CN101674950B - 包括运动模式和经济模式的混合动力变速器的固定速度操作 - Google Patents
包括运动模式和经济模式的混合动力变速器的固定速度操作 Download PDFInfo
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- CN101674950B CN101674950B CN200780047298XA CN200780047298A CN101674950B CN 101674950 B CN101674950 B CN 101674950B CN 200780047298X A CN200780047298X A CN 200780047298XA CN 200780047298 A CN200780047298 A CN 200780047298A CN 101674950 B CN101674950 B CN 101674950B
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Abstract
本申请涉及一种操作混合动力变速器(34)的方法,其中混合动力变速器具有两个电动机器(56、62)和两个或更多行星齿轮组(36、38、40)。该方法提出根据包括无级变速关系的驱动模式来控制变速器(34)以及根据或多或少的自动和手动固定速度关系模式来控制变速器(34)。所述固定速度关系模式包括利用耦联装置(C1、C2、C3、C4)得到的多个机械传动比(MG1、MG3、MG5、MG7)和介于机械传动比之间的虚拟传动比(VG2、VG4、VG6)。驾驶员可请求以经济模式或运动模式中的一个操作变速器,于是变速器以所请求的经济模式或运动模式进行操作。目的是改善驾驶员对车辆性能的印象。
Description
技术领域
本发明总体上涉及一种车辆变速器,并且更具体地,涉及一种混合动力变速器。
背景技术
常规机动车辆包括动力传动系以产生机械动力并紧贴路面传递动力从而驱动车辆。“混合”动力传动系通常包括耦联至诸如机械马达和电动马达这样的至少两个不同的原动机上。串联式混合动力传动系一般包括驱动耦联至电池的发电机的发动机和驱动车辆的电动马达。并联式混合动力传动系通常包括都机械耦联至传动系的发动机和马达,其中传动系包括具有固定传动比的分立的变速传动装置。混联式混合动力传动系通常包括呈多种构造中任意一种构造的串联式混合动力传动系和并联式混合动力传动系的元件。目前,混联式混合动力传动系包括无级变速器,这种变速器具有行星齿轮组和集成电动马达,该电动马达选择性地耦联至行星齿轮组,该行星齿轮组又选择性地耦联至发动机。
发明内容
本发明公开一种操作混合动力变速器的方法,所述方法包括以下步骤:根据包括无级变速关系的驱动模式来控制所述变速器;根据包括多个固定速度关系的自动固定速度关系模式和手动固定速度关系模式来控制所述变速器,其中所述多个固定速度关系包括机械传动比和虚拟传动关系;接收驾驶员的对于使所述变速器以经济模式或运动模式中的一个进行操作的请求;以及以所请求的经济模式或运动模式操作所述变速器,其中,所述操作步骤包括:将所述变速器设置成所述自动固定速度关系模式,并根据所述运动型扭矩储备或所述经济型扭矩储备中的一个或另一个操作所述变速器,所述运动型扭矩储备和所述经济型扭矩储备彼此不同且不同于所述自动固定关系模式的默认扭矩储备,其中,输入速度与输出速度之间的所述固定速度关系包括多个常系数线性关系和多个固定曲线路径关系。
在本操作混合动力变速器的优选方法的一种实施方式中,根据驱动模式和自动或手动固定速度关系模式来控制变速器,其中驱动模式包括无级变速关系,固定速度关系模式包括多个固定速度关系,而固定速度关系又包括机械传动比和虚拟传动关系(virtual gear ratios)。该方法还包括接收驾驶员的以经济模式或运动模式中的一个操作的变速器操作请求并将变速器操作成所要求的经济模式和运动模式。根据优选方面,变速器进入自动固定速度关系模式并根据不同于自动固定速度关系模式的默认换档规律的运动型换档规律或经济型换档规律进行操作。根据另一优选方面,变速器进入自动固定速度关系模式并根据彼此不同且不同于自动固定速度关系模式的默认扭矩储备的运动型扭矩储备或经济型扭矩储备中的一个进行操作。
附图说明
下面将参照附图给出优选实施方式及最佳模式的详细描述,附图中:
图1是车辆动力传动系的一种示例性实施方式的示意图,其中包括具有示例性发动机和示例性混合动力变速器的示例性混合动力传动系;
图2是图1的混合动力传动系的发动机转速与变速器输出速度的关系图,并且其中示出在无级变速关系的操作范围内的示例性无级变速关系曲线;
图3是图1的混合动力传动系的发动机转速与变速器的输出速度的关系图,其中包括包含机械传动比和虚拟传动关系在内的固定速度关系的曲线图;
图4是图1的混合动力传动系的发动机转速与变速器的输出速度的关系图,其中包括手动固定速度关系模式中的固定速度关系的曲线图,并且示出从无级变速关系模式到手动固定速度关系模式的变化以及固定速度关系之间的转换;
图5是图1的混合动力传动系的发动机转速与变速器的输出速度的关系图,其中包括在自动固定速度关系模式中的固定速度关系曲线图,并且示出从无级变速关系模式到自动固定速度关系模式的变化;以及
图6是发动机扭矩与发动机转速的关系图,并且示出与经济模式和运动模式相关联的扭矩储备限制。
具体实施方式
更详细地参考附图,图1示出了用于驱动车辆的示例性传动系***。传动系***10大体包括:混合动力传动系12,用于产生机械动力;以及传动链路14,用于从动力传动系12紧贴路面传输机械动力以沿道路驱动车辆。传动系***10还可包括驾驶员界面16或可与驾驶员界面16进行通信,以便接收来自车辆驾驶员的输入信息并向车辆驾驶员发送输出信息。
