WO2019062879A1 - 混合动力汽车及其换挡控制方法和系统 - Google Patents

混合动力汽车及其换挡控制方法和系统 Download PDF

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Publication number
WO2019062879A1
WO2019062879A1 PCT/CN2018/108537 CN2018108537W WO2019062879A1 WO 2019062879 A1 WO2019062879 A1 WO 2019062879A1 CN 2018108537 W CN2018108537 W CN 2018108537W WO 2019062879 A1 WO2019062879 A1 WO 2019062879A1
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WIPO (PCT)
Prior art keywords
control unit
engine
motor
hybrid vehicle
vehicle
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PCT/CN2018/108537
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English (en)
French (fr)
Inventor
王春生
许伯良
罗永官
赵梅君
刘学礼
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比亚迪股份有限公司
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Publication of WO2019062879A1 publication Critical patent/WO2019062879A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/19—Improvement of gear change, e.g. by synchronisation or smoothing gear shift
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/30—Control strategies involving selection of transmission gear ratio
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0638—Engine speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0644—Engine speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/10—Change speed gearings
    • B60W2710/1005—Transmission ratio engaged

Definitions

  • the present disclosure relates to the field of hybrid electric vehicles, and in particular, to a shift control method for a hybrid vehicle, a shift control system for a hybrid vehicle, and a hybrid vehicle.
  • the engine speed is increased or decreased to reach the corresponding speed of the target gear.
  • This process is generally realized by the interaction between the clutch and the engine.
  • the duration is relatively long, and the user generally feels that it is obvious.
  • the power is weak.
  • the slippery work of the clutch is relatively large, thus accelerating the wear of the clutch and reducing the service life of the clutch.
  • the present disclosure aims to solve at least one of the technical problems in the above technology to some extent.
  • the first object of the present disclosure is to propose a shift control method for a hybrid vehicle, which can effectively shorten the shift time of the hybrid vehicle, improve the user's driving experience, and also contribute to prolonging the service life of the clutch. .
  • a second object of the present disclosure is to propose a shift control system for a hybrid vehicle.
  • a third object of the present disclosure is to propose a hybrid vehicle.
  • a shift control method for a hybrid vehicle by obtaining a vehicle speed of a hybrid vehicle and a rotational speed of the engine, and determining whether the assisted shift condition is satisfied according to the acquired vehicle speed and the rotational speed, and when the assisted shift condition is satisfied
  • the control sub-motor outputs torque to the engine, thereby effectively reducing the shift time of the hybrid vehicle, improving the user's driving experience, and also reducing wear on the clutch, thereby contributing to prolonging the service life of the clutch.
  • a second aspect of the present disclosure provides a shift control system for a hybrid vehicle, wherein the hybrid vehicle includes an engine, a power motor, a power battery, a DC-DC converter, a transmission, and a secondary motor coupled to the engine, the engine outputting power to a wheel of the hybrid vehicle through a clutch and a transmission, the power motor for outputting a driving force to a wheel of the hybrid vehicle, the power battery Supplying power to the power motor, the secondary motor is respectively connected to the power motor, the DC-DC converter and the power battery, and the secondary motor generates power under the driving of the engine, and the switching
  • the gear control system includes: a transmission control unit for acquiring a vehicle speed of the hybrid vehicle; an engine control unit for acquiring a rotational speed of the engine; and a vehicle control unit for using a vehicle speed and a vehicle according to the hybrid vehicle Determining whether the engine speed determines that the assist shift condition is satisfied, and generating an assist shift when the assist shift condition is satisfied And a sub motor control unit
  • the vehicle speed of the hybrid vehicle and the engine speed are respectively obtained by the transmission control unit and the engine control unit, and the vehicle control unit determines whether the assistance is satisfied according to the vehicle speed and the rotation speed.
  • the shifting condition and the auxiliary motor control unit control the auxiliary motor to output torque to the engine when the assisted shifting condition is satisfied, thereby effectively shortening the shift time of the hybrid vehicle, improving the user's driving experience, and reducing the driving experience.
  • the small pair of clutch wear helps to extend the life of the clutch.
  • a third aspect of the present disclosure provides a hybrid vehicle including a shift control system of a hybrid vehicle proposed by the second aspect of the present disclosure.
  • the shift time can be effectively shortened, the driving experience of the user can be improved, and the wear of the clutch can be reduced, which contributes to prolonging the service life of the clutch.
  • FIG. 2 is a schematic structural view of a hybrid vehicle according to an embodiment of the present disclosure
  • FIG. 3 is a flowchart of a shift control method of a hybrid vehicle according to an embodiment of the present disclosure
  • FIG. 4 is a flow chart of a method of detecting a communication state between a vehicle control unit and a secondary motor control unit, in accordance with an embodiment of the present disclosure
  • FIG. 5 is a flow chart of a method of detecting a communication state between a vehicle control unit and an engine control unit, in accordance with an embodiment of the present disclosure
  • FIG. 6 is a flow chart of a method of detecting a communication state between a vehicle control unit and a transmission control unit, in accordance with an embodiment of the present disclosure
  • FIG. 7 is a flow chart of a method of determining whether an assisted shift condition is satisfied, in accordance with an embodiment of the present disclosure
  • FIG. 8 is a flow chart of a method of implementing control of assisted shifting in accordance with an embodiment of the present disclosure
  • FIG. 9 is a block schematic diagram of a shift control system of a hybrid vehicle in accordance with an embodiment of the present disclosure.
  • FIG. 10 is a block schematic diagram of a hybrid vehicle in accordance with an embodiment of the present disclosure.
  • the hybrid vehicle may include an engine 1, a power motor 2, a power battery 3, and a sub-motor 4 connected to the engine 1, wherein the power motor 2 and the sub-motor 4 are both Connected to the power battery 3.
