WO2012000143A1

WO2012000143A1 - Vehicle shift control method and device of dual-clutch power coupling synchronizer

Info

Publication number: WO2012000143A1
Application number: PCT/CN2010/001314
Authority: WO
Inventors: 朱军; 张君鸿; 鲁连军; 彭金春; 冯旭云; 高晓杰; 蒋新华; 梁海波
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: CN102310853A; CN102310853B

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 a synchronizer; b. controlling the synchronizer to separate from the first gear set; c. adjusting the rotational speed of the synchronizer to make the speed discrepancy between the synchronizer and the second gear set less than the first threshold value; d. controlling the synchronizer to engage with the second gear set; and e. resuming the power supplied from the power source to the synchronizer. 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技术领域 Shift control method and device for vehicle dual clutch power coupling synchronizer

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以及相应的控制装置，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。背景技术 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. Background technique

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.

由于所述上迷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，调速慢，往往不具有理想的调速同步性能。因此，本发明的目的是要解决包括电机动力源的混合动力汽车中利用电机在调速的时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 above-mentioned plug-in hybrid vehicle has 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 due to the insufficient speed regulation of the engine, the speed is slow, and often does not have the ideal speed synchronization performance. Therefore, the object of the present invention is to solve the advantage of using the motor in the time and quality of the speed regulation in the hybrid vehicle including the motor power source to provide a shorter shifting time and better shifting quality. (For example, the shift control method when the impact during shifting is small or the vehicle speed loss during the shifting process is small).

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，本发明的目的是通过电机对同步器进行调速等方式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, the object of the present invention is to provide a control method for a vehicle shift including a motor power source and a corresponding device by means of a motor to adjust the speed of the synchronizer.

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，所述同步器和所述主轴连接并可以在主轴上滑动，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，所述第一档位齿轮组及第二档位齿轮组与车轮动力连接，其包括如下步驟： a.卸除动力源向所述同步器提供的动力； b.控制所述同步器与所述第一档位齿轮组分离； c.控制所述同步器在所述主轴上滑行并调节所述同步器的转速，使得所述同步器与所述第二档位齿轮组的转速差小于第一阔值； d.控制所述同步器与所述第二档位齿轮组结合；以及 _e.恢复动力源向所述同步器提供动力。 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, the first motor is coupled to a main shaft, the synchronizer is coupled to the main shaft and slidable on the main shaft, and the first electric machine passes through the synchronizer Connecting the first gear gear set or the second gear gear set to transmit power to the wheel, the first gear gear set and the second gear gear set are dynamically coupled to the wheel, comprising the steps of: a Removing the power provided by the power source to the synchronizer; b. controlling the synchronizer to be disengaged from the first gear set; c. controlling the synchronizer to slide on the spindle and adjusting the synchronization The rotational speed of the device such that the rotational speed difference between the synchronizer and the second gear gear set is less than a first threshold; d. controlling the synchronizer to be coupled with the second gear gear set; and _e . restoring power Source Synchronizer to power.

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、第一离合器、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，所迷混合动力驱动***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，所述第一轴通过所述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迷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.卸除动力源向所述同步器提供的动力； b.控制所述同步器与所述第一档位齿轮组分离； c.控制所述同步器在所迷主轴上滑行并调节所迷同步器的转速，使得所迷同步器与所述第二档位齿轮组的转速差小于第一阈值； d.控制所述同步器与所述第二档位齿轮组结合；以及 e.恢复动力源向所述同步器提供动力。 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 reduction gear, a second stage reduction gear, a main drive motor, an integrated starter generator, and an engine, The hybrid drive system further includes a synchronizer and a first-speed drive gear, a second-speed drive gear, a second-speed drive gear, a drive plate of the first clutch of the hybrid drive system, the engine and the integrated starter generator a rotor bracket connection, a driven disc of the first clutch is coupled to one end of the first shaft, a drive disc of the second clutch of the hybrid drive system is coupled to a rotor bracket of the main drive motor, and a second clutch a driven plate is coupled to the other end of the first shaft, wherein the first shaft sequentially connects the first-stage driving gear, that is, the first-stage driving gear of the first-stage reduction gear, through the synchronizer, a first stage driven gear is connected to the automobile differential, and the first shaft is sequentially connected to the second-stage driving gear, that is, the second-stage driving gear of the second-stage reduction gear, by the synchronizer, the second stage The 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 method of the automobile shifting includes the following steps: a. removing the power source to the office The power provided by the synchronizer; b. controlling the synchronizer to be separated from the first gear gear set; c. controlling the synchronizer to slide on the spindle and adjusting the speed of the synchronizer, so that the synchronization The difference in rotational speed between the second gear set and the second gear set is less than a first threshold; d. controlling the synchronizer to engage with the second gear set; and e. restoring the power source to power the synchronizer.

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、笫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，所述同步器和所述主轴连接并可以在主轴上滑动，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同步器提供的动力，并用于恢复动力源向所述同步器提供动力；同步器第一控制装置，其用于控制所述同步器与所述第一档位齿轮组分离，并用于控制所述同步器与所述第二档位齿轮组结合；以及同步器第二控制装置，其用于调节所述同步器的转速，使得所迷同步器与所述第二档位齿轮组的转速差小于第一阈值。 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 electric motor, and the automobile further includes at least a first clutch, a synchronizer, and a cymbal a first gear set and a second gear set, the first motor is coupled to a main shaft, the synchronizer is coupled to the main shaft and slidable on the main shaft, and the first electric machine is connected through the synchronizer The first gear gear set or the second gear gear set thereby transmitting power to the wheel, comprising: a power source first control device for removing power provided by the power source to the synchronizer, and using Providing power to the synchronizer to the recovery power source; a synchronizer first control device for controlling the synchronizer to be separated from the first gear gear set, and for controlling the synchronizer and the second a gear shifting gear combination; and a synchronizer second control device for adjusting a rotational speed of the synchronizer such that a rotational speed difference between the synchronizer and the second gear gear set A first threshold value.

根据本发明的一个方面，还提供一种节能汽车，其至少包括第一电机，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，所述同步器和所述主轴连接并可以在主轴上滑动，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，特征在于，还包括上述控制装置。 According to an aspect of the invention, there is also provided an energy-saving vehicle comprising at least a first electric machine, the vehicle further comprising at least a first clutch, a synchronizer, a first gear gear set And a second gear gear set, the first motor is coupled to a main shaft, the synchronizer is coupled to the main shaft and slidable on the main shaft, and the first electric machine is connected to the first gear through the synchronizer The bit gear set or the second gear gear set thereby transmits power to the wheels, characterized in that it also includes 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 present invention enables the hybrid drive system to realize the shifting process of the hybrid vehicle through the cooperation of the two clutches and the synchronizer through a simple and effective design. It can realize smooth over-excession during the shifting process, giving the driver and passenger a sense of comfort, and at the same time 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示出了居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 in 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 S 103的流程图； Figure 4 is a flowchart showing a step S103 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； FIG. 9 shows the hybrid vehicle device according to a fifth embodiment of the present invention. Schematic diagram of control connection relationship;

图 10示出了根据本发明的第五实施例的一个变化例的，所述同步器第二控制装置控制连接关系示意图；以及 Figure 10 is a block diagram showing the control connection relationship of the second control device of the synchronizer according to a variant of the fifth embodiment of the present invention;

图 1 1 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。具体实施方式 Fig. 11 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. 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和一个主轴 21 (图中未示出，参考图 11 )连接，所述同步器 6和所述主轴 21连接并可以在主轴 21上滑动，所迷第一电机 2通过所述同步器 6连接所述第一档位齿轮组 7或第二档位齿轮组 8从而把动力传输到车轮 20上。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, 作为汽车动力源的述第二电机 3及发动机通过第二离合器 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所示的各模块连接关系与图〗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迷同步器 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。 FIG. 1 is a schematic diagram showing the connection relationship of an automobile module in a first gear state according to the shift control method provided by the present invention. 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, and the second motor 3 is connected to the engine. 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 is connected to the differential 9, and the differential 9 is connected to the wheel 20. Specifically, the engine is power-connected to the second motor 3 directly or through a torque coupling device, and the first motor 2 is coupled to a spindle 21 (not shown in the drawings, with reference to FIG. 11), the synchronizer 6 Connected to the spindle 21 and slidable on the spindle 21, the first motor 2 is coupled to the first gear gear set 7 or the second gear gear set 8 via the synchronizer 6 to transmit power to the wheel 20 on. 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 the power source of the automobile, 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 transmit the power to the synchronizer 6 via the second clutch 5, which transmits the 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 shows a shift control method according to the present invention, in which the hybrid vehicle is in a second gear state. Schematic diagram of the relationship. 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 module shown in FIG. 2 is different from that shown in FIG. 2 in that the synchronization The device 6 is connected to the second gear gear set 8 instead of the first gear gear set 7. The other components and the specific connection manner are the same as those of the embodiment shown in FIG. 1. Those skilled in the art can refer to The embodiment shown in FIG. 1 is implemented, 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低速档位，例如一档，此时，对应地所迷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，在此不予赘迷。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。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的控制方法。具体地，在本实施例中，所述第一档位是低速档位，例如一档，相应地所述第二档位是高速档位，例如二档，即所述笫一档位齿轮组 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。在所述换档控制启动之前，所述混合动力汽车处于第一档位工作下，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，所述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 low gear position, for example, a first gear. At this time, the corresponding second gear position is a high speed gear position, for example, a second gear; The first gear position may be a high speed 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, this will be explained in the following embodiments, and will not be obscured here. FIG. 3 shows a flow chart of the shift control method according to a 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. Also for example, the current powertrain is in second gear, when When the driver's accelerator pedal reaches 50%, the second gear of the power system cannot meet the driver's torque request, and the power system will change 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 shift control is started, 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, that is, 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 S101 , 所述混合动力汽车卸除动力源向所述同步器 6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、第二电机 3及发动机向所述同步器 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，所述动力源需要停止向所述同步器 6传输动力。在本实施例中，通过卸除动力源向所述同步器 6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的力矩使得所述同步器 6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，例如可以控制动力源输出动力的力矩归零，更具体地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及所述第二电机 3通过所述同步器 6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, the hybrid vehicle unloading the power supplied from the power source to the synchronizer 6. It is understood by those skilled in the art that since the automobile is in the first-speed low-speed operating state before the shifting, the first motor 2, the second motor 3, and the engine as the power source output power to the synchronizer 6, When the car reaches the critical speed, the shift control work begins. Specifically, in order to achieve the shifting operation of the synchronizer 6 in the subsequent steps, the power source needs to stop transmitting power 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 synchronizer 6. Specifically, the torque of the first motor 2 is controlled such that the dynamic torque transmitted by the synchronizer 6 gradually approaches zero. Further, those skilled in the art understand that the present step can be implemented in various ways, for example, the torque of the power source output power can be zeroed, and more specifically, the phase currents of the first motor 2 and the second motor 3 can be made. The zero mode causes the torque of the power source to output power to be zeroed. After the first motor 2 and the second motor 3 are zeroed by the dynamic torque transmitted by the synchronizer 6, step S102 is started.

在步骤 S102中，控制所述同步器 6与所述第一档位齿轮组 7分离。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实现。由于在步骤 S101 中卸除了动力源向所述同步器 6提供的动力，所以在本步骤 S 102中，所述同步器 6能够与所述第一档位齿轮组 7分离开。当所述同步器 6与所述第一档位齿轮组 7分离之后，执行步骤 S103。 In step S102, the synchronizer 6 is controlled to be separated from the first gear position gear set 7. It will be understood by those skilled in the art that this step can be realized by controlling the separation of the synchronizer 6 and the coasting by controlling the shift fork of the synchronizer 6. Since the power supplied from the power source to the synchronizer 6 is removed in step S101, the synchronizer 6 can be separated from the first gear gear set 7 in this step S102. After the synchronizer 6 is separated from the first gear gear set 7, step S103 is performed.