驾驶员界面16通常可包括任意适合的输入装置18和输出装置20,以接收来自驾驶员的命令或请求并将传动系的信息回传给驾驶员。驾驶员界面16的输出装置20可包括模式选择显示器以指示变速器模式,例如P指示驻车模式、R指示倒车模式、N指示空档模式、D指示以无级变速(CV)关系驾驶的模式(aka驱动模式)、AF指示自动固定速度关系模式、以及MF指示手动固定速度关系模式。驾驶员界面输出装置20的MF显示还可包括多个固定速度关系显示。如下面会详细论述的,手动固定速度关系模式使驾驶员能够更积极主动地指导动力传动系12去执行命令并使驾驶员能够控制换档。
驾驶员界面输入装置18可包括加速踏板及相关传感器、制动踏板及相关传感器、和/或其它任何用于控制动力传动系的诸如变速器模式选择器及相关传感器等的类似装置,以从驾驶员接收不同变速器操作模式请求。模式选择器可包括转向柱安装式换档杆或操作板安装式换档杆、按钮、触摸屏图形用户界面等。变速器模式选择器可包括以下变速器模式的档位:例如驻车档P、倒车档R、空档N、以无级变速关系模式驾驶的档位D、自动固定速度关系模式档AF、以及手动固定速度关系模式档MF。变速器模式选择器还可包括多个固定速度关系档位及对应的传感器,或者可包括+/-选择器,该+/-选择器包括对应于驾驶员所需的升档和降档的“+”和“-”档位及传感器。替代地,+/-选择器可以是诸如踏板、按钮开关等的单独的装置,并且可以包括相关传感器。
传动链路14可包括用于从混合动力传动系12往道路传递扭矩的任意适合的设备。例如,传动链路14通常可包括用于接触道路的带有轮胎的车轮22和耦联至动力传动系12并用于从该动力传动系接收扭矩的传动轴24。传动链路14还可包括例如耦联于传动轴24与车轮22之间的诸如车桥或差速器的最终传动单元26,以改变从动力传动系12接收到的扭矩的方向和增大该扭矩,并经由车桥半轴28等将扭矩传递至车轮22。
一般而言,混合动力传动系12包括:具有任意适合构造的不同类型的原动机,以将一些形式的能量转换成机械力和机械运动;以及一个或多个变速器,其耦联至原动机以增大从原动机接收到的扭矩。但是在图1所示的特别优选的示例中,混合动力传动系12可包括诸如经由选择耦联装置32选择性地耦联至混合动力变速器34的内燃机30的第一外部原动机。
发动机30可以是诸如柴油发动机、汽油发动机等的任意适合的发动机。无论如何,发动机30包括用于耦联至变速器34的诸如曲轴31的输出轴。第一原动机30还可包括多个致动器30a和传感器30s,其中包括节气门、燃料喷射器及相关传感器,而且还包括速度传感器、歧管气压传感器等。
混合动力变速器34可以是除固定速度关系以外还能够在变速器输入端33和变速器输出端35之间产生无级变速关系的任意适合的装置。例如,混合动力变速器34能够是可电动变化的变速器,迄今,这种变速器已经是本领域技术人员已知类型的变速器。变速器34通常包括:一个或多个诸如齿轮组36、38、40的机械减速器,以增大原动机的扭矩;以及一个或多个诸如电动马达的集成的原动机42、44,它们机械耦联至减速器36、38、40以将马达扭矩传递给这些减速器和/或从减速器吸收发动机或车辆的惯性扭矩。如此处所使用的,术语电动马达包括诸如马达、发电机或组合的马达/发电机的任意适合的电气机械。
齿轮组36、38、40可以是能够从原动机30、42、44接收并增大扭矩以调节动力传动系的速度关系进而调节动力传动系的用于输出到传动链路14的扭矩的任意适合的装置。例如,齿轮组36、38、40可包括通常为本领域技术人员所熟知的行星齿轮组。可以采用任意适合数量的齿轮组,而示例的变速器34包括三个齿轮组,其中包括:以任意适合的方式耦联至变速器输入端33的输入端齿轮组36;以任意适合的方式耦联至变速器输出端35的终端齿轮组40;以及耦联在输入端齿轮组36与终端齿轮组40之间的中间齿轮组38。行星齿轮组36、38、40可包括:中心设置的恒星齿轮36s、38s、40s;通常围绕恒星齿轮36s、38s、40s的齿圈36r、38r、40r;以及位于恒星齿轮36s、38s、40s与齿圈36r、38r、40r之间的行星齿轮托架36c、38c、40c。托架36c、38c、40c可包括啮合于恒星齿轮36s、38s、40s和齿圈36r、38r、40r之间的行星齿轮36p、38p、40p,从而使得当托架36c、38c、40c相对于恒星齿轮36s、38s、40s旋转时行星齿轮36p、38p、40p绕它们各自的恒星齿轮36s、38s、40s运转。本领域技术人员能够认知,通过使不同齿轮具有任意适合数量的轮齿以及使不同齿轮以任意适合的方式彼此耦联,齿轮组36、38、40可以限定出任意适合的机械传动比。
齿轮组36、38、40可耦联在一起并通过任意适合的装置以任意适合的构造耦联至其它变速器元件。例如,轴、轮毂、转鼓等的任意组合能够以任意适合的方式固定在不同齿轮组的不同元件之间,或者能够通过诸如选择性地耦联等有选择地耦联至不同齿轮组的不同元件。可以采用任意适合数量和类型的选择性的耦联装置,例如能够采用四个选择性的耦联装置C1-C4,这些耦联装置可包括摩擦片离合器和制动带等。输入端齿圈36r固定至变速器输入端33和辅助驱动装置46,其中辅助驱动装置46用于驱动诸如油泵48的任意适合的辅助装置,而油泵48用于给来自油槽49的传动油增压以便输送至并致动选择性耦联装置32和C1-C4以及变速器34的其它适合的部分。输入端恒星齿轮36s固定至中间齿圈38r,而输入端托架36c固定至中间托架38c并通过第二CV模式选择耦联装置C2选择性地耦联至终端托架40c。中间恒星齿轮38s固定至终端恒星齿轮40s,并且通过第一/第三齿轮耦联装置C4选择性地耦联至其自身的中间托架36c和通过齿轮耦联装置C3耦联至变速器壳体。最后,终端齿圈40r通过第一CV模式选择耦联装置C1选择性地接地于诸如壳体、中间支架、后支架等变速器支架50,而终端托架40c通过第二CV模式耦联装置C2选择性地耦联至输出端35。
