WO2019206227A1 - 一种双动力混合系统设计方法及控制策略 - Google Patents

一种双动力混合系统设计方法及控制策略 Download PDF

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Publication number
WO2019206227A1
WO2019206227A1 PCT/CN2019/084302 CN2019084302W WO2019206227A1 WO 2019206227 A1 WO2019206227 A1 WO 2019206227A1 CN 2019084302 W CN2019084302 W CN 2019084302W WO 2019206227 A1 WO2019206227 A1 WO 2019206227A1
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dual
power
speed
motor
gear
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PCT/CN2019/084302
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English (en)
French (fr)
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王国斌
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Wang Guobin
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Publication of WO2019206227A1 publication Critical patent/WO2019206227A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/06—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing
    • B60K17/08—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing of mechanical type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein

Definitions

  • This application belongs to the field of design and manufacturing technology of powertrains for traditional automobiles, hybrid vehicles and new energy vehicles.
  • the rapid development of electric vehicles has promoted the development of electric motors and related industries. At the same time, it has caused great changes in the vehicle transmission system, and put forward higher requirements for high-speed transmission, noise, reliability and cost performance of the transmission.
  • the existing electric vehicle transmissions include direct drives. Two-speed, three-speed and multi-gear transmissions, etc., most of these transmissions have a certain period of power interruption, causing the vehicle to frustrate, and higher requirements for electric and actuator control in order to improve performance.
  • the present application is directed to the improvement of existing transmission defects: a combination of two motors and two or more gear sets into a pure electric dual power system, which can realize alternate relay, no power interruption, stepless shifting, and relying on multi-gear gear set switching,
  • the motor can be adjusted in a high-efficiency area in a small range to achieve stepless speed change in the large speed ratio range, and the power, economy and comfort are improved.
  • a dual power hybrid system design method and a control strategy are provided, which are characterized in that: a dual power source and a two-speed or multi-speed gear set are combined into a dual power system, which can realize alternate relay and no power interruption. Stage shifting, relying on multi-gear gear set switching, so that the power source can be adjusted in a high-efficiency area in a small range to obtain a stepless speed change in the large speed ratio range.
  • the two motors can be a motor that can be adjusted in speed or both can be adjusted to complete the shifting operation.
  • the above dual motors may be dual engines, or motors plus engines, which are combined into a conventional engine dual power, or hybrid.
  • the motor may be a conventional internal combustion engine, a hydraulic motor, a pneumatic motor, a steam engine, a gas turbine, an aerodynamic engine, a compressed air engine, or the like.
  • At least one of the dual power sources is a power source that can be regulated, or two power sources that can be adjusted.
  • the single power source operation or the dual power source may be operated simultaneously according to the magnitude of the output power demand.
  • the power source may be two power sources or two or more power sources.
  • the opposite-side counter-shaft dual-power hybrid system is connected to the transmission input shaft A and the transmission input shaft B by the opposite-side motor A and the motor B, respectively, and the two shafts can be connected or disconnected through the dual-dynamic coupler 6 .
  • a gear pair 3, a third gear pair 5, a fourth gear pair 7 and a second gear 9 are respectively installed between the two shafts and the output shaft 12, and are respectively synchronized by the first and third speed synchronizers, the second and fourth speeds respectively.
  • the control can change the transmission power flow path.
  • the ipsilateral parallel shaft dual power hybrid system is a parallel shaft layout, and the power flow connection of the two shafts is completed by using a sprocket chain or a gear plus an idler, or the two motors may be arranged on the opposite side, and the motor A may be It is set at the right end of the transmission input shaft A; or: the same-side concentric shaft two-speed dual-power hybrid system, including: hollow shaft, solid shaft, concentric shaft coupling synchronizer, and hollow rotor motor D.
  • the dynamic logic relationship and control strategy of the shifting of the dual-power hybrid system are: the synchronizer hangs a gear, the motor A works, the power flow passes through the first gear pair output, or the motor A and the motor B work simultaneously, the dual power The coupler 6 is connected, and the dual motor power flow is combined with the output of the first gear; the second gear is engaged, the strategy 1: the double power coupler 6 is disconnected, and the motor A first increases the speed, so that the output shaft reaches the second gear corresponding to the output speed.