在步骤 S103 中，调节所述同步器 6的转速，使得所述同步器 6 与所述第二档位齿轮组 8的转速差小于第一阁值，并控制所述同步器 6在所述主轴 21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。具体地，当所述同步器 6与所述第一档位齿轮组 7分离之后，就开始调节所述同步器 6的转速，在本实施例中，将所.述同步器 6的转速调低，使同步器 6的转速接近所述第二档位齿轮组 8的转速，使得所述同步器 6与所述第二档位齿轮组 8的转速差小于第一阈值。具体地，第一阀值的设定是基于同步器承受换挡沖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。这样换挡时的沖击力不能大于 40 牛顿米。在根据同步器的惯量特性，第一阀值设置为 400转每分钟。本领域技术人员理解，所述第一阈值是一个相对于同步器 6及第二齿轮组的转速而言较小的值，当所述同步器 6与所述第二档位齿轮组 8 的转速差小于第一阈值时，就能够认为所述同步器 6与所述第二档位齿轮组 8的转速非常的接近，能够在后续步骤中所述同步器 6与第二档位齿轮组 8结合时，使得所述同步器 6与所述第二档位齿轮组 8的冲击非常的小，提高了本发明换档控制方法的换档品质。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圏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。进一步地，本领域技术人员理解，在控制调节电机的转速时，所述同步器 6的转速也同时改变，其转速与所述电机保持一致，在此不予赘述。 In step S103, the rotation speed of the synchronizer 6 is adjusted such that the synchronizer 6 The difference in rotational speed from the second gear set 8 is less than the first value, and controls the synchronizer 6 to slide on the main shaft 21 to a predefined threshold for coupling with the second gear set 8 Contact point. Specifically, after the synchronizer 6 is separated from the first gear gear set 7, the rotational speed of the synchronizer 6 is adjusted. In this embodiment, the rotational speed of the synchronizer 6 is lowered. The speed of the synchronizer 6 is brought close to the rotational speed of the second gear gear set 8, such that the difference in rotational speed between the synchronizer 6 and the second gear gear set 8 is less than a first threshold. Specifically, the setting of the first threshold is based on the ability of the synchronizer to withstand shift shocks and based on shift quality requirements. For example, based on the requirements for the life of the synchronizer, the inertial impact force during shifting cannot be greater than 100 Newton meters. At the same time, based on the shift quality requirements, the inertial impact force during shifting cannot be greater than 40 Newton meters. The impact force when shifting in this way cannot be greater than 40 Nm. The first threshold is set to 400 revolutions per minute depending on the inertia characteristics of the synchronizer. It is understood by those skilled in the art that the first threshold is a smaller value relative to the rotational speeds of the synchronizer 6 and the second gear set, and the rotational speeds of the synchronizer 6 and the second gear set 8 When the difference is less than the first threshold, it can be considered that the speed of the synchronizer 6 and the second gear gear set 8 are very close, and the synchronizer 6 can be combined with the second gear gear set 8 in a subsequent step. At this time, the impact of the synchronizer 6 and the second gear gear set 8 is made very small, and the shift quality of the shift control method of the present invention is improved. 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 tooth 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. Further, those skilled in the art understand that when the rotational speed of the adjusting motor is controlled, the rotational speed of the synchronizer 6 also changes at the same time, and the rotational speed thereof is consistent with the motor, which will not be described herein.

进一步地，在本步骤 S 103中，在进行上述调节所述同步器 6的转速同时，所述同步器 6在所述主轴 21上滑行。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，故在调节所述同步器 6的转速同时，能够控制所述同步器 6在所述主轴 21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。优选地，所述同步器 6的转速调节和位置 g Further, in this step S103, while the above-described adjustment of the rotational speed of the synchronizer 6 is performed, the synchronizer 6 slides on the main shaft 21. 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 speed of the synchronizer 6 is adjusted while The synchronizer 6 can be controlled to slide on the main shaft 21 to a predefined critical contact point with the second gear gear set 8. Preferably, the speed adjustment and position of the synchronizer 6 g

滑动两个控制过程同时进行，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同步器 6与所述第二档位齿轮组 8的结合工作之前的准备工作。次优地，所述同步器 6 的转速调节和位置滑动两个控制过程可以是先后进行的，只要上述同步器 6的转速调节和位置滑动两个控制过程能够在步骤 S 103中预留的时间内完成即可，在此不予赘述。 The sliding two control processes are performed simultaneously, and the time of the control process can be fully utilized. After the execution of the step S103 is completed, the following operation of controlling the combination of the synchronizer 6 and the second gear gear set 8 is completed. Previous preparations. Secondly, the two control processes of the speed adjustment and the position sliding of the synchronizer 6 may be performed in sequence, as long as the two control processes of the speed adjustment and the position sliding of the synchronizer 6 can be reserved in step S103. It can be completed within, and will not be described here.

进一步地，所述步骤 103中所述第一电机 2及第二电机 3速度控制方式调节所述同步器 6的转速，使得所述同步器 6与所述第二档位齿轮组 8的转速差小于第一阈值后，还优选地将所述第一电机 2由速度控制方式转换成力矩控制方式，其中，所述力矩控制方式的目标力矩的大小和转换前速度控制时的力矩的大小相等，且当力矩达到所述目标力矩并且力矩稳定后，再执行所述步骤 d。本领域技术人员理解，判断所述力矩稳定即判断所述第一电机 2的力矩是否在第三阈值时间内的波动范围不超过第四阈值的范围以及判断所述第二电机 3的力矩是否在第五闹值时间内的波动范围不超过第六阈值的范围。第三和第五阀值的设定是基于对换挡时间的要求。第四和第六阀值的设定是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。如果力矩在第三阀值不能稳定在第四阀值的幅度范围内，整个换挡过程将终止。类似地，本领域技术人员理解，如果力矩在第五阀值不能稳定在第六阀值的幅度范围内，整个换挡过程将终止。当力矩稳定后，再执行所述步骤 d。具体地，所述第一电机 2及第二电机 3速度控制时的目标力矩可以是根据第一电机 2 及第二电机 3 的力矩实时计算的或通过传感器测量的。 Further, in the step 103, the first motor 2 and the second motor 3 speed control mode adjust the rotation speed of the synchronizer 6 so that the speed difference between the synchronizer 6 and the second gear gear set 8 After the first threshold is less than the first threshold, the first motor 2 is preferably converted into a torque control mode by a speed control mode, wherein the magnitude of the target torque of the torque control mode is equal to the magnitude of the torque during the pre-conversion speed control. And when the torque reaches the target torque and the torque is stabilized, the step d is performed. It is understood by those skilled in the art that determining whether the torque is stable, that is, determining whether the torque of the first motor 2 is within a range of a third threshold time does not exceed a fourth threshold, and determining whether the torque of the second motor 3 is The fluctuation range of the fifth disturbance time does not exceed the range of the sixth threshold. The third and fifth threshold settings are based on the shift time requirements. The fourth and sixth threshold settings are based on the ability of the synchronizer to withstand the magnitude of the torque fluctuation and the quality based on shifting. If the torque does not stabilize within the magnitude of the fourth threshold at the third threshold, the entire shifting process will terminate. Similarly, those skilled in the art understand that if the torque is not stabilized within the magnitude of the sixth threshold at the fifth threshold, the entire shifting process will terminate. When the torque is stabilized, the step d is performed. Specifically, the target torque during the speed control of the first motor 2 and the second motor 3 may be calculated in real time according to the torque of the first motor 2 and the second motor 3 or measured by a sensor.

然后再执行步骤 S 104, 控制所述同步器 6 与所述第二档位齿轮组 8结合。由于在步骤 S 103中完成了控制所述同步器 6与所述第二档位齿轮组 8的结合工作之前的准备工作，所以在本步骤 S104中 , 所述同步器 6能够与所述第二档位齿轮组 8结合。本领域技术人员理解，本步骤 S 104描述的同步器 6与第二档位齿轮组 8结合是上述步骤 S102中所述的同步器 6与第一档位齿轮组 7分离的反过程。在本步骤 S 104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 performed to control the synchronizer 6 to be combined with the second gear position gear set 8. Since the preparatory work before the combination of the synchronizer 6 and the second gear gear set 8 is completed is completed in step S103, in this step S104, the synchronizer 6 can be combined with the second The gear gear set 8 is combined. Those skilled in the art understand that the combination of the synchronizer 6 described in this step S104 and the second gear position gear set 8 is the reverse process of the synchronizer 6 described above in the above step S102 being separated from the first gear position gear set 7. In this After the step S104 is performed, 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 synchronizer 6, the second gear gear set 8 and the differential 9 is transmitted to the automobile wheel 20 and will not be described here.

最后执行步驟 S105 , 恢复动力源向所述同步器 6提供动力。具体地，在本实施例中，所述发动机、第一电机 2及笫二电机 3逐步输出力矩，以恢复动力源向所述同步器 6提供动力，完成汽车从笫一档位向第二档位切换的工作。本领域技术人员理解，在其他变化例中，例如纯电动驱动或发动机单独驱动的情况下，在本步骤 S 105相应的步骤中，控制相应的工作动力源逐步输出力矩，恢复向所述同步器 6 提供动力即可，在此不予赘述。 Finally, step S105 is performed to restore the power source to provide power to the synchronizer 6. Specifically, in the embodiment, the engine, the first motor 2, and the second motor 3 gradually output torque to restore the power source to supply power to the synchronizer 6 to complete the car from the first gear to the second gear. Bit switching work. It is understood by those skilled in the art that in other variations, such as pure electric drive or engine independent driving, in the corresponding step of step S105, the corresponding working power source is controlled to gradually output torque, and the synchronization is resumed to the synchronizer. 6 Power can be provided, and will not be described here.

本领域技术人员理解，优选地，仅通过所述功率大的第一电机 2 调节所述同步器 6的转速实现上述步骤 S103。由于在本发明的换档控制方法中，所述第一离合器 4始终保持闭合，所述第一电机 2能够直接地调整所述同步器 6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同步器 6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同步器 6的转速。次选地，所述第一电机 2通过两种方式对所述同步器 6进行转速调整：当所述同步器 6与所述第二档位齿轮轴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同步器 6的转速；当所述同步器 6与所述笫二档位齿轮轴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同步器 6的转速。本领域技术人员理解，所述第二阔值是所述第一电机 2对所述同步器 6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同步器 6的转速时，所述同步器 6 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同步器 6的转速时，所述同步器 6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同步器 6的转速，那么会使得所述同步器 6的转速先小于所述第二档位齿轮组 8的转速，再使得所述同步器 6的转速变大接近所述第二档位齿轮组 8的转速，这样反而使得所述同步器 6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同步器 6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采用本优选实施方式时，能够以最短的时间完成所述同步器 6的转速调节工作。 It will be understood by those skilled in the art that preferably step S103 described above is achieved by adjusting the rotational speed of the synchronizer 6 only by the first motor 2 having a large power. Since the first clutch 4 is always kept closed in the shift control method of the present invention, the first motor 2 can directly adjust the rotational speed of the synchronizer 6. Preferably, the first motor 2 adopts a control manner to adjust the rotation speed of the synchronizer 6. Specifically, the first motor 2 adjusts the rotation speed of the synchronizer 6 by means of the rotation speed control. Secondly, the first motor 2 adjusts the rotational speed of the synchronizer 6 in two ways: when the rotational speed difference between the synchronizer 6 and the second gear gear shaft is greater than or equal to a second threshold, The first motor 2 adjusts the rotational speed of the synchronizer 6 by means of torque control; when the rotational speed difference between the synchronizer 6 and the second gear gear shaft is less than a second threshold, the first motor 2 The speed of the synchronizer 6 is adjusted by means of a 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 controls the speed of the synchronizer 6, because the first motor 2 is adjusted by the torque control. When the speed of the synchronizer 6 is described, the speed of the synchronizer 6 changes rapidly; and when the first motor 2 adjusts the speed of the synchronizer 6 by means of the speed control, the speed of the synchronizer 6 changes. Slower. However, if the first motor 2 directly adjusts the rotational speed of the synchronizer 6 by means of the torque control, the rotational speed of the synchronizer 6 is firstly smaller than the rotational speed of the second gear gear set 8. The speed of the synchronizer 6 is then increased to be close to the rotational speed of the second gear set 8, which in turn causes the speed adjustment time of the synchronizer 6 to become longer. Therefore, the first motor 2 is preferably mixed The speed adjustment of the synchronizer 6 is performed in the above two ways. The second threshold is a predetermined value such that when the present embodiment employs the preferred embodiment, the speed adjustment operation of the synchronizer 6 can be completed in the shortest amount of time.