集成原动机42、44可包括诸如三相电机的任意适合的电动马达,比如第一CV模式马达42和第二CV模式马达44。集成原动机42、44以任意适合的方式集成于变速器34中,并以任意适合的方式耦联至齿轮组36、38、40。本领域技术人员能够认知,马达42、44可包括接地于变速器壳体50的绕组定子和以任意适合的方式固定至相应的变速器部件的转子。例如,第一CV模式马达42固定至终端恒星齿轮40s和中间恒星齿轮38s,而第二CV模式马达44固定至输入端恒星齿轮36s和中间齿圈38r。此外,电源52以任意适合的方式耦联至马达42、44并可包括一个或多个电池、燃料电池以及电容器等。而且,在电源52与马达42、44之间适于耦联一个或多个适合的马达控制器54,并且这些马达控制器可包括任意适合的直流/交流换流器。
最后,混合动力变速器34可包括任意适合的致动器34a和传感器34s。例如,变速器致动器34a可包括变力装置、脉宽调制装置和/或双位电磁阀等。此外,变速器传感器34s可包括电平传感器、压力传感器、温度传感器、以及诸如输入速度传感器和输出速度传感器的速度传感器等。
仍旧参见图1,动力传动系控制***56包括:发动机30及相关联的发动机控制器58;混合动力变速器34及相关联的变速器控制器60;以及与发动机控制器58和变速器控制器60相连的中央控制器或监控器62。可替代地,本领域技术人员能够认知,任何控制器58、60、62的任意组合可以集成在一起。本领域技术人员还能够认知,控制***56可包括用于接收、存储以及发送数据和接收、存储以及执行软件程序指令的任意适合的电子装置,而且还可包括任意适合的存储装置和处理装置以及诸如时钟、计时器、接口等的辅助装置。数据和程序指令可包括发动机操作方面的算法或图谱及相关数据和变速器换档规律或速度关系的算法及相关数据等。
发动机控制器58构造成通过接收适合的发动机状态输入信号、执行适合的发动机控制程序、以及产生反馈给发动机30的适合的发动机控制输出信号来控制发动机30的操作。更具体地,发动机控制器58可从诸如节气门传感器和速度传感器等的各种发动机传感器30s接收输入信号。然后,发动机控制器58可执行适合的发动机控制程序以产生针对诸如节气门和燃料喷射器等各种发动机致动器30a的发动机控制输出信号,从而通过诸如对燃料和点火的参数进行适当调节以起动和运行发动机30来调节发动机30的操作和输出。
变速器控制器60构造成通过接收适合的变速器状态输入信号、基于该输入信号执行适合程序、以及产生反馈给变速器34的适合的变速器控制输出信号来控制变速器34的操作。更具体地,变速器控制器60可从诸如输入输出速度传感器和液压传感器等各种变速器传感器34s接收输入信号。然后,变速器控制器60可执行适合的变速器换档规律或速度关系算法,以产生针对例如诸如选择性耦联装置32、C1-C4的变速器速度关系变化装置的各种变速器致动器34a的输出信号。例如,变速器控制器60可控制设置在变速器中的液压回路内的电动液压电磁阀,从而致动和止动选择性耦联装置C1-C4,以与行星齿轮组36、38、40耦联或去耦,进而实现机械传动关系和/或虚拟传动关系(virtual gearrelationships)上的变化。此外,变速器控制器60可向马达控制器54发送适当的信号以调节马达速度和/或扭矩设定,从而实现无级变速关系和/或虚拟传动关系上的变化,或者在电池充电时或在能量回收制动模式下调节发电机设定从而从发动机或传动链路吸收扭矩。
监控器62可监测动力传动系12的扭矩和/或速度需求并根据该需求控制发动机30和/或变速器34。一般,监控器62构造成与发动机控制器58和变速器控制器60相连,并通过从控制器58、60和其它任何适合的载体源接收适合的输入信号、基于该输入执行适合的程序、以及产生反馈给控制器58、60的适合的控制输出信号来控制控制器58、60的功能。更具体地,监控器62可从诸如车辆点火开关、加速器传感器、车速传感器、变速器模式选择器传感器、以及车辆制动传感器等的各种传感器62s和/或其它类似的输入源接收输入信号。然后,监控器62可执行适合的动力传动系控制程序以产生针对控制器58、60的适合的输出信号。无论如何,监控器62和/或其它控制器58、60可控制发动机节气门和燃料喷射以调节发动机30的速度和扭矩输出、发动机耦联装置32的耦联和去耦、以及变速器耦联装置C1-C4的耦联和去耦,和/或可控制马达以实现变速器速度关系上的变化。为了给变速器34确定适当的速度关系,控制***56会对众多因素进行分析,这些因素可包括变速器34当前的速度关系、车辆当前的速度、发动机节气门的位置以及发动机的输出速度。为了确定变速器34正在实施的当前的速度关系,将变速器的输入速度或发动机的输出速度与变速器的输出速度进行比较。
在操作过程中,变速器34通常使从发动机30接收到的扭矩增大并使得能够进行多个普通模式操作,这些模式包括倒车模式R、空档模式N、驻车模式P以及具有无级变速关系和固定速度关系(例如,以无级变速关系驾驶的模式D、自动固定速度关系模式AF以及手动固定速度关系模式MF)的多个前进模式。速度关系对应于变速器的输出速度与输入速度之比,并且指示变速器34所提供以使车辆从静止开始行至所需行车速度的对于回转的“杠杆效率”,反之亦然。速度关系值越大,则变速器所提供的杠杆效率越高,反之亦然。