  • the hybrid vehicle may further include a DC-DC converter 5 and a transmission 6, wherein the engine 1 outputs power to the wheels of the hybrid vehicle through the clutch and the transmission 6, and the power motor 2 is used for output.
  • Driving force to the wheel of the hybrid vehicle the power battery 3 is used to supply power to the power motor 2, and the auxiliary motor 4 is connected to the power motor 2, the DC-DC converter 5 and the power battery 3, respectively, and the auxiliary motor 4 is driven by the engine 1.
  • Negative torque operation to generate electricity The electric energy generated by the sub motor 4 may be supplied to at least one of the power battery 3, the power motor 2, the DC-DC converter 5, the low voltage load 7, and a high voltage load (not shown).
  • the low-voltage load 7 may include, but is not limited to, a lamp, a radio, etc.
  • the high-voltage load may include, but is not limited to, a car air conditioner or the like.
  • the power motor 2 and the sub-motor 4 respectively serve as the drive motor and the generator, and the sub-motor 4 has a high power generation and power generation efficiency at a low speed, thereby meeting the power demand of the low-speed travel, and maintaining the low speed of the whole vehicle.
  • the electric balance maintains the low speed smoothness of the whole vehicle and improves the dynamic performance of the whole vehicle.
  • the secondary motor 4 may be a BSG (Belt-driven Starter Generator) motor.
  • the sub-motor 4 belongs to a high-voltage motor.
  • the power generation voltage of the sub-motor 4 is equivalent to the voltage of the power battery 3, so that the electric energy generated by the sub-motor 4 can directly charge the power battery 3 without voltage conversion, and can also directly The power motor 2 and/or the DC-DC converter 5 are powered.
  • the sub-motor 4 is also a high-efficiency generator. For example, when the sub-motor 4 is driven by the engine 1 at an idle speed, the power generation efficiency of 97% or more can be achieved.
  • the BSG motor is relatively closely connected to the engine, it is more suitable for implementing the hybrid vehicle and its shift control method and system of the embodiments of the present disclosure.
  • FIG. 3 is a flow chart of a shift control method of a hybrid vehicle according to an embodiment of the present disclosure.
  • the shift control method of the hybrid vehicle of the embodiment of the present disclosure includes the following steps:
  • the vehicle control unit and the sub motor control unit, the vehicle control unit and the engine control unit, and the entire vehicle may be separately detected.
  • the vehicle control unit If the assisted shift condition is satisfied, the vehicle control unit generates an assist shift command and sends an assist shift command to the slave motor control unit to control the slave motor to output torque to the engine to speed up the gear shift of the transmission.
  • the vehicle control unit When it is judged that the assisted upshift condition is satisfied, the vehicle control unit generates an assist upshift command and sends an assist upshift command to the sub motor control unit to control the sub motor to output a negative torque to the engine, thereby increasing the speed of the engine. Until the engine speed is reduced to the first target speed, wherein the first target speed is the engine speed corresponding to the gear after the downshift.
  • the vehicle control unit When it is judged that the assisted downshift condition is satisfied, the vehicle control unit generates an assisted downshift command, and sends an assisted downshift command to the sub motor control unit to control the sub motor to output a positive torque to the engine, thereby increasing the rate of increase of the engine speed. Until the engine speed increases to a second target speed, wherein the second target speed is the engine speed corresponding to the gear after the upshift.
  • the communication state between the vehicle control unit and the sub-motor control unit can be detected by the following steps:
  • step S101 The VCU (Vehicle Control Unit) determines whether a BSG message is received. If no, step S102 is performed; if yes, step S103 is performed.
  • the sub motor is a BSG motor as an example.
  • step S102 the timer accumulates the time. Then step S104 is performed.
  • step S104 Determine whether the timing time is greater than Cs.
  • Cs is the set time threshold. If no, step S105 is performed; if yes, step S106 is performed.
  • the communication state between the vehicle control unit and the engine control unit ECU can be detected by the following steps:
  • step S201 The VCU determines whether an ECU message is received. If no, step S202 is performed; if yes, step S203 is performed.
  • step S202 the timer accumulates the timing time. Then step S204 is performed.
  • step S204 Determine whether the timing time is greater than Cs. If no, step S205 is performed; if yes, step S206 is performed.
  • the communication state between the vehicle control unit and the transmission control unit TCU can be detected by the following steps:
  • step S301 The VCU determines whether a TCU packet is received. If no, step S302 is performed; if yes, step S303 is performed.
  • step S302 the timer accumulates the time. Then step S304 is performed.
  • step S304 Determine whether the timing time is greater than Cs. If no, step S305 is performed; if yes, step S306 is performed.
  • the following steps may be used to determine whether the assisted shift condition is satisfied:
  • step S402. Determine whether the vehicle is accelerating, and determine whether the engine speed exceeds Brpm. Where B is the preset speed threshold. If yes, step S404 is performed; if no, step S403 is performed.
  • step S403 determining whether the vehicle is decelerating, and determining whether the engine speed is reduced to Arpm. Where A is the preset speed threshold. If yes, go to step S405; if no, go to step S408.
  • Step S404 determining whether the BSG self-test is normal.
  • the fault state of the BSG motor and the BSG motor control unit can be detected by the BSG motor control unit automatic running detection program. This process is called BSG self-test. If the BSG motor and the BSG motor control unit are both faultless, the BSG self-test is normal. Step S407 may be performed; if the BSG motor or the BSG motor control unit fails, the BSG self-test is abnormal, and step S406 may be performed.
  • step S405. Determine whether the BSG self-test is normal. If yes, go to step S409; if no, go to step S410.
  • BSG motor assists shifting invalid
  • TCU performs upshift control. That is to say, when the BSG self-test is abnormal, the assist shift condition is not satisfied, and the upshift process at this time is completed by the TCU control.
  • BSG motor assists shifting invalid.