在一个变化例中，在上述第一电机 2调节所述同步器 6的转速实现上述调节所述同步器 6的同时，所述第二电机 3也参与调节所述同步器 6的转速，即在所述步骤 S103中两个电机参与调节同步器 6转速的控制过程。同样地，由于在本发明的换档控制方法中，所述第二离合器 5始终保持闭合，所述第二电机 3能够直接地调整所述同步器 6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同步器 6的转速，具体地，所述第二电机 3通过转速控制的方式来调节所述同步器 6的转速。次优地，所述第二电机 3通过与第一电机 2相同的方式对所述同步器 6进行转速调节，例如，当所述同步器 6与所述第二档位齿轮轴的转速差大于等于第二阈值时，所述第二电机 3通过力矩控制的方式来调节所述同步器 6的转速，当所述同步器 6与所述第二档位齿轮轴的转速差小于第二阈值时，所述第二电机 3通过转速控制的方式来调节所述同步器 6的转速。进一步地，所述第二电机 3对所述同步器 6的转速的调节也可以是仅仅起到辅助作用，例如，仅当所述同步器 6与所述第二档位齿轮轴的转速差大于等于第二阔值时，所述第二电机 3通过力矩控制的方式来调节所迷同步器 6的转速，或仅当所述同步器 6与所述第二档位齿轮轴的转速差小于第二阈值时，所述第二电机 3通过转速控制的方式来调节所述同步器 6的转速，在此不予赘述。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 S 103的流程图。具体地，本变化例是上述第一实施例中所述步骤 S 103的一个更具体的实施方式。 In a variant, while the first motor 2 adjusts the rotational speed of the synchronizer 6 to achieve the above-described adjustment of the synchronizer 6, the second motor 3 also participates in adjusting the rotational speed of the synchronizer 6, ie In the step S103, the two motors participate in the control process of adjusting the rotational speed of the synchronizer 6. Also, since the second clutch 5 is always kept closed in the shift control method of the present invention, the second motor 3 can directly adjust the rotational speed of the synchronizer 6. Preferably, the second motor 3 adjusts the rotational speed of the synchronizer 6 in a control manner. Specifically, the second motor 3 adjusts the rotational speed of the synchronizer 6 by means of rotational speed control. Secondly, the second motor 3 adjusts the speed of the synchronizer 6 in the same manner as the first motor 2, for example, when the speed difference between the synchronizer 6 and the second gear shaft is greater than When the second threshold is equal to the second threshold, the second motor 3 adjusts the rotational speed of the synchronizer 6 by means of torque control, when the rotational speed difference between the synchronizer 6 and the second gear gear shaft is less than the second threshold The second motor 3 adjusts the rotational speed of the synchronizer 6 by means of rotational speed control. Further, the adjustment of the rotational speed of the synchronizer 6 by the second motor 3 may also only serve as an auxiliary function, for example, only when the rotational speed difference between the synchronizer 6 and the second gear gear shaft is greater than When the second value is equal to the second threshold, the second motor 3 adjusts the rotation speed of the synchronizer 6 by means of torque control, or only when the speed difference between the synchronizer 6 and the second gear shaft is smaller than the second In the case of the second threshold, the second motor 3 adjusts the rotational speed of the synchronizer 6 by means of the rotational speed control, and details are not described herein. Fig. 4 is a flow chart showing the step S103 in the shift control method according to a first variation of the first embodiment of the present invention. Specifically, the present modification is a more specific embodiment of the step S103 described in the above first embodiment.

首先执行步骤 S201及步骤 S205 , 且优选地，所述步骤 S201 与所述步骤 S205同步进行，所述步骤 S201实现对所述同步器 6调速使其与所述第二档位齿轮组 8 的转速差小于第二阈值，所述步骤 S205 是控制所述同步器 6在所述主轴 21上滑行使其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。优选地，所述步骤 S201 包括步骤 S21 1及步骤 S212,其中进一步优选地所述步骤 S21 1及步骤 S212 同步进行。其中，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同步器 6的转速，所述步骤 S212中所述第二电机 3通过力矩控制方式调节所述同步器 6的转速，所述 S205中控制所述同步器 6向所述第二档位齿轮组 8滑动。进一步地，所述步骤 S201 中，所述步骤 S2U及步骤 212可以两个步骤都进行，也可以只进行其中一个步骤。本领域技术人员理解，所述步驟 S201 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。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、步驟 S203及步骤 S204, 所述步骤 S205执行完毕之后即开始执行步骤 S206，上述同步器 6 的滑动工作及同步工作可以各自分别进行，只要其能够在所述步骤 S 103中完成即可，在此不予赘述。 First, step S201 and step S205 are performed, and preferably, the step S201 is performed in synchronization with the step S205, and the step S201 is implemented to adjust the speed of the synchronizer 6 to the second gear gear set 8. The speed difference is less than the second threshold, and the step S205 is to control the synchronizer 6 to slide on the spindle 21 to slide it to a predefined position. The critical contact point of the second gear set 8 is combined. Preferably, the step S201 includes a step S21 1 and a step S212, wherein it is further preferred that the step S21 1 and the step S212 are performed synchronously. The first motor 2 in the step S21 1 adjusts the rotation speed of the synchronizer 6 by the torque control mode, and the second motor 3 adjusts the rotation speed of the synchronizer 6 by the torque control mode in the step S212. The synchronizer 6 is controlled to slide the second gear gear set 8 in the S205. Further, in the step S201, the step S2U and the step 212 may be performed in two steps, or only one of the steps may be performed. It is understood by those skilled in the art that the implementation process and the principle of the step S201 can be referred to the embodiment shown in FIG. 3, and details are not described herein. It is understood by those skilled in the art that after the step S201 is performed, the step S202, the step S203 and the step S204 are started. After the step S205 is performed, the step S206 is started, and the sliding work and the synchronization work of the synchronizer 6 can be respectively performed. Separately, as long as it can be completed in the step S103, it will not be described here.

当执行完步骤 S201后，执行步骤 S202 , 即判断所述同步器 6与所述第二档位齿轮组 8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述第二阈值，则表明所述同步器 6与所述第二档位齿轮组 8的转速差还过大，所述第一电机 2和 /或第二电机 3仍应当采用力矩控制的方式调节所述同步器 6 的转速，所以返回执行所述步骤 S201 ; 反之，当判断转速差小于所述第二阈值，则表明所述同步器 6 与所述第二档位齿轮组 8 的转速差已经比较小，所述第一电机 2和 / 或第二电机 3应当采用转速控制的方式调节所述同步器 6的转速，所以继续执行步骤 S203。 After step S201 is performed, step S202 is performed to determine whether the difference in rotational speed between the synchronizer 6 and the second gear position gear set 8 is less than a second threshold. When it is determined that the rotational speed difference is greater than or equal to the second threshold, it indicates that the rotational speed difference between the synchronizer 6 and the second gear gear set 8 is too large, the first motor 2 and/or the second motor 3, the speed of the synchronizer 6 should still be adjusted by the torque control, so the step S201 is performed; otherwise, when it is determined that the difference in the rotation speed is smaller than the second threshold, the synchronizer 6 and the second are indicated. The difference in the rotational speed of the gear set 8 is relatively small, and the first motor 2 and/or the second motor 3 should adjust the rotational speed of the synchronizer 6 in a rotational speed control manner, so step S203 is continued.

接下来执行步骤 S203 , 其用于实现对所述同步器 6调速使其与所述第二档位齿轮组 8 的转速差小于第一闹值。优选地，所述步骤 S203包括步骤 S231及步骤 S232,所述步骤 S231及步骤 S232同步进行。其中，所述步骤 S231 中所述第一电机 2通过转速控制方式调节所述同步器 6的转速，所述步骤 S232中所述第二电机 3通过转速控制方式调节所述同步器 6的转速。进一步地，所述步骤 S203中，所述步骤 S231及步骤 232可以两个步糠都进行，也可以只进行其中一个步骤，其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。 Next, step S203 is executed, which is used to adjust the speed of the synchronizer 6 so that the difference between the rotation speeds of the second gear gear set 8 and the second gear position gear set 8 is less than the first idle value. Preferably, the step S203 includes a step S231 and a step S232, and the step S231 and the step S232 are performed synchronously. The first motor 2 in the step S231 adjusts the rotation speed of the synchronizer 6 by the rotation speed control mode. In the step S232, the second motor 3 adjusts the rotation speed of the synchronizer 6 by the rotation speed control mode. Further, in the step S203, the step S231 and the step 232 may be performed in two steps, or only one of the steps may be performed. For the implementation process and the principle, refer to the embodiment shown in FIG. 3 above, and details are not described herein.

当执行完步骤 S203 , 然后执行步骤 S204 , 即判断所述同步器 6 与所述第二档位齿轮组 8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，则表明所述同步器 6与所述第二档位齿轮组 8的转速差还过大使得所述同步器 6与所述第二档位齿轮组 8无法较好地结合，所述第一电机 2和 /或第二电机 3仍应当采用转速控制的方式调节所述同步器 6 的转速，则返回执行所述步骤 S203。当判断转速差小于所述第一阔值，则表明所述同步器 6与所述第二档位齿轮组 8的转速差已经不影响所述同步器 6与所述第二档位齿轮组 8的结合，所述第一电机 2和 /或第二电机 3 不需要再调节所述同步器 6 的转速，则结束执行对所述同步器 6的转速的调节。 When step S203 is performed, then step S204 is performed to determine whether the difference in rotational speed between the synchronizer 6 and the second gear position gear set 8 is less than a first threshold. When it is determined that the rotational speed difference is greater than or equal to the first threshold, it indicates that the rotational speed difference between the synchronizer 6 and the second gear gear set 8 is too large, such that the synchronizer 6 and the second gear position The gear set 8 cannot be combined well, and the first motor 2 and/or the second motor 3 should still adjust the rotational speed of the synchronizer 6 in a rotational speed control manner, and then return to step S203. When it is determined that the rotational speed difference is less than the first threshold, it indicates that the rotational speed difference between the synchronizer 6 and the second gear gear set 8 has not affected the synchronizer 6 and the second gear gear set 8 In combination, the first motor 2 and/or the second motor 3 do not need to adjust the rotational speed of the synchronizer 6, and the adjustment of the rotational speed of the synchronizer 6 is ended.

进一步地，在所述步骤 S201至步骤 S204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同步器 6的转速。具体地，当开始执行步骤 S 103时，不执行步骤 S201及步骤 S202 , 而直接开始执行步骤 S203 , 然后在执行步骤 S204。本领域技术人员理解，在本变化例中，所述第一电机 2及所述第二电机 3只通过转速控制方式来调节所述同步器 6的转速，而不再通过力矩控制方式来调节所述同步器 6的转速。所述步骤 S203及步骤 S204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 steps S201 to S204, the first motor 2 adjusts the rotational speed of the synchronizer 6 by means of rotational speed control. Specifically, when step S103 is started, step S201 and step S202 are not executed, and step S203 is directly started, and then step S204 is performed. It is understood by those skilled in the art that in the present variation, the first motor 2 and the second motor 3 adjust the rotational speed of the synchronizer 6 only by the rotational speed control mode, and no longer adjust the torque control mode. The speed of the synchronizer 6 is described. The control method and the principle of the step S203 and the step S204 can be performed by referring to the foregoing embodiment, and details are not described herein.

当执行完步骤 S205 , 然后执行步骤 S206，即判断所述同步器 6 是否足够靠近所述第二档位齿轮组 8，即所述同步器 6在所述主轴 21 上滑行到预先定义的与所述笫二档位齿轮组 8结合的临界接触点，来判断所述同步器 6向所述第二档位齿轮组 8的滑动工作是否完成。当判断所述同步器 6与所述第二档位齿轮组 8距离过远时，则返回执行所述步骤 S205。当判断所述同步器 6与所述第二档位齿轮组 8距离足够近时，则结束执行所述同步器 6向所述第二档位齿轮組 8滑动的工作。 When step S205 is performed, then step S206 is performed, that is, whether the synchronizer 6 is sufficiently close to the second gear gear set 8, that is, the synchronizer 6 slides on the main shaft 21 to a predefined position. The critical contact point of the second gear set 8 is combined to determine whether the sliding operation of the synchronizer 6 to the second gear set 8 is completed. When it is determined that the synchronizer 6 is too far from the second gear position gear set 8, the step S205 is returned. When it is judged that the synchronizer 6 is sufficiently close to the second gear position gear set 8, the operation of sliding the synchronizer 6 to the second gear position gear set 8 is ended.