  • the second gear corresponds to the synthesizer and the combined tooth speed synchronization, hangs into the second gear, or, the motor A speed is restored, and combined with the dual power coupler 6; strategy 2: the dual power coupler 6 is disconnected, the motor A speed No change, the motor B decelerates, and the combination of the second set of the corresponding synchronizer and the combined tooth speed is synchronized, and the second gear is engaged.
  • the first speed synchronizer is released, and the motor B is increased to the original speed, and the transmission output is
  • the second speed is synchronized, the two shafts are synchronized, or the dual power coupler 6 is combined, and the two motors simultaneously output power;
  • Strategy 3 The dual power coupler 6 is combined, the dual motors are simultaneously involved in operation, and the speed is increased, and the power flow is merged.
  • the output of the gear pair is such that when the output shaft reaches the second gear and the output speed is reached, the dual-dynamic coupler 6 is disconnected, and the motor B is decelerated.
  • the synchronizer is combined. Hang in the second gear; or disconnect the first gear synchronizer, let the motor A also decelerate, so that the two motor speed synchronizer, the dual power coupler 6 is combined, and the dual motor outputs power at the same time.
  • the two motors can be operated. If the speed is synchronized, the dual power coupler 6 is kept combined, and the power is output through the gear pair corresponding to the same synchronizer; if the two motor speeds are not synchronized, the dual power coupler can also be disconnected. 6. Adjust the different speeds of the two motors to obtain the same speed through the corresponding gears of different synchronizers, and output the high power in parallel on the output shaft.
  • the control strategy is that the speeds of the two speeds are synchronized when the output shaft reaches the output shaft, and the mutual interference is not found.
  • single power source operation or dual power source can work simultaneously according to the magnitude of output power demand.
  • Figure 1 Schematic diagram of the mechanism of the double-powered hybrid system of the contralateral concentric axis
  • Figure 2 Schematic diagram of the mechanism of the same-side parallel shaft dual-power mixing system
  • Figure 3 Schematic diagram of the two-speed dual-power mixing system mechanism of the same side concentric shaft
  • Figure 1 Schematic diagram of the mechanism of the double-powered hybrid system of the contralateral concentric axis
  • the motor A and the motor B of the opposite side are connected to the transmission input shaft A and the transmission input shaft B respectively, and the two shafts can be connected or disconnected through the dual dynamic coupler (synchronizer or clutch) 6, the two shafts A gear pair 3, a third gear pair 5, a fourth gear pair 7 and a second gear 9 are respectively mounted between the output shaft 12 and respectively controlled by the first and third speed synchronizers and the second and fourth speed synchronizers respectively.
  • the transmission power flow path can be changed.
  • the synchronizer hangs a gear, the motor A works, and the power flow is output through the first gear.
  • the motor A and the motor B work simultaneously, and the dual power coupler (synchronizer or The clutch) 6 is connected and the dual motor power flow is combined through a gear pair output.
  • Strategy 1 At this moment, first confirm that the dual-dynamic coupler 6 is disconnected, and the motor A first increases the speed, so that the output shaft speed reaches the second gear corresponding to the output speed (Note: the second-speed speed described at this time is only a relative value, referring to the current In the state, the second speed output speed of the motor B is not increased before the speed is increased. At this time, the combination sleeve of the second gear and the combined tooth speed are synchronized, and the second gear is engaged (if high power is required, the first gear can be used) The motor A speed is restored under the premise that the synchronizer is disconnected, and the dual power coupler 6 can be combined.
  • Strategy 2 First confirm that the dual-dynamic coupler 6 is disconnected, the motor A rotates at the same speed, and the motor B decelerates, so that the combined sleeve of the second-speed synchronizer and the combined tooth speed are synchronized, and the second gear is engaged, and then disengaged.
  • the first synchronizer allows the motor B to increase its speed to the original speed.
  • the transmission output is the second speed. At this point, the two shafts are synchronized. If high power is required, the dual power coupler 6 is combined and the dual motors output power at the same time.
  • Strategy 3 If high-speed upshifting is required at present, the dual-power coupler 6 is combined to allow the dual-motor to participate in the work at the same time. At the same time, the speed is increased, and the power flow is combined through the output of the first gear to make the output shaft reach the second gear. When the output speed is corresponding to the output speed, the dual-dynamic coupler 6 is disconnected, and the motor B is decelerated. When the combined sleeve of the second-speed synchronizer and the combined tooth speed are synchronized, the synchronizer is combined and the second gear is engaged. If high power is required, the first gear synchronizer is disconnected, and the motor A is also decelerated so that after the two motor speed synchronizers, the dual power coupler 6 is combined, and the dual motors simultaneously output power.