  • the speed of the vehicle does not meet the assisted shift conditions, and the BSG motor does not assist in shifting.
  • the BSG motor assists the shifting to be invalid, and the TCU performs the downshift control. That is to say, when the BSG self-test is abnormal, the assist shift condition is not satisfied, and the downshift process at this time is completed by the TCU control.
  • BSG motor assists shifting invalid.
  • the communication between the VCU and the BSG motor control unit is abnormal, or the communication between the VCU and the ECU is abnormal, or the communication between the VCU and the TCU is abnormal, that is, the communication status between the control units that perform the shift control in the CAN network does not satisfy the assisted shift condition, the BSG motor
  • the assist shift is not performed, that is, the shift control method of the embodiment of the present disclosure is not continued.
  • the assisted shift control can be realized by the following steps:
  • step S501 The BSG motor control unit determines whether an assist upshift command is received. If no, step S502 is performed; if yes, step S503 is performed.
  • step S502 determines whether an assisted downshift command is received. If no, step S504 is performed; if yes, step S505 is performed.
  • the shift control method of the hybrid vehicle determines whether the assisted shift condition is satisfied or not, by obtaining the vehicle speed of the hybrid vehicle and the engine speed, and determining whether the assisted shift condition is satisfied according to the acquired vehicle speed and the rotational speed.
  • the auxiliary motor is controlled to output torque to the engine, thereby effectively shortening the shifting time of the hybrid vehicle, improving the user's driving experience, and also reducing the wear on the clutch and helping to extend the clutch. Service life.
  • the shift time of the hybrid vehicle can be effectively shortened, the driving experience of the user can be improved, and the wear of the clutch can be reduced. Helps extend the life of the clutch.
  • the present disclosure also proposes a shift control system for a hybrid vehicle.
  • the shift control system 100 of the hybrid vehicle of the embodiment of the present disclosure includes a transmission control unit 10, an engine control unit 20, a vehicle control unit 30, and a sub-motor control unit 40.
  • the transmission control unit 10 is configured to acquire the vehicle speed of the hybrid vehicle; the engine control unit 20 is configured to acquire the engine speed; and the vehicle control unit 30 is configured to determine whether the assisted shift condition is satisfied according to the vehicle speed of the hybrid vehicle and the engine speed. And assisting the shifting command when the assisted shifting condition is satisfied; the auxiliary motor control unit 40 is configured to receive and execute the assisted shifting command to control the secondary motor to output torque to the engine to accelerate the gear shifting of the transmission.
  • the vehicle control unit 30 may also detect between the slave motor control unit 40 and the engine control unit 20 and the transmission control before determining whether the assist shift condition is satisfied.
  • the communication state between the units 10, the sub-motor control unit 40 is also used to detect the failure state of the sub-motor and the sub-motor control unit 40, and then the vehicle control unit 30 can be based on the above-mentioned communication state, fault state, and the speed of the hybrid vehicle. And the engine speed is judged whether the assist shift condition is satisfied.
  • the vehicle control unit 30 and the sub-motor control unit 40 When the vehicle control unit 30 and the sub-motor control unit 40, between the vehicle control unit 30 and the engine control unit 20, and between the vehicle control unit 30 and the transmission control unit 10, the sub-motor and the sub-motor control unit are normally communicated. 40 When there is no fault, the vehicle control unit 30 determines that the assisted upshift condition is satisfied when the hybrid vehicle accelerates and the engine speed is greater than the first preset speed, and decelerates in the hybrid vehicle and the engine speed is less than the second preset. At the time of the rotation speed, it is judged that the assisted downshift condition is satisfied.
  • the vehicle control unit 30 may generate an assist upshift command and send an assist upshift command to the slave motor control unit 40, and the slave motor control unit 40 receives and executes the assisted upshift command to control
  • the secondary motor outputs a negative torque to the engine, thereby increasing the rate of decrease of the engine speed until the engine speed decreases to a first target speed, wherein the first target speed is the engine speed corresponding to the gear after the downshift.
  • the vehicle control unit 30 may generate an assist downshift command and send an assist downshift command to the sub motor control unit 40, and the sub motor control unit 40 receives and executes the assist downshift command to control
  • the secondary motor outputs positive torque to the engine, thereby increasing the rate of increase of the engine speed until the engine speed increases to a second target speed, wherein the second target speed is the engine speed corresponding to the gear after the upshift.
  • the vehicle speed of the hybrid vehicle and the engine speed are respectively obtained by the transmission control unit and the engine control unit, and the vehicle control unit determines whether the assistance is satisfied according to the vehicle speed and the rotation speed.
  • the shifting condition and the auxiliary motor control unit control the auxiliary motor to output torque to the engine when the assisted shifting condition is satisfied, thereby effectively shortening the shift time of the hybrid vehicle, improving the user's driving experience, and reducing the driving experience.
  • the small pair of clutch wear helps to extend the life of the clutch.
  • the present disclosure also proposes a hybrid vehicle.
  • the hybrid vehicle 1000 of the embodiment of the present disclosure includes the shift control system 100 of the hybrid vehicle proposed by the above embodiment of the present disclosure.
  • the shift time can be effectively shortened, the driving experience of the user can be improved, and the wear of the clutch can be reduced, which contributes to prolonging the service life of the clutch.
  • first and second are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated.
  • features defining “first” and “second” may include one or more of the features either explicitly or implicitly.
  • the meaning of "a plurality” is two or more unless specifically and specifically defined otherwise.
  • the terms “installation”, “connected”, “connected”, “fixed”, and the like, are to be understood broadly, and may be either a fixed connection or a detachable connection, unless explicitly stated or defined otherwise. , or integrated; can be mechanical connection, or can be electrical connection; can be directly connected, or can be indirectly connected through an intermediate medium, can be the internal communication of two elements or the interaction of two elements.
  • the specific meanings of the above terms in the present disclosure can be understood by those skilled in the art on a case-by-case basis.
