WO2019191865A1 - 混合动力系统的换挡控制方法、混合动力系统及混合动力车辆 - Google Patents

混合动力系统的换挡控制方法、混合动力系统及混合动力车辆 Download PDF

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Publication number
WO2019191865A1
WO2019191865A1 PCT/CN2018/081574 CN2018081574W WO2019191865A1 WO 2019191865 A1 WO2019191865 A1 WO 2019191865A1 CN 2018081574 W CN2018081574 W CN 2018081574W WO 2019191865 A1 WO2019191865 A1 WO 2019191865A1
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Prior art keywords
motor
input shaft
hybrid system
transmission
engine
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PCT/CN2018/081574
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English (en)
French (fr)
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柯浩
卢文建
陈昌生
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舍弗勒技术股份两合公司
柯浩
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Priority to PCT/CN2018/081574 priority Critical patent/WO2019191865A1/zh
Publication of WO2019191865A1 publication Critical patent/WO2019191865A1/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
    • 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
    • B60W10/113—Stepped gearings with two input flow paths, e.g. double clutch transmission selection of one of the torque flow paths by the corresponding input clutch

Definitions

  • the present invention relates to the field of hybrid electric vehicles, and in particular to a shift control method for a hybrid system, a hybrid system using the same, and a hybrid vehicle.
  • the engine responds to a speed change request of the transmission control unit of the hybrid system (speed increase request or speed reduction) request). For example, in the speed phase of stepping on the throttle, the ignition angle of the engine is delayed to reduce the engine speed in a down-rotation manner; and at the speed of the throttle throttle downshift, the opening of the engine valve is increased to increase the air intake amount. The way to increase the twist increases the speed of the engine.
  • speed change request for example, in the speed phase of stepping on the throttle, the ignition angle of the engine is delayed to reduce the engine speed in a down-rotation manner; and at the speed of the throttle throttle downshift, the opening of the engine valve is increased to increase the air intake amount.
  • the way to increase the twist increases the speed of the engine.
  • the engine response time is long and the engine response efficiency is low.
  • the present invention has been made based on the above-described drawbacks of the prior art. It is an object of the present invention to provide a shift control method for a hybrid system that can improve the response speed and response efficiency of a transmission control unit in a speed phase change request during a shifting process. Another object of the present invention is to provide a hybrid system and a hybrid vehicle that employ the above shift control method.
  • the present invention adopts the following technical solutions.
  • the present invention provides a shift control method of a hybrid system including an engine, an electric motor, a transmission control unit, and a dual clutch transmission, and the engine and the electric machine are both coupled to the dual clutch transmission
  • the input shaft is coupled, the method comprising: the transmission control unit issuing a speed change request during the shifting process; and the speed of the motor being correspondingly changed in response to the speed change request.
  • the motor adjusts the rotational speed of the motor by adjusting the torque of the motor.
  • the rotational speed of the electric machine is reduced in response to the rotational speed reduction request of the transmission control unit.
  • the transmission control unit issues the speed reduction after the torque switching of the first clutch unit and the second clutch unit of the dual clutch transmission is completed. Small request.
  • the rotational speed of the motor gradually decreases during a phase in which the rotational speed of the motor decreases in response to the rotational speed reduction request.
  • the rotational speed of the electric machine is increased in response to the rotational speed increase request of the transmission control unit.
  • the rotational speed of the motor gradually increases at a stage in which the rotational speed of the motor increases in response to the rotational speed increase request.
  • the present invention also provides a hybrid power system including: a dual clutch transmission; a transmission control unit for issuing a speed change request during a shifting; an engine, the engine An input shaft coupled to the input shaft of the dual clutch transmission; the motor is coupled to an input shaft of the dual clutch transmission, wherein a speed of the motor is used in response to the speed change request during a shifting process The change.
  • the dual clutch transmission includes a first clutch unit and a second clutch unit and a first input shaft and a second input shaft respectively coupled to the first clutch unit and the second clutch unit, the engine And the motor are respectively coupled to the first input shaft and the second input shaft, and after the rotation speed of the motor is correspondingly changed in response to the rotation speed change request, an input shaft corresponding to the engaged clutch unit The rotational speed corresponds to the rotational speed of the motor.
  • the engine is drivingly coupled to the first input shaft and the second input shaft via the first clutch unit and the second clutch unit, respectively, and the motor is via the first clutch unit And the second clutch unit is drivingly coupled to the first input shaft and the second input shaft, respectively.