混合动力变速器提供了无级变速关系和多个固定速度关系。可根据包括两个CV速度关系模式以及自动或手动固定速度关系模式在内的多个具体操作模式来提供速度关系。CV速度关系模式实施成主要通过改变马达42、44的输出并使发动机30的输出保持基本恒定而在动力传动系的操作效率与动力传动系性能之间进行平衡。相比而言,自动固定速度关系模式实施成例如提供常规自动变速器换档的感觉,和/或主要通过在主要由发动机30和马达42、44所驱动的行星齿轮组36、38、40之间调节而在动力传动系的操作效率与动力传动系性能之间进行平衡。类似地,手动固定速度关系模式实施成例如针对驾驶员的需要而手动控制变速器34换档,从而提供主动的变速器操作和/或手动变速的感觉。
现在参见图1和图2,两个CV速度关系模式实施成借助于机械优势和电动优势的结合或仅借助于电动优势来平衡动力传动系的效率与性能。图2示出变速器输出速度与发动机转速的关系,当发动机30与变速器34经由选择性耦联装置32耦联时,发动机转速与变速器的输入速度基本相同。如图2所示,阴影区域在左部和上部处由最大速度关系限值来界定,并且阴影区域代表在驾驶员所选择的驱动模式D下可能的速度关系操作范围。示例性瞬时速度关系Di代表当处于CV驱动模式D时在给定时刻的示例性速度关系,并且虚线指示在速度关系Di之前所建立的速度关系的示例性的连续变化路线PCV。从速度关系Di射出的箭头指示取决于车辆的行驶状态和动力传动系的需要,速度关系Di可沿任意方向瞬时变化。
CV速度关系模式提供了能够在诸如从大约6.0到大约0.6的较宽的范围上连续变化的速度关系。如图所示,模式转变线T将CV速度关系范围分成低速度关系或第一CV速度关系范围R1和高速度关系或第二CV速度关系范围R2,其中第一CV速度关系范围R1对应于第一CV速度关系模式,而第二CV速度关系范围R2对应于第二CV速度关系模式。主要通过适当控制马达42、44来实施这两个模式,以在整个CV速度关系范围R1、R2上提供无级变速关系。
当第一CV模式耦联装置C1使用从而将终端齿圈40r接地并且第二CV模式耦联装置C2脱开时实现第一CV速度关系模式,而当第一CV模式耦联装置C1脱开并且第二CV模式耦联装置C2使用从而将终端托架40c耦联至其它托架36c、38c时实现第二CV速度关系模式。模式转变线T由当第一和第二CV模式耦联装置C1、C2都使用时建立的第一和第二CV速度关系模式之间的机械传动比MG3来限定。对于第一CV速度关系模式,示例性速度关系的范围可从大约6.0至大约1.6,而对于第二CV速度关系模式,示例性速度关系的范围可从大约1.6至大约0.6。因此,从第一CV速度关系模式转变到第二CV速度关系模式可以理解为升档,反之为降档。
在第一CV速度关系模式中,当控制***56确定驾驶员希望从静止状态开始前进和/或希望从任意车速开始加速时,那么发动机耦联装置32将发动机30耦联至混合动力变速器34,并且当车辆前进时发动机耦联装置32保持使用状态。同时,第一CV模式耦联装置C1使用而第二CV模式耦联装置C2未使用和/或保持脱开。发动机30通过发动机耦联装置32将驱动力施加到变速器输入端33进而施加到输入端齿圈36r。此外,第一马达42可作为用于驱动终端恒星齿轮40s以使终端托架40c抵靠接地的终端齿圈40r旋转从而实现车辆前进的马达运行。第一马达42的旋转还能够驱动中间恒星齿轮38s以使输入端托架36c和中间托架38c同步旋转,并且发动机30驱动输入端齿圈36r以使所连接的输入端恒星齿轮36s和中间齿圈38r旋转。因此,第二马达44由来自发动机30和/或第一马达42的旋转驱动,从而能够用作发电机。第一CV速度关系模式能够在从停置的车辆到大约从20英里/小时(MPH)至70英里/小时的速度前进的车辆的车速范围上延伸。在车速大于大约20至70英里/小时的情况下,变速器以第二CV速度关系模式操作。
在第二CV速度关系模式中,第一马达42和第二马达44中之一作为用于通过第二CV模式耦联装置C2来驱动终端恒星齿轮40s或终端托架40c之一使得终端托架40c旋转从而实现车辆前进这样的马达运行。例如,第一马达42继续作为这样的马达运行直至车辆达到大约从30英里/小时至90英里/小时内的任意速度,此时第一马达42可转变成作为发电机运行并且此后能够继续作为发电机运行。相比之下,第二马达44持续作为发电机运行直至车辆达到大约从30英里/小时至90英里/小时内的任意速度,并且此后作为电动机运行。本领域技术人员能够认知,两个CV模式所覆盖的车速范围由所选择的单个行星齿轮传动比进行限定,该传动比基于行星齿轮组的相互连接以及所选择的行星齿轮组的恒星齿轮、齿圈以及行星轮之间的轮齿的相对数量。类似地,该传动比的选择限定出在任何给定应用下的任意给定时刻马达42、44是作为电动机运行还是作为发电机运行,或者马达42、44是靠惯性运行的还是停止的。
现在参见图1和图3,手动固定速度关系模式包括多个固定速度关系,其中包括机械传动(MG)比和虚拟传动(VG)关系。机械传动比和虚拟传动关系包括四个机械传动比和三个虚拟传动关系从而使所述混合动力变速器34成为虚拟七速变速器。如图3所示,固定速度关系可与CV速度关系模式的速度关系范围重叠。表1是固定速度关系的表,其中包括常规七速变速器的机械传动比与本示例性混合动力变速器34的示例性机械传动比及虚拟传动关系的比较。如在此所使用的,术语速度关系包括输入速度与输出速度之间的诸如3.89这样的常系数线性关系,还包括输入速度与输出速度之间在诸如3.50至2.33或1.61至1.26这样的限值之间随固定曲线路径变化的非线性关系。相应地,在图3中机械传动比和虚拟传动关系FR1-FR7以直线或曲线示出。
表1