  • the first feature "on” or “under” the second feature may be a direct contact of the first and second features, or the first and second features may be indirectly through an intermediate medium, unless otherwise explicitly stated and defined. contact.
  • the first feature "above”, “above” and “above” the second feature may be that the first feature is directly above or above the second feature, or merely that the first feature level is higher than the second feature.
  • the first feature “below”, “below” and “below” the second feature may be that the first feature is directly below or obliquely below the second feature, or merely that the first feature level is less than the second feature.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Control Of Transmission Device (AREA)

Abstract

一种混合动力汽车（1000）及其换挡控制方法和系统（100），其中，所述混合动力汽车（1000）包括发动机（1）、动力电机（2）、动力电池（3）、变速器（6）、与发动机（1）相连的副电机（4），所述换挡控制方法包括以下步骤：当发动机（1）运行时，通过变速器控制单元（10）获取混合动力汽车（1000）的车速，并通过发动机控制单元（20）获取发动机（1）的转速；根据混合动力汽车（1000）的车速和发动机（1）的转速判断是否满足协助换挡条件；如果满足协助换挡条件，则整车控制单元（30）生成协助换挡指令，并向副电机控制单元（40）发送协助换挡指令，以控制副电机（4）向发动机（1）输出扭矩，以加快变速器（6）的挡位切换，该换挡控制方法能够有效缩短混合动力汽车（1000）的换挡时间，提高用户的行车体验，同时还有助于延长离合器的使用寿命。

Description

混合动力汽车及其换挡控制方法和系统
相关申请的交叉引用
本申请基于申请号为201710911836.0，申请日为2017年09月29日的中国专利申请提出，并要求该中国专利申请的优先权，该中国专利申请的全部内容在此引入本申请作为参考。
技术领域
本公开涉及混合动力汽车技术领域，特别涉及一种混合动力汽车的换挡控制方法、一种混合动力汽车的换挡控制系统和一种混合动力汽车。
背景技术
变速器在进行换挡过程中，发动机转速要上升或下降达到目标挡位对应的转速，这个过程一般是通过离合器和发动机之间相互作用来实现的，持续时间相对较长，用户一般会明显感觉到动力变弱。并且，在换挡过程中，离合器的滑磨功相对较大，因而会加速离合器的磨损，减少离合器的使用寿命。
发明内容
本公开旨在至少在一定程度上解决上述技术中的技术问题之一。为此，本公开的第一个目的在于提出一种混合动力汽车的换挡控制方法，能够有效缩短混合动力汽车的换挡时间，提高用户的行车体验，同时还有助于延长离合器的使用寿命。
本公开的第二个目的在于提出一种混合动力汽车的换挡控制系统。
本公开的第三个目的在于提出一种混合动力汽车。
为达到上述目的，本公开第一方面实施例提出了一种混合动力汽车的换挡控制方法，其中，所述混合动力汽车包括发动机、动力电机、动力电池、DC-DC变换器、变速器、与所述发动机相连的副电机，所述发动机通过离合器和变速器将动力输出到所述混合动力汽车的车轮，所述动力电机用于输出驱动力至所述混合动力汽车的车轮，所述动力电池用于给所述动力电机供电，所述副电机分别与所述动力电机、所述DC-DC变换器和所述动力电池相连，所述副电机在所述发动机的带动下进行发电，所述换挡控制方法包括以下步骤：当所述发动机运行时，通过变速器控制单元获取所述混合动力汽车的车速，并通过发动机控制单元获取所述发动机的转速；根据所述混合动力汽车的车速和所述发动机的转速判断是否满足协助换挡条件；如果满足所述协助换挡条件，则整车控制单元生成协助换挡指令， 并向副电机控制单元发送所述协助换挡指令，以控制所述副电机向所述发动机输出扭矩，以加快所述变速器的挡位切换。
根据本公开实施例的混合动力汽车的换挡控制方法，通过获取混合动力汽车的车速和发动机的转速，并根据获取的车速和转速判断是否满足协助换挡条件，以及在满足协助换挡条件时，控制副电机向发动机输出扭矩，由此，能够有效缩短混合动力汽车的换挡时间，提高用户的行车体验，同时还能够减小对离合器的磨损，有助于延长离合器的使用寿命。
为达到上述目的，本公开第二方面实施例提出了一种混合动力汽车的换挡控制系统，其中，所述混合动力汽车包括发动机、动力电机、动力电池、DC-DC变换器、变速器、与所述发动机相连的副电机，所述发动机通过离合器和变速器将动力输出到所述混合动力汽车的车轮，所述动力电机用于输出驱动力至所述混合动力汽车的车轮，所述动力电池用于给所述动力电机供电，所述副电机分别与所述动力电机、所述DC-DC变换器和所述动力电池相连，所述副电机在所述发动机的带动下进行发电，所述换挡控制系统包括：变速器控制单元，用于获取所述混合动力汽车的车速；发动机控制单元，用于获取所述发动机的转速；整车控制单元，用于根据所述混合动力汽车的车速和所述发动机的转速判断是否满足协助换挡条件，并在满足所述协助换挡条件时生成协助换挡指令；副电机控制单元，用于接收并执行所述协助换挡指令，以控制所述副电机向所述发动机输出扭矩，以加快所述变速器的挡位切换。