  • the hybrid system further includes a clutch disposed between the engine and the electric machine, the electric machine being located between the engine and the dual clutch transmission.
  • the engine is drivingly coupled to the first input shaft and the second input shaft via the first clutch unit and the second clutch unit, respectively, the motor is respectively coupled to the The first input shaft and the second input shaft are drivingly coupled.
  • the present invention also provides a hybrid vehicle comprising the hybrid system described in any one of the above aspects.
  • the present invention provides a shift control method for a hybrid system and a hybrid system and a hybrid vehicle using the shift control method, so that the rotational speed response of the motor of the hybrid system during the shifting process
  • the transmission control unit makes a corresponding change in the speed phase change request of the speed phase. In this way, the response speed and response efficiency of the transmission control unit in the speed phase of the speed change request during the shifting process is increased.
  • FIG. 1a is a schematic view showing a connection structure of a hybrid system using a shift control method of a hybrid system according to the present invention
  • FIG. 1b is a view showing a shift control method using the hybrid system according to the present invention
  • Fig. 1c is a schematic view showing a connection structure of still another hybrid system using the shift control method of the hybrid system according to the present invention.
  • FIG. 2a is a diagram showing changes in parameters of the hybrid system of FIG. 1a with time during the stepping up of the throttle system using the shift control method of the hybrid system according to the present invention
  • FIG. 2b is a view showing the adoption A diagram of the variation of various parameters of the hybrid system of Fig. 1a of the shift control method of the hybrid system of the present invention over time during the throttle downshift process.
  • drive coupling means that a driving force/torque can be transmitted between two components.
  • a hybrid system employing a shift control method of a hybrid system according to the present invention includes an engine ICE, a clutch K0, a motor EM, and a dual clutch transmission DCT.
  • the engine ICE is, for example, a four-cylinder engine.
  • the engine ICE is located on the opposite side of the side of the dual clutch transmission DCT with respect to the motor EM, and the output shaft of the engine ICE is drivingly coupled to the input shaft of the motor EM via the clutch K0.
  • Clutch K0 is not a dual clutch but a separate conventional clutch with only one clutch unit.
  • the clutch K0 can be a conventional clutch such as a dry clutch.
  • the motor EM is arranged with its input shaft coaxial with the output shaft of the engine ICE (ie, the engine ICE is coaxially disposed with the motor EM), and the output shaft of the motor EM passes through the first clutch unit K1 and the first clutch of the dual clutch transmission DCT
  • the two clutch units K2 are respectively drivably coupled to the first input shaft S1 and the second input shaft S2 of the dual clutch transmission DCT.
  • the first clutch unit K1 and the second clutch unit K2 of the dual clutch transmission DCT are respectively connected to the two input shafts of the first input shaft (inner input shaft) S1 and the second input shaft (outer input shaft) S2 that are nested together. .
  • the driving force/torque of the engine ICE and the motor EM can be transmitted to the first input of the dual clutch transmission DCT via the first clutch unit K1 and the second clutch unit K2 with the clutch K0 engaged.
  • the rotational speed of the electric motor EM is correspondingly changed in response to the rotational speed change request of the transmission control unit during the shifting process.
  • the hybrid system employing the shift control method according to the present invention may have a structure as shown in Fig. 1a, and may have a structure as shown in Figs. 1b and 1c.
  • the speed of the electric motor EM also changes accordingly in response to the speed change request of the transmission control unit during the shifting process.
  • the basic structure of another hybrid system employing the shift control method according to the present invention is the same as that of the hybrid system shown in FIG. 1a, and the difference between the two is only The clutch K0 between the engine ICE and the motor EM is omitted.
  • yet another hybrid system employing the shift control method according to the present invention includes an engine ICE, a motor EM, and a dual clutch transmission DCT.
  • the dual clutch transmission DCT includes a first clutch unit K1 and a second clutch unit K2 and a first input shaft S1 and a second input shaft S2 that are coupled to the first clutch unit K1 and the second clutch unit K2, respectively.
  • the engine ICE is, for example, a four-cylinder engine, and the output shaft of the engine ICE is drivingly coupled to the first input shaft S1 and the second input shaft S2 via the first clutch unit K1 and the second clutch unit K2.