本领域技术人员理解，当上述同步器 6的转速调节工作及所述同步器 6向所述笫二档位齿轮组 8的滑动工作都执行结束之后，图 3所示步骤 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。 Those skilled in the art understand that when the speed adjustment operation of the synchronizer 6 described above and the same After the execution of the sliding operation of the stepper 6 to the second gear stage 8 is completed, the step S103 shown in FIG. 3 is completed, and the shift control method provided by the present invention continues to perform the subsequent step S104, with specific reference to the above. The first embodiment is performed and will not be 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 shift control is also initiated when the vehicle reaches a critical vehicle speed that shifts from a high speed gear to a low speed gear, the critical vehicle 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）的换档过程中，首先执行步骤 S 101 ' (图中未示出），所述混合动力汽车卸除动力源向所述同步器 6提供的动力。再执行步骤 S 102' (图中未示出），控制所述同步器 6与所述第一档位齿轮组 7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 S 102'与第一实施例的步骤 S 101及步骤 S 102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 performed (in the figure) Not shown), the hybrid vehicle removes power provided by the power source to the synchronizer 6. Then, step S102' (not shown) is executed to control the synchronizer 6 to be separated from the first gear gear set 7. 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 S103' (图中未示出），调节所述同步器 6的转速，使得所述同步器 6与所述第二档位齿轮组 8的转速差小于第一阈值。具体地，所述当所述同步器 6与所述第一档位齿轮组 7分离之后，就开始调节所述同步器 6的转速，在本实施例中，将所述同步器 6的转速调高，使同步器 6的转速接近所述第二档位齿轮组 8的转速，使得所述同步器 6与所述第二档位齿轮组 8的转速差小于第一阈值。本领域技术人员理解，所述第一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 to adjust the rotational speed of the synchronizer 6 such that the rotational speed difference between the synchronizer 6 and the second gear position gear set 8 is less than the first threshold. Specifically, after the synchronizer 6 is separated from the first gear gear set 7, the rotational speed of the synchronizer 6 is adjusted. In this embodiment, the rotational speed of the synchronizer 6 is adjusted. High, the rotational speed of the synchronizer 6 is close to the rotational speed of the second gear gear set 8, such that the rotational speed difference between the synchronizer 6 and the second gear gear set 8 is less than a first threshold. It is understood by those skilled in the art that the principle and the value of the first threshold are the same as those of the first embodiment, and are not described herein.

优选地，通过所述第一电机 2调节所述同步器 6的转速实现上述调节所述同步器 6的功能。进一步地，在所述第一电机 2调节所述同步器 6的转速实现上述调节所述同步器 6的同时，所述第二电机 3也参与调节所述同步器 6的转速。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，故此所述第一电机 2及第二电机 3对所述同步器 6的速度调节是从低转速向高转速调节，以使得所述同步器 6能够与所述第二档位齿轮组 8的转速接近以使得所述同步器 6能够与所述第二档位齿轮组 8的转速差小于第一阈值。此外，所述第二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同步器 6 的转速调节工作。其控制过程与原理与第一实施例的步骤 S103相似，可以参照第一实施例的步踝 S 103进行，在此不予赘述。 Preferably, the function of adjusting the synchronizer 6 is achieved by adjusting the rotational speed of the synchronizer 6 by the first motor 2. Further, while the first motor 2 adjusts the rotational speed of the synchronizer 6 to achieve the above-described adjustment of the synchronizer 6, the second motor 3 also participates in adjusting the rotational speed of the synchronizer 6. Those skilled in the art understand that in this variation, The gear shifting from the high speed gear position to the low speed gear position, so that the speed adjustment of the synchronizer 6 by the first motor 2 and the second motor 3 is adjusted from a low speed to a high speed so that the synchronizer 6 can The rotational speed of the second gear set 8 is approximated such that the difference between the rotational speed of the synchronizer 6 and the second gear set 8 is less than a first threshold. In addition, the value of the second 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 the present variation can The speed adjustment operation of the synchronizer 6 is completed in the shortest time. The control process and the principle are similar to the step S103 of the first embodiment, and may be performed by referring to step S103 of the first embodiment, and details are not described herein.

然后再执行步骤 S104' (图中未示出），控制所述同步器 6与所述第二档位齿轮组 8结合。最后执行步骤 S105' (图中未示出），恢复动力源向所述同步器 6提供动力。本领域技术人员理解，在本变化例中，所述步骤 S 104'及步骤 S105'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 synchronizer 6 to be combined with the second gear gear set 8. Finally, step S105' (not shown) is performed, and the recovery power source supplies power to the synchronizer 6. It is understood by those skilled in the art that in the present variation, the steps S104' and S105' are the same as the steps and principles of the steps S104 and S105 in the first embodiment, and are not described herein. .

本领域技术人员理解，上述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迷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。参考上述图 1至图 4，本领域技术人员理解，上述第一阔值至第六阈值可以根据具体实施需要而设定或者被选择。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；优选地，第三阀值、第五阈值的设定是基于对换挡时间的要求，相应地，第四阀值、第六阈值的设定是基于同步器承受力矩波动幅度的能力和基于予以实现，在此不予赘述。又例如，优选地所述第二阀值主要取决于对换挡时间的要求，并可以根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，则所述第二阔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，则所述第二阔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。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，即从低速档位到切换到高速档位时，所述主轴 21 力矩、主轴 21 转速、 1 档（低速档）输入轴速度及 2档（高速档）输入轴速度的状态曲线。其中，在第一实施例中所述主轴 21是指所述同步器 6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中与所述同步器 6结合的齿轮所在的齿轮组，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 the technical solutions from the low to the high and the high to the low are actually implemented. It is the same, or although there are differences, those skilled in the art can implement such a shifting process from high to low in the above embodiments and variations, and will not be described herein. Referring to FIG. 1 to FIG. 4 above, those skilled in the art understand that the foregoing first to sixth thresholds may be set or selected according to specific implementation requirements. For example, preferably, the setting of the first threshold is based on the ability of the synchronizer to withstand the shift shock and the shift quality based; preferably, the setting of the third threshold and the fifth threshold is based on the shift time Requirement, correspondingly, the setting of the fourth threshold and the sixth threshold is based on the ability of the synchronizer to withstand the amplitude of the torque fluctuation and is based on the implementation, and details are not described herein. For another example, preferably the second threshold is primarily dependent on the shift time requirement and can be set according to different implementation needs: for example, preferably, when switching from the first gear to the second When the gear is set, if you want to finish in 400 milliseconds, Then the second threshold is preferentially set to an interval from 20 milliseconds to 50 milliseconds; and in a variant, when switching from the first gear to the second gear, if desired The second threshold is preferentially set in the interval from 20 milliseconds to 40 milliseconds, and is not described here. Fig. 5 is a diagram showing the power and rotational speed analysis 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 position to the second gear position, that is, from the low gear position to the high speed when the shift control method of the first embodiment of the present invention is switched. In the gear position, the spindle 21 torque, the spindle 21 speed, the 1st (low gear) input shaft speed and the 2nd gear (high gear) input shaft speed state curve. In the first embodiment, the spindle 21 refers to a gear shaft in which the synchronizer 6 is located, and the first-speed input shaft speed refers to the combination of the first gear gear set 7 and the synchronizer 6. The gear set in which the gear is located, the second-speed input shaft speed refers to the gear set in which the gear combined with the synchronizer 6 in the second-gear gear set 8 is located. 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 21 上的力矩变化如图 5的主轴 21 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同步器 6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 21 的力矩会变化为零。在步骤 S102、步骤 S103及步驟 S 104中，所述主轴 21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同步器 6提供动力，因此在步骤 S105中，所述主轴 21的力矩会变大，恢复主轴 21上的力矩。 During the entire shift control process, the torque on the spindle 21 changes as shown by the spindle 21 torque curve of FIG. In step S101, the hybrid vehicle disassembles the power supplied from the power source to the synchronizer 6, specifically, by controlling the torque of the power source output power to be zeroed, so in step S101 During the execution, the torque of the spindle 21 changes to zero. In steps S102, S103, and S104, the torque of the main shaft 21 is maintained at zero torque. In step S105, the power source resumes supplying power to the synchronizer 6, so that the torque of the main shaft 21 becomes large in step S105, and the moment on the main shaft 21 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同步器 6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 S 104中，由于所述主轴 21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 S105 中，由于动力源恢复向所述同步器 6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 change in the rotational speed 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 disengages the power supplied from the power source to the synchronizer 6, so that the first-speed input shaft speed remains substantially unchanged during the execution of step S101. In step S102, step S103, and step S104, since the torque of the main shaft 21 is maintained at zero torque, the rotational speed on the input shaft of the first speed gradually becomes smaller. In step S105, since the power source is restored to the location The synchronizer 6 supplies power, so in step S105, the rotational speed on the first-speed input shaft becomes large.

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 21转速变化如图 5的 2档输入轴速度曲线所示。在步骤 S 101及步骤 S 102中，由于所述同步器 6尚未与所述第一档位齿轮轴分离，因此所述主轴 21转速与所述 1档输入轴转速相同，其曲线也基本相同。在步骤 S103中，由于所述第一电机 2和 /或第二电机 3对所述同步器 6进行调速，因此所述主轴 21 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，其变化曲线如图 5所示。在步骤 S 104及步骤 S 105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 21转速与所述 2 档输入轴转速相同，其曲线也基本相同。 Further, the rotation speed of the main shaft 21 is changed as shown in the second-speed input shaft speed curve of Fig. 5. In step S101 and step S102, since the synchronizer 6 has not been separated from the first gear gear shaft, the rotational speed of the main shaft 21 is the same as the rotational speed of the first-speed input shaft, and the curves thereof are also substantially the same. In step S103, since the first motor 2 and/or the second motor 3 adjust the speed of the synchronizer 6, the rotational speed on the main shaft 21 gradually becomes smaller, and the rotational speed thereof is the same as that of the first-speed input shaft. The change of the rotational speed is the same as the rotational speed of the 2-speed input shaft, and its variation curve is shown in Fig. 5. In step S104 and step S105, since the synchronizer 6 is coupled to the second gear gear shaft, the rotational speed of the main shaft 21 is the same as the rotational speed of the second input shaft, and the curves thereof are also substantially the same.

