, only the first motor 2, that is, the integrated start-up is started. The motor regulates the active disk of the first clutch 4, and the second motor 3 does not regulate the rotational speed of the active disk of the second clutch 5. The execution process and the principle in the other steps of the embodiment are similar to those of the first embodiment and the modifications thereof, and may be referred to the above, and are not described herein. Referring to Figures 1, 2 and 6, it will be understood by those skilled in the art that the embodiment shown in Figures 1 and 2 can also be applied to a dual-motor parallel drive mode of operation under a hybrid vehicle configuration, in which case the engine 1 does not operate. . Accordingly, the embodiment shown in FIG. 1 and FIG. 2 can also be applied in a single motor driving operation state, that is, the hybrid vehicle to which the present invention is applied is in a single motor driving operation state, which constitutes a variation of the above-described first embodiment. . Specifically, in the present variation, since the hybrid vehicle is in a motor driving operation state, the second clutch 5 is disengaged, and the second motor 3 and the engine 1 do not output power outward, but only The first motor 2 outputs power to the outside. Those skilled in the art understand that in the present variation, the first motor 2 is a high power main drive motor, and the second motor 3 is a low power integrated starter motor. In the operating state of the present modification, that is, in the motor driving operation state, the shift control method provided by the present invention is different from the first embodiment and the corresponding variation described above, in the step S103, only by the The first motor 2, that is, the main drive motor, regulates the active disk of the first clutch 4, and the second battery cup 3 does not participate in the speed adjustment operation of the active disk of the second clutch 5. Other steps may be implemented by those skilled in the art with reference to the first embodiment and its variations, and details are not described herein. Figure 7 shows a steam of the hybrid vehicle according to a third embodiment of the present invention. Schematic diagram of the connection relationship of the car module. Different from FIG. 1, the engine 1 is connected to the first motor 2, and the hybrid vehicle does not include the second motor 3 and the second clutch 5. Those skilled in the art understand that the first motor 2 is a low power integrated starter motor or a high power main drive motor, that is, the shift control method of the present invention is applied in a conventional automobile or a series hybrid vehicle. In the present embodiment, the shift control method of the present invention is different from the first embodiment and its variants in that, in the step S103, only the first motor 2, that is, the integrated starter motor, is used. The active disc of a clutch 4 performs speed regulation. The execution process and the principle in the other steps are similar to those in the first embodiment and its modifications, and can be referred to the above, and will not be described herein. FIG. 8 is a schematic diagram showing a connection relationship of an automobile module of the electric vehicle according to a fourth embodiment of the present invention. Different from FIG. 1, the hybrid vehicle does not include the engine 1, the second motor 3, and the second clutch 5. Those skilled in the art understand that the first motor 2 is a high power main drive motor, that is, the shift control method of the present invention is applied to an electric vehicle. In the present embodiment, the shift control method of the present invention is different from the first embodiment and its variants in that, in the step S103, only the first motor 2, that is, the main drive motor, is in the The active disc of a clutch 4 performs speed regulation. The principle of the execution process in the other steps is similar to that of the first embodiment and its modifications, and can be referred to the above, and will not be described herein. Fig. 9 is a view showing a control connection relationship of the hybrid vehicle apparatus according to a fifth embodiment of the present invention. According to the embodiment shown in FIGS. 1 to 8 above, preferably, the hybrid vehicle to which the present invention is applied includes a first motor 2, a second motor 3, an engine 1·, a first clutch 4, a second clutch 5, and a synchronizer. 6. The first gear gear set 7, the second gear gear set 8, the differential 9 and the wheel 20. Specifically, in the embodiment shown in FIG. 9, the hybrid vehicle to which the present invention is applied is in the first gear state, the first motor 2 is connected to the first clutch 4, and the second motor 3 is The engine 1 is connected to the second clutch 5, the first clutch 4 and the second clutch 5 are connected to the synchronizer 6, and the synchronizer 6 is connected to the first gear gear set 7, the first gear Gear set 7 and A second gear set 8 is coupled to the differential 9, and the differential 9 is coupled to the wheel 20. Specifically, the engine 1 is dynamically connected to the second motor 3 directly or through a torque coupling device, and the first motor 2 and the synchronizer 6 are connected to each other by connecting a main shaft, and the synchronizer 6 can The spindle rotates together and is slidable on the spindle. Preferably, in the present embodiment, the power source first control device 10 removes the power provided by the power source to the first clutch 4, and is used to restore the power source to provide power to the first clutch 4; a control device 1 1 for controlling the synchronizer 6 to shift; a clutch first control device for controlling the first clutch 4 to separate and for controlling the first clutch 4 to be engaged; a clutch second control device for The first clutch 4 is controlled to synchronize. It is understood by those skilled in the art that, preferably, the power source first control device 10, the synchronizer 6 first control device 1, the clutch first control device and the clutch second control device constitute a complete control device (not shown in FIG. 9 Shown) for controlling the hybrid vehicle to complete the shifting operation, in particular the shifting control of the silent clutch power coupled synchronizer 6.

在本实施例中，所述第一档位是低速档位，例如一档，所述第二档位是高速档位，例如二档，即所述第一档位齿轮组 7是低速档位齿轮组，所述第二档位齿轮组 8是高速档位齿轮组。在本实施例中，所述第一电机 2是大功率的主驱动电机，所述第二电机 3是小功率集成启动电机。当所述汽车达到从低速档位向高速档位进行换档的临界车速，本发明提供的控制装置启动所述换档控制。具体地，在本实施例中，应用于混合动力汽车的动力源包括第一电机 2、第二电机 3 以及发动机 1。 In this embodiment, the first gear position is a low gear position, such as a first gear, and the second gear position is a high gear position, such as a second gear, that is, the first gear gear set 7 is a low gear position. The gear set, the second gear gear set 8 is a high speed gear set. In this embodiment, the first motor 2 is a high-power main drive motor, and the second motor 3 is a low-power integrated starter motor. The control device provided by the present invention activates the shift control when the vehicle reaches a critical vehicle speed for shifting from a low speed gear to a high speed gear. Specifically, in the present embodiment, the power source applied to the hybrid vehicle includes the first motor 2, the second motor 3, and the engine 1.

且优选地，在本实施例中，所述混合动力汽车处于混合动力驱动的工作模式下，即所述第一电机 2、第二电机 3及发动机 1都进行工作输出动力；或者所述混合动力汽车处于双电机并联驱动的工作模式下，即所述第一电机 2及第二电机 3都进行工作输出动力。优选地，所述动力源第一控制装置 10分别控制第一电机 2、第二电机 3以及发动机 1 , 具体地，其用于卸除第一电机 2、第二电机 3以及发动机 1等动力源向所述第一离合器 4及第二离合器 5提供的动力。具体地，控制所述第一电机 2 的力矩使得所述第一离合器 4传输的动力力矩逐步接近零，控制所述第二电机 3的力矩使得所述第二离合器 5传输的动力力矩逐步接近零。本领域技术人员理解，根据不同实施需要，所述动力源第一控制装置 10可以通过多种方式实现动力卸除，优选地，在本实施例中，其控制动力源输出动力的力矩归零，例如通过使所述第一电机 2及第二电机 3的相电流为零的方式使得所述动力源输出动力的力矩归零。 Preferably, in the embodiment, the hybrid vehicle is in a hybrid drive mode, that is, the first motor 2, the second motor 3, and the engine 1 are all outputting work power; or the hybrid power The automobile is in an operating mode in which the two motors are driven in parallel, that is, the first motor 2 and the second motor 3 are both operated to output power. Preferably, the power source first control device 10 controls the first motor 2, the second motor 3, and the engine 1, respectively, and specifically, the power source for removing the first motor 2, the second motor 3, and the engine 1 The power supplied to the first clutch 4 and the second clutch 5. Specifically, the torque of the first motor 2 is controlled such that the power torque transmitted by the first clutch 4 gradually approaches zero, and the torque of the second motor 3 is controlled such that the power of the second clutch 5 is transmitted. The moment gradually approaches zero. It is understood by those skilled in the art that the power source first control device 10 can implement power removal by various means according to different implementation requirements. Preferably, in the embodiment, the torque for controlling the power source output power is zeroed. The torque of the power source output power is zeroed, for example, by zeroing the phase currents of the first motor 2 and the second motor 3.

在本实施例中，当所述动力源第一控制装置 10卸除了动力源向第一离合器 4及第二离合器 5提供的动力后，则上述离合器第一控制装置用于控制所述第一离合器 4及第二离合器 5分离，即控制所述第一离合器 4及第二离合器 5的主动盘与相应的从动盘分离。本领域技术人员理解，本步骤可以通过控制离合器分离轴承自动推动所迷离合器的主动盘的方式实现。接下来，所述离合器第二控制装置控制所述第一离合器 4及第二离合器 5同步；同步器 6第一控制装置控制所述同步器 6换档。具体地，所述当所述同步器 6与所述第一离合器 4及第二离合器 5分离之后，就开始所述第一离合器 4及第二离合器 5同步工作以及同步器 6换档工作。 In the present embodiment, when the power source first control device 10 removes the power provided by the power source to the first clutch 4 and the second clutch 5, the clutch first control device is used to control the first clutch. 4 and the second clutch 5 is disengaged, that is, the active discs of the first clutch 4 and the second clutch 5 are controlled to be separated from the corresponding driven discs. Those skilled in the art understand that this step can be accomplished by controlling the clutch release bearing to automatically push the active disk of the clutch. Next, the clutch second control device controls the first clutch 4 and the second clutch 5 to synchronize; the synchronizer 6 first control device controls the synchronizer 6 to shift. Specifically, after the synchronizer 6 is separated from the first clutch 4 and the second clutch 5, the first clutch 4 and the second clutch 5 are synchronized and the synchronizer 6 is shifted.