  • the motor EM is biased relative to the engine ICE such that the output shaft of the motor EM is spaced apart from and parallel with the first input shaft S1 and the second input shaft S2, and the output shaft of the motor EM passes through the gearing mechanism and the first input
  • the shaft S1 and the second input shaft S2 are drivingly coupled (the transmission coupling relationship between the output shaft of the motor EM and the first input shaft S1 and the second input shaft S2 is shown by a broken line in the figure).
  • connection structure of the hybrid system using the shift control method of the hybrid system according to the present invention has been described above, and the shift control method of the hybrid system according to the present invention will be described below based on the hybrid system shown in Fig. 1a.
  • the shift control method of the hybrid system causes the rotational speed of the motor of the hybrid system to be correspondingly changed in response to the rotational speed change request of the transmission control unit.
  • the speed of the motor is adjusted by adjusting the torque of the motor during the shifting of the hybrid system.
  • the shift control method of the hybrid system according to the present invention improves the shifting process in response to the request for the rotational speed change of the transmission control unit by the engine. The response speed to the speed change request of the transmission control unit.
  • the shift control method of the hybrid system according to the present invention improves the shifting process in response to the request for the rotational speed change of the transmission control unit by the engine. Response efficiency to the speed change request of the transmission control unit.
  • the clutch K0 When the hybrid system shown in FIG. 1a is stepped on the throttle, the clutch K0 is engaged and the engine ICE and the motor EM both transmit the driving force/torque to the dual clutch transmission, and the first clutch unit K1 is the clutch unit to be disconnected and The second clutch unit K2 is a clutch unit to be engaged.
  • the transmission control unit issues a speed change request at time t1.
  • the shifting process enters the speed phase (inertial phase).
  • the rotation speed change request in the present application refers to a rotation speed change request of the input shaft of the transmission. That is, the ultimate goal is to adjust the rotational speed of the input shaft of the transmission.
  • the motor EM enters the speed regulation mode after receiving the speed change request from the transmission control unit, and the motor EM responds to the speed change request; the speed of the motor EM is rapidly reduced to the target speed at time t2, thereby driving the coaxial
  • the speed of the engine ICE is rapidly reduced to the target speed at time t2.
  • the shift control method of the hybrid system improves the input shaft speed change request for the transmission of the transmission control unit during the stepping up of the throttle, in response to the engine's response to the speed change request of the transmission control unit.
  • the speed of response and response efficiency enable fast speed regulation.
  • the speed of the motor EM is reduced by the motor EM in response to the speed change request of the transmission control unit (rotation speed reduction request), preferably by the rapid drop of the motor EM, and the torque of the engine ICE remains substantially constant.
  • the motor EM is gradually reduced in speed in the speed phase.
  • the clutch K0 When the hybrid system shown in FIG. 1a performs a throttle throttle downshift, the clutch K0 is engaged and both the engine ICE and the motor EM transmit a driving force/torque to the dual clutch transmission, the first clutch unit K1 being the clutch unit to be engaged and the first The two clutch unit K2 is a clutch unit to be disconnected.
  • the shifting process enters the speed phase.
  • the motor EM enters the speed regulation mode after receiving the speed change request from the transmission control unit, and the motor EM increases the speed in response to the speed change request of the transmission control unit; the speed of the motor EM rapidly increases to the target at time t2
  • the speed of the engine drives the speed of the engine ICE to rapidly increase to the target speed at time t2.
  • the speed of the motor EM is increased by the motor EM in response to the speed change request of the transmission control unit (speed increase request), preferably by the rapid increase of the torque of the motor EM, and the torque of the engine ICE remains substantially unchanged. change.
  • the speed of the motor EM in the speed phase is gradually increased, but the transmission input shaft can quickly reach the target speed in a short time with respect to the existing scheme of responding to the speed change request by the engine.
  • the hybrid system and the hybrid vehicle provided by the present invention using the shift control method of the hybrid system according to the present invention can achieve the same advantageous effects as described above.
  • the engine ICE's torque remains approximately constant. It refers to the objective representation of the technical means of "using the motor's speed response to the speed change request". No active intervention is required to ensure that the engine torque is constant. In addition, the engine ICE torque is not. Significant changes can occur due to the speed change request of the transmission control unit.