根据本公开实施例的混合动力汽车的换挡控制系统，通过变速器控制单元和发动机控制单元分别获取混合动力汽车的车速和发动机的转速，并通过整车控制单元根据上述车速和转速判断是否满足协助换挡条件，以及在满足协助换挡条件时，通过副电机控制单元控制副电机向发动机输出扭矩，由此，能够有效缩短混合动力汽车的换挡时间，提高用户的行车体验，同时还能够减小对离合器的磨损，有助于延长离合器的使用寿命。
为达到上述目的，本公开第三方面实施例提出了一种混合动力汽车，其包括本公开第二方面实施例提出的混合动力汽车的换挡控制系统。
根据本公开实施例的混合动力汽车，能够有效缩短换挡时间，提高用户的行车体验，同时还能够减小对离合器的磨损，有助于延长离合器的使用寿命。
本公开的附加方面和优点将在下面的描述中部分给出，部分将从下面的描述中变得明显，或通过对本公开的实践了解到。
附图说明
图1为根据本公开一个实施例的混合动力汽车的结构示意图；
图2为根据本公开一个实施例的混合动力汽车的结构示意图；
图3为根据本公开实施例的混合动力汽车的换挡控制方法的流程图；
图4为根据本公开一个具体实施例的检测整车控制单元与副电机控制单元之间的通讯状态的方法的流程图；
图5为根据本公开一个具体实施例的检测整车控制单元与发动机控制单元之间的通讯状态的方法的流程图；
图6为根据本公开一个具体实施例的检测整车控制单元与变速器控制单元之间的通讯状态的方法的流程图；
图7为根据本公开一个具体实施例的判断是否满足协助换挡条件的方法的流程图；
图8为根据本公开一个具体实施例的实现协助换挡的控制的方法的流程图；
图9为根据本公开实施例的混合动力汽车的换挡控制系统的方框示意图；
图10为根据本公开实施例的混合动力汽车的方框示意图。
具体实施方式
下面详细描述本公开的实施例，所述实施例的示例在附图中示出，其中自始至终相同或类似的标号表示相同或类似的元件或具有相同或类似功能的元件。下面通过参考附图描述的实施例是示例性的，旨在用于解释本公开，而不能理解为对本公开的限制。
在本公开的一个实施例中，如图1所示，混合动力汽车可包括发动机1、动力电机2、动力电池3和与发动机1相连的副电机4，其中，动力电机2和副电机4均连接到动力电池3。进一步地，如图2所示，混合动力汽车还可包括DC-DC变换器5和变速器6，其中，发动机1通过离合器和变速器6将动力输出到混合动力汽车的车轮，动力电机2用于输出驱动力至混合动力汽车的车轮，动力电池3用于给动力电机2供电，副电机4分别与动力电机2、DC-DC变换器5和动力电池3相连，副电机4在发动机1的带动下负扭矩运转以进行发电。其中，副电机4产生的电能可提供至动力电池3、动力电机2、DC-DC变换器5、低压负载7和高压负载(图中未示出)中的至少一个。其中，低压负载7可包括但不限于车灯、收音机等，高压负载可包括但不限于车载空调等。
由此，动力电机2和副电机4分别对应充当驱动电机和发电机，由于低速时副电机4具有较高的发电功率和发电效率，从而可以满足低速行驶的用电需求，可以维持整车低速电平衡，维持整车低速平顺性，提升整车的动力性能。
在一些实施例中，副电机4可为BSG(Belt-driven Starter Generator，皮带传动启动/发电一体化电机)电机。需要说明的是，副电机4属于高压电机，例如副电机4的发电电压与动力电池3的电压相当，从而副电机4产生的电能可以不经过电压变换直接给动力电池 3充电，还可直接给动力电机2和/或DC-DC变换器5供电。并且副电机4也属于高效发电机，例如在发动机1怠速转速下带动副电机4发电即可实现97％以上的发电效率。
由于BSG电机与发动机的动力联系相对密切，因此更适于实施本公开实施例的混合动力汽车及其换挡控制方法和系统。
下面结合附图详细描述本公开实施例的混合动力汽车及其换挡控制方法和系统。
图3为根据本公开实施例的混合动力汽车的换挡控制方法的流程图。
如图3所示，本公开实施例的混合动力汽车的换挡控制方法，包括以下步骤：
S1，当发动机运行时，通过变速器控制单元获取混合动力汽车的车速，并通过发动机控制单元获取发动机的转速。
S2，根据混合动力汽车的车速和发动机的转速判断是否满足协助换挡条件。
在进行换挡控制时，首先可确认CAN(Controller Area Network，控制器局域网络)网络中的执行换挡控制的各个控制单元之间的通讯是否正常，以及最终执行换挡控制动作的器件是否发生故障。因此，在本公开的一个实施例中，在判断是否满足协助换挡条件前，还可分别检测整车控制单元与副电机控制单元之间、整车控制单元与发动机控制单元之间和整车控制单元与变速器控制单元之间的通讯状态，并检测副电机和副电机控制单元的故障状态。然后，可根据上述的通讯状态、故障状态、混合动力汽车的车速和发动机的转速判断是否满足协助换挡条件。
当整车控制单元与副电机控制单元之间、整车控制单元与发动机控制单元之间和整车控制单元与变速器控制单元之间通讯正常且副电机和副电机控制单元未出现故障时，如果混合动力汽车加速且发动机的转速大于第一预设转速，则判断满足协助升挡条件；如果混合动力汽车减速且发动机的转速小于第二预设转速，则判断满足协助降挡条件。
S3，如果满足协助换挡条件，则整车控制单元生成协助换挡指令，并向副电机控制单元发送协助换挡指令，以控制副电机向发动机输出扭矩，以加快变速器的挡位切换。