更为具体地，上述同步器 6第一控制装置 1 1还包括同步器 6第二控制装置（图中未示出）。所述同步器 6第二控制装置用于控制所述同步器 6与第一档位齿轮组 7分离，控制所述同步器 6在所述主轴上滑行并进行转速同步工作，并用于控制所述同步器 6与第二档位齿轮组 8结合。所述同步器 6第三控制装置用于。具体地，由于所述同步器 6与所述第一档位齿轮组 7的主动齿轮、第二档位齿轮组 8的主动齿轮设置在同一轴上，故在所述同步器 6进行与第二档位齿轮组 8 得转速同步工作的同时，能够控制述同步器 6在所述主轴上滑行到预先定义的与所述第二档位齿轮组 8结合的临界接触点。然后，所述同步器 6第二控制装置控制所述同步器 6与所述第二档位齿轮组 8结合。本领域技术人员理解，由于所述第一离合器 4及第二离合器 5都已经分离，所述动力源传输的动力不再向所述同步器 6传递，因此所述同步器 6能够通过自身的同步功能进行与所述第二档位齿轮纽 8的转速同步工作。当所述同步器 6完成同步工作并在所述主轴上滑行到预先定义的与所述第二档位齿轮组 8结合的临界接触点之后，所述同步器 6就能与所述第二档位齿轮组 8的主动轮结合。 More specifically, the synchronizer 6 first control device 1 1 further includes a synchronizer 6 second control device (not shown). The second control device of the synchronizer 6 is configured to control the synchronizer 6 to be separated from the first gear gear set 7, to control the synchronizer 6 to slide on the spindle and perform speed synchronization work, and to control the The synchronizer 6 is combined with the second gear gear set 8. The synchronizer 6 is used by a third control device. Specifically, since the synchronizer 6 is disposed on the same shaft as the driving gear of the first gear gear set 7 and the driving gear of the second gear gear set 8, the synchronizer 6 performs the second While the gear set 8 is synchronized, the synchronizer 6 can be controlled to slide on the spindle to a predefined critical contact point with the second gear set 8. Then, the synchronizer 6 second control device controls the synchronizer 6 to be coupled with the second gear position gear set 8. Those skilled in the art understand that since the first clutch 4 and the second clutch 5 are all separated, the power transmitted by the power source is no longer transmitted to the synchronizer 6, so the synchronizer 6 can synchronize by itself. The function is performed in synchronization with the rotational speed of the second gear gear 8 . When the synchronizer 6 completes the synchronization work and slides on the spindle to the advance After defining a critical contact point in combination with the second gear set 8 , the synchronizer 6 can be coupled to the drive wheel of the second gear set 8 .

进一步地，所述离合器第二控制装置控制所述第一离合器 4的同步。具体地，所述离合器第二控制装置还包括：离合器第三控制装置 (图中未示出），其用于调节所述第一离合器 4的主动盘的转速，使得所述第一离合器 4的主动盘与从动盘之间的转速差小于第一阈值；离合器第四控制装置（图中未示出），其用于控制所述第一离合器 4 进行贴触工作。更为具体地，所述离合器第三控制装置还用于控制所述第一电机 2调节所述第一离合器 4的主动盘的转速。首先，所述离合器第三控制装置控制所述第一电机 2通过力矩控制方式调节所述第一离合器 4主动盘的转速。当所述第一离合器 4的主动盘与从动盘的转速差大于等于所述第二阈值，则表明所述第一离合器 4的主动盘与从动盘的转速差还过大，所述离合器第三控制装置仍应当控制所述第一电机 2 采用力矩控制的方式调节所迷第一离合器 4 的主动盘的转速；反之，当所述转速差小于所述第二阈值，则表明所述第一离合器 4的主动盘与从动盘的转速差已经比较小，所迷离合器第三控制装置应当控制所述第一电机 2采用转速控制的方式调节所述第一离合器 4 的主动盘的转速。本领域技术人员理解，所述第二阈值是所述第一电机 2对所述第一离合器 4的主动盘进行转速控制时的一个临界点，由于所述第一电机 2通过所述力矩控制的方式调节所述第一离合器 4的主动盘的转速时，所述第一离合器 4的主动盘的转速变化较快；而所述第一电机 2通过转速控制的方式来调节所述第一离合器 4的主动盘的转速时，所述第一离合器 4 的主动盘的转速变化较慢。但如果所述第一电机 2 一直采用所述力矩控制的方式调节所述第一离合器 4的主动盘的转速，那么会使得所述第一离合器 4 的主动盘的转速先小于所 id第一离合器 4的从动盘的转速，再使得所述第一离合器 4的主动盘的转速变大接近所述第一离合器 4 的从动盘的转速，这样反而使得所述第一离合器 4 的主动盘的转速调节时间变长。故此，所述第一电机 2优选地混合采用上述两种方式对所述第一离合器 4的主动盘进行转速调节。所述第二阈值是一个预先确定的值，其值使得当本实施例釆用本优选实施方式时，能够以最短的时间完成所述第一离合器 4的主动盘的转速调节工作。次优地，所述笫一电机 2采用上述其中一种控制方式来调节所述第一离合器 4的主动盘的转速。 Further, the clutch second control device controls synchronization of the first clutch 4. Specifically, the clutch second control device further includes: a clutch third control device (not shown) for adjusting a rotational speed of the active disk of the first clutch 4, such that the first clutch 4 The difference in rotational speed between the active disk and the driven disk is less than a first threshold; a fourth clutch control device (not shown) for controlling the first clutch 4 to perform a contact operation. More specifically, the clutch third control device is further configured to control the first motor 2 to adjust the rotational speed of the active disk of the first clutch 4. First, the clutch third control device controls the first motor 2 to adjust the rotational speed of the first clutch 4 active disk by a torque control mode. When the difference between the rotational speeds of the driving disc and the driven disc of the first clutch 4 is greater than or equal to the second threshold, it indicates that the difference between the rotational speeds of the driving disc and the driven disc of the first clutch 4 is too large, the clutch The third control device should still control the first motor 2 to adjust the rotational speed of the active disk of the first clutch 4 by means of torque control; conversely, when the rotational speed difference is less than the second threshold, the first The difference between the rotational speed of the active disc and the driven disc of a clutch 4 is relatively small, and the third control device of the clutch should control the first motor 2 to adjust the rotational speed of the active disc of the first clutch 4 by means of rotational speed control. It is understood by those skilled in the art that the second threshold is a critical point when the first motor 2 performs rotational speed control on the active disk of the first clutch 4, because the first motor 2 is controlled by the torque. When the speed of the driving plate of the first clutch 4 is adjusted, the rotation speed of the driving disk of the first clutch 4 changes rapidly; and the first motor 2 adjusts the first clutch 4 by means of the speed control. When the rotational speed of the active disk is changed, the rotational speed of the active disk of the first clutch 4 changes slowly. However, if the first motor 2 always adjusts the rotational speed of the active disk of the first clutch 4 by means of the torque control, the rotational speed of the active disk of the first clutch 4 is firstly smaller than the first clutch of the id. The rotational speed of the driven disk of the fourth clutch 4 causes the rotational speed of the active disk of the first clutch 4 to become close to the rotational speed of the driven disk of the first clutch 4, thus causing the active disk of the first clutch 4 to The speed adjustment time becomes longer. Therefore, the first motor 2 is preferably mixed to adjust the rotational speed of the active disk of the first clutch 4 by the above two methods. The second threshold The value is a predetermined value such that when the present embodiment employs the preferred embodiment, the rotational speed adjustment operation of the active disk of the first clutch 4 can be completed in the shortest time. Secondly, the first motor 2 adjusts the rotational speed of the active disk of the first clutch 4 by one of the above control methods.

进一步地，所述离合器第三控制装置控制所述第一电机 2通过转速控制方式调节所述第一离合器 4主动盘的转速使其与所述第一离合器 4的从动盘的转速差小于笫一阈值。当判断所述第一离合器 4的主动盘与所述从动盘的转速差大于等于所述第一阈值，则表明所述第一离合器 4的主动盘与所迷从动盘的转速差还过大使得所述第一离合器 4的主动盘与所述从动盘无法较好地结合，所迷离合器第三控制装置仍应当控制所述第一电机 2采用转速控制的方式调节所述第一离合器 4的主动盘的转速。当判断所述转速差小于所迷笫一阈值，则表明所述第一离合器 4的主动盘与所述从动盘的转速差已经不影响所述第一离合器 4的主动盘与所述从动盘的结合，所述离合器第三控制装置应当不再控制所述第一电机 2调节所述第一离合器 4的主动盘的转速，结束执行对所述第一离合器 4的主动盘的转速调节。本领域技术人员理解，所述第一阈值是一个相对于所述第一离合器 4的主动盘及从动盘的转速而言较小的值，当所述第一离合器 4的主动盘及从动盘的转速差小于第一阈值时，就能够认为所述第一离合器 4的主动盘及从动盘的转速非常的接近，能够在后续步骤中所述第一离合器 4的主动盘及从动盘组结合时，使得所述第一离合器 4的主动盘及从动盘的沖击非常的小，提高了本发明换档控制方法的换档品质。 Further, the third control device of the clutch controls the first motor 2 to adjust the rotation speed of the driving plate of the first clutch 4 by the rotation speed control mode so that the difference between the rotation speed of the driven plate of the first clutch 4 is less than 笫A threshold. Determining that the difference between the rotational speed of the active disk and the driven disk of the first clutch 4 is greater than or equal to the first threshold, indicating that the difference between the rotational speed of the active disk and the driven disk of the first clutch 4 is greater than The driving mechanism of the first clutch 4 and the driven disk are not well coupled, and the third control device of the clutch should still control the first motor 2 to adjust the first clutch by using the speed control mode. 4 the speed of the active disk. When it is determined that the rotational speed difference is less than the threshold value, it indicates that the difference between the rotational speed of the active disk and the driven disk of the first clutch 4 has not affected the active disk and the driven of the first clutch 4 In combination with the disc, the clutch third control device should no longer control the first motor 2 to adjust the rotational speed of the active disc of the first clutch 4, and end the adjustment of the rotational speed of the active disc of the first clutch 4. It is understood by those skilled in the art that the first threshold is a small value relative to the rotational speeds of the active disc and the driven disc of the first clutch 4, when the active disc of the first clutch 4 is driven and driven. When the rotational speed difference of the disc is less than the first threshold, it can be considered that the rotational speeds of the active disc and the driven disc of the first clutch 4 are very close, and the active disc and the driven disc of the first clutch 4 can be in a subsequent step. When the groups are combined, the impact of the driving plate and the driven plate of the first clutch 4 is made very small, and the shifting quality of the shift control method of the present invention is improved.