Abstract

一种混合动力系统的换挡控制方法、混合动力系统及混合动力车辆。该混合动力系统包括发动机（ICE）、电机（EM）、变速器控制单元和双离合变速器（DCT）并且发动机（ICE）和电机（EM）均与双离合变速器（DCT）的输入轴（S1，S2）传动联接。该换挡控制方法包括：变速器控制单元在换挡的过程中发出转速变化请求；电机（EM）的转速响应转速变化请求而进行相应的变化。通过采用上述技术方案，所述混合动力系统的换挡控制方法提高了在换挡过程中对变速器控制单元在速度相的转速变化请求的响应速度和响应效率。

Description

混合动力系统的换挡控制方法、混合动力系统及混合动力车辆 技术领域
本发明涉及混动动力车辆领域，具体地涉及混合动力系统的换挡控制方法、采用该控制方法的混合动力系统及混合动力车辆。
背景技术
在具有双离合变速器的混合动力系统进行换挡的过程中，一般地，通过控制发动机的点火角或气门使得发动机响应该混合动力系统的变速器控制单元的转速变化请求(转速增加请求或转速减小请求)。例如，在踩油门加挡的速度相，发动机的点火角延迟以降扭的方式降低发动机的转速；而在松油门减挡的速度相，增大发动机的气门的开度以增加空气进入量来以升扭的方式增大发动机的转速。但是，在以上的控制过程中存在发动机响应时间长且发动机响应效率低下的缺陷。
发明内容
基于上述现有技术的缺陷而做出了本发明。本发明的目的在于提供一种混合动力系统的换挡控制方法，其能够提高在换挡过程中对变速器控制单元在速度相的转速变化请求的响应速度和响应效率。本发明的另一目的在于提供采用以上换挡控制方法的混合动力系统和混合动力车辆。
为了实现上述发明目的，本发明采用如下的技术方案。
本发明提供了一种如下的混合动力系统的换挡控制方法，所述混合动力系统包括发动机、电机、变速器控制单元和双离合变速器，并且所述发动机和所述电机均与所述双离合变速器的输入轴传动联接，所述方法包括：变速器控制单元在换挡过程中发出转速变化请求；所述电机的转速响应所述转速 变化请求而进行相应的变化。
优选地，所述电机通过调节所述电机的扭矩来调节所述电机的转速。
优选地，在所述混合动力系统进行踩油门加挡的过程中，所述电机的转速响应所述变速器控制单元的转速减小请求而减小。
更优选地，在所述混合动力系统进行踩油门加挡的过程中，所述变速器控制单元在所述双离合变速器的第一离合单元和第二离合单元进行扭矩交接完毕之后发出所述转速减小请求。
更优选地，在所述混合动力系统进行踩油门加挡的过程中，在所述电机的转速响应所述转速减小请求而减小的阶段，所述电机的转速逐渐减小。
优选地，在所述混合动力系统进行松油门减挡的过程中，所述电机的转速响应所述变速器控制单元的转速增大请求而增大。
更优选地，在所述混合动力系统进行松油门减挡的过程中，在所述电机的转速响应所述转速增大请求而增大的阶段，所述电机的转速逐渐增大。
本发明还提供了一种如下的混合动力系统，所述混合动力系统包括：双离合变速器；变速器控制单元，所述变速器控制单元用于在换挡过程中发出转速变化请求；发动机，所述发动机与所述双离合变速器的输入轴传动联接；电机，所述电机与所述双离合变速器的输入轴传动联接，所述电机的转速在换挡过程中用于响应所述转速变化请求而进行相应的变化。
更优选地，所述双离合变速器包括第一离合单元和第二离合单元以及分别与所述第一离合单元和所述第二离合单元连接的第一输入轴和第二输入轴，所述发动机和所述电机均与所述第一输入轴和所述第二输入轴传动联接，在所述电机的转速响应所述转速变化请求而进行相应的变化之后，与接合的离合单元对应的输入轴的转速与所述电机的转速对应。
更优选地，所述发动机经由所述第一离合单元和所述第二离合单元分别与所述第一输入轴和所述第二输入轴传动联接，并且所述电机经由所述第一 离合单元和所述第二离合单元分别与所述第一输入轴和所述第二输入轴传动联接。
更优选地，所述混合动力系统还包括设置于所述发动机和所述电机之间的离合器，所述电机位于所述发动机和所述双离合变速器之间。
更优选地，所述发动机经由所述第一离合单元和所述第二离合单元分别与所述第一输入轴和所述第二输入轴传动联接，所述电机通过齿轮传动机构分别与所述第一输入轴和所述第二输入轴传动联接。