虚拟传动关系是所述CV速度关系模式之一中的固定速度关系,其中根据与变速器输出速度的固定关系来控制马达42、44中的一个的速度或两个马达42、44的速度。例如,可通过马达的速度来控制发动机转速,其中发动机转速与马达的速度之间的关系大致如下:发动机转速=0.5×第一模式的马达速度+0.5×第二模式的马达速度。可以命令发动机30产生能够实现对于给定的电池状态和期望的变速器输出扭矩而言为最优操作的扭矩。然后,控制马达42、44,以产生用于获得期望的电池电量、变速器输出扭矩以及用于将马达42、44加速(或减速)至期望速度的额外扭矩所需的扭矩。由此,这种马达控制也能够将发动机30控制到期望的速度。固定速度关系可以是诸如由直线所代表的线性关系,但也可以是诸如由固定的曲线所代表的非线性关系。并非有意使耦联装置C1-C4彼此滑脱或彼此接合以获得虚拟传动关系。
机械传动比是其中输入到变速器34的能量在变速器34中通过诸如行星齿轮组36、38、40和耦联元件C1-C4这样的机械路径进行传输而得到的传动比。例如,取决于所使用的行星齿轮组和耦联装置的数量和构造,能够提供任意适合数量的机械传动比。然而,如图所示,通过示出的三个行星齿轮组36、38、40和四个耦联装置C1-C4的构造能够提供至少四个机械传动比,所有这些传动比主要由发动机30来驱动,从而主要提供机械传动和基本离散的速度关系。当除了其它选择性耦联装置C2、C3、或C4中的一个或多个使用之外第一CV模式耦联装置C1也使用时实现了机械传动比模式。当这种其它的耦联装置使用时,就得到固定的变速器输入速度与输出速度的关系。于是,在机械传动比的情况下,与变速器的输入速度成比例地设定马达42、44的旋转,并且所述旋转取决于由不同耦联装置C1-C4的使用而设定的行星齿轮组36、38、40的旋转。但是马达42、44仍然可以用作电动机或发电机,并且例如在以第一固定速度关系加速期间,来自发动机30和至少一个马达42、44的动力能够帮助驱进车辆。
为了以机械传动比MG1的形式获得第一固定速度关系FR1,在第一CV模式耦联装置C1保持使用的同时使用第一/第三耦联装置C4。因此,第一固定速度关系FR1由终端行星齿轮组40来限定,其中第一/第三耦联装置C4锁合输入端行星齿轮组36和中间行星齿轮组38,使得输入端行星齿轮组36和中间行星齿轮组38以及两个马达42、44以变速器输入速度旋转。该耦联装置C4还使发动机30和两个马达42、44这全部三个能够同时驱进车辆从而获得最大加速度。如图3所示,第一固定速度关系FR1能够成为第一CV模式的变速关系范围的最左侧界线,而且其示例值为3.89。
通过在保持使用第一CV模式耦联装置C1的同时断开第一/第三耦联装置C4从而重新进入第一CV模式并根据与变速器输出速度的固定关系来操作第一马达42而以虚拟传动关系VG2的形式获得第二固定速度关系FR2。第二固定速度关系VG2在第一CV模式的变速关系范围内。第二固定速度关系VG2无需为线性的。换言之,第二固定速度关系VG2可以是非线性的,呈由方程式、数值表等限定的曲线的形式。例如,如图3所示,第二固定速度关系VG2可以呈以示例性比率3.50和2.33为界的固定曲线的形式,其中所述范围用于衔接第一机械传动比MG1与第三机械传动比MG3之间相对较宽的差距。同样如图3所示,关系VG2可以延伸超过CV速度关系范围R1和R2的上限从而获得增加的变速器扭矩输出。
通过在保持使用第一CV模式耦联装置C1的同时断开第一/第三耦联装置C4并使用第二CV模式耦联装置C2,而以机械传动比MG3的形式获得第三固定速度关系FR3。因此,所有三个行星齿轮组36、38、40都启动以共同限定第三固定速度关系FR3。当第一CV模式耦联装置C1和第二CV模式耦联装置C2都使用时马达42、44可以不动以利用惯性运行从而实现完全机械操作。第三固定速度关系FR3还能够限定第一和第二CV速度关系模式之间的交界或转变线T,其中第一CV速度关系模式限定在转变线T的左上方,而第二CV速度关系模式则限定在转变线T的右下方。其示例性比率为1.80。
根据该固定速度关系模式,可以在第二CV速度关系范围R2中操作变速器34。例如,变速器34可以从第二CV速度关系模式升档为第二CV速度关系模式范围R2内的机械传动比,例如驾驶员将换档选择器从CV速度关系模式档换成固定速度关系模式档。在另一示例中,变速器34能够从第三固定速度关系FR3升档至第四固定速度关系FR4。
通过断开第一CV模式耦联装置C1和使用第二CV模式耦联装置C2并根据与变速器输出速度的固定关系将第一马达44作为电动机操作而获得第四固定速度关系FR4。第四固定速度关系FR4在第二CV速度关系范围R2内。第四固定速度关系FR4无需为线性的,替代的,可以是非线性的,诸如为由方程式、数值表等所限定的曲线的形式。例如,如图3所示,第四固定速度关系FR4可以呈以示例性速比1.61和1.26为界的固定曲线的形式,其中所述范围衔接第三机械传动比MG3与第五机械传动比MG5之间的差距。此外,类似地,任意虚拟传动关系VG都可以限定成非线性但却固定的关系。同样如图3所示,关系FR4可延伸超过CV速度关系范围R1、R2的上限从而获得增加的变速器扭矩输出。
通过同时使用第二CV模式耦联装置C2和第一/第三耦联装置C4而以机械传动比MG5的形式获得第五固定速度关系FR5,所述动作将行星齿轮组36、38、40的比率锁定成1∶1∶1,使得变速器的输出端35以与变速器的输入端33相同的速度旋转。如图3所示,以位于第二CV速度关系范围R2内的直线代表第五固定速度关系FR5。
通过断开第一/第三耦联装置C4和保持使用第二CV模式耦联装置C2并根据与变速器输出速度的固定关系将第二马达44作为电动机操作而以虚拟传动关系VG6的形式获得第六固定速度关系FR6。第六固定速度关系FR6位于第二CV速度关系范围R2内,且示例性关系为0.85。