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，且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 S101 至步驟 S105 以及所述步骤 S 103 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，所述各个步骤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 21、一档输入轴速度及二档输入轴速度并将其与所述第一阔值或第二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。与图 1不同的是，所述发动机与所述第一电机 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驱动工作模式下，所述第二离合器 5 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 S103 中，仅由所述第一电机 2即所述集成启动电机对所述同步器 6进行调速，而所述第二电机 3 不参与对所述同步器 6的转速调节工作，因此，步骤 S 103中的对所述同步器 6的调速过程时间会相应变长。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〗及图 2所示实施例优选地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，这构成了上述第一实施例的变化例。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与所述发动机不向外输出动力，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 S103中，仅由所述第一电机 2即所述主驱动电机对所述同步器 6进行调速，而所述第二电机 3不参与对所述同步器 6 的转速调节工作，因此，步骤 S 103中的对所述同步器 6的调速过程时间会相应变长。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驟，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 S 103 中，仅由所述第一电机 2即所述集成启动电机对所述同步器 6进行调速。因此，步骤 S 103 中的对所述同步器 6的调速过程时间会相应变长。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 ^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、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同步器 6进行调速。因此，步骤 S 103中的对所述同步器 6的调速过程时间会相应变长。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 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、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，所述发动机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 21而相互连接，所述同步器 6能够和所述主轴 21 一起旋转且能够在主轴 21 上滑动。具体地，所述发动机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 21 而相互连接，所述同步器 6能够和所述主轴 21 一起旋转且能够在主轴 21上滑动。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与所述发动机连接所述第二离合器 5，所述第一离合器 4及笫二离合器 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。优选地，在本实施例中，动力源第一控制装置 10用于卸除动力源向所述同步器 6 提供的动力，并用于恢复动力源向所述同步器 6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与所述第一档位齿轮组 7分离，并用于控制所述同步器 6与所述第二档位齿轮组 8结合；同步器 6第二控制装置 12用于调节所述同步器 6的转速，使得所述同步器 6 与所述第二档位齿轮组 8的转速差小于第一阈值。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 以及同步器 6第二控制装置 12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，尤其是双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. Those skilled in the art understand that since the shift control method of the present invention is applied to a specific vehicle and the driving performance of the specific vehicle is constant, 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 can be set with 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 21, the first input shaft speed and the second are monitored in real time by the speed measuring device. The step of inputting the axis speed and comparing it with the first threshold or the second threshold to control the execution of each step in the step S 103 may be performed by referring to the first embodiment described above. Do not repeat them. FIG. 6 is a schematic diagram showing the connection relationship of the automobile modules in the engine driving operation state according to the second embodiment of the present invention. Different from FIG. 1 , the engine 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. Specifically, since the hybrid vehicle is in an engine driving mode, the second clutch 5 is disengaged, and the second motor 3 does not output power outward, but only by the first motor 2 and the engine. External output power. 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 engine driving operation state, 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 pair The synchronizer 6 performs speed regulation, and the second motor 3 does not participate in the speed adjustment operation of the synchronizer 6. Therefore, the speed adjustment process time of the synchronizer 6 in step S103 changes accordingly. long. 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. Referring to Figures 1, 2 and 6, it will be understood by those skilled in the art that the embodiment shown in Figure 2 and Figure 2 is preferably applied to a dual motor parallel drive mode of operation under a hybrid vehicle configuration where the engine is not operating. 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 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 a motor 2, that is, the main drive motor speeds the synchronizer 6, and the second motor 3 does not participate in the synchronizer 6 The speed adjustment operation, therefore, the speed adjustment process time for the synchronizer 6 in step S103 will be correspondingly longer. 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. FIG. 7 is a schematic diagram showing a connection relationship of automobile modules of the hybrid vehicle according to a third embodiment of the present invention. Different from FIG. 1, the engine 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, The synchronizer 6 performs speed regulation. Therefore, the speed adjustment process time for the synchronizer 6 in step S103 becomes correspondingly longer. The execution process and the principle in the other steps are similar to those in the first embodiment and its modifications, and the above-mentioned lines can be referred to, 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, 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, The synchronizer 6 performs speed regulation. Therefore, the speed adjustment process time for the synchronizer 6 in step S103 becomes correspondingly longer. 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. 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 FIG. 1 to FIG. 8 above, preferably, this The hybrid vehicle to which the invention is applied includes a first motor 2, a second motor 3, an engine, a first clutch 4, a second clutch 5, a synchronizer 6, a first gear gear set 7, a second gear gear set 8, Differential 9 and wheel 20. Specifically, the engine 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 21, and the synchronizer 6 can The spindle 21 rotates together and is slidable on the spindle 21. Specifically, the engine 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 21, and the synchronizer 6 can The spindle 21 rotates together and is slidable on the spindle 21. 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 connected to the engine. 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 is connected to the differential 9, and the differential 9 is connected to the wheel 20. Preferably, in the present embodiment, the power source first control device 10 is for removing power provided by the power source to the synchronizer 6 and for restoring the power source to power the synchronizer 6; the synchronizer 6 a control device 1 1 for controlling the synchronizer 6 to be separated from the first gear gear set 7 and for controlling the synchronizer 6 to be coupled with the second gear gear set 8; The control device 12 is adapted to adjust the rotational speed of the synchronizer 6 such that the rotational speed difference between the synchronizer 6 and the second gear position gear set 8 is less than a first threshold. 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 1 and the synchronizer 6 second control device 12 constitute a complete control device (not shown in FIG. 9). It is used to control the hybrid vehicle to complete the shifting operation, especially the shift control of the dual 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 4 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. When the automobile reaches a critical speed that shifts from a low speed gear to a high speed gear, the present invention 4

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。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及发动枳进行工作输出动力；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分别控制笫一电机 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等动力源向所述同步器 6提供的动力。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，即控制所述第一电机 2及第二电机 3的力矩使得所述同步器 6传输的动力力矩逐步接近零，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。 The control device activates the shift control. 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. 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 枳 are operated to output power; or the hybrid vehicle In the working mode in which the two motors are driven in parallel, that is, the first motor 2 and the second motor 3 perform work 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 synchronizer 6. 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. That is, the torque of the first motor 2 and the second motor 3 is controlled such that the dynamic torque transmitted by the synchronizer 6 gradually approaches zero, for example, by making the phase currents of the first motor 2 and the second motor 3 zero. The torque that the power source outputs power is zeroed.

在本实施例中，当所述动力源第一控制装置 10卸除了动力源向同步器 6提供的动力后，则上述同步器 6第一控制装置 1 1控制所述同步器 6与所述第一档位齿轮组 7分离。接下来，所述同步器 6第二控制装置 12调节所述同步器 6的转速，使得所述同步器 6与所述第二档位齿轮组 8的转速差小于第一阈值。具体地，所述当所述同步器 6与所述第一档位齿轮组 7分离之后，就开始调节所述同步器 6的转速。本领域技术人员理解，所述第一阈值是一个相对于同步器 6及第二齿轮组的转速而言较小的值，当所述同步器 6与所述第二档位齿轮组 8的转速差小于第一阔值时 , 就能够认为所述同步器 6与所述第二档位齿轮组 8的转速非常的接近，能够在后续步骤中所述同步器 6与第二档位齿轮组 8结合时，使得所述同步器 6与所述第二档位齿轮组 8的冲击非常的小，提高了本发明换档控制方法的换档品质。 In the present embodiment, after the power source first control device 10 removes the power supplied from the power source to the synchronizer 6, the synchronizer 6 first control device 1 controls the synchronizer 6 and the first The first gear set 7 is separated. Next, the second control device 12 of the synchronizer 6 adjusts the rotational speed of the synchronizer 6 such that the difference in rotational speed between the synchronizer 6 and the second gear set 8 is less than a first threshold. Specifically, after the synchronizer 6 is separated from the first gear gear set 7, the speed of the synchronizer 6 is adjusted. It is understood by those skilled in the art that the first threshold is a smaller value relative to the rotational speeds of the synchronizer 6 and the second gear set, and the rotational speeds of the synchronizer 6 and the second gear set 8 When the difference is less than the first threshold, it can be considered that the speed of the synchronizer 6 and the second gear gear set 8 are very close, and the synchronizer 6 and the second gear gear set 8 can be in the subsequent steps. When combined, the impact of the synchronizer 6 and the second gear gear set 8 is made very small, improving the shift quality of the shift control method of the present invention.

更为具体地，上述同步器 6第二控制装置 12在控制所述同步器 6 转速的同时，还控制控制所述同步器 6在所述主轴 2】上滑行并进行转速同步工作，在所述主轴 21上滑行到预先定义的与所述笫二档位齿轮 1314 More specifically, the second controller 12 of the synchronizer 6 controls the synchronizer 6 to slide on the spindle 2 and perform the speed synchronization operation while controlling the speed of the synchronizer 6 Sliding on the main shaft 21 to a predefined gear with the second gear 1314

22 twenty two

组 8结合的临界接触点。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，故在调节所述同步器 6的转速同时，能够控制述同步器 6在齿轮轴上向所述第二档位齿轮组 8的方向滑动。本领域技术人员理解，控制所述同步器 6滑动的过程优选地由所述同步器 6第二控制装置中所包括的同步器 6第四控制装置（例如图 10所示装置 122 )完成，在此不予赘述。 Group 8 binds to critical contact points. 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 speed of the synchronizer 6 is adjusted while The synchronizer 6 can be controlled to slide in the direction of the second gear gear set 8 on the gear shaft. It will be understood by those skilled in the art that the process of controlling the sliding of the synchronizer 6 is preferably performed by the synchronizer 6 of the synchronizer 6 in the second control device, such as the fourth control device (for example, the device 122 shown in FIG. 10). This will not be repeated.

然后，所述同步器 6第一控制装置 1 1控制所述同步器 6与所述第二档位齿轮组 8结合，在两者结合后，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, the first control device 1 of the synchronizer 6 controls the synchronizer 6 to be combined with the second gear gear set 8, and after the combination of the two, the power transmission path of the second gear position is completed. The mechanical connection operation, the power transmitted by the power source can be transmitted to the vehicle wheel 20 via the synchronizer 6, the second gear gear set 8 and the differential 9 , which will not be described herein.

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同步器 6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，例如优选地控制所述动力源的力矩达到某一个设定值，以恢复动力源向所述同步器 6 提供动力，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 synchronizer 6. Preferably, those skilled in the art understand that the process of controlling the power source to restore power is opposite to the process of discharging the power source to provide power, for example, preferably controlling the torque of the power source to reach a certain set value to recover The power source supplies power to the synchronizer 6 to complete 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（图 9中未示出），其用于具体地控动力，即控制所述第一电机 2的力矩使得所述同步器 6传输的动力力矩逐步接近零；并用于控制恢复所述动力源的力矩以恢复动力源向所述同步器 6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 is understood by those skilled in the art that the power source first control device 10 includes a power source second control device (not shown in FIG. 9) for specifically controlling power, that is, a control station. The torque of the first motor 2 causes the dynamic torque transmitted by the synchronizer 6 to gradually approach zero; and is used to control the torque of the power source to restore the power source to power the synchronizer 6, and those skilled in the art The device can be implemented and will not be described.

进一步地，所述动力源第一控制装置还包括动力源第三控制装置，其用于在同步器 6第二控制装置工作完成之后且同步器 6第一控制装置工作开始之前，控制所述第一电机 2及第二电机 3 由速度控制方式转换成力矩控制方式，其中，所述力矩控制方式的目标力矩的大小和转换前速度控制时的力矩的大小相等，且当力矩达到所述目标力矩并且力矩稳定后，再开始同步器 6第一控制装置的工作。本领域技术人员理解，判断所述力矩稳定即判断第一电机 2的力矩是否在第三阈值时间内的波动范围不超过第四阔值的范围以及判断所述第二电机 3 的力矩是否在第五阈值时间内的波动范围不超过第六阈值（其可以等于所述第四阈值）的范围，当力矩稳定后，再开始同步器 6第一控制装置的工作。具体地，所述第一电机 2及第二电机 3速度控制时的目标力矩可以是根据第一电机 2及第二电机 3 的力矩实时计算的或通过传感器测量的。 Further, the power source first control device further includes a power source third control device for controlling the first control device 6 after the second control device is completed and the synchronizer 6 first control device is started. A motor 2 and a second motor 3 are converted into a torque control mode by a speed control mode, wherein the magnitude of the target torque of the torque control mode is equal to the magnitude of the torque during the pre-conversion speed control, and when the torque reaches the target torque And force After the moment is stabilized, the operation of the first control device of the synchronizer 6 is resumed. It is understood by those skilled in the art that it is determined whether the torque is stable, that is, whether the torque of the first motor 2 is within a range of a third threshold time does not exceed a range of a fourth threshold, and whether the torque of the second motor 3 is determined to be The fluctuation range of the five threshold time does not exceed the range of the sixth threshold (which may be equal to the fourth threshold), and when the torque is stabilized, the operation of the first control device of the synchronizer 6 is resumed. Specifically, the target torque during the speed control of the first motor 2 and the second motor 3 may be calculated in real time according to the torque of the first motor 2 and the second motor 3 or measured by a sensor.