进一步地，离合器第二控制装置还控制所迷第二离合器 5同步。具体地，所述离合器第二控'制装置还包括：离合器第五控制装置（图中未示出），其用于调节所述第二离合器 5的主动盘的转速，使得所述第二离合器 5的主动盘与从动盘之间的转速差小于第三阈值；离合器第六控制装置（图中未示出），其用于控制所述第二离合器 5进行贴触工作。更为具体地，所述离合器第五控制装置还用于控制所述第二电机 3调节所述第二离合器 5的主动盘的转速。本领域技术人员理解，所述离合器第五控制装置以及离合器第六控制装置对所述第二离合器 5的控制方法及原理可以参照上述离合器第三控制装置以及离合器第四控制装置对所述第一离合器 4的控制方法及原理，在此不予赘述。 Further, the clutch second control device also controls the second clutch 5 to synchronize. Specifically, the clutch second control device further includes: a clutch fifth control device (not shown) for adjusting a rotational speed of the active disk of the second clutch 5, so that the second clutch The difference in rotational speed between the active disk and the driven disk of 5 is less than a third threshold; a sixth control device (not shown) for controlling the second clutch 5 to perform a contact operation. More specifically, the clutch fifth control device is further configured to control the second motor 3 to adjust the rotational speed of the active disk of the second clutch 5. Those skilled in the art The control method and the principle of the clutch fifth control device and the clutch sixth control device for the second clutch 5 can refer to the control of the first clutch 4 by the clutch third control device and the clutch fourth control device. The method and principle are not described here.

最后，所述动力源第一控制装置 10控制所述动力源恢复向所述第一离合器 4及第二离合器 5提供动力。优选地，本领域技术人员理解，控制所述动力源恢复动力的过程与卸除所述动力源提供动力的过程相反，例如优选地根据换挡品质的要求控制第一离合器 4或第二离合器 5主动片和被动片之间的压力来调节第一离合器 4或第二离合器 5的力矩传输能力。同时控制动力源输出和第一离合器 4或第二离合器 5的传输能力同样大小的力矩，直到第一离合器 4或第二离合器 5的传输能力调节到和换挡后需要输出的力矩相等，从而完成汽车从第一档位向第二档位切换的工作。 Finally, the power source first control device 10 controls the power source to resume powering the first clutch 4 and the second clutch 5. Preferably, those skilled in the art understand that the process of controlling the power source to restore power is contrary to the process of discharging the power source, for example, preferably controlling the first clutch 4 or the second clutch 5 according to the requirements of the shift quality. The pressure between the active piece and the passive piece adjusts the torque transmission capability of the first clutch 4 or the second clutch 5. Simultaneously controlling the power source output and the torque of the same capacity of the first clutch 4 or the second clutch 5 until the transmission capacity of the first clutch 4 or the second clutch 5 is adjusted to be equal to the torque required to be output after the shift, thereby completing The work of the car switching from the first gear to the second gear.

参考图 9所示实施例，本领域技术人员理解，所述动力源第一控制装置 10包括动力源第二控制装置及动力源第三控制装置（图 9中未示出）。所述动力源第二控制装置用于控制所述第一电机 2 的力矩使得所述第一离合器 4传输的动力力矩逐步接近零以卸除动力源向所述第一离合器 4及第二离合器 5提供的动力，所述动力源第三控制装置用于控制恢复所述动力源的力矩以逐步恢复动力源向所述第一离合器 4 及第二离合器 5提供动,力，本领域技术人员结合上述阐述可以实现该装置，不予赘述。 Referring to the embodiment shown in Fig. 9, it will be understood by those skilled in the art that the power source first control device 10 includes a power source second control device and a power source third control device (not shown in Fig. 9). The power source second control device is configured to control the torque of the first motor 2 such that the power torque transmitted by the first clutch 4 gradually approaches zero to discharge the power source to the first clutch 4 and the second clutch 5 Provided power, the power source third control device is configured to control the torque of the power source to recover the power source to provide the motion to the first clutch 4 and the second clutch 5, and the person skilled in the art The device can be implemented and will not be described.

本领域技术人员理解，在图 9所示实施例的一个变化例中，本发明所应用的混合动力汽车处于第二档位状态，即在图 9所示实施例的基础上，所述同步器 6与所述第二档位齿轮组 8连接，而不是与所述第一档位齿轮组 7连接。本领域技术人员理解，混合动力汽车在第二档位状态下，所述动力源传递到所述同步器 6的动力通过第二档位齿轮组 8向车轮 20传输动力，而不是通过第一档位齿轮组 7向车轮 20 传输动力。在这样的情况下，仍然可以应用图 9所示实施例来实现换档的控制，在此不予赘述。进一步地，本领域技术人员理解，上述第一档位可以是低速档位，例如一档，此时，对应地所述第二档位是高速档位，例如二档；反之，所述第一档位可以是高速档位，例如二档，此时，对应地所述第二档位是低速档位，例如一档，这并不影响本发明的实质内容。 It will be understood by those skilled in the art that in a variation of the embodiment shown in Fig. 9, the hybrid vehicle to which the present invention is applied is in the second gear state, i.e., based on the embodiment shown in Fig. 9, the synchronizer 6 is coupled to the second gear gear set 8 rather than to the first gear gear set 7. It is understood by those skilled in the art that in the second gear state, the power transmitted by the power source to the synchronizer 6 transmits power to the wheel 20 through the second gear gear set 8, instead of passing through the first gear. The bit gear set 7 transmits power to the wheel 20. In such a case, the embodiment shown in FIG. 9 can still be applied to implement the control of the shifting, and details are not described herein. Further, those skilled in the art understand that the above The first gear can be a high gear, for example, the second gear. In this case, the second gear is a high gear, for example, the second gear; otherwise, the first gear can be a high gear, for example, the second gear. At this time, correspondingly, the second gear position is a low gear position, for example, a gear, which does not affect the essence of the present invention.

优选地，在图 9所示实施例中，所述同步器 6第二控制装置、离合器第三控制装置与离合器第六控制装置同时进行工作。即所述同步器 6第二控制装置控制所述同步器 6与第一档位齿轮组 Ί分离、所述离合器第三控制装置调节所述第一离合器 4的主动盘的转速以及所述离合器第五控制装置调节所述第二离合器 5的主动盘的转速的上述三项工作同时进行。次优地，上述三项工作可以是先后进行的，本领域技术人员理解，本领域技术人员理解，只要使得所述控制方法能够充分利用步骤 S103中预留的时间，不会使得所述步骤 S103消耗的总时长增加即可，在此不予赘述。 Preferably, in the embodiment shown in Fig. 9, the synchronizer 6 second control device, the clutch third control device and the clutch sixth control device operate simultaneously. That is, the synchronizer 6 second control device controls the synchronizer 6 to be separated from the first gear gear set 、, the clutch third control device adjusts the rotational speed of the active disk of the first clutch 4, and the clutch number The above three operations of the fifth control device adjusting the rotational speed of the active disk of the second clutch 5 are simultaneously performed. Sub-optimally, the above three tasks may be performed successively, and those skilled in the art understand that those skilled in the art understand that the step S103 is not caused as long as the control method can make full use of the time reserved in step S103. The total duration of consumption can be increased, and will not be described here.

