CN110312627A - 用于控制混合动力机动车辆半自动变速箱的方法和装置 - Google Patents

用于控制混合动力机动车辆半自动变速箱的方法和装置 Download PDF

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Publication number
CN110312627A
CN110312627A CN201780073190.1A CN201780073190A CN110312627A CN 110312627 A CN110312627 A CN 110312627A CN 201780073190 A CN201780073190 A CN 201780073190A CN 110312627 A CN110312627 A CN 110312627A
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internal combustion
combustion engine
transmission ratio
control module
vehicle
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CN201780073190.1A
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CN110312627B (zh
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L·梅里耶纳
A·凯特菲-谢里夫
L·勒毛
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Renault Stock Co
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Renault Stock Co
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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
    • 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
    • B60K6/42—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 the architecture of the hybrid electric vehicle
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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
    • B60K6/42—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 the architecture of the hybrid electric vehicle
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/12—Introducing corrections for particular operating conditions for deceleration
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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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    • B60K6/42—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 the architecture of the hybrid electric vehicle
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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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    • B60K6/42—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 the architecture of the hybrid electric vehicle
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    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Automation & Control Theory (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Control Of Transmission Device (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Abstract

一种用于控制混合动力机动车辆的半自动变速箱(2)的装置(46)，该混合动力机动车辆包括电动牵引机器(8)和内燃发动机(4)，所述变速箱(2)允许用于纯电动推进的两个不同的传动比(EV1，EV2)，该控制装置包括用于测量车辆速度(VVEH)的装置(78)、以及映射(52)，该映射中存储了根据测量的车辆速度(VVEH)和有待供应给车辆的差速器的作用力(ε)的传动比的值。该控制装置还包括用于在从第一纯电动传动比(EV1，EV2)到第二纯电动推进传动比(EV2，EV1)换挡的情况下配置该变速箱(2)的***(54)，所述配置***(54)包括：能够命令内燃发动机(4)旋转的第一控制模块(56)；能够接合过渡传动比(TH2)的第二控制模块(58)，在该过渡传动比下该内燃发动机(4)机械地连接到所述差速器；以及能够修改电动牵引机器(8)的电力供应的第三控制模块(60)。