本发明还提供了一种如下的混合动力车辆，所述混合动力车辆包括以上技术方案中任意一项技术方案所述的混合动力系统。
通过采用上述技术方案，本发明提供了一种混合动力系统的换挡控制方法及采用该换挡控制方法的混合动力系统和混合动力车辆，使得在换挡过程中混合动力系统的电机的转速响应变速器控制单元在速度相的转速变化请求而进行相应的变化。这样，提高了在换挡过程中对变速器控制单元在速度相的转速变化请求的响应速度和响应效率。
附图说明
图1a是示出了采用根据本发明的混合动力系统的换挡控制方法的一混合动力系统的连接结构的示意图；图1b是示出了采用根据本发明的混合动力系统的换挡控制方法的另一混合动力系统的连接结构的示意图；图1c是示出了采用根据本发明的混合动力系统的换挡控制方法的又一混合动力系统的连接结构的示意图。
图2a是示出了采用根据本发明的混合动力系统的换挡控制方法的图1a中的混合动力系统在踩油门加挡过程中各参数随时间变化的图；图2b是示出了采用根据本发明的混合动力系统的换挡控制方法的图1a中的混合动力系统在松油门减挡过程中各参数随时间变化的图。
附图标记说明
ICE发动机 K0离合器 EM电机 K1第一离合单元 K2第二离合单元 S1第一输入轴 S2第二输入轴
具体实施方式
以下将结合说明书附图详细说明本发明的具体实施方式。在本发明中，“传动联接”是指两个部件之间能够传递驱动力/扭矩。
(混合动力系统)
如图1a所示，采用根据本发明的混合动力系统的换挡控制方法的一混合动力系统包括发动机ICE、离合器K0、电机EM和双离合变速器DCT。
具体地，发动机ICE例如为四缸发动机。发动机ICE相对于电机EM位于双离合变速器DCT所在侧的相反侧，并且发动机ICE的输出轴经由离合器K0与电机EM的输入轴传动联接。
离合器K0不是双离合器，而是具有仅一个离合单元的单独的传统离合器。该离合器K0可以为例如干式离合器等的传统的离合器。
电机EM以其输入轴与发动机ICE的输出轴同轴的方式设置(即发动机ICE与电机EM同轴设置)，电机EM的输出轴经由双离合变速器DCT的双离合器的第一离合单元K1和第二离合单元K2能够分别与双离合变速器DCT的第一输入轴S1和第二输入轴S2传动联接。双离合变速器DCT的第一离合单元K1和第二离合单元K2分别与嵌套在一起的第一输入轴(内侧输入轴)S1和第二输入轴(外侧输入轴)S2这两个输入轴连接。
通过采用上述的总成设计，在离合器K0接合的情况下，使得发动机ICE和电机EM的驱动力/扭矩能够经由第一离合单元K1和第二离合单元K2传递到双离合变速器DCT的第一输入轴S1和第二输入轴S2。在该混合动力系统中，电机EM的转速在换挡过程中响应变速器控制单元的转速变化请求而进 行相应的变化。
另外，采用根据本发明的换挡控制方法的混合动力系统可以具有如图1a所示的结构之外，还可以具有如图1b和图1c所示的结构。在这些混合动力系统中，电机EM的转速也在换挡过程中响应变速器控制单元的转速变化请求而进行相应的变化。
具体地，如图1b所示，采用根据本发明的换挡控制方法的另一混合动力系统的基本结构与图1a所示的混合动力系统的基本结构相同，两者之间的不同之处仅在于省略了发动机ICE与电机EM之间的离合器K0。
进一步地，如图1c所示，采用根据本发明的换挡控制方法的又一混合动力系统包括发动机ICE、电机EM和双离合变速器DCT。
具体地，该双离合变速器DCT包括第一离合单元K1和第二离合单元K2以及分别与第一离合单元K1和第二离合单元K2连接的第一输入轴S1和第二输入轴S2。
发动机ICE例如为四缸发动机，发动机ICE的输出轴经由第一离合单元K1和第二离合单元K2与第一输入轴S1和第二输入轴S2传动联接。
电机EM相对于发动机ICE偏置设置，使得电机EM的输出轴与所述第一输入轴S1和第二输入轴S2间隔开且相互平行，并且电机EM的输出轴通过齿轮传动机构与第一输入轴S1和第二输入轴S2传动联接(图中以虚线示出了电机EM的输出轴与第一输入轴S1和第二输入轴S2的传动联接关系)。