本领域技术人员理解，图 9所示实施例示出了动力源同时包括两个电机以及一个发动机 1的情况，而在图 9所示实施例的一个变化例中，所迷动力源可以只包括第一电机 2 ,且所述第二离合器 5被省略。在这样的变化例中，所述离合器第二控制装置不包括所述离合器第五控制装置及离合器笫六控制装置，即只通过所迷离合器第三控制装置以及离合器第四控制装置控制所述第一离合器 4 的主动盘的转速以及第一离合器 4的贴触过程。而在另一个类似的变化例中，所述动力源同时包括笫一电机 2以及发动机 1 , 这样的变化例与只包括第一电机 2的变化例相类似，不予赘述。图 10示出了本发明提供的汽车换档的控制方法所应用的汽车的两离合器同步器换档的混合动力驱动***的机械结构图。如图所示，本发明提供的汽车换档的控制方法所应用的汽车的两离合器同步器 6 换档的混合动力驱动***的结构，所述混合动力驱动***包括主驱动电机 2、集成启动发电机 3、发动机 1、第一轴 21 (即主轴 21 ) 、第一级减速装置 7 (第一档位齿轮组）、第二级减速装置 8 (第二一档位齿轮组）、第一离合器 4、第二离合器 5、同步器 6。具体地，所述第二离合器 5的主动盘连接集成启动发电机 3以及汽车的发动机 1，所述第二离合器 5的从动盘连接所述第一轴 21，所述第一离合器 4的主动盘连接所述主驱动电机 2，所述第一离合器 4的从动盘连接所述第一轴 21。所述混合动力电驱动***通过所述第一级减速装置 Ί或第二级减速装置 8输出动力。所述同步器 6可以在所述第一轴 21上滑行，所述第一轴 21通过所述同步器 6连接所述第一级减速装置 7或第二级减速装置 8。所述第一级减速装置 7或第二级减速装置 8连接所述差速器 9, 通过所迷差速器 9向车轮 20传输动力。本领域技术人员理解，所述同步器 6和所述第一轴 21通过花键连接，其能够和所述第一轴 21—起旋转且能够在所述第一轴 21 上滑行，本领域技术人员可以结合现有技术实现这样的结构以及旋转机制，在此不予赘述。 It will be understood by those skilled in the art that the embodiment shown in FIG. 9 shows the case where the power source includes two motors and one engine 1 at the same time, and in a variation of the embodiment shown in FIG. 9, the power source may include only the first A motor 2 and the second clutch 5 are omitted. In such a variation, the clutch second control device does not include the clutch fifth control device and the clutch six control device, that is, the first control device is controlled only by the clutch third control device and the clutch fourth control device. The rotational speed of the active disk of a clutch 4 and the contact process of the first clutch 4. In another similar variation, the power source includes both the first motor 2 and the engine 1. Such variations are similar to the variations including only the first motor 2, and are not described herein. Fig. 10 is a view showing the mechanical construction of a two-clutch synchronizer-shifted hybrid drive system of a vehicle to which the vehicle shift control method of the present invention is applied. As shown in the figure, the present invention provides a two-clutch synchronizer 6 shifting hybrid drive system for a vehicle shift control method, the hybrid drive system including a main drive motor 2, integrated starter power generation Machine 3, engine 1, first shaft 21 (ie spindle 21), first stage reduction gear 7 (first gear gear set), second gear reduction gear 8 (second gear) Position gear set), first clutch 4, second clutch 5, synchronizer 6. Specifically, the active disk of the second clutch 5 is connected to the integrated starter generator 3 and the engine 1 of the automobile, and the driven plate of the second clutch 5 is connected to the first shaft 21, and the first clutch 4 is active. A disk is coupled to the main drive motor 2, and a driven disk of the first clutch 4 is coupled to the first shaft 21. The hybrid electric drive system outputs power through the first stage reduction gear unit or the second stage reduction unit 8. The synchronizer 6 is slidable on the first shaft 21, and the first shaft 21 is connected to the first stage reduction gear unit 7 or the second stage speed reduction device 8 via the synchronizer 6. The first stage reduction gear unit 7 or the second stage reduction gear unit 8 is connected to the differential 9 to transmit power to the wheel 20 via the differential 9. It is understood by those skilled in the art that the synchronizer 6 and the first shaft 21 are connected by a spline, which is rotatable with the first shaft 21 and can slide on the first shaft 21, A person can implement such a structure and a rotation mechanism in combination with the prior art, and details are not described herein.

具体地，所述第二离合器 5的主动盘与所迷发动机 1及所述集成. 启动发电机转子 17支架 16连接；具体地，在本实施例中，所述主动盘靠近中心的部分与所述发动机 1直接连接，相应地，所述第二离合器 5的主动盘在远离中心的外缘处连接所述集成启动发电机转子支架 16。所迷第二离合器 5的从动盘与所迷第一轴 21 的一端连接；具体地，在本具体实施方式中，所述从动盘的中心部分连接所述第一轴 21。进一步地，所述混合动力驱动***的第一离合器 4的主动盘与所述主驱动电机的转子支架 19连接 Specifically, the active disk of the second clutch 5 is connected to the engine 1 and the integrated starter rotor 17 bracket 16; specifically, in this embodiment, the active disk is near the center and the center The engine 1 is directly connected, and correspondingly, the active disk of the second clutch 5 is connected to the integrated starter rotor support 16 at an outer edge away from the center. The driven disc of the second clutch 5 is coupled to one end of the first shaft 21; specifically, in the present embodiment, the central portion of the driven disc is coupled to the first shaft 21. Further, the driving disk of the first clutch 4 of the hybrid drive system is connected to the rotor bracket 19 of the main driving motor.

进一步地，所述混合动力驱动***还包括一档主动齿轮 13〔即第一减速装置的主动齿轮）。所迷一档主动齿轮 13通过同步器 6连接所述第一轴 21的一端，所述的一档主动齿轮 13的另一端连接所述第一级减速装置 7的第一级从动齿轮，所述第一级减速装置 7的第一级从动齿轮通过连接所述差速器 9。 Further, the hybrid drive system further includes a first drive gear 13 (i.e., a drive gear of the first reduction gear). The first driving gear 13 is connected to one end of the first shaft 21 via a synchronizer 6, and the other end of the first driving gear 13 is connected to the first-stage driven gear of the first-stage reduction device 7 The first stage driven gear of the first stage reduction gear unit 7 is connected to the differential 9.

相应地，所述混合动力驱动***还包括二档主动齿轮（即第二减速装置的主动齿轮） 14及第二齿轮轴 15。所述二档主动齿轮 14的一端通过所述同步器 6连接所述第一轴 21，所述二档主动齿轮 14的另一端连接所述笫二级减速装置 8的第二级主动齿轮，所述第二级减速装置 8的第二级从动齿轮通过所述第二齿轮轴 15连接所述第一级减速装置 7的第一级从动齿轮，再通过所述第一级减速装置 7的第一级从动齿轮连接差速器 9。 Accordingly, the hybrid drive system further includes a second-speed drive gear (ie, a drive gear of the second reduction gear) 14 and a second gear shaft 15. One end of the second-speed driving gear 14 is connected to the first shaft 21 through the synchronizer 6 , and the other end of the second-speed driving gear 14 is connected to the second-stage driving gear of the second-stage reduction gear 8 . Second stage deceleration The second stage driven gear of the device 8 is connected to the first stage driven gear of the first stage reduction gear unit 7 via the second gear shaft 15, and is driven by the first stage of the first stage reduction gear unit 7 The gear is connected to the differential 9.

进一步地，在本具体实施方式中，所述第一轴 21、一档主动齿轮 13及二档主动齿轮 14在所述混合动力驱动***中同轴设置，所述二档主动齿轮 14及一档主动齿轮 13采用空套齿轮的方式设置依次设置在所述第一轴 21的外圈，分别依靠一档滚针轴承 1 1、二档滚针轴承 12支撑在第一轴 21上。这并不影响本发明的实质内容，在此不予赘述。 Further, in this embodiment, the first shaft 21, the first speed driving gear 13 and the second speed driving gear 14 are coaxially disposed in the hybrid driving system, and the second speed driving gear 14 and the first gear The driving gear 13 is disposed on the outer ring of the first shaft 21 in the manner of an idler gear, and is supported on the first shaft 21 by a first-stage needle bearing 1 1 and a second-speed needle bearing 12, respectively. This does not affect the substance of the present invention and will not be described herein.

进一步地，本领域技术人员理解，本发明提供的混合动力驱动系统通过所述第一级减速装置 7输出动力。具体地，所述第一级减速装置 7包括一个第一级主动齿轮、一个第一级从动齿轮，其即所述第一级主动齿轮和通过所述第一级从动齿轮述第二齿轮轴 15 与所述变速器差速器 9连接。其中，所述第一级减速装置 7的第一级主动齿轮空套在所述笫一轴 21的一端，在垂直于第一轴 21方向上，所述第一级主动齿轮与第二齿轮轴 15 上的第一级从动齿轮啮合，再与差速器 9 的外壳连接。所述第二级主动齿轮空套在所述第一轴 21 上，在垂直于第一轴 21方向上，其与所述第二齿轮轴 15上的第二级从动齿轮啮合，所述第二级从动齿轮再与差速器 9的外壳连接。本领域技术人员路径的传输，当所述同步器 6与一档主动齿轮 13结合时，所述混合动力驱动***通过所述一档主动齿轮 13向第一级减速装置 7输出动力，此时所述第一级减速装置 7的减速比为所迷第一级从动齿轮与第一级主动齿轮的齿数比，实现了所述混合动力驱动***一档的减速以及增大输出扭矩的工作；当所述同步器 6与二档主动齿轮 14结合时，所述混合动力驱动***通过所述二档主动齿轮 14向第二级减速装置 8输出动力，此时所述第二级减速装置 8减速比为所述第二级从动齿轮与第二级主动齿轮的齿数比实现了所述混合动力驱动***二档的减速以及增大输出扭矩的工作。减速以及增大输出扭矩的工作。 Further, those skilled in the art understand that the hybrid drive system provided by the present invention outputs power through the first stage reduction device 7. Specifically, the first stage reduction gear 7 includes a first stage drive gear, a first stage driven gear, that is, the first stage drive gear and the second gear through the first stage driven gear A shaft 15 is coupled to the transmission differential 9. The first stage driving gear of the first stage speed reducing device 7 is sleeved at one end of the first shaft 21, and the first stage driving gear and the second gear shaft are perpendicular to the first axis 21 The first stage driven gear on the 15 meshes and is connected to the outer casing of the differential 9. The second stage drive gear is sleeved on the first shaft 21 in a direction perpendicular to the first shaft 21, and meshes with a second stage driven gear on the second gear shaft 15, the The secondary driven gear is then coupled to the outer casing of the differential 9. The transmission of the path of the person skilled in the art, when the synchronizer 6 is combined with the first-speed drive gear 13, the hybrid drive system outputs power to the first-stage reduction gear 7 through the first-speed drive gear 13, at this time The reduction ratio of the first-stage reduction gearbox 7 is the gear ratio of the first-stage driven gear and the first-stage driving gear, and realizes the deceleration of the first gear of the hybrid drive system and the work of increasing the output torque; When the synchronizer 6 is combined with the second-speed drive gear 14, the hybrid drive system outputs power to the second-stage reduction gear 8 through the second-speed drive gear 14, and the second-stage reduction device 8 reduces the ratio at this time. The gear ratio of the second-stage driven gear and the second-stage driving gear achieves the deceleration of the second gear of the hybrid drive system and the operation of increasing the output torque. Deceleration and work to increase output torque.