  • the two motors can be operated at any time. If the speed is synchronized, the dual power coupler 6 is kept combined, and the power is output through the gear pair corresponding to the same synchronizer. If the speeds of the two motors are not synchronized, the two-motor coupler 6 can be disconnected to adjust the different speeds of the two motors to obtain the same speed output through the corresponding gears of different synchronizers, and the output power is concurrently outputted with high power.
  • the control strategy is two. When the speed reaches the output shaft, the speed is synchronized, and the mutual adaptation does not find the speed interference phenomenon.
  • the other two working conditions can be double motor operation; if the motor speed control accuracy can be done very high, it can even be realized.
  • Load state for synchronizer clutch In addition to the combination of the synchronizer and the separation, in order to avoid the impact of the teeth and the rapid regenerative speed reduction of the motor, the other two working conditions can be double motor operation; if the motor speed control accuracy can be done very high, it can even be realized.
  • Load state for synchronizer clutch in order to avoid the impact of the teeth and the rapid regenerative speed reduction of the motor.
  • Motor A and motor B can be dual motors, dual engines, or one of them, which are combined into a dual motor mode, a conventional engine dual power mode, or a hybrid mode.
  • the dual motor can also be a conventional internal combustion engine, a hydraulic motor, a pneumatic motor, a steam engine, a gas turbine, an aerodynamic engine, a compressed air engine and the like.
  • At least one of the dual power sources is a power source that can be regulated. Or dual power sources can be adjusted.
  • the single power source operation or the dual power source can work simultaneously according to the magnitude of the output power demand.
  • Figure 2 Schematic diagram of the same-side parallel axis dual-power mixing system
  • the working principle is similar to that of Figure 1.
  • the difference between the two is that the spatial layout is different.
