CN107662486A - 混合动力车的控制装置 - Google Patents
混合动力车的控制装置 Download PDFInfo
- Publication number
- CN107662486A CN107662486A CN201710626852.5A CN201710626852A CN107662486A CN 107662486 A CN107662486 A CN 107662486A CN 201710626852 A CN201710626852 A CN 201710626852A CN 107662486 A CN107662486 A CN 107662486A
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- Prior art keywords
- torque
- motor
- engine
- clutch
- tooth
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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
- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- 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
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
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- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
- B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
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- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/40—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
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- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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Abstract
本发明提供一种混合动力车的控制装置,该混合动力车的控制装置具备啮合式离合器作为用于停止发动机的旋转的离合器。离合机构具备:固定部件;旋转部件,该旋转部件与固定部件在同一轴线上相向地配置;以及卡合齿,该卡合齿设置于固定部件与旋转部件的互相相向的面的每一个,且为朝向所述互相相向的面而前端变细的形状,因起动发动机的请求的成立而对电磁致动器进行关断控制,以使磁引力消失,且在关断控制后,在卡合齿彼此互相啮合的状态下,使第一电动机的转矩作用于离合机构。
Description
技术领域
本发明涉及能够停止发动机的旋转而利用电动机的输出进行行驶的混合动力车的控制装置,尤其是涉及具备离合机构的混合动力车的控制装置,该离合机构用于停止构成动力分配机构的差动机构中的输入元件或者与该输入元件成为一体的部件的旋转。
背景技术
在专利文献1中记载了一种将发动机、第一电动机以及第二电动机作为驱动力源的混合动力车辆的驱动装置。该专利文献1所记载的混合动力车辆的驱动装置具备向驱动轮侧传递发动机以及第一电动机的输出转矩的动力分配机构。动力分配机构由单小齿轮型的行星齿轮机构构成。发动机连结于该行星齿轮机构的齿轮架,第一电动机连结于太阳轮,向驱动轮传递动力的输出部件连结于齿圈。并且,能够选择性地设定电气行驶模式、再生行驶模式以及发动机行驶模式,所述电气行驶模式在停止发动机的状态下向驱动轮传递从第一电动机以及第二电动机中的至少一方输出的动力,所述再生行驶模式使第一电动机以及第二电动机中的至少一方作为发电机发挥功能并将车辆所具有的动能再生成电力,所述发动机行驶模式向驱动轮传递从发动机输出的动力。另外,该专利文献1所记载的混合动力车辆的驱动装置具备啮合式离合器,该啮合式离合器用于在上述电气行驶模式下停止发动机的旋转并固定。
另外,在专利文献2中公开了如下结构:使用螺线管作为致动器,该致动器用于卡合或者释放在齿侧面形成有离合器的轴线方向上的起模斜度的啮合式离合器(卡爪式离合器)。该专利文献2所记载的螺线管具备杆,通过向圆筒状的线圈通电,该杆抵抗弹簧的弹性力而向所述线圈的中心轴线方向上的一方移动。在该杆上安装有与安装于啮合式离合器的可动卡爪的外周的套筒卡合的叉形件,使套筒与杆成为一体并在所述中心轴线方向上进退。当停止向圆筒状的线圈通电时,使杆以及套筒向所述中心轴线方向上的一方移动的电磁力消失。与此相对,除了弹簧的施力之外,在齿侧面还形成有轴线方向上的起模斜度,由此齿侧面彼此的接触压力的中心轴线方向分力作用于杆,所以由于这些力,套筒向中心轴线方向上的另一方被压回。