本领域技术人员理解，本发明提供的上述实施例及变化例中所述的换档控制方法都可以应用在图 10所示的汽车两离合器同步器 6换档的混合动力驱动***中，具体地可以参照图 1至图 9中所述实施例及变化例来进行，在此不予赘迷。 Those skilled in the art understand that the shift control methods described in the above embodiments and variations provided by the present invention can be applied to the hybrid drive system of the two-clutch synchronizer 6 of FIG. 10, specifically It can be carried out with reference to the embodiments and variations described in FIGS. 1 to 9, which are not obscured here.

进一步地，本发明也可以应用在多档位的混合动力汽车中。即所述汽车动力***包括任意个档位齿轮组，通过所述同步器 6连接不同档位齿轮组进行换档，其中，通过控制所述第一离合器 4和 /或第二离合器 5的分离来实现所述同步器 6分离，通过控制所述同步器 6的拨叉来实现同步器 6的分离、滑行、同步及啮合，通过控制所述电机的转速来实现所述第一离合器 4和 /或第二离合器 5的结合。具体地，所述混合动力驱动***还可以设置多级减速装置，例如设置第三级减速装置，只要设置的减速装置能够与所述同步器 6结合或分离，并连接所述差速器 9及车轮 20。该减速装置的设置方案可以参照所述第一级减速装置 7及所述第二级减速装置 8进行，只要当所述同步器 6与该减速装置结合时，该减速装置能够将动力源传输而来的动力传输至车轮 20即可。本领域技术人员理解，所述混合动力驱动***的具体机械连接方式可以参照图 1所示实施例及变化例进行，在此不予赘述。以上对本发明的具体实施例进行了描述。需要理解的是，本发明并不局限于上述特定实施方式，本领域技术人员可以在权利要求的范围内做出各种变形或修改，这并不影响本发明的实质内容。 Further, the present invention can also be applied to a multi-position hybrid vehicle. That is, the vehicle power system includes any gear gear set, and the gears are connected by the synchronizer 6 for shifting, wherein by controlling the separation of the first clutch 4 and/or the second clutch 5 The separation of the synchronizer 6 is realized, and the separation, the coasting, the synchronization and the meshing of the synchronizer 6 are realized by controlling the shift fork of the synchronizer 6, and the first clutch 4 and/or the speed of the motor is controlled by controlling the speed of the motor. The combination of the second clutch 5. Specifically, the hybrid drive system may further be provided with a multi-stage reduction device, for example, a third-stage reduction device, as long as the provided reduction device can be combined or separated from the synchronizer 6 and connected to the differential 9 and Wheel 20. The arrangement of the speed reducer can be performed with reference to the first stage speed reducer 7 and the second stage speed reducer 8 as long as the speed reducer can transmit the power source when the synchronizer 6 is combined with the speed reducer The power coming from is transmitted to the wheel 20. It is understood by those skilled in the art that the specific mechanical connection mode of the hybrid drive system can be performed by referring to the embodiment and the modification shown in FIG. 1 , and details are not described herein. The specific embodiments of the present invention have been described above. It is to be understood that the invention is not limited to the specific embodiments described above, and various modifications and changes may be made by those skilled in the art without departing from the scope of the invention.

Claims

权利要求 Rights request

1.一种车用双离合器动力耦合同步器的换档控制方法，其中，所述汽车的动力源至少包括第一电机，所述汽车至少还包括第一离合器、一个同步器、第一档位齿轮组及第二档位齿轮组，所述第一电机和一个主轴连接，所述同步器和主轴连接，所述同步器能够和所述主轴一起旋转且能够在主轴上滑动，所述第一电机通过所述同步器连接所述第一档位齿轮组或第二档位齿轮组从而把动力传输到车轮上，其特征在于，所述方法包括如下步骤： A shift control method for a dual clutch power coupled synchronizer for a vehicle, wherein: the power source of the automobile includes at least a first motor, and the vehicle further includes at least a first clutch, a synchronizer, and a first gear position a gear set and a second gear gear set, the first motor is coupled to a main shaft, the synchronizer is coupled to a main shaft, and the synchronizer is rotatable together with the main shaft and is slidable on the main shaft, the first The motor is coupled to the first gear gear set or the second gear gear set via the synchronizer to transmit power to the wheel, wherein the method comprises the steps of:

a. 卸除动力源向所述第一离合器提供的动力； a. removing power provided by the power source to the first clutch;

b. 控制所述第一离合器分离； b. controlling the first clutch to separate;

c 控制所述同步器换档，并控制所述第一离合器同步； c controlling the synchronizer shift and controlling the first clutch to synchronize;

d. 控制所迷第一离合器结合；以及 d. controlling the first clutch combination; and

e. 恢复动力源向所述第一离合器提供动力。 e. Recovering the power source to power the first clutch.

2.根据权利要求 1所述的控制方法，其特征在于，所迷步骤 c中 "控制所述同步器换档" 的步骤包括如下步骤： The control method according to claim 1, wherein the step of "controlling the synchronizer shift" in step c comprises the following steps:

i. 控制所述同步器与第一档位齿轮组分离； i. controlling the synchronizer to be separated from the first gear gear set;

ii. 控制所述同步器在所迷主轴上滑行并进行转速同步工作； iii. 控制所述同步器与第二档位齿轮组结合。 Ii. controlling the synchronizer to slide on the spindle and perform speed synchronization; iii. controlling the synchronizer to combine with the second gear set.

3.根据权利要求 2所述的控制方法，其特征在于，所述步骤 ii中控制所述同步器在所述主轴上滑行到预先定义的与所述第二档位齿轮组结合的临界接触点。 The control method according to claim 2, wherein in the step ii, the synchronizer is controlled to slide on the main shaft to a predefined critical contact point combined with the second gear gear set. .

4.根据权利要求 2或 3所述的控制方法，其特征在于，所述步骤 ii 中 "进行转速同步工作" 的步骤包括如下步骤： The control method according to claim 2 or 3, wherein the step of "performing the speed synchronization operation" in the step ii comprises the following steps:

- 通过控制所述同步器上的锥形离合器的摩擦力使得所述同步器与所述第二档位齿轮组转速同步； - synchronizing the synchronizer with the second gear gear set by controlling the friction of the cone clutch on the synchronizer;

其中，当所述同步器和所述第二档位齿轮组速度同步时，再执行所述步骤 iii。 Wherein, when the synchronizer and the second gear gear set are synchronized in speed, the step iii is performed.

5.根据权利要求 4所述的控制方法，其特征在于，所迷步骤 ii中 "进行转速同步工作" 的步骤包括如下步骤： - 控制所述锥形离合器的滑动摩擦力实现所述同步器齿环的速度和所述第二档位齿轮组上的齿环速度同步。 The control method according to claim 4, wherein the step of "performing the speed synchronization operation" in the step ii comprises the following steps: Controlling the sliding friction of the cone clutch to synchronize the speed of the synchronizer ring gear with the ring gear speed on the second gear set.

6. 根据权利要求 5所述的控制方法，其特征在于，在所述两个齿环的速度同步前，所述同步器上的挡环阻止所述两个齿环啮合，当所述两个齿环的速度同步时，在同步器拨叉的推动下实现所述两个齿环啮合，从而实现所述同步器的结合。 6. The control method according to claim 5, wherein a stop ring on the synchronizer prevents the two ring gears from meshing before the speeds of the two ring gears are synchronized, when the two When the speeds of the ring gears are synchronized, the two ring gears are engaged under the push of the synchronizer forks, thereby achieving the combination of the synchronizers.

7.根据权利要求 1至 6中任一项所述的控制方法，其特征在于，所述步骤 c中 "控制所述第一离合器同步" 的步骤包括如下步骤： The control method according to any one of claims 1 to 6, wherein the step of "controlling the first clutch synchronization" in the step c comprises the following steps:

1'. 调节所述第一离合器的主动盘的转速,使得所述第一离合器的主动盘与从动盘之间的转速差小于笫一阈值； 1'. adjusting a rotational speed of the active disk of the first clutch such that a difference in rotational speed between the active disk and the driven disk of the first clutch is less than a threshold value;

ϋ'. 控制所述第一离合器的主动盘移至与从动盘结合的临界接触点。 ϋ'. Control the active disc of the first clutch to move to a critical contact point with the driven disc.

8.根据权利要求 7所述的控制方法，其特征在于，所述步骤 i与步骤 i'同时进行。 The control method according to claim 7, wherein the step i is performed simultaneously with the step i'.

9.根据权利要求 7或 8所述的控制方法，其特征在于，所述步骤 i' 中 "调节所述第一离合器的主动盘的转速" 的步骤还包括如下步骤： The control method according to claim 7 or 8, wherein the step of "adjusting the rotational speed of the active disk of the first clutch" in the step i' further comprises the following steps:

- 由所述第一电机调节所述第一离合器的主动盘的转速。 - adjusting the rotational speed of the active disk of the first clutch by the first motor.

10. 根据权利要求 9所述的控制方法，其特征在于，所述第一电机通过转速控制的方式来调节所述第一离合器的主动盘的转速。 10. The control method according to claim 9, wherein the first motor adjusts a rotational speed of the active disk of the first clutch by means of a rotational speed control.