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。图 10示出了根据本发明的第五实施例的一个变化例的，所述同步器 6第二控制装置的具体控制连接关系示意图。具体地，在本实施例中，所述同步器 6第二控制装置 12包括同步器 6第三控制装置 121、同步器 6第四控制装置 122以及同步器 6第五控制装置 123。其中，所述同步器 6第三控制装置 121用于控制所述第一电机 2调节所述同步器 6的转速；所述同步器 6第四控制装置 122用于控制所述同步器 6 在所述主轴 21 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；所述同步器 6第五控制装置 123用于控制所述第二电机 3调节所述同步器 6的转速。本领域技术人员理解，所述同步器 6第三控制装置 121 以及同步器 6第五控制装置 123分别用于调节不同的动力源，从而实现上述图 9所示所述同步器 6第二控制装置 12的功能，在此不予赘述。 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 first gear position may be a low speed gear position, for example, a first gear. At this time, the second gear position is correspondingly a high speed gear position, for example, a second gear; The gear position may be a high speed gear position, such as a second gear. At this time, the second gear position is correspondingly a low gear position, for example, a gear, which does not affect the essence of the present invention. Figure 10 is a diagram showing the specific control connection relationship of the second control device of the synchronizer 6 according to a variant of the fifth embodiment of the present invention. Specifically, in the present embodiment, the synchronizer 6 second control device 12 includes a synchronizer 6 third control device 121, a synchronizer 6 fourth control device 122, and a synchronizer 6 fifth control device 123. The third control device 121 of the synchronizer 6 is configured to control the first motor 2 to adjust the rotational speed of the synchronizer 6; the fourth control device 122 of the synchronizer 6 is configured to control the synchronizer 6 in the The spindle 21 slides to a predefined critical contact point with the second gear gear set 8; the synchronizer 6 fifth control device 123 is used to control the second motor 3 The speed of the synchronizer 6 is described. It is understood by those skilled in the art that the synchronizer 6 third control device 121 and the synchronizer 6 fifth control device 123 are respectively used to adjust different power sources, thereby realizing the second control device of the synchronizer 6 shown in FIG. 9 described above. The function of 12 will not be described here.

更为具体地，本领域技术人员理解，优选地，所述同步器 6第三控制装置控制所述第一电机 2通过转速控制的方式来调节所述同步器 6 的转速。次优地，所述同步器 6第三控制装置 123在所述同步器 6与所述第二档位齿轮轴的转速差大于等于第二阈值时控制所述第一电机 2 通过力矩控制的方式来调节所述同步器 6的转速，且优选地，其在所述同步器 6与所述第二档位齿轮轴的转速差小于第二阈值时控制所述第一电机 2通过转速控制的方式来调节所述同步器 6的转速。本领域技术人员理解，所述第二阈值是所迷第一电机 2对所述同步器 6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同步器 6的转速时，所述同步器 6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迷同步器 6的转速时，所述同步器 6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同步器 6的转速，那么会使得所述同步器 6的转速先小于所述第二档位齿轮组 8的转速，再使得所述同步器 6的转速变大接近所述第二档位齿轮组 8的转速，这样反而使得所述同步器 6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同步器 6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同步器 6的转速调节工作。 More specifically, it will be understood by those skilled in the art that, preferably, the synchronizer 6 third control means controls the first motor 2 to adjust the rotational speed of the synchronizer 6 by means of rotational speed control. Suboptimally, the third control device 123 of the synchronizer 6 controls the manner in which the first motor 2 passes the torque control when the difference in the rotational speed of the synchronizer 6 and the second gear gear shaft is greater than or equal to the second threshold. To adjust the rotational speed of the synchronizer 6, and preferably, the manner in which the first motor 2 is controlled by the rotational speed when the rotational speed difference between the synchronizer 6 and the second gear gear shaft is less than a second threshold To adjust the rotational speed of the synchronizer 6. It is understood by those skilled in the art that the second threshold is a critical point when the first motor 2 controls the speed of the synchronizer 6, because the first motor 2 adjusts the manner by the torque control. When the speed of the synchronizer 6 is changed, the speed of the synchronizer 6 changes rapidly; and when the first motor 2 adjusts the speed of the synchronizer 6 by means of the speed control, the speed of the synchronizer 6 changes. slow. However, if the first motor 2 directly adjusts the rotational speed of the synchronizer 6 by means of the torque control, the rotational speed of the synchronizer 6 is firstly smaller than the rotational speed of the second gear gear set 8. The speed of the synchronizer 6 is then increased to be close to the rotational speed of the second gear position set 8, which in turn causes the speed adjustment time of the synchronizer 6 to become longer. Therefore, the first motor 2 is preferably mixed to adjust the speed of the synchronizer 6 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 synchronizer 6 can be completed in the shortest time.

参考上述图 9以及图 10，本领域技术人员理解，在图 9所示实施例中，所述同步器 6第三控制装置控制所述第一电机 2调节所述同步器 6的转速的同时，所述同步器 6第五控制装置也控制所述第二电机 3 参与调节所迷同步器 6的转速，即同时控制两个电机参与调节同步器 6 转速的控制过程。同样地，由于在本发明的换档控制方法中，所述第二离合器 5始终保持闭合，所述第二电机 3能够直接地调整所述同步器 6 的转速。优选地，所述第二电机 3通过与第一电机 2相同的方式对所述同步器 6进行转速调节，例如，当所述同步器 6与所述第二档位齿轮轴的转速差大于等于第二阈值（或者是与第二阈值不同的第三阈值）时，所述第二电机 3通过力矩控制的方式来调节所述同步器 6的转速，当所述同步器 6与所述第二档位齿轮轴的转速差小于第二阈值时，所述第二电机 3通过转速控制的方式来调节所述同步器 6的转速。次优地，所述第二电机 3对所述同步器 6的转速的调节仅仅起到辅助作用，例如，仅当所述同步器 6与所述第二档位齿轮轴的转速差大于等于第二阈值时，所述第二电机 3通过力矩控制的方式来调节所述同步器 6的转速，或仅当所述同步器 6与所述第二档位齿轮轴的转速差小于第二阈值时，所述第二电机 3通过转速控制的方式来调节所述同步器 6的转速，在此不予赘述。 Referring to FIG. 9 and FIG. 10 above, it is understood by those skilled in the art that in the embodiment shown in FIG. 9, the third control device of the synchronizer 6 controls the first motor 2 to adjust the rotational speed of the synchronizer 6, The fifth control means of the synchronizer 6 also controls the second motor 3 to participate in adjusting the rotational speed of the synchronizer 6, i.e., simultaneously controlling the control of the two motors to adjust the rotational speed of the synchronizer 6. Similarly, since the second clutch 5 is always kept closed in the shift control method of the present invention, the second motor 3 can directly adjust the synchronizer 6 Speed. Preferably, the second motor 3 adjusts the speed of the synchronizer 6 in the same manner as the first motor 2, for example, when the speed difference between the synchronizer 6 and the second gear gear shaft is greater than or equal to a second threshold (or a third threshold different from the second threshold), the second motor 3 adjusting the rotational speed of the synchronizer 6 by means of torque control, when the synchronizer 6 and the second When the rotational speed difference of the gear gear shaft is less than the second threshold, the second motor 3 adjusts the rotational speed of the synchronizer 6 by means of the rotational speed control. Secondly, the second motor 3 only plays an auxiliary role in adjusting the rotational speed of the synchronizer 6, for example, only when the rotational speed difference between the synchronizer 6 and the second gear gear shaft is greater than or equal to The second motor 3 adjusts the rotational speed of the synchronizer 6 by means of torque control, or only when the rotational speed difference between the synchronizer 6 and the second gear gear shaft is less than a second threshold The second motor 3 adjusts the rotational speed of the synchronizer 6 by means of the rotational speed control, and details are not described herein.

参考上述图 9以及图 10，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的情况，而在图 9所示实施例的一个变化例中，所述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，图 10所示同步器 6第二控制装置不包括所述同步器 6第五控制装置，即只通过所述同步器 6 第三控制装置以及同步器 6第四控制装置控制所述同步器 6的转速以及滑动过程。而在另一个类似的变化例中，所述动力源同时包括第一电机 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。进一步地，图 1 1 示出了本发明提供的汽车换档的控制方法所应用的汽车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 7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连接所迷差速器 9，通过所述差速器 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—起旋转且能够在所迷第一轴 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。 Referring to Figures 9 and 10 above, those skilled in the art understand that the embodiment shown in Figure 9 illustrates the case where the power source includes two motors and one engine at the same time, and in a variation of the embodiment shown in Figure 9, The power source may include only the first motor 2, and the second clutch 5 is omitted. In such a variation, the second control device of the synchronizer 6 shown in FIG. 10 does not include the fifth control device of the synchronizer 6, that is, only through the synchronizer 6, the third control device, and the synchronizer 6, the fourth control device. The speed of the synchronizer 6 and the sliding process are controlled. In another similar variation, the power source includes the first motor 2 and the engine 1 at the same time. Such a variation is similar to the variation including only the first motor 2, and details are not described herein. Further, FIG. 11 shows a mechanical structural view of a hybrid drive system of a two-clutch synchronizer shift applied to a vehicle shift control method provided by the present invention. As shown in the figure, the present invention provides a two-clutch synchronizer-shifted hybrid drive system for a vehicle shift control method, the hybrid drive system including a main drive motor 2 and an integrated starter generator. 3. Engine 1, first shaft 21 (ie spindle 21), first stage reduction gear 7 (first gear gear set), second stage reduction gear 8 (second gear gear set), first clutch 4 The second clutch 5 and the 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. The driven plate of the second clutch 5 is connected to the first shaft 21, and the active disk of the first clutch 4 is connected to the The main drive motor 2 has a driven plate of the first clutch 4 connected to the first shaft 21. The hybrid electric drive system outputs power through the first stage reduction device 7 or the second stage reduction device 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 through which power is transmitted to the wheels 20. 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, which is known in the art. 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的主动盘与所述发动机 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。所述第二离合器 5的从动盘与所述第一轴 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 generator rotor 17 bracket 16; specifically, in this embodiment, the portion of the active disk near the center and the The engine 1 is directly connected, and correspondingly, the drive disc of the second clutch 5 is connected to the integrated starter generator rotor bracket 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）。所述一档主动齿轮 13通过同步器 6连接所述第一轴 21的一端, 所迷的一档主动齿轮 13的另一端连接所述第一级减速装置 Ί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-speed driving gear 13 is connected to one end of the first shaft 21 through a synchronizer 6, and the other end of the first-speed driving gear 13 is connected to the first-stage driven gear of the first-stage reduction device ,. 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的另一端连接所述第二级减速装置 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 . The second stage driven gear of the second stage reduction gear 8 is connected to the first stage by the second gear shaft 15 The first stage driven gear of the speed device 7 is connected to the differential 9 by the first stage driven gear of the first stage reduction unit 7.

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第一轴 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笫一轴 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。本领域技术人员理解，上述设计使得所述混合动力驱动***输出的动力可以实现两种路径的传输，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的减速比为所述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。 Further, those skilled in the art understand that the hybrid drive system provided by the present invention outputs power through the first stage reduction gear unit 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 driving gear is sleeved on the first shaft 21 in a direction perpendicular to the first shaft 21, and meshes with the second driven gear on the second gear shaft 15, the The secondary driven gear is then coupled to the outer casing of the differential 9. Those skilled in the art understand that the above design enables the power output by the hybrid drive system to achieve the transmission of two paths. When the synchronizer 6 is combined with the first speed drive gear 13, the hybrid drive system passes the The first driving gear 13 outputs power to the first-stage reduction gear 7 , and the reduction ratio of the first-stage reduction gear 7 is the gear ratio of the first-stage driven gear and the first-stage driving gear, thereby realizing the Deceleration of the first gear of the hybrid drive system and operation of increasing the output torque; when the synchronizer 6 is combined with the second-speed drive gear 14, the hybrid drive system passes the second-speed drive gear 14 to the second stage The deceleration device 8 outputs power, and at this time, the reduction ratio of the second-stage reduction device 8 is the gear ratio of the second-stage driven gear and the second-stage driving gear, and the second-speed deceleration and increase of the hybrid drive system is realized. Large output torque work.

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 1 1 所示的汽车两离合器同步器换档的混合动力驱动***中，具体地可以参照图 1至图 10中所述实施例及变化例来进行，在此不予赘述。 Those skilled in the art understand that the above embodiments and variations provided by the present invention are described in the above. The shift control method can be applied to the hybrid drive system of the two-clutch synchronizer shift shown in FIG. 1 , and can be specifically implemented by referring to the embodiment and the modifications described in FIG. 1 to FIG. This will not be repeated.