现有技术文献
专利文献
专利文献1:日本特开2009-120043号公报
专利文献2:日本特开平11-240350号公报
将专利文献2所记载的螺线管变更为利用电磁力吸引电枢的类型的螺线管,并使该电枢与可动卡爪一体化,能够构成为通过向螺线管通电,使啮合式离合器卡合。在该情况下,若尽可能地减小该电枢与电磁线圈或者该电枢与轭部的间隔(间隙),则能够减小产生预定的磁引力所需的电流。相反地,当减小上述间隙时,在进行了停止向螺线管通电的所谓的关断控制的情况下,因剩磁等的影响,磁引力不会立即消失,由于所述间隙小而导致较大的磁引力残留。因此,在将上述间隙小的螺线管用作用于如专利文献1所记载的那样停止发动机的旋转的离合器的情况下,有可能降低离合器的释放响应性或者发动机的起动响应性。
发明内容
本发明是着眼于上述技术课题而作出的,其目的在于提高用于停止构成动力分配机构的差动机构的输入元件的旋转的啮合式离合器的释放响应性。
为了达成上述目的,本发明具备:动力分配机构,所述动力分配机构利用输入元件、输出元件以及反作用力元件这至少三个旋转元件进行差动作用;发动机,所述发动机连结于所述输入元件;第一电动机,所述第一电动机连结于所述反作用力元件;第二电动机,所述第二电动机连结于所述输出元件;啮合式的离合机构,所述啮合式的离合机构选择性地停止所述输入元件的旋转;以及控制器,所述控制器对所述发动机、所述第一电动机、所述第二电动机以及所述离合机构进行控制,所述离合机构具备:固定部件;旋转部件,所述旋转部件与所述固定部件在同一轴线上相向地配置;卡合齿,所述卡合齿设置于所述固定部件与所述旋转部件的互相相向的面的每一个,且为朝向所述互相相向的面前端变细的形状;以及电磁致动器,所述电磁致动器沿使所述固定部件与所述旋转部件互相接近的方向产生磁引力,以使各个卡合齿彼此互相啮合,所述混合动力车的控制装置构成为在起动停止的所述发动机时利用所述第一电动机使所述发动机电动回转,其特征在于,所述控制器因起动所述发动机的请求的成立而对所述电磁致动器进行关断控制,以使所述磁引力消失,且在所述关断控制后,在所述卡合齿彼此互相啮合的状态下,使所述第一电动机的转矩向所述离合机构输出。
另外,在本发明中,也可以是,所述第一电动机输出的转矩的方向是所述发动机输出转矩的方向。
另外,在本发明中,也可以是,所述固定部件和所述旋转部件构成为通过对所述电磁致动器进行关断控制而恢复到所述卡合齿彼此没有啮合的原点位置,且利用由所述电磁致动器产生的所述磁引力而沿所述轴线的方向相对移动,以使所述卡合齿彼此啮合,所述控制器因起动所述发动机的请求的成立而对所述电磁致动器进行关断控制,以使所述磁引力消失,且在所述关断控制后,在所述卡合齿彼此互相啮合的状态下,在使所述第一电动机的转矩作用于所述离合机构时的、所述固定部件和所述旋转部件距所述原点位置的测得尺寸即沿轴线方向的相对移动量小于预先设定的预定值的情况下和为所述预定值以上的情况下,使所述第一电动机输出的转矩的大小不同。
另外,在本发明中,也可以是,所述控制器具有第一目标转矩和第二目标转矩这至少两个目标转矩,所述第一目标转矩用于使所述发动机电动回转,所述第二目标转矩是比所述第一目标转矩大的目标转矩,且在所述卡合齿彼此啮合的状态下作用于所述离合机构,在所述移动量小于所述预定值的情况下,对所述第一电动机输出的转矩进行控制,以使其成为所述第一目标转矩,在所述移动量为所述预定值以上的情况下,对所述第一电动机输出的转矩进行控制,以使其成为所述第二目标转矩。
另外,在本发明中,也可以是,所述电磁致动器具备:线圈,所述线圈在通电时产生磁力;轭部,所述轭部卷绕有所述线圈;电枢,所述电枢与所述轭部在同一轴线上相向地配置,且利用所述磁引力沿向所述轭部接近的方向移动;以及复位弹簧,所述复位弹簧使力沿所述轭部与所述电枢分离的方向作用。
另外,在本发明中,也可以是,所述控制器以沿抵消所述第一电动机输出的转矩的方向输出所述第二电动机的转矩的方式进行控制。
根据本发明,在起动停止的发动机的请求成立而将电磁致动器控制为关断状态的情况下,在离合机构的各个卡合齿彼此互相啮合的状态下,向离合机构输出第一电动机的转矩。在这样的情况下,在互相啮合的各个卡合齿的齿面产生与上述第一电动机的转矩相应的旋转部件的旋转轴中心线方向的分力,该分力进行作用,以使各个卡合齿彼此、即固定部件与旋转部件沿旋转部件的旋转轴中心线方向相对地分离,从而促进离合机构的释放。即,在存在发动机的起动请求而将电磁致动器控制为关断状态时,即便在磁引力没有立即消失的情况下,由于使第一电动机输出的转矩作用于离合机构,所以也能够缩短到释放离合机构为止的时间。由此,能够提高离合机构的释放响应性或者发动机的起动响应性。
