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: CN102310853B; CN102310853A

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

Shift control method and device for vehicle dual clutch power coupling synchronizer

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

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.

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).

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

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.

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.

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.

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.

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.

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

Other features, objects, and advantages of the present invention will become more apparent from the Detailed Description of Description

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;

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;

Figure 3 is a flow chart showing the shift control method in the first embodiment of the present invention;

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;

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;

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;

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.

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;

FIG. 9 shows the hybrid vehicle device according to a fifth embodiment of the present invention. Schematic diagram of control connection relationship;

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;

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

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.

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.

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.

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.

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.

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

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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. .

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.

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.

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.

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.

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.

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.

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

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.

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.

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

twenty two

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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

Rights request

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. removing the power provided by the power source to the synchronizer;

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. Recover the power source to power the synchronizer.

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:

The speed of the synchronizer is adjusted by the first motor.

The control method according to claim 2, wherein the first motor adjusts the rotational speed of the synchronizer by means of rotational speed control.

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.

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.

The control method according to any one of claims 1 to 5, wherein the step a comprises the following steps:

- controlling the torque of the first motor such that the dynamic torque transmitted by the synchronizer is gradually approaching zero.

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

- the first motor begins to gradually output torque to restore the power source to power the synchronizer.

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:

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

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:

- 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. 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:

- 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.

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.

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:

- 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

- 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.

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.

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:

- Adjusting the speed of the synchronizer by the second motor.

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.

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.

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.

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:

- 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.

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:

- 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.

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.

The control method according to any one of claims 13 to 20, wherein the step a includes the following steps:

- controlling the torque of the second motor such that the torque transmitted by the synchronizer gradually approaches zero.

The control method according to any one of claims 13 to 21, wherein the step e comprises the following steps:

- the second motor begins to gradually output torque to restore power to the synchronizer.

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.

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. 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. 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. 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. 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. 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.

The control method according to claim 29, wherein the control mode is applied to an engine driving operation mode of the hybrid vehicle.

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. 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:

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;

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. 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.

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.

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. 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.

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.

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.

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.

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.

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.

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.

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

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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. 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. 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.

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. 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. 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. The control device according to claim 59, wherein said control device Applicable to the engine drive mode of the hybrid vehicle.

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. 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.