1 1. 根据权利要求 9所述的控制方法，其特征在于，当所述第一离合器的主动盘与从动盘之间的转速差大于等于第二阈值时，所述第一电机通过力矩控制的方式来调节所述第一离合器的主动盘的转速。 1 . The control method according to claim 9 , wherein when the difference in rotational speed between the active disk and the driven disk of the first clutch is greater than or equal to a second threshold, the first motor is controlled by torque The way to adjust the rotational speed of the active disc of the first clutch.

12. 根据权利要求 11 所述的控制方法，其特征在于，当所述第一离合器的主动盘与从动盘之间的转速差小于第二阈值时，所述第一电机通过转速控制的方式来调节所述第一离合器的主动盘的转速。 12. The control method according to claim 11, wherein when the difference in rotational speed between the active disk and the driven disk of the first clutch is less than a second threshold, the first motor passes the speed control mode. To adjust the rotational speed of the active disk of the first clutch.

13. 根据权利要求 1至 12中任一项所述的控制方法，其特征在于，在所述第一离合器结合的过程中，控制所述第一电机逐步输出力矩，同时控制所述第一离合器的动片和静片之间的压力以调节所述第一离合器的力矩传输能力。为了避免第一离合器打滑和对第一离合器过于施压造成能源浪费，第一电机输出的力矩和第一离合器的力矩输出能力相等。 The control method according to any one of claims 1 to 12, wherein, in the process of combining the first clutch, controlling the first motor to gradually output a torque while controlling the first clutch The pressure between the rotor and the stator controls the torque transmission capability of the first clutch. In order to avoid the first clutch slipping and overstressing the first clutch The energy is wasted, and the torque output by the first motor and the torque output of the first clutch are equal.

14. 根据权利要求 1至 13中任一项所述的控制方法，其特征在于，所述第一档位齿轮组与所述第二档位组的关系为如下关系中的任一种： The control method according to any one of claims 1 to 13, wherein the relationship between the first gear gear set and the second gear group is any one of the following relationships:

- 所述第一档位齿轮组是高速比档位齿轮组，所述第二档位齿轮组是低速比档位齿轮组；或者 - the first gear gear set is a high speed ratio gear set, and the second gear gear set is a low speed gear gear set; or

- 所述第一档位齿轮组是低速比档位齿轮组，所述第二档位齿轮组是高速比档位齿轮组。 - the first gear gear set is a low speed gear gear set and the second gear gear set is a high speed gear gear set.

15. 根据权利要求 1至 14中任一项所述的控制方法，其特征在于，在执行所述步骤 a的同时控制所述第一离合器的动片和静片之间的压力逐渐降低，从而使得所述第一离合器的力矩传输能力逐渐降低，然后再执行所述步骤 b。 The control method according to any one of claims 1 to 14, wherein the pressure between the rotor and the stator of the first clutch is gradually decreased while the step a is performed, thereby The torque transmission capability of the first clutch is gradually lowered, and then the step b is performed.

16. 根据权利要求 1至 15中任一项所述的控制方法，其特征在于，所述步骤 a包括如下步骤： The control method according to any one of claims 1 to 15, wherein the step a comprises the following steps:

- 控制所述第一电机的力矩第一离合器传输的动力力矩逐步接近零。 - Controlling the torque of the first motor The power torque transmitted by the first clutch is gradually approaching zero.

17. 根据权利要求 1至 16中任一项所述的控制方法，其特征在于，所述步骤 e包括如下步骤： The control method according to any one of claims 1 to 16, wherein the step e comprises the following steps:

- 控制所述第一电机逐步输出力矩，以恢复动力源提供的动力。 - controlling the first motor to gradually output torque to recover power provided by the power source.

18. 根据权利要求 1至 17中任一项所述的控制方法，其中，所述汽车的动力源还包括第二电机及第二离合器，所述第二电机通过所述第二离合器将动力传输到所述主轴上，其特征在于： The control method according to any one of claims 1 to 17, wherein the power source of the automobile further includes a second motor and a second clutch, and the second motor transmits power through the second clutch On the spindle, it is characterized by:

所述步骤 a还包括如下步骤： The step a further includes the following steps:

- 卸除动力源向所述第二离合器提供的动力； - removing power provided by the power source to the second clutch;

其中，所述步骤 b还包括如下步骤： The step b further includes the following steps:

- 控制所述第二离合器分离； - controlling the second clutch to separate;

其中，所述步骤 c还包括如下步骤： The step c further includes the following steps:

- 控制所述第二离合器同步； Controlling the second clutch synchronization;

其中，所述步骤 d还包括如下步骤： - 控制所述第二离合器结合； The step d further includes the following steps: Controlling the second clutch coupling;

其中，所述步骤 e中的 "恢复动力源向所述第一离合器提供动力 " 步骤还包括如下步骤： The step of "recovering the power source to power the first clutch" in the step e further includes the following steps:

- 恢复动力源向所述第二离合器提供动力。 - recovering the power source to power the second clutch.

19. 根据权利要求 18所述的控制方法，其特征在于，所述步骤 c 中 "控制所述第二离合器同步" 的步骤还包括如下步骤： The control method according to claim 18, wherein the step of "controlling the second clutch synchronization" in the step c further comprises the following steps:

i". 调节所述笫二离合器的主动盘的转速，使得所述第二离合器的主动盘与从动盘之间的转速差小于第三阈值； i". adjusting the rotational speed of the active disk of the second clutch such that the difference in rotational speed between the active disk and the driven disk of the second clutch is less than a third threshold;

ii". 控制所述第二离合器的主动盘移至与从动盘结合的临界接触点。 Ii". Controlling the active disk of the second clutch to move to a critical contact point with the driven disk.

20. 根据权利要求 19所述的控制方法，其特征在于，所述步骤1、步骤 i'与步骤 i"同时进行。 The control method according to claim 19, wherein the step 1, the step i' and the step i" are performed simultaneously.

21. 根据权利要求 19或 20所述的控制方法，其特征在于，所述步骤中 "调节所述第二离合器的主动盘的转速" 的步骤还包括如下步骤： The control method according to claim 19 or 20, wherein the step of "adjusting the rotational speed of the active disk of the second clutch" in the step further comprises the following steps:

- 由所述第二电机调节所述第二离合器的转速。 - adjusting the rotational speed of the second clutch by the second motor.

22. 根据权利要求 21 所述的控制方法，其特征在于，所述第一电机通过转速控制的方式来调节所述第一离合器的主动盘的转速。 22. The control method according to claim 21, wherein the first motor adjusts a rotational speed of the active disk of the first clutch by means of a rotational speed control.

23. 根据权利要求 21 所述的控制方法，其特征在于，当所述第二离合器的主动盘与从动盘之间的转速差大于等于第四阈值时，所述第二电机通过力矩控制的方式来调节所迷第二离合器的主动盘的转速。 The control method according to claim 21, wherein when the difference in rotational speed between the active disk and the driven disk of the second clutch is greater than or equal to a fourth threshold, the second motor is controlled by a torque The way to adjust the rotational speed of the active disc of the second clutch.

24. 根据权利要求 23所述的控制方法，其特征在于，当所述第二离合器的主动盘与从动盘之间的转速差小于第四阈值时，所述第二电机通过转速控制的方式来调节所述第二离合器的主动盘的转速。 The control method according to claim 23, wherein when the difference in rotational speed between the active disk and the driven disk of the second clutch is less than a fourth threshold, the second motor passes the speed control mode To adjust the rotational speed of the active disk of the second clutch.

25. 根据权利要求 18至 24中任一项所述的控制方法，其特征在于，在所述第二离合器结合的过程中，所述第二电机逐步输出力矩，同时控制所述第二离合器的压力逐渐降低，从而使得所述第二离合器的力矩传输能力逐渐降氐。 The control method according to any one of claims 18 to 24, wherein, in the process of combining the second clutch, the second motor gradually outputs a torque while controlling the second clutch The pressure is gradually lowered, so that the torque transmission capability of the second clutch is gradually lowered.

26. 根据权利要求 1至 25中任一项所述的控制方法，其特征在于，所述第一电机是大功率主驱动电机，所述第二电机是小功率集成启动电机。 The control method according to any one of claims 1 to 25, characterized in that The first motor is a high power main drive motor and the second motor is a low power integrated starter motor.

27. 根据权利要求 1至 Π中任一项所述的控制方法，其中，所述汽车的动力源还包括第二电机及第二离合器，所述第二电机通过所述第二离合器动力连接所述同步器，其特征在于，所述第一电机是大功率主驱动电机，所述第二电机是小功率集成启动电机，所述第二离合器保持分离。 The control method according to any one of claims 1 to 3, wherein the power source of the automobile further includes a second motor and a second clutch, and the second motor is connected to the second clutch through the second clutch The synchronizer is characterized in that: the first motor is a high-power main drive motor, the second motor is a low-power integrated starter motor, and the second clutch remains separated.

28. 根据权利要求 26或 27所述的控制方法，其特征在于，所述汽车动力源还包括发动机，所述发动机直接或通过力矩耦合器件与所述第二电机动力连接。 The control method according to claim 26 or 27, wherein the vehicle power source further comprises an engine, and the engine is power-connected to the second motor directly or through a torque coupling device.

29. 根据权利要求 28所述的控制方法，其特征在于，所述控制方式应用于混合动力汽车的双电机并联驱动工作模式、混合动力驱动工作模式或单电机驱动工作模式下。 The control method according to claim 28, wherein the control mode is applied to a dual-motor parallel drive operation mode, a hybrid drive operation mode, or a single-motor drive operation mode of the hybrid vehicle.