通过使用第二CV模式耦联装置C2和第四耦联装置C3而以机械传动比MG7的形式获得第七固定速度关系FR7,以提供超速传动比,其中输入端行星齿轮组36和中间行星齿轮组38起动,并且马达42、44可以空转而不提供扭矩。第七固定速度关系FR7位于第二CV速度关系范围R2内且示例性传动比为0.72。
现在参见图1和图4,能够以手动固定速度关系模式操作变速器34以通过增大动力传动系的扭矩输出来改善加速性能。另外,在动力传动系12以正常驱动模式操作时,在加速过程中发动机转速保持恒定,因而发动机30产生许多驾驶员会发现很陌生的持续的声音。因此,手动固定速度关系模式可提供手动变速器换档的声音和感觉。
在第一示例中,例如,在驾驶员通过诸如以任意适合的方式利用驾驶员界面16请求以手动固定速度关系模式进行变速器操作的情况下,变速器能够以手动固定速度关系模式开始操作。例如,驾驶员可将换档手柄从驻车档移至手动固定速度关系模式中的第一固定速度关系档FR1。之后,变速器的输出速度按例如用于任意发动机转速的第一固定速度关系FR1与发动机转速成比例,直至例如驾驶员将档位升至第二固定速度关系FR2或者将换档手柄移至驾驶档D或自动固定速度关系档AF等。换言之,基于驾驶员的请求,发动机转速变成局限于作为变速器输出速度的函数沿第一固定速度关系FR1变化的发动机转速。
在第二示例中,并且如通过图4中的瞬时速度关系Di所示出的,在默认的情况下,变速器会以CV速度关系模式操作,并且驾驶员能够以任意适合的方式利用驾驶员界面16将变速器操作手动转换成手动固定速度关系模式。例如,驾驶员可将换档手柄从驾驶档换为+/-档,或者可将+/-选择器或踏板设成+/-档等。简而言之,可以利用任意适合的方法和设备来请求手动固定速度关系模式操作。
不管用于请求手动固定速度关系模式的具体方法和设备如何,基于升档或降档请求来确定待从驱动模式转变成的固定速度关系。例如,控制***56可接收这种请求并做成决定。首先,确定变速器的瞬时变速关系Di。然后,确定邻近该瞬时变速关系Di并大体在所请求的升档或降档方向上的固定速度关系。之后,以任意适合的方式调节变速器以根据该固定速度关系进行操作。继而,将发动机转速增至按所确定的固定速度函数关系对应于当前变速器输出速度的值。例如,在图4中,示例性的往手动固定速度关系的降档请求MFD1使发动机转速从对应于示例性速度关系Di的速度迅速增至在第四固定速度关系FR4曲线上的邻近并位于速度关系Di上方的值。之后,如从降档请求MFD1发出的箭头所指示的,变速器34根据用于所有变速器输入速度的关系FR4进行操作直至驾驶员做出其它请求。例如,驾驶员可请求往诸如固定速度关系FR3进行二次降档MFD2或往固定速度关系FR5进行升档MFU1,或者驾驶员可以通过例如将处于+档或-档的换档手柄抓握诸如100毫秒或更长的预定时段而请求换回到驱动模式。同样,变速器34会根据用于所有变速器输入速度的FR3或FR5的那些传动比进行操作直至例如请求了后续的降档MFD3、MFD4或升档MFU2、MFU3,或者直至驾驶员通过例如将换档手柄移至驾驶档而请求换回到驱动模式。车辆则无须改变速度以实现换档。
仍然参见图1、图3和图4,自动固定速度关系模式AF可包括固定速度关系FR1-FR7,其中包括机械传动比MG1、MG3、MG5、MG5以及虚拟传动关系VG2、VG4、VG6。在自动固定速度关系模式AF中,控制***56可自动在多个固定速度关系FR1-FR7之间选择,从而提供变速器输出端35与输入端33之间适合的速度关系。变速器34能够以自动固定速度关系模式AF进行操作,从而通过增大动力传动系的输出来改善加速性能,提供常规自动换档的感觉,和/或使动力传动系的效率与提高的驾驶员对车辆性能的需求达到平衡。
在第一示例中,例如,在驾驶员通过诸如以任意适合的方式利用驾驶员界面16请求以自动固定速度关系模式AF进行变速器操作的情况下,变速器能够以自动固定速度关系模式AF开始操作。例如,驾驶员可将换档手柄从驻车档移至自动固定速度关系档AF。之后,变速器的输出速度按用于任意发动机转速的第一固定速度关系FR1与发动机转速成比例,直至例如控制***56判定变速器34的档位应当升至第二固定速度关系FR2,或者直至驾驶员通过将换档选择器换至FR2档或+档而将档位手动升至第二固定速度关系FR2,或者直至驾驶员将换档手柄移至驾驶档D等。
在第二示例中,并且如通过图5中的示例性速度关系Di所示出的,在默认的情况下,变速器会以CV速度关系模式操作,并且能够自动转变为自动固定速度关系模式AF。举例而言,比如响应于在例如驾驶员沿正向碰动换档选择器以请求上调速度关系的情况下来自驾驶员的请求,变速器34能够自动将档位从第一CV速度关系模式升至第三固定速度关系FR3。另举一例,变速器34能够自动地从第三固定速度关系FR3换至限定于第二CV速度关系范围R2内的第四固定速度关系FR4。例如,当车速从静止一直增加并且变速器34正在以自动固定速度关系模式经由固定速度关系升档时这种情况会发生。再举一例,可以响应于在从车辆处于静止状态进行加速过程中来自驾驶员的突然请求(例如驾驶员将加速踏板踩到底)而进行这样的转换。
在后一种的情况下,控制***56可从驾驶员的这种主动行为中推断出驾驶员正在请求退出驱动模式并进入AF模式。控制***56接收来自变速器模式选择器传感器、加速器位置传感器以及车速传感器的信号,并能够确定与这些信号呈函数关系变化的瞬时动力传动系的扭矩需要。例如,控制***56可计算加速器位置的变化速度,该变化速度能够表征车辆驾驶员所需的加速情况,并指示动力传动系的扭矩需要。控制***56还可确定能够从动力传动系12获得的扭矩。本领域技术人员能够认知,仅仅由从车辆传感器和/或动力传动系传感器所获得的实际值或者由这些实际值与一个或多个扭矩和/或加速度的阈值、公式、对照表、PID(比例积分微分)算法等的结合就能够推出需要的扭矩和能够获得的扭矩。不管怎样,控制***56会将扭矩需求与以当前速度关系能够从发动机30和变速器34获得的扭矩进行比较。