另外,根据本发明,在起动停止的发动机的请求成立而将电磁致动器控制为关断状态的情况下,在离合机构的各个卡合齿彼此互相啮合的状态下,第一电动机输出的转矩的方向与发动机输出转矩的方向相同。在这样的情况下,利用与第一电动机的转矩相应的轴线方向上的分力来释放离合机构,使发动机旋转。由此,由于当离合机构被释放时直接成为电动回转状态,所以与沿不输出发动机的转矩的方向输出第一电动机的转矩的情况相比,能够提高发动机起动响应性。
另外,根据本发明,在起动停止的发动机的请求成立而将电磁致动器控制为关断状态的情况下,在离合机构的固定部件和旋转部件从固定部件与旋转部件没有啮合的原点位置沿轴线方向的相对移动量小于预定值的情况下,使第一电动机输出的转矩为第一目标转矩。另一方面,在预定值以上的情况下,将第一电动机输出的转矩控制成比第一目标转矩大的第二目标转矩。在固定部件和旋转部件的沿轴线方向的移动量为预定值以上的情况下,例如在能够传递第一电动机输出的转矩地使离合机构的各个卡合齿互相接触的情况下,以第一电动机输出的转矩成为第二目标转矩的方式输出第一电动机的转矩。因此,能够缩短到释放离合机构为止的时间。另一方面,在小于预定值的情况下,例如在没有能够传递第一电动机输出的转矩地使离合机构的各个卡合齿互相接触的情况下,第一电动机以第一电动机输出的转矩成为用于使发动机电动回转的第一目标转矩的方式输出转矩。因此,与以第一电动机输出的转矩成为第二目标转矩的方式进行输出的情况相比,由于发动机的转速不会急剧上升,所以能够抑制发动机的惯性转矩的增大和由于惯性转矩增大而导致的驱动转矩的降低等。
附图说明
图1是表示在本发明的实施方式中作为对象的混合动力车的一例的概略图。
图2是用于说明离合机构以及电磁致动器的一例的图。
图3是沿图2中的离合机构的IV-IV线的剖视图。
图4是示意地表示在本发明的实施方式中执行的控制例的一例的流程图。
图5是说明在执行图4的控制例时的车速、离合机构的卡合指示、致动器电流值、离合机构的冲程位置、发动机转速、MG1转速、MG1转矩、MG2转速以及MG2转矩的变化的一例的时间图。
附图标记说明
2…第一电动机、3…第二电动机、3b…转子轴、4…动力分配机构(传动机构)、4a…输入轴、6…驱动轮、7…太阳轮、8…齿圈、9…齿轮架、15…第一主动齿轮、23…制动机构、24…齿式制动器、24a…固定齿、24b…旋转齿、24c…固定部件、24d…旋转部件、26…致动器、28…电子控制装置(ECU)、Ve…混合动力车辆、α…预定电流值、β…预定值、Fa…磁引力。
具体实施方式
参照附图说明本发明的实施方式。首先,在图1中示出了本发明的实施方式的混合动力车的齿轮系的一例。此外,在图1中,用虚线表示主要的电连接关系。图1所示的混合动力车辆Ve具备发动机1、第一电动机(以下也记为MG1)2以及第二电动机(以下也记为MG2)3这多个驱动力源。混合动力车辆Ve构成为利用动力分配机构4分配发动机1输出的动力并使其向第一电动机2侧和驱动轴5侧传递。另外,构成为能够向第二电动机3供给由第一电动机2产生的电力,并将第二电动机3输出的驱动力附加于驱动轴5以及驱动轮6。
动力分配机构4是在发动机1以及第一电动机2与驱动轮6之间传递转矩的传动机构,由具有太阳轮7、齿圈8以及齿轮架9的行星齿轮机构构成。在图1所示的例子中,使用单小齿轮型的行星齿轮机构。作为内齿轮的齿圈8与行星齿轮机构的太阳轮7配置在同心圆上。与上述太阳轮7和齿圈8啮合的小齿轮10由齿轮架9保持成能够进行自转以及公转。此外,太阳轮7相当于本发明的实施方式中的“反作用力元件”,齿轮架9相当于本发明的实施方式中的“输入元件”,齿圈8相当于本发明的实施方式中的“输出元件”。此外,不限定于单小齿轮型的行星齿轮机构,也可以由双小齿轮型的行星齿轮机构、拉威挪型(日文:ラビニヨ型)的行星齿轮机构等具有至少三个旋转元件的差动机构构成动力分配机构4。
动力分配机构4与发动机1以及第一电动机2配置在同一轴线上。动力分配机构4的输入轴4a连结于构成动力分配机构4的行星齿轮机构的齿轮架9。飞轮11以及发动机1的输出轴1a连结于输入轴4a。具体而言,输出轴1a和输入轴4a经由安装于飞轮11的减振机构12以及第一转矩限制器13而互相连结。因此,齿轮架9经由输入轴4a、第一转矩限制器13、减振机构12以及飞轮11而连结于输出轴1a。
上述的飞轮11、减振机构12以及第一转矩限制器13设置在输出轴1a与输入轴4a之间。飞轮11连结于输出轴1a。在飞轮11的与发动机1相反的一侧(图1的左侧)安装有减振机构12。减振机构12构成为与以往通常使用的减振机构相同。例如是与前述的专利文献2所记载的减振机构相同的结构,构成为通过减振弹簧12a的作用来抑制由发动机1的转矩变动、振动导致的输出轴1a的扭转振动。
在减振机构12的外周部分设置有第一转矩限制器13。第一转矩限制器13是用于限制在驱动轮6与发动机1之间传递的转矩的大小的机构。第一转矩限制器13构成为与以往通常使用的转矩限制器相同,例如,构成为:利用碟形弹簧的施力使未图示的输出轴1a侧的摩擦板与输入轴4a侧的摩擦板互相压靠,使该摩擦板彼此互相摩擦卡合。另外,该摩擦卡合力根据碟形弹簧的施力而定。因此,例如,通过调整碟形弹簧的弹簧常数、在初始设定的变形量,从而对由该第一转矩限制器13限制的转矩的值、即能够经由第一转矩限制器13传递的转矩的上限值进行设定。