30. 根据权利要求 1至 17中任一项所述的控制方法，其中，所述汽车的动力源还包括第二电机及第二离合器，所迷第二电机通过所述第二离合器动力连接所述同步器，其特征在于，所述第一电机是小功率集成启动电机，所述第二电机是大功率主驱动电机，所述第二离合器保持分离。 The control method according to any one of claims 1 to 17, wherein the power source of the automobile further includes a second motor and a second clutch, and the second motor is connected to the second clutch through the second clutch The synchronizer is characterized in that: the first motor is a low power integrated starter motor, the second motor is a high power main drive motor, and the second clutch remains separated.

31. 根据权利要求 30所述的控制方法，其特征在于，所述汽车动力源还包括发动机，所述发动机直接或通过力矩耦合器件与所述第一电机动力连接。 31. The control method according to claim 30, wherein the vehicle power source further comprises an engine, and the engine is power-connected to the first motor directly or through a torque coupling device.

32. 根据权利要求 31 所述的控制方法，其特征在于，所述控制方式应用于混合动力汽车的发动机驱动工作模式下。 The control method according to claim 31, wherein the control mode is applied to an engine driving operation mode of the hybrid vehicle.

33. 根据权利要求 1至 32中任一项所述的控制方法，其特征在于，所述汽车动力***可以包括任意个档位齿轮组，通过所述同步器连接不同档位齿轮组进行换档，其中，通过控制所述笫一离合器和 /或第二离合器的分离来实现所述同步器分离，通过控制所述同步器的拨叉来实现同步器的滑行、同步及啮合，通过控制所迷电机的转速来实现所述第一离合器和 /或第二离合器的结合。 The control method according to any one of claims 1 to 32, wherein the automobile power system may include any gear gear set, and the gears are connected by the synchronizer to perform gear shifting. The synchronizer is separated by controlling the separation of the first clutch and/or the second clutch, and the synchronizing, synchronizing and meshing of the synchronizer is realized by controlling the fork of the synchronizer, which is controlled by the control. The speed of the motor is used to achieve a combination of the first clutch and/or the second clutch.

34. 一种车用汉离合器动力耦合同步器的换档控制装置，其中，所述汽车的动力源至少包括第一电机，所述汽车至少还包括第一离合器、一个同步器、第一档位齿轮组及第二档位齿轮组，所述第一电机和一个主轴连接，所述同步器和主轴连接，所述同步器能够和所述主轴一起旋转且能够在主轴上滑动，所述第一电机通过所述同步器连接所述第一档位齿轮组或第二档位齿轮组从而把动力传输到车轮上，其特征在于，所述控制装置包括： 34. A shift control device for a vehicle-use clutch-coupled power synchronizer, wherein: the power source of the vehicle includes at least a first motor, and the vehicle further includes at least a first clutch, a synchronizer, and a first gear a gear set and a second gear gear set, the first motor is coupled to a main shaft, the synchronizer is coupled to a main shaft, and the synchronizer is rotatable together with the main shaft and is slidable on the main shaft, the first The motor is coupled to the first gear gear set or the second gear gear set via the synchronizer to transmit power to the wheel, wherein the control device comprises:

动力源第一控制装置，其用于卸除动力源向所述第一离合器提供的动力，并用于恢复动力源向所述第一离合器提供动力； a power source first control device for removing power provided by the power source to the first clutch and for restoring a power source to power the first clutch;

离合器第一控制装置，其用于控制所述第一离合器分离，并用于控制所述第一离合器结合； a first clutch control device for controlling the first clutch disengagement and for controlling the first clutch coupling;

、离合器第二控制装置，其用于控制所述第一离合器同步；以及同步器第一控制装置，其用于控制所述同步器换档。 a second clutch control device for controlling the first clutch synchronization; and a synchronizer first control device for controlling the synchronizer shift.

35. 根据权利要求 34所迷的控制装置，其特征在于，所述同步器第一控制装置还包括： The control device according to claim 34, wherein the synchronizer first control device further comprises:

- 同步器第二控制装置，其用于控制所述同步器与所连接的第一档位齿轮组分离、控制所述同步器在所述主轴上滑行以及与第二档位齿轮组转速同步和结合。 a synchronizer second control device for controlling the synchronizer to be disengaged from the connected first gear gear set, controlling the synchronizer to coast on the spindle and synchronizing with the second gear gear set and Combine.

36. 根据权利要求 35所迷的控制装置，其特征在于，所述同步器第二控制装置还用于控制所述同步器在所述主轴上滑行到预先定义的与所述第二档位齿轮组结合的临界接触点。 36. The control device according to claim 35, wherein the synchronizer second control device is further configured to control the synchronizer to slide on the main shaft to a predefined gear position and the second gear The combination of critical contact points.

37. 根据权利要求 35或 36所述的控制装置，其特征在于，所述同步器第二控制装置用于控制所述锥形离合器的滑动摩擦力实现所述同步器齿环的速度和第二档位齿轮组上的齿环速度同步。 37. The control device according to claim 35 or 36, wherein the synchronizer second control device is configured to control a sliding friction force of the cone clutch to achieve a speed of the synchronizer ring gear and a second The gear ring speed on the gear set is synchronized.

38. 根据权利要求 37所述的控制装置，其特征在于，在所述两个齿环的速度同步前，所述同步器第二控制装置控制同步器上的挡环阻止所述两个齿环啮合，当所述两个齿环的速度同步时，在同步器拨叉的推动下实现所述两个齿环啮合，从而实现同步器的结合。 38. The control device according to claim 37, wherein the synchronizer second control device controls the retaining ring on the synchronizer to block the two ring gears before the speeds of the two ring gears are synchronized Engagement, when the speeds of the two ring gears are synchronized, the two ring gears are engaged under the push of the synchronizer fork, thereby achieving the combination of the synchronizers.

39. 根据权利要求 34至 38中任一项所述的控制装置，其特征在于，所述离合器第二控制装置还包括： The control device according to any one of claims 34 to 38, characterized in that The clutch second control device further includes:

- 离合器第三控制装置，其用于调节所述第一离合器的主动盘的转速，使得所述第一离合器的主动盘与从动盘之间的转速差小于第一阈值； a clutch third control device for adjusting a rotational speed of the active disk of the first clutch such that a difference in rotational speed between the active disk and the driven disk of the first clutch is less than a first threshold;

- 离合器第四控制装置，其用于控制所述第一离合器的主动盘移至与从动盘结合的临界接触点。 a clutch fourth control device for controlling the active disk of the first clutch to move to a critical contact point in combination with the driven disk.

40. 根据权利要求 39所述的控制装置，其特征在于，所述同步器第二控制装置与离合器第三控制装置同时运行。 40. The control device according to claim 39, wherein the synchronizer second control device operates simultaneously with the clutch third control device.

41. 根据权利要求 39或 40中任一项所述的控制装置，其特征在于，所述离合器第三控制装置还用于控制所述第一电机调节所述第一离合器的主动盘的转速。 The control device according to any one of claims 39 or 40, wherein the clutch third control device is further configured to control the first motor to adjust a rotational speed of a driving disk of the first clutch.

42. 根据权利要求 41所述的控制装置，其特征在于，所述离合器第三控制装置控制所述第一电机通过转速控制的方式来调节所迷第一离合器的主动盘的转速。 The control device according to claim 41, wherein the clutch third control device controls the first motor to adjust the rotational speed of the active disk of the first clutch by means of rotational speed control.

43. 根据权利要求 41所迷的控制装置，其特征在于，所述离合器第三控制装置控制当所述第一离合器的主动盘与从动盘之间的转速差大于等于第二阈值时，所述第一电机通过力矩控制的方式来调节所述第一离合器的主动盘的转速。 43. The control device according to claim 41, wherein the clutch third control device controls when a difference in rotational speed between the active disk and the driven disk of the first clutch is greater than or equal to a second threshold The first motor adjusts the rotational speed of the active disk of the first clutch by means of torque control.

44. 根据权利要求 43所述的控制装置，其特征在于，所述离合器第三控制装置控制当所述第一离合器的主动盘与从动盘之间的转速差小于第二阈值时，所述第一电机通过转速控制的方式来调节所述第一离合器的主动盘的转速。 The control device according to claim 43, wherein the clutch third control device controls that when a difference in rotational speed between a driving disk and a driven disk of the first clutch is less than a second threshold, The first motor adjusts the rotational speed of the active disk of the first clutch by means of rotational speed control.

45. 根据权利要求 34至 44中任一项所述的控制装置，其特征在于，在所述第一离合器结合的过程中，所述离合器第三控制装置控制所述第一电机逐步输出力矩，同时控制所述第一离合器的动片和静片之间的压力以调节所述第一离合器的力矩传输能力。为了避免第一离合器打滑和对第一离合器过于施压造成能源浪费，第一电机输出的力矩和第一离合器的力矩输出能力相等。 The control device according to any one of claims 34 to 44, wherein, in the process of combining the first clutch, the clutch third control device controls the first motor to gradually output a torque, At the same time, the pressure between the rotor and the stator of the first clutch is controlled to adjust the torque transmission capability of the first clutch. In order to avoid energy waste caused by the first clutch slippage and excessive pressure on the first clutch, the torque output by the first motor and the torque output capability of the first clutch are equal.

46. 根据权利要求 34至 45中任一项所述的控制装置，其特征在于，所述第一档位齿轮组与所述第二档位组的关系为如下关系中的任一种： - 所述第一档位齿轮组是高速比档位齿轮组，所述第二档位齿轮组是低速比档位齿轮组；或者 The control device according to any one of claims 34 to 45, characterized in that The relationship between the first gear gear set and the second gear gear group is any one of the following relationships: - the first gear gear set is a high speed gear gear set, and the second gear position The gear set is a low speed ratio gear set; or

47. 根据权利要求 34至 46中任一项所述的控制方法，其特征在于，所述动力源第一控制装置还同时控制所述第一离合器的压力逐渐降低，从而使得所述第一离合器的力矩传输能力逐渐降低。 The control method according to any one of claims 34 to 46, wherein the power source first control device simultaneously controls the pressure of the first clutch to gradually decrease, thereby causing the first clutch The torque transmission capability is gradually reduced.