如果控制***56判定瞬时扭矩需求超过在驱动模式中的当前的瞬时速度关系Di下能够从发动机30和变速器34获得的瞬时扭矩,那么控制***56会命令将档位从当前的瞬时速度关系Di下调至较小的机械或虚拟传动关系。更具体地,控制***56可通过向诸如变速器34内的电动-液压电磁阀等适合的变速器速度关系变化装置发送适合的信号以使用或断开与适当的齿轮组相关联的适当的耦联装置而实现降档。而且,替代地,控制***56可向马达控制器54发送适合的控制信号以调节马达42、44中的一个或两个的速度和/或扭矩。然而,如果控制***56判定瞬时扭矩需求未超过在驱动模式中的当前的速度关系下能够从发动机30和变速器34获得的扭矩量,那么控制***56则会继续根据驱动模式下的正常操作参数来控制发动机30和变速器34。例如,控制***56可以适当调节发动机节气门和/或燃料喷射器以增大发动机输出,和/或可以适当调节马达的扭矩和/或速度。
根据另一方面,驾驶员可选择优选的速度关系规律,比如可选择经济型速度关系规律或运动型速度关系规律。上述规律分别对应于经济模式或运动模式,可通过诸如变速器模式选择器的部分换档选择器或按钮等的驾驶员界面16来设置这些模式。在变速器的正常驱动模式下,动力传动系的操作优化成在良好的燃料经济性与良好的动力传动系性能之间取得平衡。但是本动力传动系12还为驾驶员提供了对相对更佳的动力传动系性能或相对更佳的燃料经济性进行优先排序的选择。控制***56可执行任意适合的经济型或运动型速度关系程序或换档规律,以操作动力传动系12达到最优经济模式或运动模式目标,其中控制***56按程序处理适合的输入信息,以限定并输出发动机和/或马达的目标输入速度从而实现上述目标。
在运动模式下,变速器34按运动型换档规律在固定速度关系FR1-FR7之间转换,以便使动力传动系的扭矩输出最大化从而获得良好的加速性能。根据运动模式,控制***56将变速器34设置成自动固定速度关系模式,之后执行运动型换档规律,即将变速器34保持在给定的固定速度关系直至以当前的速度关系进行传输的扭矩与从当前的速度关系上调至下一速度关系时将要以该下一速度关系进行传输的扭矩基本相等。运动型换档规律会不同于通常在自动固定速度关系模式下所采用的默认的换档规律。
在经济模式下,变速器34按经济型速度关系程序或换档规律进行操作,即调节变速器的速度关系以使能量消耗最小化从而实现良好的燃料经济性和较高的电效率。根据经济模式,控制***56将变速器34设置成驱动模式D或自动固定速度关系模式AF。如果将变速器34设置成驱动模式D,那么经济型速度关系程序可与正常驱动模式的程序相同,或者可以不同,即与默认的驱动模式程序相比更经济的速度关系程序,以便以动力传动系性能为代价而使燃料经济性最大化。例如,控制***56可将发动机30保持在基本稳定的状态,例如保持在其燃料经济性图谱中的最大燃料效率区域中,并且可通过经由在马达42、44的马达效率图谱中的它们各自最有效的区域中运行马达42、44而改变马达42、44之一的功率输入来调节变速器的输入速度。但是如果将变速器34设置成AF模式,那么控制***56会执行经济型换档规律,即将变速器34保持在给定的固定速度关系直至使这种关系下的燃料经济性最大化,之后将变速器34转换至下一关系,依此类推。经济型速度关系程序会不同于通常在自动固定速度关系模式或CV模式下所使用的默认的速度关系程序。
现在参见图6,运动模式和经济模式可结合各自不同的运动型和经济型发动机扭矩储备RS、RE。一般而言,扭矩储备涉及在达到最大可用扭矩输出之前的任意给定时刻动力传动系能够节余使得车辆能够突然加速或以匀速爬坡的扭矩量。换言之,扭矩储备是动力传动系用于在给定速度关系下增大扭矩以补偿突然增加的扭矩需求的能力。
运动模式的扭矩储备RS可大于经济模式的扭矩储备RE。其原因在于,运动模式的升档在相对较高的发动机扭矩和发动机转速下“较晚”发生以便获得更好的加速性能,而经济模式的升档在相对较低的发动机扭矩和发动机转速下“较早”发生以节约燃料。相应地,在运动模式下,控制***56朝更高的换档速度调节换档特性,因而导致相对较大的扭矩储备。扭矩储备RS、RE会不同于在自动固定速度关系模式或驱动模式下的默认扭矩储备。
现在,从上文中,本领域技术人员可以理解动力传动系12提高了驾驶员的满意度。与现有的具有混合动力变速器的动力传动系相比,动力传动系14在MF模式下和/或在处于AF模式中的运动模式下提供了常规变速器的声音和感觉以及更好的“油门踏板”响应,并且在处于AF模式或驱动模式中的驱动模式D下或经济模式下提供了良好的或更好的燃料经济性。
尽管已经示出和描述了一些优选实施方式,但是本领域普通技术人员应当容易认知,前文的描述是作为说明而非限制给出的,并且能够在不背离本发明的精神和范围的情况下做出多种改型和替代。例如,可以利用任意适合的变速器构造来实施所述方法,并且具体的变速器构造可不同于所示出的构造。例如,可以采用具有与所示出的构造类似或不同的构造的更多或更少的行星齿轮组。此外,在所示出的构造中,可以重新布置第一/第三耦联装置C4。例如,替代地,耦联装置C4可将中间齿圈38r选择性地耦联至中间恒星齿轮38s,或者将输入端托架36c选择性地耦联至输入端齿圈36r。
Claims (7)
1.一种操作混合动力变速器的方法,所述方法包括以下步骤:
根据包括无级变速关系的驱动模式来控制所述变速器;
根据包括多个固定速度关系的自动固定速度关系模式和手动固定速度关系模式来控制所述变速器,其中所述多个固定速度关系包括机械传动比和虚拟传动关系;
接收驾驶员的对于使所述变速器以经济模式或运动模式中的一个进行操作的请求;以及
以所请求的经济模式或运动模式操作所述变速器,
其中,所述操作步骤包括:
将所述变速器(34)设置成所述自动固定速度关系模式,并根据运动型扭矩储备或经济型扭矩储备中的一个或另一个操作所述变速器,所述运动型扭矩储备和所述经济型扭矩储备彼此不同且不同于所述自动固定速度关系模式的默认扭矩储备,
其特征在于,输入速度与输出速度之间的所述固定速度关系包括多个常系数线性关系和多个固定曲线路径关系。
2.如权利要求1所述的方法,其中,所述操作步骤包括:
将所述变速器设置成所述自动固定速度关系模式,并根据经济型换档规律使所述变速器在所述多个固定速度关系之间进行转换,所述经济型换档规律不同于所述自动固定速度关系模式的默认换档规律。
3.如权利要求1所述的方法,其中,所述操作步骤包括:
将所述变速器设置成所述驱动模式,并根据经济型速度关系程序调节所述无级变速关系,所述经济型速度关系程序不同于所述驱动模式的默认速度关系程序。
4.如权利要求1所述的方法,其中,所述操作步骤包括:
将所述变速器设置成所述自动固定速度关系模式,并根据运动型扭矩储备操作所述变速器,所述运动型扭矩储备不同于所述自动固定速度关系模式的默认扭矩储备。
5.如权利要求1所述的方法,其中,所述操作步骤包括:
将所述变速器设置成所述自动固定速度关系模式,并根据经济型扭矩储备操作所述变速器,所述经济型扭矩储备不同于所述自动固定速度关系模式的默认扭矩储备。
6.如权利要求1所述的方法,其中,所述操作步骤包括:
将所述变速器设置成所述自动固定速度关系模式,并根据运动换档规律使所述变速器在所述多个固定速度关系之间进行转换,所述运动换档规律不同于所述自动固定速度关系模式的默认换档规律。
7.如权利要求1所述的方法,其中,所述经济模式的扭矩储备小于所述运动模式的扭矩储备。
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- 2007-12-17 JP JP2009542839A patent/JP5346814B2/ja not_active Expired - Fee Related
- 2007-12-17 KR KR1020097012919A patent/KR101260419B1/ko active IP Right Grant
- 2007-12-17 CN CN200780047298XA patent/CN101674950B/zh not_active Expired - Fee Related
- 2007-12-17 EP EP07863002A patent/EP2094518B1/en not_active Not-in-force
- 2007-12-17 WO PCT/US2007/025760 patent/WO2008076418A1/en active Application Filing
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US5823052A (en) * | 1996-03-29 | 1998-10-20 | Mazda Motor Corporat Ion | Automatic transmission control system |
EP0895008A1 (de) * | 1997-07-28 | 1999-02-03 | Volkswagen Aktiengesellschaft | Verfahren zur Ansteuerung eines Automatikgetriebes und eine Schaltvorrichtung zur Auswahl der Fahrstrategien |
DE10357239A1 (de) * | 2003-12-08 | 2005-07-07 | Conti Temic Microelectronic Gmbh | Automatikgetriebe |
CN1821619A (zh) * | 2004-07-22 | 2006-08-23 | 通用汽车公司 | 具有选择性定比操作的电可变传动*** |
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Also Published As
Publication number | Publication date |
---|---|
US7678005B2 (en) | 2010-03-16 |
EP2094518B1 (en) | 2012-05-16 |
EP2094518A1 (en) | 2009-09-02 |
WO2008076418A1 (en) | 2008-06-26 |
KR20090114355A (ko) | 2009-11-03 |
KR101260419B1 (ko) | 2013-05-07 |
US20080146407A1 (en) | 2008-06-19 |
CN101674950A (zh) | 2010-03-17 |
JP2010513141A (ja) | 2010-04-30 |
JP5346814B2 (ja) | 2013-11-20 |
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