第一电动机2连结于行星齿轮机构的太阳轮7。第一电动机2与动力分配机构4相邻地配置在与发动机1相反的一侧(图1的左侧)。与该第一电动机2的转子2a成为一体而进行旋转的转子轴2b连结于太阳轮7。此外,转子轴2b以及太阳轮7的旋转轴为中空轴。在上述转子轴2b以及太阳轮7的旋转轴的中空部配置有油泵14的旋转轴14a。即,旋转轴14a通过上述中空部而连结于输入轴4a。
外齿轮的第一主动齿轮15与齿圈8一体地形成于行星齿轮机构的齿圈8的外周部分。另外,与动力分配机构4以及第一电动机2的旋转轴线平行地配置有副轴(日文:カウンタシャフト)16。在该副轴16的一方(图1中的右侧)的端部安装有与上述第一主动齿轮15啮合的副轴从动齿轮(日文:カウンタドリブンギヤ)17,以使该副轴从动齿轮17与该副轴16成为一体地旋转。另一方面,在副轴16的另一方(图1中的左侧)的端部安装有副轴主动齿轮(日文:カウンタドライブギヤ)(最终主动齿轮)18,以使该副轴主动齿轮18与该副轴16成为一体地旋转。副轴主动齿轮18与作为最终减速器的差动齿轮19的差动齿圈(最终从动齿轮)20啮合。因此,动力分配机构4的齿圈8经由输出齿轮列21而能够传递动力地连结于驱动轴5以及驱动轮6,该输出齿轮列21由上述的第一主动齿轮15、副轴16、副轴从动齿轮17、副轴主动齿轮18以及差动齿圈20构成。
该混合动力车辆Ve的动力传递装置构成为能够将第二电动机3输出的转矩附加于从上述动力分配机构4向驱动轴5以及驱动轮6传递的转矩。具体而言,与第二电动机3的转子3a成为一体地旋转的转子轴3b与上述副轴16平行地配置。在该转子轴3b的前端(图1中的右端)安装有与上述副轴从动齿轮17啮合的第二主动齿轮22,以使该第二主动齿轮22与该转子轴3b成为一体地旋转。因此,第二电动机3经由上述那样的输出齿轮列21以及第二主动齿轮22能够传递动力地连结于动力分配机构4的齿圈8。即,齿圈8与第二电动机3一起经由输出齿轮列21而能够传递动力地连结于驱动轴5以及驱动轮6。
而且,在该混合动力车辆Ve的动力传递装置中设置有具有锁定功能以及转矩限制功能的离合机构23。该离合机构23由齿式制动器24构成。此处的锁定功能是指停止动力分配机构4中的作为输入元件的齿轮架9、发动机1的输出轴1a的旋转的功能,另外,转矩限制功能是指如下功能:在构成齿式制动器24的固定齿24a和旋转齿24b卡合的状态下,即使在上述锁定功能发挥作用的情况下,若作用的转矩超过预先设定的上限值,也要解除锁定状态,避免或者抑制动力传递装置的过负荷。
在图1所示的例子中,由齿式制动器24构成的离合机构23、第一电动机2、第二电动机3、动力分配机构4等收纳于变速箱25的内部。该离合机构23设置在输入轴4a与齿轮架9之间。另外,如图2所示,齿式制动器24具有设置有固定齿24a的固定部件24c和设置有旋转齿24b的旋转部件24d,并构成为通过使固定部件24c与旋转部件24d沿轴线方向相对移动,从而使固定齿24a和旋转齿24b成为卡合状态或释放状态。此外,上述固定齿24a以及旋转齿24b相当于本发明的实施方式中的“卡合齿”。另外,在未特别记载的情况下,“轴线方向”表示固定部件24c以及旋转部件24d的中心轴线X的方向,“旋转方向”表示以中心轴线X为旋转中心的旋转方向(参照图2)。
固定部件24c例如通过花键以不能旋转且能够沿轴线方向(图2中的左右方向)移动的方式安装于变速箱25。另外,在轴线方向上,与固定部件24c相向地设置有旋转部件24d。该旋转部件24d是圆环形状的部件,且与输入轴4a配置在同一轴上。该旋转部件24d例如通过花键安装于输入轴4a,并与输入轴4a一体地旋转。即,构成为:将固定部件24c和旋转部件24d相向地配置在同一轴线上,并且,设置在固定部件24c与旋转部件24d互相相向的各个面上的固定齿24a和旋转齿24b互相啮合,从而传递转矩。
另外,如图3所示,设置于该齿式制动器24的固定齿24a以及旋转齿24b例如由截面形状为梯形(或者三角形)的齿构成。旋转齿24b形成为在输入轴4a的旋转方向上的长度(齿宽度)朝向固定齿24a侧的前端逐渐变短,另一方面,固定齿24a形成为在输入轴4a的旋转方向上的长度朝向旋转齿24b侧的前端逐渐变短。即,固定齿24a和旋转齿24b形成为朝向固定部件24c与旋转部件24d互相相向的面而前端变细,固定齿24a和旋转齿24b通过倾斜面进行啮合。
此外,将轴线方向中的固定部件24c朝向旋转部件24d移动的方向称为“卡合方向”,将与卡合方向相反的方向称为“释放方向”。在图2中,从左侧朝向右侧的方向为卡合方向,从右侧朝向左侧的方向为释放方向。