以上说明了采用根据本发明的混合动力系统的换挡控制方法的混合动力系统的连接结构，以下基于图1a所示的混合动力系统说明根据本发明的混合动力系统的换挡控制方法。
(混合动力系统的换挡控制方法)
概括来说，在混合动力系统进行换挡的过程中，根据本发明的混合动力系统的换挡控制方法使得混合动力系统的电机的转速响应变速器控制单元 的转速变化请求而进行相应的变化。优选地，在混合动力系统进行换挡的过程中，通过调节电机的扭矩来调节电机的转速。这样，一方面，由于电机的响应速度比发动机的响应速度快，相比于通过发动机对变速器控制单元的转速变化请求进行响应，根据本发明的混合动力系统的换挡控制方法提高了换挡过程中对变速器控制单元的转速变化请求的响应速度。另一方面，由于电机的响应效率比发动机的响应效率高，相比于通过发动机对变速器控制单元的转速变化请求进行响应，根据本发明的混合动力系统的换挡控制方法提高了换挡过程中对变速器控制单元的转速变化请求的响应效率。
以下将基于图1a中所示的混合动力系统说明根据本发明的混合动力系统进行踩油门加挡和松油门减挡的控制方法。
(踩油门加挡)
当图1a中所示的混合动力系统进行踩油门加挡时，离合器K0接合且发动机ICE和电机EM均向双离合变速器传递驱动力/扭矩，第一离合单元K1是待断开的离合单元且第二离合单元K2是待接合的离合单元。
如图2a所示，在混合动力系统进行踩油门加挡的过程中，在第一离合单元K1和第二离合单元K2进行扭矩交接(扭矩相)之后，变速器控制单元在t1时刻发出转速变化请求，换挡过程进入速度相(惯性相)。需要说明的是，本申请中的转速变化请求，是指变速器的输入轴的转速变化请求。即，最终目的在于调整变速器的输入轴的转速。在该速度相中，电机EM接收到变速器控制单元发出的转速变化请求之后进入调速模式，电机EM响应该转速变化请求；电机EM的转速在t2时刻快速减小至目标转速，从而带动同轴的发动机ICE的转速在t2时刻快速减小至目标转速。这样，相比于通过发动机对变速器控制单元的转速变化请求进行响应，根据本发明的混合动力系统的换挡控制方法提高了踩油门加挡过程中对变速器控制单元的变速器的输入轴转速变化请求的响应速度和响应效率，实现了快速调速。
在该速度相中，仅通过电机EM响应变速器控制单元的转速变化请求(转速减小请求)，优选地通过电机EM的快速降扭来实现电机EM的转速减小，并且发动机ICE的扭矩保持大致不变。另外，电机EM在速度相中转速是逐渐减小的。
在该速度相中，第一离合单元K1完全断开，第二离合单元K2完全接合，因此电机EM的转速与第二输入轴S2的转速在速度相结束之后基本一致。
(松油门减挡)
当图1a中所示的混合动力系统进行松油门减挡时，离合器K0接合且发动机ICE和电机EM均向双离合变速器传递驱动力/扭矩，第一离合单元K1是待接合的离合单元且第二离合单元K2是待断开的离合单元。
如图2b所示，在混合动力系统进行松油门减挡的过程中，在变速器控制单元在t1时刻发出转速变化请求之后，换挡过程进入速度相。在该速度相中，电机EM接收到变速器控制单元发出的转速变化请求之后进入调速模式，电机EM响应变速器控制单元的转速变化请求而提高转速；电机EM的转速在t2时刻快速增大至目标转速，带动发动机ICE的转速在t2时刻快速增大至目标转速。这样，相比于通过发动机对变速器控制单元的转速变化请求进行响应，根据本发明的混合动力系统的换挡控制方法提高了松油门减挡过程中对变速器控制单元的转速变化请求的响应速度和响应效率。
在该速度相中，仅通过电机EM响应变速器控制单元的转速变化请求(转速增大请求)，优选地通过电机EM的快速增扭来实现电机EM的转速增大，发动机ICE的扭矩保持大致不变。另外，电机EM在速度相中转速是逐渐增大的，但相对于现有通过发动机来响应转速变化请求的方案来说，变速器输入轴可以在较短时间内快速达到目标转速。
在该速度相中，第一离合单元K1完全接合，第二离合单元K2完全断开，因此电机EM的转速与第一输入轴S1的速度在速度相结束之后基本一致。
此外，本发明提供的种采用根据本发明的混合动力系统的换挡控制方法的混合动力系统和混合动力车辆能够实现上述同样的有益效果。