  • the power flow connection of the two axes needs to be completed by a sprocket chain or a gear plus an idler.
  • the two motors can also be arranged on the opposite side, for example, the motor A can be arranged at the right end of the transmission input shaft A.
  • FIG. 3 Schematic diagram of two-speed dual-power mixing system on the same side concentric shaft
  • Figure 3 shows the two-motor concentric coaxial layout scheme.
  • this scheme there are hollow shaft, solid shaft, concentric shaft coupling synchronizer, and hollow rotor motor D.
  • This space layout is very compact.
  • the working principle is similar to the above, and will not be introduced one by one.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Structure Of Transmissions (AREA)

Abstract

本申请提供了一种双动力混合系统设计方法及控制策略，属于传统汽车、混合动力汽车、新能源汽车动力总成设计及制造技术领域，用两个电机与两档或多档齿轮组组合成纯电动双动力系统，可以实现交替接力无动力中断无级换挡，依靠多档位齿轮组切换，使得电机可以在小范围内高效区调速即可获得大速比范围无级变速，动力性、经济性、舒适性均得以改善。其中，两电机可以是一个可以调速或两个均可以调速的电机来完成变速换挡工作，其动力源也可以是双发动机，或电机加发动机，分别组合成传统发动机双动力或混合动力系统。

Description

一种双动力混合系统设计方法及控制策略
交叉引用
本申请要求在2018年04月26日提交中国专利局、申请号为201810383569.9、申请名称为“一种双动力混合系统设计方法及控制策略”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本申请属于传统汽车、混合动力汽车、新能源汽车动力总成设计及制造技术领域。
背景技术
电动汽车快速发展促进了电机及相关产业发展，同时也使车辆传动系统发生大的变化，并对变速箱高速性，噪音，可靠性，性价比提出更高要求，现有电动车变速器包括直驱，两档，三档及多档位变速器等，此类变速器大多存在一定时间动力中断，使得车辆出现顿挫现象，为了改善性能对电动及执行机构控制提出更高要求。
发明内容
本申请针对现有变速器缺陷改进：用两个电机与两档或多档齿轮组组合成纯电动双动力系统，可以实现交替接力无动力中断无级换挡，依靠多档位齿轮组切换，使得电机可以在小范围内高效区调速即可获得大速比范围无级变速，动力性、经济性、舒适性均得以改善。
根据本申请的一个方面提供了一种双动力混合系统设计方法及控制策略，其特征是：用双动力源与两档或多档齿轮组组合成双动力系统，可以实现交替接力无动力中断无级换挡，依靠多档位齿轮组切换，使得动力源可以在小范围内高效区调速即可获得大速比范围无级变速。
可选地，其中，两电机可以是一个可以调速或两个均可以调速的电机来完成变速换挡工作。
或者，可选地，以上双电机可以是双发动机，或电机加发动机，分别 组合成传统发动机双动力，或混合动力。
另外可选地，此电机也可以是传统内燃机、液压马达，气动马达，蒸汽机，燃气轮机，空气动力发动机，压缩空气发动机等动力源。
可选地，其双动力源中，至少有一个动力源是可以调速的动力源，或两个均可以调速的动力源。
另外可选地，可根据对输出功率需求大小来采用单动力源工作或双动力源同时工作。
可选地，上述动力源可以是两个动力源或两个以上动力源。
可选地，异侧对峙同心轴双动力混合系统由异侧对峙的电机A、电机B分别与变速器输入轴A、变速器输入轴B连接，两轴通过双动力耦合器6可以连接或断开，两轴与输出轴12之间各自分别安装有一档齿轮副3、三档齿轮副5，四档齿轮副7，二档齿轮副9，并分别通过一、三档同步器、二、四档同步器控制可以改变变速器功率流路径。
可选地，同侧平行轴双动力混合系统为平行轴布局，两轴的功率流衔接需用链轮链条或齿轮加惰轮来完成，或者，两电机也可以布置在异侧，电机A可以设置在变速器输入轴A的右端；或者：同侧同心轴两档双动力混合系统，包括：空心轴、实心轴、同心轴耦合同步器，以及空心转子电机D。