设置有电磁致动器26(以下简记为致动器),该电磁致动器26在使固定部件24c与旋转部件24d互相接近的方向上产生磁引力,以使上述卡合齿、即固定齿24a与旋转齿24b互相啮合,该固定齿24a与旋转齿24b的卡合或者释放的动作由该致动器26进行操作。该致动器26由电枢26a、轭部26b、复位弹簧26c以及线圈26d构成,另外,产生如上述那样向旋转部件24d侧吸引固定部件24c的磁引力Fa。
电枢26a和轭部26b在轴线方向上相向地配置,在图2的左侧配置有电枢26a,在右侧配置有轭部26b。另外,在该电枢26a与轭部26b之间配置有复位弹簧26c,通过向线圈26d通电,电枢26a被轭部26b拉近并压缩复位弹簧26c。此外,线圈26d被配置成围绕轭部26b。构成为使上述致动器26的磁引力Fa作用来抵抗复位弹簧26c的弹力。因此,致动器26的磁引力Fa的方向是使齿式制动器24的固定齿24a与旋转齿24b卡合的方向,并构成为:通过增大致动器26的磁引力Fa,固定齿24a向与旋转齿24b卡合的方向移动,另一方面,通过减小致动器26的磁引力Fa,固定齿24a通过复位弹簧26c的弹力而从旋转齿24b分离。此外,致动器26的磁引力Fa的大小与向线圈26d通电的电流值相应地变化。此外,虽然为了使力沿使固定齿24a从旋转齿24b分离的方向作用而设置有复位弹簧26c,但也可以是致动器或其他弹性体。
当向上述线圈26d通电时,按上述方式构成的离合机构23在线圈26d的周围产生磁场。利用该产生的磁场,产生朝向卡合方向吸引电枢26a的磁引力。即,电枢26a朝向轭部26b侧被拉近。并且,通过拉近电枢26a,从而压缩复位弹簧26c而向旋转部件24d侧按压固定部件24c。因此,固定齿24a与旋转齿24b卡合并啮合,在该状态下,通过使转矩作用于该卡合面或者固定齿24a与旋转齿24b的接触面(齿面),从而产生图3所示的轴线方向上的分力Fb1。该轴线方向上的分力Fb1是指相对于垂直抵抗力Fb的轴线方向上的分力,该垂直抵抗力Fb在固定齿24a的接触面(齿面)与旋转齿24b的接触面(齿面)接触时产生并沿与接触面垂直的方向作用。另外,相对于该垂直抵抗力Fb的旋转方向上的分力为Fb2。
并且,在由向该旋转齿24b传递的转矩产生的轴线方向上的分力Fb1、复位弹簧26c的弹力等的合计值比致动器26所产生的磁引力Fa、摩擦阻力小时,该卡合状态被维持。因此,通过使该齿式制动器24动作而使固定齿24a与旋转齿24b卡合,从而停止输入轴4a、连结于输入轴4a的输出轴1a以及齿轮架9的旋转,即作为锁定机构(或者制动机构)发挥功能。
与此相反,在由向旋转齿24b传递的转矩产生的轴线方向上的分力Fb1、复位弹簧26c的弹力等的合计值比致动器26所产生的磁引力Fa、摩擦阻力大时,该卡合状态被解除。即,通过利用在互相啮合的卡合齿(固定齿24a以及旋转齿24b)的齿面产生的轴线方向上的推力而将固定部件24c与旋转部件24d沿轴线方向相对地分离,解除卡合齿的啮合,从而切断转矩的传递。即,在过大的转矩传递到旋转齿24b的情况下,固定齿24a的齿面与旋转齿24b的齿面彼此滑动,由此固定齿24a与旋转齿24b沿轴线方向分离,并解除该卡合状态,使齿式制动器24成为释放状态,从而作为限制机构发挥功能。即,该齿式制动器24构成为:通过使旋转部件24d与固定部件24c的卡合齿互相啮合来传递转矩,并且当在固定部件24c与旋转部件24d之间所能够传递的上限转矩以上的转矩输入到旋转部件24d时,通过在轴线方向上使固定部件24c与旋转部件24d分离而解除卡合齿的啮合,从而切断转矩的传递。另外,上述的能够传递的上限转矩是指固定齿24a与旋转齿24b接触而能够传递的转矩的最大值。此外,在齿式制动器24作为限制器功能而成为释放状态时,由于卡合齿(固定齿24a以及旋转齿24b)的齿面彼此没有接触,所以上述的轴线方向上的推力消失。因此,通过磁引力Fa而再次成为卡合状态。当再次成为卡合状态时,在仍超过上述上限转矩那样的大小的转矩输入到旋转齿24b的情况下,会导致再次成为释放状态。为了抑制反复进行这样的释放和卡合的棘轮现象(日文:ラチェット現象),也可以控制成,在限制功能发挥作用的情况下,迅速地切断向线圈26d的通电以使磁引力Fa消失。
此外,在该图2所示的例子中,致动器26构成为使固定部件24c动作而与旋转部件24d啮合,但是在本发明的实施方式中,也可以与此相反地构成为使旋转部件24d动作而与固定部件24c啮合。
上述混合动力车辆Ve能够进行如下的行驶方式:将发动机1作为动力源的HV行驶、利用蓄电装置(未图示)的电力驱动第一电动机2和第二电动机3而进行行驶的双驱动模式、以及利用蓄电装置的电力驱动第二电动机3而进行行驶的单驱动模式等。对这样的各模式的设定、切换以及对上述的齿式制动器24的卡合或者释放的控制由电子控制装置(ECU)28执行。该ECU28相当于本发明的实施方式中的“控制器”,以微型计算机为主体而构成,并构成为:使用所输入的数据、预先存储的数据以及程序进行运算,并将该运算结果作为控制指令信号进行输出。该输入的数据为车速、车轮转速、加速器踏板的踩踏角度、蓄电装置的充电余量(SOC)、齿式制动器24的移动量、档位、发动机水温、发动机油温等,另外,预先存储的数据为决定各行驶模式的映射等。并且,作为控制指令信号,ECU28输出起动或停止发动机1的指令信号、第一电动机2的转矩指令信号、第二电动机3的转矩指令信号、发动机1的转矩指令信号、致动器26的电流指令信号等。此外,在图1中示出了设置有1个ECU28的例子,但ECU例如也可以按照进行控制的装置或者按照控制内容设置多个。