虽然在以上的内容中对根据本发明的混合动力系统的换挡控制方法的具体实施方式进行了详细地说明，但是还需要说明的是：
1.发动机ICE的扭矩保持大致不变是指“采用电机的转速响应转速变化请求”这一技术手段的客观呈现，不需要主动干预以保证该发动机扭矩不变，另外，发动机ICE的扭矩也不会由于变速器控制单元的转速变化请求而发生明显变化。
2.在图1a所示的混合动力系统进行换挡的过程中，因为发动机ICE与电机EM同轴设置，发动机ICE的转速随着电机EM的转速变化而变化，并且发动机ICE的转速和电机EM的转速可以是大致线性的变化。

Claims (13)

  1. 一种混合动力系统的换挡控制方法，所述混合动力系统包括发动机、电机、变速器控制单元和双离合变速器，并且所述发动机和所述电机均与所述双离合变速器的输入轴传动联接，所述方法包括：
    变速器控制单元在换挡过程中发出转速变化请求；
    所述电机的转速响应所述转速变化请求而进行相应的变化。
  2. 根据权利要求1所述的混合动力系统的换挡控制方法，其特征在于，所述电机通过调节所述电机的扭矩来调节所述电机的转速。
  3. 根据权利要求1或2所述的混合动力系统的换挡控制方法，其特征在于，在所述混合动力系统进行踩油门加挡的过程中，所述电机的转速响应所述变速器控制单元的转速减小请求而减小。
  4. 根据权利要求3所述的混合动力系统的换挡控制方法，其特征在于，在所述混合动力系统进行踩油门加挡的过程中，所述变速器控制单元在所述双离合变速器的第一离合单元和第二离合单元进行扭矩交接完毕之后发出所述转速减小请求。
  5. 根据权利要求4所述的混合动力系统的换挡控制方法，其特征在于，在所述混合动力系统进行踩油门加挡的过程中，在所述电机的转速响应所述转速减小请求而减小的阶段，所述电机的转速逐渐减小。
  6. 根据权利要求1或2所述的混合动力系统的换挡控制方法，其特征在于，在所述混合动力系统进行松油门减挡的过程中，所述电机的转速响应所述变速器控制单元的转速增大请求而增大。
  7. 根据权利要求6所述的混合动力系统的换挡控制方法，其特征在于，在所述混合动力系统进行松油门减挡的过程中，在所述电机的转速响应所述转速增大请求而增大的阶段，所述电机的转速逐渐增大。
  8. 一种混合动力系统，所述混合动力系统包括：
    双离合变速器；
    变速器控制单元，所述变速器控制单元用于在换挡过程中发出转速变化请求；
    发动机，所述发动机与所述双离合变速器的输入轴传动联接；
    电机，所述电机与所述双离合变速器的输入轴传动联接，所述电机的转速在换挡过程中用于响应所述转速变化请求而进行相应的变化。
  9. 根据权利要求8所述的混合动力系统，其特征在于，所述双离合变速器包括第一离合单元和第二离合单元以及分别与所述第一离合单元和所述第二离合单元连接的第一输入轴和第二输入轴，所述发动机和所述电机均与所述第一输入轴和所述第二输入轴传动联接，在所述电机的转速响应所述转速变化请求而进行相应的变化之后，与接合的离合单元对应的输入轴的转速与所述电机的转速对应。
  10. 根据权利要求9所述的混合动力系统，其特征在于，所述发动机经由所述第一离合单元和所述第二离合单元分别与所述第一输入轴和所述第二输入轴传动联接，并且所述电机经由所述第一离合单元和所述第二离合单元分别与所述第一输入轴和所述第二输入轴传动联接。
  11. 根据权利要求10所述的混合动力系统，其特征在于，所述混合动力系统还包括设置于所述发动机和所述电机之间的离合器，所述电机位于所述发动机和所述双离合变速器之间。
  12. 根据权利要求9所述的混合的动力系统，其特征在于，所述发动机经由所述第一离合单元和所述第二离合单元分别与所述第一输入轴和所述第二输入轴传动联接，所述电机通过齿轮传动机构分别与所述第一输入轴和所述第二输入轴传动联接。
  13. 一种混合动力车辆，所述混合动力车辆包括权利要求8至12中任一项所述的混合动力系统。
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