可选地，双动力混合系统的换挡动态逻辑关系及控制策略为：同步器挂一档，电机A工作，功率流通过一档齿轮副输出，或者，电机A、电机B同时工作，双动力耦合器6连接，双电机功率流合并经过一档齿轮副输出；挂二档，策略1：双动力耦合器6断开，电机A先增速，让输出轴转速达到二档时对应输出转速，二档对应的同步器的结合套及结合齿转速同步，挂入二档，或者，让电机A转速还原，并结合双动力耦合器6；策略2：双动力耦合器6断开，电机A转速不变，电机B减速，降到让二档对应的同步器的结合套及结合齿转速同步，挂入二档，之后脱开一档同步器，让电机B增速到原转速，变速器输出为二档转速，两轴达到同步，或者，让双动力耦合器6结合，双电机同时输出功率；策略3：让双动力耦合器6结合，双电机同时参与工作，同时增速，功率流合并通过一档齿轮副输出，让输出轴转速达到二档时对应输出转速时，双动力耦合器6断开，电机B减速， 当二档同步器的结合套及结合齿转速同步时，同步器结合，挂入二档；或者断开一档同步器，让电机A也减速使得两电机转速同步器后，让双动力耦合器6结合，双电机同时输出功率。
可选地，可以让两电机工作，如果转速同步就让双动力耦合器6保持结合，通过同一同步器对应的齿轮副输出功率；如果两电机转速不同步，也可以通过断开双动力耦合器6，调节双电机不同转速来获得通过不同同步器对应齿轮副输出同一转速，在输出轴并流输出大功率，控制策略为二者转速在到达输出轴时转速同步，相互适应不发现转速干涉现象为原则；另外，可根据对输出功率需求大小来采用单动力源工作或双动力源同时工作。
附图说明
下面结合附图和实施例对本申请进行具体说明：
图1：异侧对峙同心轴双动力混合系统机构简图；
图2：同侧平行轴双动力混合系统机构简图；
图3：同侧同心轴两档双动力混合系统机构简图；其中：
1、电机A              2、变速器输入轴A
3、一档齿轮副         4、一、三档同步器
5、三档齿轮副         6、双动力耦合器(同步器或离合器)
7、四档齿轮副         8、二、四档同步器
9、二档齿轮副         10、变速器输入轴B
11、电机B             12、输出轴
13、电机C             14、空心转子电机D
15、低档齿轮副        16、空心轴
17、同心轴耦合同步器  18、实心轴
19、高档齿轮副        20、高档同步器
21、输出中间轴        22、主减速齿轮副
23、差速器            24、链条或连接惰轮
25、低档同步器
具体实施方式
图1：异侧对峙同心轴双动力混合系统机构简图
如图所示：由异侧对峙的电机A、电机B分别与变速器输入轴A、变速器输入轴B连接，两轴通过双动力耦合器(同步器或离合器)6可以连接或断开，两轴与输出轴12之间各自分别安装有一档齿轮副3、三档齿轮副5，四档齿轮副7，二档齿轮副9，并分别通过一、三档同步器、二、四档同步器控制可以改变变速器功率流路径。
其工作原理及控制逻辑关系举例解释如下：
从一档工作开始描述，同步器挂一档，电机A工作，功率流通过一档齿轮副输出，此刻，如果需要大功率输出，电机A、电机B同时工作，双动力耦合器(同步器或离合器)6连接，双电机功率流合并经过一档齿轮副输出。
挂二档，可以有三种控制策略：
策略1：此刻先确认双动力耦合器6断开，电机A先增速，让输出轴转速达到二档时对应输出转速(注：此时所述的二档转速只是相对值，指的是当前状态下电机B转速未提速前对应的二档输出转速)，此时，二档对应的同步器的结合套及结合齿转速同步，挂入二档(如果需要大功率，则可以在让一档同步器断开前提下让电机A转速还原，并结合双动力耦合器6即可)。
策略2：先确认双动力耦合器6断开，电机A转速不变，电机B减速，降到让二档对应的同步器的结合套及结合齿转速同步，挂入二档，之后，脱开一档同步器，让电机B增速到原转速，则变速器输出为二档转速，此刻两轴达到同步，如果需要大功率，则让双动力耦合器6结合，双电机同时输出功率。
策略3：如果目前需要大功率升档增速，则让双动力耦合器6结合，让双电机同时参与工作，同时增速，功率流合并通过一档齿轮副输出，让输出轴转速达到二档时对应输出转速时，双动力耦合器6断开，电机B减速，当二档同步器的结合套及结合齿转速同步时，同步器结合，挂入二档。如果需要大功率，则断开一档同步器，让电机A也减速使得两电机转速同步器后，让双动力耦合器6结合，双电机同时输出功率。
挂三档、挂四档，原理同上，不在一一介绍。
注：如果需要大功率，随时可以让两电机工作，如果转速同步就让双动力耦合器6保持结合，通过同一同步器对应的齿轮副输出功率。如果两电机转速不同步，也可以通过断开双动力耦合器6，调节双电机不同转速来获得通过不同同步器对应齿轮副输出同一转速，在输出轴并流输出大功率，控制策略为二者转速在到达输出轴时转速同步，相互适应不发现转速干涉现象为原则。
此方案除了在同步器结合及分离时为了避免打齿冲击以及电机快速进行转速还原同步时，其余任何工况下均可以是双电机工作；如果电机转速控制精度可以做的很高，甚至可以实现加载状态进行同步器离合。