在按上述方式构成的混合动力车辆Ve中,在设置有上述那样的停止发动机1的旋转的离合机构23的情况下,当存在发动机1的起动请求而控制成切断向致动器26的线圈26d通电的电流时,由于剩磁等的影响,磁引力Fa不会立即变为零,有时会残留较大的磁引力Fa。在这样的情况下,由于齿式制动器24的固定齿24a与旋转齿24b的卡合状态会持续,所以离合机构23的释放响应性或者发动机的起动响应性有可能降低。因此,在本发明的实施方式中,在上述那样的情况下,控制成使第一电动机2的转矩作用于离合机构23。以下,对由ECU28执行的具体的控制例进行说明。
图4是示意地表示该控制的一例的流程图,在混合动力车辆Ve行驶的状态下或者在运行控制***的准备就绪(Ready on)的状态下执行。
首先,执行进行双驱动请求判定以及发动机1的起动判定的子例程(步骤S1)。上述判定能够根据预先设定并存储于ECU28的映射等,利用以往已知的方法来进行。接着,判断是否没有该双驱动请求(步骤S2)。当在该步骤S2中判定为否定时、即在判断为有双驱动请求时,为了维持双驱动模式而进行行驶,返回到步骤S1。
与此相反,当在步骤S2中判定为肯定时、即在判断为没有双驱动请求的情况下,进行切断向致动器26的线圈26d通电的电流的控制(步骤S3)。此外,没有双驱动请求的情况是指起动发动机1的请求成立的情况,或者转移为单驱动模式的请求成立的情况。接着,判断致动器26的电流值是否小于预定电流值α(步骤S4)。该预定电流值α是流经致动器的电流值为零或者实质上等于零的值,可以根据设计等进行各种变更。当在该步骤S4中判定为否定时、即在没有小于预定电流值α的情况下,返回到步骤S3。
与此相反,当在步骤S4判断为肯定的情况下,判断是否有起动发动机1的请求(步骤S5)。如前所述,步骤S2中的没有双驱动请求的判断是指:在转移为单驱动模式的条件成立和转移为以发动机1为动力源的HV模式的条件成立这两种情况下为肯定的判断。因此,在步骤S5中判断混合动力车辆V的当前的状态是应当转移为单驱动模式的状态,还是转移为HV模式的状态。起动该发动机1的请求是指根据预先设定并存储于ECU28的映射等,利用以往已知的方法进行判断。当在步骤S5中判定为否定时、即在没有起动发动机1的请求的情况下,判断从磁引力Fa没有作用于齿式制动器24的固定齿24a且固定齿24a由于复位弹簧26c的弹力而从旋转齿24b分离的状态(本发明的实施方式的原点位置)起的固定齿24a与旋转齿24b沿轴线方向的移动量即冲程量是否小于预定值β(步骤S6)。预定值β是指用于判断是否为固定齿24a与旋转齿24b能够传递转矩地接触的状态的阈值,可以根据设计等进行各种设定或者变更。因此,预定值β以上的情况是指固定齿24a与旋转齿24b能够传递转矩地接触的状态,与上述相反地,小于预定值β的情况是指固定齿24a与旋转齿24b没有能够传递转矩地接触的状态。当在该步骤S6中判断为否定时,返回到步骤S5,直到冲程量小于预定值β。此外,以下,利用齿式制动器24卡合的状态或与其相当的表现来表示固定齿24a与旋转齿24b能够传递转矩地接触的状态,与此相对,利用齿式制动器24释放的状态或与其相当的表现来表示固定齿24a与旋转齿24b没有能够传递转矩地接触的状态。
与此相反,当在步骤S6中判定为肯定的情况下,由于是齿式制动器24被释放的状态,所以转移为利用蓄电装置(未图示)的电力驱动第二电动机3而进行行驶的单驱动模式,并结束该图4所示的流程图。这样,当没有起动发动机1的请求时,不是特别要求离合机构23的释放响应性或者发动机的起动响应性的状态。因此,为了抑制由于电力消耗而导致SOC减少的情形,也可以使齿式制动器24的固定齿24a与旋转齿24b的啮合由复位弹簧26c的弹力释放而不使第一电动机2、第二电动机3输出转矩。
另一方面,当在步骤S5中判断为肯定时,判断齿式制动器24的固定齿24a与旋转齿24b沿轴线方向的移动量、即冲程量是否小于预定值β(步骤S8)。当在步骤S8中判断为否定时,由于能够判断齿式制动器24仍为卡合的状态,所以进行使第一电动机2的转矩向齿式制动器24输出的控制(步骤S9)。在该步骤S9中,第一电动机2以第一电动机2输出的转矩成为离合器释放目标转矩的方式输出转矩。
由于该离合器释放目标转矩是用于释放齿式制动器24的预先设定的目标转矩,所以可以与在释放齿式制动器24时第一电动机2应当输出的目标转矩不同。因此,该离合器释放目标转矩能够根据想要释放齿式制动器24的时间来设定适当的大小。而且,在本发明的实施方式中,将离合器释放目标转矩设定为比用于使发动机1电动回转的目标转矩(后述的电动回转目标转矩)大的值。此外,该离合器释放目标转矩相当于本发明的实施方式中的“第二目标转矩”,电动回转目标转矩相当于本发明的实施方式中的“第一目标转矩”。