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，通过控制所述同步器 6的拨叉来实现同步器 6的分离、滑行、同步及啮合。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，只要当所迷同步器 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迷特定实施方式，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 automobile power system includes any gear gear set, and the gears are connected by different gears through the synchronizer 6, wherein the synchronizer 6 is separated by controlling the fork of the synchronizer 6, Sliding, synchronizing and meshing. 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 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, 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，所述同步器和所述主轴连接并可以在主轴上滑动，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： What is claimed is: 1. A shift control method for a dual clutch power coupled synchronizer for a vehicle, wherein a power source of the vehicle includes at least a first motor, the vehicle further including 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 the main shaft and slidable on the main shaft, and the first electric machine is connected to the first through the synchronizer A gear gear set or a second gear gear set to transmit power to the wheel, characterized in that the method comprises the steps of:

a. 卸除动力源向所述同步器提供的动力； a. removing the power provided by the power source to the synchronizer;

b. 控制所述同步器与所述第一档位齿轮组分离；使得所述同步器 ^所述第二档位齿轮组的转差小于^'一阈值；、 d. 控制所述同步器与所述第二档位齿轮组结合；以及 b. controlling the synchronizer to be separated from the first gear gear set; causing the synchronizer to have a slip of the second gear gear set less than a threshold value; d. controlling the synchronizer and Combining the second gear gear set;

e. 恢复动力源向所述同步器提供动力。 e. Recover the power source to power the synchronizer.

2.根据权利要求 1所述的控制方法，其特征在于，所述步骤 c中 "调节所述同步器的转速" 的步骤包括如下步骤： The control method according to claim 1, wherein the step of "adjusting the rotational speed of the synchronizer" in the step c comprises the following steps:

由所述第一电机调节所述同步器的转速。 The speed of the synchronizer is adjusted by the first motor.

3.根据权利要求 2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同步器的转速。 The control method according to claim 2, wherein the first motor adjusts the rotational speed of the synchronizer by means of rotational speed control.

4.根据权利要求 2所述的控制方法，其特征在于，当所述同步器与所述第二档位齿轮轴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同步器的转速。 The control method according to claim 2, wherein when the difference in rotational speed between the synchronizer and the second gear shaft is greater than or equal to a second threshold, the first motor is controlled by torque To adjust the speed of the synchronizer.

5.根据权利要求 4所述的控制方法，其特征在于，当所述同步器与所述第二档位齿轮轴的转速差小于所述第二阈值时，所述第一电机通过转速控制的方式来调节所述同步器的转速。 The control method according to claim 4, wherein when the difference in rotational speed between the synchronizer and the second gear shaft is less than the second threshold, the first motor is controlled by a rotational speed The way to adjust the speed of the synchronizer.

6.根据权利要求 1 至 5中任一项所述的控制方法，其中，所述步驟 a包括如下步骤： The control method according to any one of claims 1 to 5, wherein the step a comprises the following steps:

- 控制所述第一电机的力矩使得所述同步器传输的动力力矩逐步接近零。 - controlling the torque of the first motor such that the dynamic torque transmitted by the synchronizer is gradually approaching zero.

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 e包括如下步骤： The control method according to any one of claims 1 to 6, characterized in that Step e includes the following steps:

- 所述第一电机开始逐步输出力矩，以恢复动力源向所述同步器提供动力。 - the first motor begins to gradually output torque to restore the power source to power the synchronizer.

8.根据权利要求 1至 7中任一项所述的控制方法，其特征在于，所述 "控制所述同步器在所述主轴上滑行" 的步骤还包括如下步骤： The control method according to any one of claims 1 to 7, wherein the step of "controlling the synchronizer to slide on the spindle" further comprises the following steps:

- 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。 - controlling the synchronizer to slide on the spindle to a predefined critical contact point in combination with the second gear set.

9.根据权利要求 1至 8中任一项所述的控制方法，其特征在于，在所述步骤 c与步骤 d之间还包括如下步骤： The control method according to any one of claims 1 to 8, further comprising the following steps between the step c and the step d:

- 将所述第一电机由速度控制方式转换成力矩控制方式，其中，所述力矩控制方式的目标力矩的大小和转换前速度控制时的力矩的大小相等，且当力矩达到所述目标力矩并且力矩在第三阈值时间内的波动范围不超过第四阈值的范围后，再执行所述步骤 d。 - converting the first motor from a speed control mode to a torque control mode, wherein the magnitude of the target torque of the torque control mode is equal to the magnitude of the torque during the pre-conversion speed control, and when the torque reaches the target torque and The step d is performed after the range of fluctuation of the moment within the third threshold time does not exceed the range of the fourth threshold.

10. 根据权利要求 9所述的控制方法，其特征在于，所述 "将所述第一电机由速度控制方式转换成力矩控制方式" 的步骤还包括如下步骤： 10. The control method according to claim 9, wherein the step of "converting the first motor from a speed control mode to a torque control mode" further comprises the following steps:

- 判断第一电机的力矩是否在第三阈值时间内的波动范围不超过第四阈值的范围，当力矩在第三阈值时间内的波动范围不超过第四阈值的范围后，再执行所述步骤 d。 - determining whether the torque of the first motor is within a range of a third threshold time that does not exceed a fourth threshold value, and performing the step after the fluctuation range of the torque within the third threshold time does not exceed a fourth threshold value d.

1 1 . 根据权利要求 9或 10所述的控制方法，其特征在于，所述第一电机进行速度控制时的目标力矩根据所述第一电机的力矩实时计算或通过传感器测量而获得。 The control method according to claim 9 or 10, wherein the target torque when the first motor performs speed control is obtained in real time based on the torque of the first motor or by sensor measurement.

12. 根据权利要求 1至 11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 11, 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.

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，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。 The control method according to any one of claims 1 to 12, characterized in that The power source of the automobile further includes a second motor and a second clutch, and the second motor transmits power to the main shaft through the second clutch.

14. 根据权利要求 13所述的控制方法，其特征在于，所述步骤 c 中 "调节所述同步器的转速" 的步骤包括如下步骤： The control method according to claim 13, wherein the step of "adjusting the rotation speed of the synchronizer" in the step c comprises the following steps:

- 由所迷第二电机调节所述同步器的转速。 - Adjusting the speed of the synchronizer by the second motor.

15. 根据权利要求 14所述的控制方法，其特征在于，当所述同步器与所述第二档位齿轮轴的转速差小于所述第二阈值时，所述第二电机通过转速控制的方式来调节所述同步器的转速。 The control method according to claim 14, wherein when the difference in rotational speed between the synchronizer and the second gear gear shaft is less than the second threshold, the second motor is controlled by the rotational speed The way to adjust the speed of the synchronizer.

1 6. 根据权利要求 14所述的控制方法，其特征在于，当所述同步器与所述第二档位齿轮轴的转速差大于等于所述第二阈值时，所述第二电机通过力矩控制的方式来调节所述同步器的转速。 The control method according to claim 14, wherein when the difference in rotational speed between the synchronizer and the second gear gear shaft is greater than or equal to the second threshold, the second motor passes the torque The way of controlling the speed of the synchronizer is controlled.

17. 根据权利要求 16所述的控制方法，其特征在于，当所述同步器与所述第二档位齿轮轴的转速差小于所述第二阈值时，所述第二电机通过转速控制的方式来调节所述同步器的转速。 The control method according to claim 16, wherein when the difference in rotational speed between the synchronizer and the second gear shaft is less than the second threshold, the second motor is controlled by a rotational speed The way to adjust the speed of the synchronizer.

1 8. 根据权利要求 13至 17中任一项所迷的控制方法，其特征在于，在所述步骤 c与步骤 d之间还包括如下步骤： The control method according to any one of claims 13 to 17, further comprising the following steps between the step c and the step d:

-将所述第二电机由速度控制方式转换成力矩控制方式，所述力矩控制方式的目标力矩的大小和转换前速度控制时的力矩的大小相等，且当力矩达到所述目标力矩并且力矩在第三阈值时间内的波动范围不超过第四阈值的范围后，再执行所述步骤（1。 - converting the second motor from a speed control mode to a torque control mode, the magnitude of the target torque of the torque control mode being equal to the magnitude of the torque during the pre-conversion speed control, and when the torque reaches the target torque and the torque is After the fluctuation range of the third threshold time does not exceed the range of the fourth threshold, the step (1) is performed.

19. 根据权利要求 18所述的控制方法，其特征在于，所述 "将所述第二电机由速度控制方式转换成力矩控制方式，，的步骤还包括如下步骤： The control method according to claim 18, wherein the step of converting the second motor from the speed control mode to the torque control mode further comprises the following steps:

- 判断第二电机的力矩是否在第五阈值时间内的波动范围不超过第六阈值的范围，当力矩在第五阚值时间内的波动范围不超过所述第六阈值的范围后，再执行所述步骤 d。 - determining whether the torque of the second motor within a fifth threshold time does not exceed a sixth threshold, and when the fluctuation range of the torque within the fifth threshold does not exceed the sixth threshold, Said step d.

20. 根据权利要求 18或 19所述的控制方法，其特征在于，所述第二电机速度控制时的目标力矩可以是根据第二电机的力矩实时计算的或通过传感器测量的。 The control method according to claim 18 or 19, wherein the target torque during the second motor speed control may be calculated in real time according to the torque of the second motor or measured by the sensor.

21. 根据权利要求 13至 20中任一项所述的控制方法，其中，所述步骤 a包括如下步骤： The control method according to any one of claims 13 to 20, wherein the step a includes the following steps:

- 控制所述第二电机的力矩使得所述同步器传输的力矩逐步接近零。 - controlling the torque of the second motor such that the torque transmitted by the synchronizer gradually approaches zero.

22. 根据权利要求 13至 21中任一项所述的控制方法，其中，所述步骤 e包括如下步骤： The control method according to any one of claims 13 to 21, wherein the step e comprises the following steps:

- 所述第二电机开始逐步输出力矩，以恢复动力源向所述同步器提供动力。 - the second motor begins to gradually output torque to restore power to the synchronizer.

23. 根据权利要求 1至 22任一项所述的控制方法，其特征在于，在换档过程中，保持所述第一离合器及第二离合器闭合。 The control method according to any one of claims 1 to 22, wherein the first clutch and the second clutch are kept closed during the shifting.

24. 根据权利要求 13至 22任一项所述的控制方法，其特征在于，在换档过程中，保持所述第一离合器闭合，所述第二离合器分离。 The control method according to any one of claims 13 to 22, characterized in that, during the shifting, the first clutch is kept closed and the second clutch is disengaged.

25. 根据权利要求 23或 24所迷的控制方法，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。 25. A control method according to claim 23 or 24, wherein said first motor is a high power main drive motor and said second motor is a low power integrated starter motor.

26. 根据权利要求 25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。 26. The control method according to claim 25, 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.

27. 根据权利要求 26所述的控制方法，其特征在于，所述控制方式适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。 27. The control method according to claim 26, wherein the control mode is suitable for a dual motor parallel drive mode of operation, a hybrid drive mode of operation or a single motor drive mode of operation of the hybrid vehicle.

28. 根据权利要求 24所述的控制方法，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。 28. The control method according to claim 24, wherein the first motor is a low power integrated starter motor, and the second motor is a high power main drive motor.

29. 根据权利要求 28所述的控制方法，其特征在于，所述汽车动力源还可以包括发动机，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。 29. The control method according to claim 28, 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.

30. 根据权利要求 29所述的控制方法，其特征在于，所述控制方式适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 29, wherein the control mode is applied to an engine driving operation mode of the hybrid vehicle.

3 1 . 根据权利要求 1至 30任一项所述的控制方法，其特征在于，所迷汽车动力***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，所述第一电机和 /或第二电机通过控制力矩归零来实现所述同步器与换档前所处档位的齿轮组的分离，通过控制电机转速来实现同步器与换档后所处档位的齿轮组的转速同步，通过控制主轴零净输出力矩来实现同步器的齿环与换档后所处档位的齿轮组上的齿环的啮合。 The control method according to any one of claims 1 to 30, wherein the automobile power system may include any gear gear set, and the synchronizer is not connected Shifting with the same gear gear set, wherein the first motor and/or the second motor realize zero separation of the gear set of the gear position before the shift by controlling the torque to zero, by controlling the motor The speed is used to synchronize the speed of the gear set of the synchronizer and the gear position after the shift. By controlling the zero net output torque of the spindle, the ring gear of the synchronizer and the gear ring on the gear set of the gear position after the shift are realized. Engage.