为保证同步器寿命以及能耗问题，舒适性问题，换挡功率流切换时，应确保同步器在卸荷前提下结合或分离，可增加弹性复位联轴器或超越离合器，此工作原理可参考在先专利申请(申请号：201810007008.9；201810087621.6)。
分析：在上述控制策略2中，电机A始终保持转速不变，此控制策略适用于其中一动力源是不可调速的动力源方案。
注1：电机A、电机B可以角色互换。
注2：电机A、电机B可以是双电机，双发动机，或其中一个是发动机，分别组合成双电机模式，传统发动机双动力模式，或混合动力模式。
另外，此双电机也可以是传统内燃机、液压马达，气动马达，蒸汽机，燃气轮机，空气动力发动机，压缩空气发动机等动力源。
其双动力源中，至少有一个动力源是可以调速的动力源。或双动力源均可以调速。
另外，可根据对输出功率需求大小来采用单动力源工作或双动力源同时工作。
图2：同侧平行轴双动力混合系统机构简图
其工作原理与图1类似，二者区别是空间布局不同，为平行轴布局，两轴的功率流衔接需用链轮链条或齿轮加惰轮来完成。另外，两电机也可以布置在异侧，例如：电机A可以设置在变速器输入轴A的右端。
图3：同侧同心轴两档双动力混合系统机构简图
图3所示为双电机同侧同心轴布局方案，此方案中，存在空心轴、实心轴、同心轴耦合同步器，以及空心转子电机D。此空间布局很紧凑。工作原理与上文相仿，不再一一介绍。

Claims (10)

  1. 一种双动力混合系统设计方法及控制策略，其特征是：用双动力源与两档或多档齿轮组组合成双动力系统，可以实现交替接力无动力中断无级换挡，依靠多档位齿轮组切换，使得动力源可以在小范围内高效区调速即可获得大速比范围无级变速。
  2. 根据权利要求1所述的双动力混合系统设计方法及控制策略，其特征是：双动力源是双电机，或双发动机，或电机加发动机，分别组合成双电机动力，传统发动机双动力，或混合动力。
  3. 根据权利要求1所述的双动力混合系统设计方法及控制策略，其特征是：双动力源也可以是传统内燃机、液压马达、气动马达、蒸汽机、燃气轮机、空气动力发动机、压缩空气发动机动力源。
  4. 根据权利要求1所述的双动力混合系统设计方法及控制策略，其特征是：双动力源中，至少有一个动力源是可以调速的动力源，或两个动力源均是可以调速的动力源。
  5. 根据权利要求1所述的双动力混合系统设计方法及控制策略，其特征是：可根据对输出功率需求大小来采用单动力源工作或双动力源同时工作。
  6. 根据权利要求1所述的双动力混合系统设计方法及控制策略，其特征是：其动力源可以是两个动力源或两个以上动力源。
  7. 根据权利要求1所述的双动力混合系统设计方法及控制策略，其特征是：异侧对峙同心轴双动力混合系统由异侧对峙的电机A、电机B分别与变速器输入轴A、变速器输入轴B连接，两轴通过双动力耦合器6可以连接或断开，两轴与输出轴12之间分别安装有一档齿轮副3、三档齿轮副5，四档齿轮副7，二档齿轮副9，并分别通过一、三档同步器、二、四档同步器控制可以改变变速器功率流路径。
  8. 根据权利要求1所述的双动力混合系统设计方法及控制策略，其特征是：同侧平行轴双动力混合系统为平行轴布局，两轴的功率流衔接需用链轮链条或 齿轮加惰轮来完成，或者，两电机也可以布置在异侧，电机A可以设置在变速器输入轴A的右端；或者：同侧同心轴两档双动力混合系统，包括：空心轴、实心轴、同心轴耦合同步器，以及空心转子电机D。
  9. 根据权利要求1所述的双动力混合系统设计方法及控制策略，其特征是：双动力混合系统的换挡动态逻辑关系及控制策略为：同步器挂一档，电机A工作，功率流通过一档齿轮副输出，或者，电机A、电机B同时工作，双动力耦合器6连接，双电机功率流合并经过一档齿轮副输出；挂二档，策略1：双动力耦合器6断开，电机A先增速，让输出轴转速达到二档时对应输出转速，二档对应的同步器的结合套及结合齿转速同步，挂入二档，或者，让电机A转速还原，并结合双动力耦合器6；策略2：双动力耦合器6断开，电机A转速不变，电机B减速，降到让二档对应的同步器的结合套及结合齿转速同步，挂入二档，之后脱开一档同步器，让电机B增速到原转速，变速器输出为二档转速，两轴达到同步，或者，让双动力耦合器6结合，双电机同时输出功率；策略3：让双动力耦合器6结合，双电机同时参与工作，同时增速，功率流合并通过一档齿轮副输出，让输出轴转速达到二档时对应输出转速时，双动力耦合器6断开，电机B减速，当二档同步器的结合套及结合齿转速同步时，同步器结合，挂入二档；或者断开一档同步器，让电机A也减速使得两电机转速同步器后，让双动力耦合器6结合，双电机同时输出功率。
  10. 根据权利要求1所述的双动力混合系统设计方法及控制策略，其特征是：可以让两电机工作，如果转速同步就让双动力耦合器6保持结合，通过同一同步器对应的齿轮副输出功率；如果两电机转速不同步，也可以通过断开双动力耦合器6，调节双电机不同转速来获得通过不同同步器对应齿轮副输出同一转速，在输出轴并流输出大功率，控制策略为二者转速在到达输出轴时转速同步，相互适应不发现转速干涉现象为原则；另外，可根据对输出功率需求大小来采用单动力源工作或双动力源同时工作。
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