在第一电动机2以第一电动机2输出的转矩成为离合器释放目标转矩的方式输出转矩后,第一电动机2输出的转矩的反作用力会向驱动轴5传递而导致驱动轮6的转矩变动。为了抑制该情形,第二电动机3以第二电动机3输出的转矩成为与离合器释放目标转矩对应的MG2修正转矩A的方式输出转矩,以抵消或者减小第一电动机2输出的转矩(步骤S10)。其后,返回到步骤S8。此外,由于该MG2修正转矩A与离合器释放目标转矩对应,所以该MG2修正转矩A是目标转矩,但第二电动机3也可以根据第一电动机2实际输出的转矩来输出转矩。
与此相反,当在步骤S8中判断为肯定时,作为第一电动机2应当输出的目标转矩,第一电动机2以第一电动机2输出的转矩成为电动回转目标转矩的方式输出转矩(步骤S11)。在该步骤S11中,由于齿式制动器24被释放且有起动发动机的请求,所以为了使发动机1电动回转,第一电动机2输出转矩,发动机1利用该转矩开始旋转,并且转速上升。第二电动机3以第二电动机3输出的转矩成为与电动回转目标转矩对应的MG2修正转矩B的方式输出转矩,以抵消由该第一电动机2输出的转矩(步骤S12)。
接着,当在步骤S11、步骤S12中发动机1的转速上升之后,起动发动机1(步骤S13)并转移为HV行驶(步骤S14),从而结束该图4所示的流程图。
此外,对第一电动机2的转矩进行控制,以使第一电动机2的转矩在齿式制动器24为卡合状态时成为离合器释放目标转矩,在齿式制动器24为释放状态时成为电动回转目标转矩,但也可以是转矩在卡合状态时成为电动回转目标转矩,在释放状态时成为离合器释放目标转矩。在这样的情况下,由于在成为释放状态后,对第一电动机2的转矩进行控制,以使第一电动机2的转矩成为比电动回转目标转矩大的离合器释放目标转矩,所以能够缩短上升至能够起动发动机1的转速的时间。
图5是执行上述的图4的控制例时的时间图,尤其是表示车速、离合机构的卡合指示、致动器电流值、离合机构的冲程位置、发动机转速、MG1转速、MG1转矩、MG2转速、MG2转矩的变化的一例的时间图。
首先,如图5所示,在t1时刻,从存在卡合齿式制动器24的指示的状态切换为释放齿式制动器24的指示,开始执行使致动器26的电流为零的关断控制。
接着,在t2时刻,致动器的电流值为零或者实质上为零,致动器26的冲程位置、即齿式制动器24的固定齿24a与旋转齿24b沿轴线方向的冲程位置仍然是齿式制动器24为卡合状态的位置,即冲程值为预定值β以上。由于第一电动机2输出负转矩,所以首先进行停止第一电动机2输出转矩的控制。另外,为了抑制驱动轮6的转速由于该控制而变化的情形,第二电动机3输出正转矩。此外,正转矩是指发动机1输出转矩的方向,负转矩是指与之相反的方向。
接着,在t3时刻,由于致动器26的冲程位置没有变化,所以磁引力Fa作用于齿式制动器24而维持卡合状态。此时,存在起动发动机1的请求,为了释放齿式制动器24,第一电动机2以第一电动机2的转矩成为离合器释放目标转矩的方式开始输出正转矩。另一方面,为了抵消该第一电动机2的转矩,第二电动机3也同样地输出转矩。
接着,在t4时刻,利用第一电动机2的转矩使致动器26的冲程位置变化,即,开始使齿式制动器24从卡合状态向释放状态迁移。即,第一电动机2的转矩的轴线方向上的分力与弹力的合计值大于磁引力Fa、摩擦阻力,旋转部件24d开始向图2所示的释放方向移动。
接着,在t5时刻,通过使致动器26的冲程位置移动到齿式制动器24成为释放状态的位置,发动机1的转速开始上升。此时,由于使齿式制动器24从卡合状态变为释放状态所需要的第一电动机2的转矩(t3~t4期间)与使发动机1如t5那样电动回转所需要的第一电动机2的转矩不同,所以第一电动机2的转矩对时间的变化量不同。
接着,在t6时刻,直到能够起动发动机1的转速为止,结束电动回转,起动发动机,所以减小第一电动机2的转矩。同样地,也进行减小第二电动机3的转矩的控制。
在由图4、图5说明的实施例中,对于齿式制动器24为卡合状态(t3~t4期间)和齿式制动器24为释放状态(t5~t6期间)下的、第一电动机2的转矩对时间的变化量而言,设定为使前者比后者大,但也可以使该变化量相同。如前者那样,在为了使齿式制动器24为释放状态而输出第一电动机2的转矩的情况下,发动机1利用以成为离合器释放目标转矩的方式输出的第一电动机2的转矩而进行电动回转,所以能够缩短到发动机起动为止的时间。
另外,如图5所示,使为了释放齿式制动器24而施加的第一电动机2的转矩为正转矩,但也可以为负转矩。在为负转矩的情况下,由于该负转矩的轴向的分力,力会沿使旋转部件24d与固定部件24c分离的方向作用,所以与施加正转矩的情况同样地,也能够缩短到齿式制动器24成为释放状态为止的时间。
Claims (6)
1.一种混合动力车的控制装置,所述混合动力车的控制装置具备:
动力分配机构,所述动力分配机构利用输入元件、输出元件以及反作用力元件这至少三个旋转元件来进行差动作用;