当判断满足协助升挡条件时，整车控制单元生成协助升挡指令，并向副电机控制单元发送协助升挡指令，以控制副电机向发动机输出负扭矩，从而提高发动机的转速的下降速率，直至发动机的转速降低至第一目标转速，其中，第一目标转速为降挡后的挡位所对应的发动机的转速。
当判断满足协助降挡条件时，整车控制单元生成协助降挡指令，并向副电机控制单元发送协助降挡指令，以控制副电机向发动机输出正扭矩，从而提高发动机的转速的上升速率，直至发动机的转速升高至第二目标转速，其中，第二目标转速为升挡后的挡位所对应的发动机的转速。
在本公开的一个具体实施例中，如图4所示，可通过以下步骤检测整车控制单元与副 电机控制单元之间的通讯状态：
S101，VCU(Vehicle Control Unit，整车控制单元)判断是否接收到BSG报文。如果否，则执行步骤S102；如果是，则执行步骤S103。该实施例中以副电机为BSG电机为例。
S102，计时器累加计时时间。然后执行步骤S104。
S103，计时器清零。
S104，判断计时时间是否大于Cs。Cs为设定的时间阈值。如果否，则执行步骤S105；如果是，则执行步骤S106。
S105，判断VCU与BSG电机控制单元通讯正常。
S106，判断VCU与BSG电机控制单元通讯异常。
在本公开的一个具体实施例中，如图5所示，可通过以下步骤检测整车控制单元与发动机控制单元ECU(Engine Control Unit)之间的通讯状态：
S201，VCU判断是否接收到ECU报文。如果否，则执行步骤S202；如果是，则执行步骤S203。
S202，计时器累加计时时间。然后执行步骤S204。
S203，计时器清零。
S204，判断计时时间是否大于Cs。如果否，则执行步骤S205；如果是，则执行步骤S206。
S205，判断VCU与ECU通讯正常。
S206，判断VCU与ECU通讯异常。
在本公开的一个具体实施例中，如图6所示，可通过以下步骤检测整车控制单元与变速器控制单元TCU(Transmission Control Unit)之间的通讯状态：
S301，VCU判断是否接收到TCU报文。如果否，则执行步骤S302；如果是，则执行步骤S303。
S302，计时器累加计时时间。然后执行步骤S304。
S303，计时器清零。
S304，判断计时时间是否大于Cs。如果否，则执行步骤S305；如果是，则执行步骤S306。
S305，判断VCU与TCU通讯正常。
S306，判断VCU与TCU通讯异常。
在本公开的一个具体实施例中，如图7所示，可通过以下步骤判断是否满足协助换挡条件：
S401，判断发动机是否正在运行，并判断VCU与BSG电机控制单元、ECU、TCU之 间的通讯是否正常。如果是，则执行步骤S402；如果否，则执行步骤S411。
S402，判断车辆是否加速，并判断发动机的转速是否超过Brpm。其中，B为预设的转速阈值。如果是，则执行步骤S404；如果否，则执行步骤S403。
S403，判断车辆是否减速，并判断发动机的转速是否降至Arpm。其中，A为预设的转速阈值。如果是，则执行步骤S405；如果否，则执行步骤S408。
S404，判断BSG自检是否正常。其中，BSG电机和BSG电机控制单元的故障状态可由BSG电机控制单元自动运行检测程序来检测，此过程称为BSG自检，如果BSG电机和BSG电机控制单元均无故障，则BSG自检正常，可执行步骤S407；如果BSG电机或BSG电机控制单元发生故障，则BSG自检异常，可执行步骤S406。
S405，判断BSG自检是否正常。如果是，则执行步骤S409；如果否，则执行步骤S410。
S406，BSG电机协助换挡无效，TCU进行升挡控制。也就是说，BSG自检异常时，不满足协助换挡条件，此时的升挡过程由TCU控制完成。
S407，BSG电机协助升挡。
S408，BSG电机协助换挡无效。车速不满足协助换挡条件，BSG电机不进行协助换挡。
S409，BSG电机协助降挡。
S410，BSG电机协助换挡无效，TCU进行降挡控制。也就是说，BSG自检异常时，不满足协助换挡条件，此时的降挡过程由TCU控制完成。
S411，BSG电机协助换挡无效。VCU与BSG电机控制单元通讯异常，或VCU与ECU通讯异常，或VCU与TCU通讯异常，即CAN网络中的执行换挡控制的各个控制单元之间的通讯状态不满足协助换挡条件，BSG电机不进行协助换挡，即不继续执行本公开实施例的换挡控制方法。
在本公开的一个具体实施例中，如图8所示，可通过以下步骤实现协助换挡的控制：
S501，BSG电机控制单元判断是否接收到协助升挡指令。如果否，则执行步骤S502；如果是，则执行步骤S503。
S502，BSG电机控制单元判断是否接收到协助降挡指令。如果否，则执行步骤S504；如果是，则执行步骤S505。
S503，控制BSG电机负扭矩运转，将发动机转速拉低至第一目标转速后退出。通过控制BSG电机负扭矩运转，对发动机施加制动扭矩，以提高发动机的转速的下降速率，直至发动机的转速降低至目标挡位所对应的转速。应当理解，由于BSG电机负扭矩运转，在BSG电机协助升挡时，BSG电机可同时进行发电，实现部分能量的回收。
S504，BSG电机协助换挡无效，BSG电机输出扭矩为0。
S505，控制BSG电机正扭矩运转，将发动机转速拉升至第二目标转速后退出。通过控 制BSG电机正扭矩运转，对发动机施加驱动扭矩，以提高发动机的转速的上升速率，直至发动机的转速升高至目标挡位所对应的转速。
综上所述，根据本公开实施例的混合动力汽车的换挡控制方法，通过获取混合动力汽车的车速和发动机的转速，并根据获取的车速和转速判断是否满足协助换挡条件，以及在满足协助换挡条件时，控制副电机向发动机输出扭矩，由此，能够有效缩短混合动力汽车的换挡时间，提高用户的行车体验，同时还能够减小对离合器的磨损，有助于延长离合器的使用寿命。