48. 根据权利要求 34至 47中任一项所述的控制装置，其特征在于，所述动力源第一控制装置还包括： The control device according to any one of claims 34 to 47, wherein the power source first control device further comprises:

- 动力源第二控制装置，其用于控制所述第一电机的力矩使得所述第一离合器传输的动力力矩逐步接近零，以逐步卸除动力源向所述第一离合器提供的动力； a power source second control device for controlling a torque of the first motor such that a power torque transmitted by the first clutch gradually approaches zero to gradually remove power provided by the power source to the first clutch;

49. 根据权利要求 34至 48中任一项所述的控制装置，其特征在于，所述动力源第一控制装置还包括： The control device according to any one of claims 34 to 48, wherein the power source first control device further comprises:

- 动力源第三控制装置，其用于恢复所述动力源提供的动力的力矩，以逐步恢复动力源向所述第一离合器提供动力。 a power source third control device for recovering a torque of the power provided by the power source to gradually restore the power source to power the first clutch.

50. 根据权利要求 34至 49中任一项所述的控制装置，其中，所述汽车的动力源还包括第二电机及第二离合器，所述第二电机通过所述第二离合器动力连接所述同步器，其特征在于： The control device according to any one of claims 34 to 49, wherein the power source of the automobile further includes a second motor and a second clutch, and the second motor is connected to the second clutch through the second clutch The synchronizer is characterized by:

所述动力源第一控制装置还能够用于卸除动力源向所述第二离合器提供的动力，并用于恢复动力源向所述第二离合器提供动力 The power source first control device can also be configured to remove power provided by the power source to the second clutch and to restore the power source to power the second clutch

所述离合器第一控制装置还能够用于控制所述第二离合器分离，并用于控制所述第二离合器结合；以及 The clutch first control device can also be configured to control the second clutch disengagement and to control the second clutch engagement;

所述离合器第二控制装置还能够用于控制所述第二离合器同步。 The clutch second control device can also be used to control the second clutch synchronization.

51. 根据权利要求 50所述的控制装置，其特征在于，所述离合器第二控制装置还包括： The control device according to claim 50, wherein the clutch second control device further comprises:

所述离合器第五控制装置，其用于调节所述第二离合器的主动盘的转速，使得所述第二离合器的主动盘与从动盘之间的转速差小于第三阈值； The clutch fifth control device is configured to adjust a rotational speed of the active disk of the second clutch such that a rotational speed difference between the active disk and the driven disk of the second clutch is smaller than Three thresholds;

所述离合器第六控制装置，其用于控制所述第二离合器的主动盘移至与从动盘结合的临界接触点。 The clutch sixth control device is configured to control the active disc movement of the second clutch to a critical contact point with the driven disc.

52. 根据权利要求 51所述的控制装置，其特征在于，所述同步器第二控制装置和离合器第五控制装置同时运行。 52. The control device according to claim 51, wherein the synchronizer second control device and the clutch fifth control device operate simultaneously.

53. 根据权利要求 51至 52中任一项所述的控制装置，其特征在于, 所述离合器第五控制装置还用于控制所述第二电机调节所述第二离合器的转速。 The control device according to any one of claims 51 to 52, wherein the clutch fifth control device is further configured to control the second motor to adjust a rotation speed of the second clutch.

54. 根据权利要求 53所迷的控制装置，其特征在于，所述离合器第五控制装置控制所述第二电机通过转速控制的方式来调节所述第二离合器的主动盘的转速。 A control device according to claim 53, wherein said clutch fifth control means controls said second motor to adjust a rotational speed of said active disk of said second clutch by means of rotational speed control.

55. 根据权利要求 53所述的控制装置，其特征在于，所述离合器第五控制装置控制当所述第二离合器的主动盘与从动盘之间的转速差大于等于第四阈值时，所述第二电机通过力矩控制的方式来调节所述第二离合器的主动盘的转速。 The control device according to claim 53, wherein the clutch fifth control device controls when a difference in rotational speed between a driving disk and a driven disk of the second clutch is greater than or equal to a fourth threshold value, The second motor adjusts the rotational speed of the active disk of the second clutch by means of torque control.

56. 根据权利要求 55所述的控制装置，其特征在于，所述离合器第五控制装置控制当所述第二离合器的主动盘与从动盘之间的转速差小于第四阈值时，所述第二电机通过转速控制的方式来调节所述第二离合器的主动盘的转速。 The control device according to claim 55, wherein the clutch fifth control device controls that when a difference in rotational speed between a driving disk and a driven disk of the second clutch is less than a fourth threshold, The second motor adjusts the rotational speed of the active disk of the second clutch by means of rotational speed control.

57. 根据权利要求 50至 56中任一项所述的控制装置，其特征在于，在所述第二离合器结合的过程中，所述离合器第五控制装置控制所述第二电 ^ t步输出力矩，同时控制所述第二离合器的压力逐渐降低，从而使得所述第二离合器的力矩传输能力逐渐降低。 The control device according to any one of claims 50 to 56, wherein the clutch fifth control device controls the second electric step output during the second clutch engagement The torque, while controlling the pressure of the second clutch, is gradually lowered, so that the torque transmission capability of the second clutch is gradually lowered.

58. 根据权利要求 34至 57中任一项所述的控制装置，其特征在于，所述第一电机是大功率主驱动电机，所迷第二电机是小功率集成启动电机。 The control device according to any one of claims 34 to 57, wherein the first motor is a high-power main drive motor, and the second motor is a low-power integrated starter motor.

59. 根椐权利要求 34至 49中任一项所述的控制装置，其中，所述汽车的动力源还包括第二电机及第二离合器，所述第二电机通过所述第二离合器动力连接所述同步器，其特征在于，所述第一电机是大功率主驱动电机，所述第二电机是小功率集成启动电机，所述第二离合器保持分离。 The control device according to any one of claims 34 to 49, wherein the power source of the automobile further includes a second motor and a second clutch, and the second motor is dynamically connected by the second clutch The synchronizer, wherein the first motor is a high power master Driving the motor, the second motor is a low power integrated starter motor, and the second clutch remains separated.

60. 根据权利要求 58或 59所述的控制装置，其特征在于，所述汽车动力源还包括发动机，所述发动机直接或通过力矩耦合器件与所述第二电机动力连接。 60. The control apparatus of claim 58 or 59, wherein the vehicle power source further comprises an engine, the engine being power coupled to the second motor either directly or through a torque coupling device.

61. 根据权利要求 60所述的控制装置，其特征在于，所述控制装置应用于混合动力汽车的双电机并联驱动工作模式、混合动力驱动工作模式或单电 «区动工作模式下。 61. The control device according to claim 60, wherein the control device is applied to a dual motor parallel drive mode of operation, a hybrid drive mode of operation, or a single electric «zone mode of operation of the hybrid vehicle.

62. 根据权利要求 34至 49中任一项所述的控制装置，其中，所述汽车的动力源还包括第二电机及第二离合器，所述第二电机通过所述第二离合器动力连接所述同步器，其特征在于，所述第一电机是小功率集成启动电机，所述第二电机是大功率主驱动电机，所述笫二离合器保持分离。 The control device according to any one of claims 34 to 49, wherein the power source of the automobile further includes a second motor and a second clutch, and the second motor is connected to the second clutch through the second clutch The synchronizer is characterized in that: the first motor is a low power integrated starter motor, the second motor is a high power main drive motor, and the second clutch is kept separated.

63. 根据权利要求 62所述的控制装置，其特征在于，所述汽车动力源还包括发动机，所迷发动机直接或通过力矩耦合器件与所述第一电机动力连接。 63. The control apparatus of claim 62, wherein the vehicle power source further comprises an engine, the engine being power coupled to the first motor either directly or through a torque coupling device.

64. 根据权利要求 63所迷的控制装置，其特征在于，所述控制装置应用于混合动力汽车的发动区动工作模式下。 A control device according to claim 63, wherein said control means is applied to a driving mode of operation of the hybrid vehicle.

65. 根据权利要求 1至 64中任一项所述的控制装置，其特征在于，所述汽车动力***可以包括任意个档位齿轮组，通过所述同步器连接不同档位齿轮组进行换档，其中，所述离合器第一控制装置控制所述第一离合器和 /或第二离合器的分离来实现所述同步器第一控制装置控制所迷同步器分离，所述同步器第一控制装置控制同步器的拨叉来实现同步器的滑行、同步及啮合，所述离合器第二控制装置控制所述电机的转速来实现第一离合器和 /或第二离合器的结合。 The control device according to any one of claims 1 to 64, wherein the vehicle power system may include any gear gear set, and the gears are connected by the synchronizer to perform gear shifting. The clutch first control device controls the separation of the first clutch and/or the second clutch to achieve synchronization of the synchronizer controlled by the synchronizer first control device, and the synchronizer first control device controls The shifting fork of the synchronizer realizes the coasting, synchronizing and meshing of the synchronizer, and the second control device of the clutch controls the rotational speed of the motor to achieve the combination of the first clutch and/or the second clutch.

66. 根据权利要求 19至 33中任一项所述的控制方法和 /或根据权利要求 51至 65中任一项所述的控制装置，其特征在于，所述第一阈值与所述第三阈值相等。 The control method according to any one of claims 19 to 33, and/or the control device according to any one of claims 51 to 65, wherein the first threshold and the third The thresholds are equal.

67. 据权利要求 66所述的控制方法和 /或控制装置，其特征在于，所述第二阈值与所述笫四闹值相等< 67. The control method and/or control device of claim 66, wherein The second threshold is equal to the value of the fourth alarm value <