发动机,所述发动机连结于所述输入元件;
第一电动机,所述第一电动机连结于所述反作用力元件;
第二电动机,所述第二电动机连结于所述输出元件;
啮合式的离合机构,所述啮合式的离合机构选择性地停止所述输入元件的旋转;以及
控制器,所述控制器控制所述发动机、所述第一电动机、所述第二电动机以及所述离合机构,
所述离合机构具备:固定部件;旋转部件,所述旋转部件与所述固定部件在同一轴线上相向地配置;卡合齿,所述卡合齿设置于所述固定部件与所述旋转部件的互相相向的面的每一个,且为朝向所述互相相向的面而前端变细的形状;以及电磁致动器,所述电磁致动器沿使所述固定部件与所述旋转部件互相接近的方向产生磁引力,以使各个卡合齿彼此互相啮合,
所述混合动力车的控制装置构成为在起动停止的所述发动机时,利用所述第一电动机使所述发动机电动回转,其特征在于,
所述控制器因起动所述发动机的请求的成立而对所述电磁致动器进行关断控制,以使所述磁引力消失,且在所述关断控制后,在所述卡合齿彼此互相啮合的状态下,使所述第一电动机的转矩向所述离合机构输出。
2.根据权利要求1所述的混合动力车的控制装置,其特征在于,
所述第一电动机输出的转矩的方向为所述发动机输出转矩的方向。
3.根据权利要求1或2所述的混合动力车的控制装置,其特征在于,
所述固定部件和所述旋转部件构成为对所述电磁致动器进行关断控制时恢复到所述卡合齿彼此没有啮合的原点位置,且利用由所述电磁致动器产生的磁引力沿所述轴线方向相对移动,以使所述卡合齿彼此啮合,
所述控制器因起动所述发动机的请求的成立而对所述电磁致动器进行关断控制,以使所述磁引力消失,且在所述关断控制后,在所述卡合齿彼此互相啮合的状态下,在使所述第一电动机的转矩作用于所述离合机构时的、所述固定部件和所述旋转部件距所述原点位置的测得尺寸即沿轴线方向的相对移动量小于预先设定的预定值的情况下和为所述预定值以上的情况下,使所述第一电动机输出的转矩的大小不同。
4.根据权利要求3所述的混合动力车的控制装置,其特征在于,
所述控制器具有第一目标转矩和第二目标转矩这至少两个目标转矩,所述第一目标转矩用于使所述发动机电动回转,所述第二目标转矩是比所述第一目标转矩大的目标转矩,且在所述卡合齿彼此啮合的状态下作用于所述离合机构,
在所述移动量小于所述预定值的情况下,对所述第一电动机输出的转矩进行控制,以使其成为所述第一目标转矩,在所述移动量为所述预定值以上的情况下,对所述第一电动机输出的转矩进行控制,以使其成为所述第二目标转矩。
5.根据权利要求1~权利要求4中任一项所述的混合动力车的控制装置,其特征在于,
所述电磁致动器具备:线圈,所述线圈在通电时产生磁力;轭部,所述轭部卷绕有所述线圈;电枢,所述电枢与所述轭部在同一轴线上相向地配置,且利用所述磁引力沿向所述轭部接近的方向移动;以及复位弹簧,所述复位弹簧使力作用于所述轭部与所述电枢分离的方向。
6.根据权利要求1~权利要求5中任一项所述的混合动力车的控制装置,其特征在于,
所述控制器进行控制,以使所述第二电动机的转矩沿抵消所述第一电动机输出的转矩的方向输出。
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- 2017-07-27 CN CN201710626852.5A patent/CN107662486B/zh active Active
- 2017-07-27 US US15/661,114 patent/US10220834B2/en not_active Expired - Fee Related
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CN113775712A (zh) * | 2021-09-23 | 2021-12-10 | 华南理工大学 | 一种机械式变速器及控制 |
CN113775712B (zh) * | 2021-09-23 | 2023-07-18 | 华南理工大学 | 一种机械式变速器及控制 |
Also Published As
Publication number | Publication date |
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JP6569620B2 (ja) | 2019-09-04 |
US20180029590A1 (en) | 2018-02-01 |
DE102017115073A1 (de) | 2018-02-01 |
DE102017115073B4 (de) | 2022-01-05 |
US10220834B2 (en) | 2019-03-05 |
JP2018016255A (ja) | 2018-02-01 |
CN107662486B (zh) | 2020-03-27 |
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