根据本公开实施例的非临时性计算机可读存储介质，通过执行其存储的计算机程序，能够有效缩短混合动力汽车的换挡时间，提高用户的行车体验，同时还能够减小对离合器的磨损，有助于延长离合器的使用寿命。
对应上述实施例，本公开还提出一种混合动力汽车的换挡控制系统。
如图9所示，本公开实施例的混合动力汽车的换挡控制系统100，包括变速器控制单元10、发动机控制单元20、整车控制单元30和副电机控制单元40。
其中，变速器控制单元10用于获取混合动力汽车的车速；发动机控制单元20用于获取发动机的转速；整车控制单元30用于根据混合动力汽车的车速和发动机的转速判断是否满足协助换挡条件，并在满足协助换挡条件时生成协助换挡指令；副电机控制单元40用于接收并执行协助换挡指令，以控制副电机向发动机输出扭矩，以加快变速器的挡位切换。
在进行换挡控制时，首先可确认CAN网络中的执行换挡控制的各个控制单元之间的通讯是否正常，以及最终执行换挡控制动作的器件是否发生故障。因此，在本公开的一个实施例中，整车控制单元30在判断是否满足协助换挡条件前，还可分别检测与副电机控制单元40之间、与发动机控制单元20之间和与变速器控制单元10之间的通讯状态，副电机控制单元40还用于检测副电机和副电机控制单元40的故障状态，然后整车控制单元30可根据上述的通讯状态、故障状态、混合动力汽车的车速和发动机的转速判断是否满足协助换挡条件。
当整车控制单元30与副电机控制单元40之间、整车控制单元30与发动机控制单元20之间和整车控制单元30与变速器控制单元10之间通讯正常且副电机和副电机控制单元40未出现故障时，整车控制单元30在混合动力汽车加速且发动机的转速大于第一预设转速时，判断满足协助升挡条件，并在混合动力汽车减速且发动机的转速小于第二预设转速时，判断满足协助降挡条件。
当判断满足协助升挡条件时，整车控制单元30可生成协助升挡指令，并向副电机控制单元40发送协助升挡指令，副电机控制单元40接收并执行该协助升挡指令，以控制副电机向发动机输出负扭矩，从而提高发动机的转速的下降速率，直至发动机的转速降低至第 一目标转速，其中，第一目标转速为降挡后的挡位所对应的发动机的转速。
当判断满足协助降挡条件时，整车控制单元30可生成协助降挡指令，并向副电机控制单元40发送协助降挡指令，副电机控制单元40接收并执行该协助降挡指令，以控制副电机向发动机输出正扭矩，从而提高发动机的转速的上升速率，直至发动机的转速升高至第二目标转速，其中，第二目标转速为升挡后的挡位所对应的发动机的转速。
本公开实施例的混合动力汽车的换挡控制系统的进一步实施方式可参照上述混合动力汽车的换挡控制方法中所披露的内容，在此不再赘述。
根据本公开实施例的混合动力汽车的换挡控制系统，通过变速器控制单元和发动机控制单元分别获取混合动力汽车的车速和发动机的转速，并通过整车控制单元根据上述车速和转速判断是否满足协助换挡条件，以及在满足协助换挡条件时，通过副电机控制单元控制副电机向发动机输出扭矩，由此，能够有效缩短混合动力汽车的换挡时间，提高用户的行车体验，同时还能够减小对离合器的磨损，有助于延长离合器的使用寿命。
对应上述实施例，本公开还提出一种混合动力汽车。
如图10所示，本公开实施例的混合动力汽车1000，包括本公开上述实施例提出的混合动力汽车的换挡控制系统100。
根据本公开实施例的混合动力汽车，能够有效缩短换挡时间，提高用户的行车体验，同时还能够减小对离合器的磨损，有助于延长离合器的使用寿命。
在本公开的描述中，需要理解的是，术语“中心”、“纵向”、“横向”、“长度”、“宽度”、“厚度”、“上”、“下”、“前”、“后”、“左”、“右”、“竖直”、“水平”、“顶”、“底”、“内”、“外”、“顺时针”、“逆时针”、“轴向”、“径向”、“周向”等指示的方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述本公开和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本公开的限制。
此外，术语“第一”、“第二”仅用于描述目的，而不能理解为指示或暗示相对重要性或者隐含指明所指示的技术特征的数量。由此，限定有“第一”、“第二”的特征可以明示或者隐含地包括一个或者更多个该特征。在本公开的描述中，“多个”的含义是两个或两个以上，除非另有明确具体的限定。
在本公开中，除非另有明确的规定和限定，术语“安装”、“相连”、“连接”、“固定”等术语应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或成一体；可以是机械连接，也可以是电连接；可以是直接相连，也可以通过中间媒介间接相连，可以是两个元件内部的连通或两个元件的相互作用关系。对于本领域的普通技术人员而言，可以根据具体情况理解上述术语在本公开中的具体含义。
在本公开中，除非另有明确的规定和限定，第一特征在第二特征“上”或“下”可以是 第一和第二特征直接接触，或第一和第二特征通过中间媒介间接接触。而且，第一特征在第二特征“之上”、“上方”和“上面”可是第一特征在第二特征正上方或斜上方，或仅仅表示第一特征水平高度高于第二特征。第一特征在第二特征“之下”、“下方”和“下面”可以是第一特征在第二特征正下方或斜下方，或仅仅表示第一特征水平高度小于第二特征。
在本说明书的描述中，参考术语“一个实施例”、“一些实施例”、“示例”、“具体示例”、或“一些示例”等的描述意指结合该实施例或示例描述的具体特征、结构、材料或者特点包含于本公开的至少一个实施例或示例中。在本说明书中，对上述术语的示意性表述不必须针对的是相同的实施例或示例。而且，描述的具体特征、结构、材料或者特点可以在任一个或多个实施例或示例中以合适的方式结合。此外，在不相互矛盾的情况下，本领域的技术人员可以将本说明书中描述的不同实施例或示例以及不同实施例或示例的特征进行结合和组合。