32. 一种车用双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，所述同步器和所述主轴连接并可以在主轴上滑动，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，包括： 32. A shift control device 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 the main shaft and slidable on the main shaft, and the first electric machine is connected to the first through the synchronizer a gear gear set or a second gear gear set to transmit power to the wheel, characterized by comprising:

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

同步器第一控制装置，其用于控制所述同步器与所述第一档位齿轮组分离，并用于控制所述同步器与所述第二档位齿轮组结合；以及同步器第二控制装置，其用于控制所述同步器在所述主轴上滑行并调节所述同步器的转速，使得所述同步器与所述第二档位齿轮组的转速差小于第一阔值。 a synchronizer first control device for controlling the synchronizer to be separated from the first gear gear set, and for controlling the synchronizer to be coupled with the second gear gear set; and a synchronizer second control And means for controlling the synchronizer to slide on the spindle and adjusting the speed of the synchronizer such that a difference in rotational speed between the synchronizer and the second gear set is less than a first threshold.

33. 根据权利要求 32所述的控制装置，其特征在于，所述同步器第二控制装置包括同步器第三控制装置，其用于控制所述第一电机调节所述同步器的转速。 33. The control device according to claim 32, wherein the synchronizer second control device comprises a synchronizer third control device for controlling the first motor to adjust the rotational speed of the synchronizer.

34. 根据权利要求 33所述的控制装置，其特征在于，所述同步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述同步器的转速。 The control device according to claim 33, wherein the synchronizer third control means controls the first motor to adjust the rotational speed of the synchronizer by means of rotational speed control.

35. 根据权利要求 33所述的控制装置，其特征在于，所述同步器第三控制装置在所述同步器与所述第二档位齿轮轴的转速差大于等于第二阈值时控制所述笫一电机通过力矩控制的方式来调节所述同步器的转速。 The control device according to claim 33, wherein the synchronizer third control device controls the said motor when the difference in rotational speed between the synchronizer and the second gear gear shaft is greater than or equal to a second threshold The first motor adjusts the speed of the synchronizer by means of torque control.

36. 根据权利要求 35所述的控制装置，其特征在于，所述同步器第三控制装置在所述同步器与所述第二档位齿轮轴的转速差小于第二阔值时控制所述第一电机通过转速控制的方式来调节所述同步器的转速。 36. The control device according to claim 35, wherein the synchronizer The third control device controls the first motor to adjust the rotation speed of the synchronizer by the rotation speed control when the difference between the rotation speed of the synchronizer and the second gear gear shaft is less than the second threshold.

37. 根据权利要求 32至 36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包括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同步器传输的动力力矩逐步接近零。 The control device according to any one of claims 32 to 36, wherein the power source first control device includes a power source second control device for controlling a torque of the first motor such that The dynamic torque transmitted by the synchronizer gradually approaches zero.

38. 根据权利要求 32至 37中任一项所述的控制装置，其特征在于，所述动力源第二控制装置还用于控制所述第一电机开始逐步输出力矩，以恢复动力源向所述同步器提供动力。 The control device according to any one of claims 32 to 37, wherein the power source second control device is further configured to control the first motor to start gradually outputting a torque to restore the power source to the location The synchronizer provides power.

39. 根据权利要求 32至 38中任一项所述的控制装置，其特征在于，所述同步器第二控制装置还包括同步器第四控制装置，其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。 The control device according to any one of claims 32 to 38, wherein the synchronizer second control device further comprises a synchronizer fourth control device for controlling the synchronizer in the The spindle slides to a predefined critical contact point in combination with the second gear set.

40. 根据权利要求 32至 39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包括动力源第三控制装置，其用于在同步器第二控制装置工作完成之后且同步器第一控制装置工作开始之前，控制所述第一电机由速度控制方式转换成力矩控制方式，其中，所述力矩控制方式的目标力矩的大小和转换前速度控制时的力矩的大小相等，且当力矩达到所述目标力矩并且力矩在第三阈值时间内的波动范围不超过第四阈值的范围后，再开始同步器第一控制装置的工作。 The control device according to any one of claims 32 to 39, wherein the power source first control device comprises a power source third control device for performing work on the synchronizer second control device And before the start of the operation of the synchronizer first control device, controlling the first motor to be converted into a torque control mode by the speed control mode, wherein the magnitude of the target torque of the torque control mode and the magnitude of the torque during the pre-conversion speed control Equally, and after the torque reaches the target torque and the range of fluctuation of the torque within the third threshold time does not exceed the fourth threshold, the operation of the synchronizer first control device is resumed.

41. 根据权利要求 40所述的控制装置，其特征在于，所迷动力源第三控制装置还用于判断第一电机的力矩是否在第三阔值时间内的波动范围不超过第四阈值的范围，当力矩在第三阈值时间内的波动范围不超过第四阈值的范围后，再开始同步器第一控制装置的工作。 The control device according to claim 40, wherein the power source third control device is further configured to determine whether the torque of the first motor is within a third threshold time and the fluctuation range does not exceed a fourth threshold. Range, when the range of fluctuation of the torque within the third threshold time does not exceed the range of the fourth threshold, the operation of the first control device of the synchronizer is started.

42. 根据权利要求 40或 41所述的控制装置，其特征在于，所述第一电机速度控制时的目标力矩可以是根据第一电机的力矩实时计算的或通过传感器测量的。 The control device according to claim 40 or 41, wherein the target torque at the time of the first motor speed control may be calculated in real time based on the torque of the first motor or measured by a sensor.

43. 根据权利要求 32至 42中任一项所述的控制装置 ,其特征在于，所迷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 32 to 42, wherein the relationship between the first gear gear set and the second gear group is any one of the following relationships: - 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

44. 根据权利要求 32至 43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笫二离合器，所迷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，同步器第二控制装置还包括同步器第五控制装置，其用于控制所述第二电机调节所述同步器的转速。 The control device according to any one of claims 32 to 43, wherein the power source of the automobile further includes a second motor and a second clutch, wherein the second motor transmits power through the second clutch And to the main shaft, wherein the second control device of the synchronizer further comprises a synchronizer fifth control device for controlling the second motor to adjust the rotational speed of the synchronizer.

45. 根据权利要求 44所述的控制装置，其特征在于，所述同步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同步器的转速。 The control device according to claim 44, wherein the synchronizer fifth control means controls the second motor to adjust the rotational speed of the synchronizer by means of rotational speed control.

46. 根据权利要求 44所述的控制装置，其特征在于，同步器第五控制装置在所述同步器与所迷第二档位齿轮轴的转速差大于等于第二阈值时控制所述第二电机通过力矩控制的方式来调节所述同步器的转速。 The control device according to claim 44, wherein the synchronizer fifth control device controls the second when a difference in rotational speed between the synchronizer and the second gear shaft is greater than or equal to a second threshold The motor adjusts the speed of the synchronizer by means of torque control.

47. 根据权利要求 46所述的控制装置，其特征在于，所述同步器第五控制装置在所述同步器与所述第二档位齿轮轴的转速差小于第二阈值时控制所述第二电机通过转速控制的方式来调节所述同步器的转速。 The control device according to claim 46, wherein the synchronizer fifth control device controls the first when a difference in rotational speed between the synchronizer and the second gear shaft is less than a second threshold The two motors adjust the speed of the synchronizer by means of speed control.

48. 根据权利要求 44至 47中任一项所述的控制装置，其特征在于中，所述动力源第一控制装置包括动力源第四控制装置，其用于控制所述第二电机的力矩使得所述同步器传输的力矩逐步接近零。 The control device according to any one of claims 44 to 47, wherein the power source first control device comprises a power source fourth control device for controlling a torque of the second motor The torque transmitted by the synchronizer is gradually approached to zero.

49. 根据权利要求 44至 48中任一项所述的控制装置，其特征在于，所述动力源第四控制装置还用于控制所述第二电机开始逐步输出力矩，以恢复动力源向所述同步器提供动力。 The control device according to any one of claims 44 to 48, wherein the power source fourth control device is further configured to control the second motor to start gradually outputting a torque to restore the power source to the location The synchronizer provides power.

50. 根据权利要求 44至 49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包括动力源第五控制装置，其用于在同步器第二控制装置工作完成之后且同步器第一控制装置工作开始之前，控制所述第二电机由速度控制方式转换成力矩控制方式，其中，所述力矩控制方式的目标力矩的大小和转换前速度控制时的力矩的大小相等，且当力矩达到所述目标力矩并且力矩在第三阈值时间内的波动范围不超过第四阈值的范围后，再开始同步器第一控制装置的工作。 The control device according to any one of claims 44 to 49, wherein the power source first control device comprises a power source fifth control device for performing work on the synchronizer second control device After the synchronizer first control device starts working, the control office The second motor is converted into a torque control mode by a speed control mode, wherein the magnitude of the target torque of the torque control mode is equal to the magnitude of the torque during the pre-conversion speed control, and when the torque reaches the target torque and the torque is at the After the fluctuation range of the three threshold time does not exceed the range of the fourth threshold, the operation of the first control device of the synchronizer is started.

51. 根据权利要求 50所述的控制装置，其特征在于，所述动力源五控制装置还用于判断第二电机的力矩是否在第三阈值时间内的波动范围不超过第四阈值的范围，当力矩在第三阈值时间内的波动范围不超过第四阈值的范围后，再开始同步器第一控制装置的工作。 The control device according to claim 50, wherein the power source five control device is further configured to determine whether the torque of the second motor is within a range of a third threshold time, and the fluctuation range does not exceed a fourth threshold. When the range of fluctuation of the torque within the third threshold time does not exceed the range of the fourth threshold, the operation of the first control device of the synchronizer is started.

52. 根据权利要求 50或 51所述的控制装置，其特征在于，所述第二电机速度控制时的目标力矩可以是根据第二电机的力矩实时计算的或通过传感器测量的。 The control device according to claim 50 or 51, wherein the target torque at the time of the second motor speed control may be calculated in real time according to the torque of the second motor or measured by the sensor.

53. 根据权利要求 32至 52中任一项所述的控制装置，其特征在于，在换档过程中，保持所述第一离合器及第二离合器闭合。 The control device according to any one of claims 32 to 52, wherein the first clutch and the second clutch are kept closed during the shifting.

54. 根据权利要求 32至 53中任一项所述的控制装置，其特征在于，在换档过程中，保持所述第一离合器闭合，所述第二离合器分离。 The control device according to any one of claims 32 to 53, wherein during the shifting, the first clutch is kept closed and the second clutch is disengaged.

55. 根据权利要求 53或 54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，所述第二电机是小功率集成启动电机。 55. The control device according to claim 53 or 54, wherein the first motor is a high power main drive motor and the second motor is a low power integrated starter motor.

56. 根据权利要求 55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。 56. The control apparatus of claim 55, 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.

57. 根据权利要求 56所述的控制装置，其特征在于，所述控制方式适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 device according to claim 56, 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.

58. 根据权利要求 54所述的控制装置，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。 58. The control apparatus according to claim 54, wherein the first motor is a low power integrated starter motor and the second motor is a high power main drive motor.

59. 根据权利要求 58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一电机动力连接。 59. The control apparatus of claim 58, 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.

60. 根据权利要求 59所述的控制装置，其特征在于，所述控制装置适用于混合动力汽车的发动机驱动工作模式下。 60. The control device according to claim 59, wherein said control device Applicable to the engine drive mode of the hybrid vehicle.

61. 根据权利要求 32至 60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，所述控制装置通过控制第一电机和 /或第二电机力矩归零来实现所述同步器与换档前所处档位的齿轮组的分离，步，通过控制主轴零净输出力矩来实现同步器的齿环与换档后所处档位的齿轮组上的齿环的啮合。 The control device according to any one of claims 32 to 60, wherein the vehicle power system may include any gear gear set, and the gears are connected by the synchronizer to perform gear shifting. The control device realizes the separation of the gear set of the gear position before the shifting by controlling the first motor and/or the second motor torque to zero, step, by controlling the zero net output torque of the spindle To achieve the meshing of the gear ring of the synchronizer and the gear ring on the gear set of the gear position after the shift.

62. 一种节能汽车，其至少包括第一电机，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，所述第一电机通过所述第一离合器动力连接所述同步器，所述第一档位齿轮组及第二档位齿轮组与车轮动力连接，特征在于，还包括根据上述权利要求 32至 59中任一项所述的控制装置。 62. An energy-saving vehicle comprising at least a first electric machine, the vehicle further comprising at least a first clutch, a synchronizer, a first gear gear set and a second gear gear set, the first motor passing the a first clutch is operatively coupled to the synchronizer, the first gear gear set and the second gear gear set are operatively coupled to the wheel, and further comprising the control according to any one of claims 32 to 59 Device.