尽管上面已经示出和描述了本公开的实施例，可以理解的是，上述实施例是示例性的，不能理解为对本公开的限制，本领域的普通技术人员在本公开的范围内可以对上述实施例进行变化、修改、替换和变型。

Claims (11)

  1. 一种混合动力汽车的换挡控制方法，其特征在于，所述混合动力汽车包括发动机、动力电机、动力电池、DC-DC变换器、变速器、与所述发动机相连的副电机，所述发动机通过离合器和变速器将动力输出到所述混合动力汽车的车轮，所述动力电机用于输出驱动力至所述混合动力汽车的车轮，所述动力电池用于给所述动力电机供电，所述副电机分别与所述动力电机、所述DC-DC变换器和所述动力电池相连，所述副电机在所述发动机的带动下进行发电，所述换挡控制方法包括以下步骤：
    当所述发动机运行时，通过变速器控制单元获取所述混合动力汽车的车速，并通过发动机控制单元获取所述发动机的转速；
    根据所述混合动力汽车的车速和所述发动机的转速判断是否满足协助换挡条件；
    如果满足所述协助换挡条件，则整车控制单元生成协助换挡指令，并向副电机控制单元发送所述协助换挡指令，以控制所述副电机向所述发动机输出扭矩，以加快所述变速器的挡位切换。
  2. 根据权利要求1所述的混合动力汽车的换挡控制方法，其特征在于，还包括：
    分别检测所述整车控制单元与所述副电机控制单元之间、所述整车控制单元与所述发动机控制单元之间和所述整车控制单元与所述变速器控制单元之间的通讯状态；
    检测所述副电机和所述副电机控制单元的故障状态；
    根据所述通讯状态、所述故障状态、所述混合动力汽车的车速和所述发动机的转速判断是否满足协助换挡条件。
  3. 根据权利要求2所述的混合动力汽车的换挡控制方法，其特征在于，其中，当所述整车控制单元与所述副电机控制单元之间、所述整车控制单元与所述发动机控制单元之间和所述整车控制单元与所述变速器控制单元之间通讯正常且所述副电机和所述副电机控制单元未出现故障时，
    如果所述混合动力汽车加速且所述发动机的转速大于第一预设转速，则判断满足协助升挡条件；
    如果所述混合动力汽车减速且所述发动机的转速小于第二预设转速，则判断满足协助降挡条件。
  4. 根据权利要求3所述的混合动力汽车的换挡控制方法，其特征在于，当判断满足所述协助升挡条件时，所述整车控制单元生成协助升挡指令，并向所述副电机控制单元发送所述协助升挡指令，以控制所述副电机向所述发动机输出负扭矩，直至所述发动机的转速降低至第一目标转速。
  5. 根据权利要求3或4所述的混合动力汽车的换挡控制方法，其特征在于，当判断满足所述协助降挡条件时，所述整车控制单元生成协助降挡指令，并向所述副电机控制单元发送所述协助降挡指令，以控制所述副电机向所述发动机输出正扭矩，直至所述发动机的转速升高至第二目标转速。
  6. 一种混合动力汽车的换挡控制系统，其特征在于，所述混合动力汽车包括发动机、动力电机、动力电池、DC-DC变换器、变速器、与所述发动机相连的副电机，所述发动机通过离合器和变速器将动力输出到所述混合动力汽车的车轮，所述动力电机用于输出驱动力至所述混合动力汽车的车轮，所述动力电池用于给所述动力电机供电，所述副电机分别与所述动力电机、所述DC-DC变换器和所述动力电池相连，所述副电机在所述发动机的带动下进行发电，所述换挡控制系统包括：
    变速器控制单元，用于获取所述混合动力汽车的车速；
    发动机控制单元，用于获取所述发动机的转速；
    整车控制单元，用于根据所述混合动力汽车的车速和所述发动机的转速判断是否满足协助换挡条件，并在满足所述协助换挡条件时生成协助换挡指令；
    副电机控制单元，用于接收并执行所述协助换挡指令，以控制所述副电机向所述发动机输出扭矩，以加快所述变速器的挡位切换。
  7. 根据权利要求6所述的混合动力汽车的换挡控制系统，其特征在于，所述整车控制单元还用于分别检测与所述副电机控制单元之间、与所述发动机控制单元之间和与所述变速器控制单元之间的通讯状态，所述副电机控制单元还用于检测所述副电机和所述副电机控制单元的故障状态，所述整车控制单元根据所述通讯状态、所述故障状态、所述混合动力汽车的车速和所述发动机的转速判断是否满足协助换挡条件。
  8. 根据权利要求7所述的混合动力汽车的换挡控制系统，其特征在于，其中，当所述整车控制单元与所述副电机控制单元之间、所述整车控制单元与所述发动机控制单元之间和所述整车控制单元与所述变速器控制单元之间通讯正常且所述副电机和所述副电机控制单元未出现故障时，所述整车控制单元在所述混合动力汽车加速且所述发动机的转速大于第一预设转速时，判断满足协助升挡条件，并在所述混合动力汽车减速且所述发动机的转速小于第二预设转速时，判断满足协助降挡条件。
  9. 根据权利要求8所述的混合动力汽车的换挡控制系统，其特征在于，所述整车控制单元在判断满足所述协助升挡条件时生成协助升挡指令，并向所述副电机控制单元发送所述协助升挡指令，所述副电机控制单元用于接收并执行所述协助升挡指令，以控制所述副电机向所述发动机输出负扭矩，直至所述发动机的转速降低至第一目标转速。
  10. 根据权利要求8或9所述的混合动力汽车的换挡控制系统，其特征在于，所述整 车控制单元在判断满足所述协助降挡条件时生成协助降挡指令，并向所述副电机控制单元发送所述协助降挡指令，所述副电机控制单元用于接收并执行所述协助降挡指令，以控制所述副电机向所述发动机输出正扭矩，直至所述发动机的转速升高至第二目标转速。
  11. 一种混合动力汽车，其特征在于，包括根据权利要求6-10中任一项所述的混合动力汽车的换挡控制系统。
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