Description

用于控制混合动力机动车辆半自动变速箱的方法和装置
本发明涉及用于包括电动牵引机器和内燃发动机的混合动力机动车辆的半自动变速箱的控制的领域。
为满足日益增长的节约燃料和限制污染物排放的需求，混合动力机动车辆现在越来越普遍。这些车辆中数量相当大的部分设有包括电动牵引机器和内燃发动机的动力传动系。
包含多种旋转能量源而导致新的限制出现，并且尤其是与设有单一旋转能量源的传统车辆的常规传输装置相比，该动力传动系内的旋转能量的传输的复杂性增加。与传统的非混合动力车辆的变速箱相比，变速箱的复杂性(尤其是多个主轴的存在所带来的复杂性)允许存在更多数量的传动比。具体地讲，这种变速箱允许纯电动传动比(其中，仅电动牵引机器驱动驱动轮)、纯热力推进传动比(其中，仅内燃发动机驱动驱动轮)以及混合传动比(其中，电动牵引机器和内燃发动机两者驱动驱动轮)的换挡。
为了着手解决这种复杂性，混合动力机动车辆通常设有半自动爪齿变速箱，该半自动爪齿变速箱包括与每个旋转能源相关联的主轴，这些主轴与链接到动力传动系的差速器的副轴协作。变速箱包括控制装置，该控制装置的功能是管理各个半自动传动比的换挡。
该控制装置通常包括映射，该映射存储了根据与车辆相关的各种信息(诸如，车辆的运动速度和提供给动力传动系的差速器的作用力)的传动比的值。因此，该控制装置收集有待提供作为映射的输入的信息，将此信息提供给映射，并收集由映射递送的传动比值。以这种方式，该控制装置连续确定应该接合哪个传动比，并且因此确定是否需要接合传动比换挡。在这种情况下，该控制装置控制半自动变速箱以便换挡到相应的传动比。
为进一步提高动力传动系内能量传输的质量，用于混合动力车辆的一些半自动变速箱允许两种不同的纯电动传动比。贯穿本说明，纯电动传动比被理解为是这样的比率，其中，仅动力传动系的电动牵引机器被机械地连接、并驱动车辆的差速器和驱动轮。
然而，这种变速箱并不能完全满足要求。事实上，在两个纯电动传动比之间换挡时，使用爪齿需要经过被供应给差速器的扭矩为零的空档位置进行换挡。其结果是令驾驶员不愉快的感觉，这反映在驾驶员请求加速时的减速中、以及驾驶员抬起置于加速器踏板上的脚时的制动不足。
鉴于上述情况，本发明的目的是提出一种用于混合动力机动车辆半自动变速箱的控制装置，该控制装置缓解了上述缺点。
更具体地讲，本发明旨在避免在两个纯电动传动比之间换挡时引起的不愉快感觉的发生，同时继续优化机动车辆的燃料消耗和污染物排放，并且最小化车辆的动力传动系内的体积。
为此，提出一种用于控制混合动力机动车辆的半自动变速箱的装置，该混合动力机动车辆包括电动牵引机器和内燃发动机，所述变速箱允许两种不同的纯电动传动比，该控制装置包括用于测量车辆速度的装置、以及映射，该映射存储了根据车辆的测量速度和有待提供给车辆差速器的作用力的传动比的值。
根据其总体特征中的一个特征，此控制***还包括用于在从第一纯电动传动比换挡到第二纯电动传动比的情况下对变速箱进行配置的***，所述配置***包括：能够控制内燃发动机的轴的旋转的第一控制模块；能够接合过渡传动比的第二控制模块，在该过渡传动比下内燃发动机的轴与所述差速器机械地连接；以及能够修改电动牵引机器的电力供应的第三控制模块。
该半自动变速箱配备有这样一种控制装置，尤其是借助接合过渡传动比以及对电动牵引机器的电力供应和内燃发动机的轴的旋转的适当控制，可以大大减弱甚至消除驾驶员在两个纯电动传动比之间换挡时的不愉快感觉。
根据一个实施例，该第一控制模块能够对车辆的交流发电机-启动机供电以用于控制内燃发动机的轴的旋转，所述交流发电机-启动机与内燃发动机的轴机械地连接。
通过使用交流发电机-启动机来控制内燃发动机的旋转，机动车辆的燃料消耗和污染物排放尤其被最大地优化，同时避免在车辆的动力传动系内产生附加的体积。
根据另一实施例，该配置***还包括第四控制模块，该第四控制模块被参数化，以在第一纯电动传动比与过渡传动比同时接合时和/或在第二纯电动传动比与过渡传动比同时接合时，控制在电动牵引机器与内燃发动机的轴之间扭矩转换。
借助这种扭矩转换的实施，可以以特别简单且可靠的方式使驾驶员感觉到的不愉快感觉减弱甚至消失。例如，可以在内燃发动机运行时从电动牵引机器至内燃发动机实施扭矩转换，或者甚至在内燃发动机处于喷射切断模式时，从电动牵引机器到另一部件(例如交流发电机-启动机)实施扭矩转换。
有利地，第四控制模块被参数化，以在第一纯电动传动比与过渡传动比同时接合时，控制从电动牵引机器到内燃发动机的轴的扭矩转换，并且在第二纯电动传动比与过渡传动比同时接合时，控制从内燃发动机的轴到电动牵引机器的扭矩转换。
在另一实施例中，第一控制模块能够计算与内燃发动机相关的测量的车辆速度相对应的第一同步速度，并且能够以这样的方式调节内燃发动机的旋转速度，即测量的车辆速度基本上等于第一同步速度。
在另一实施例中，第三控制模块能够计算与电动牵引机器相关的测量的车辆速度相对应的第二同步速度，并且能够以这样的方式调节电动牵引机器的旋转速度，即测量的车辆速度基本上等于第二同步速度。
有利地，所述第一控制模块包括用于通过保持所述内燃发动机处于喷射切断模式来控制内燃发动机的轴的旋转的装置。
有利地，第一控制模块也被参数化，以在第一控制模块与保持所述内燃发动机喷射切断同时地控制内燃发动机的轴的旋转时，控制节流阀的打开和/或凸轮轴移相器的致动。
这种参数化可以避免在内燃发动机处于喷射切断模式时通过被旋转驱动的内燃发动机振动而出现能量损失。这使得驾驶员感觉更好，并且优化车辆的燃料消耗和污染物排放。
优选地，第一控制模块还包括估计器，该估计器能够估计由内燃发动机产生的振动，并且能够根据估计的振动计算出补偿项。
有利地，第一控制模块包括用于通过闭环调节***伺服控制内燃发动机的轴的旋转速度和/或扭矩的硬件装置和软件装置。
根据另一方面，提出一种用于控制包括电动牵引机器和内燃发动机的混合动力机动车辆的半自动变速箱的方法，所述变速箱允许两个不同的纯电动传动比，其中，检测用于在从第一纯电动传动比换挡到第二纯电动传动比的情况下初始化控制的条件；内燃发动机的轴的旋转受到控制并且过渡传动比被接合，其中，内燃发动机的轴与车辆的差速器机械地连接以便在第一纯电动传动比和第二纯电动传动比之间的换挡期间抵消由电动机器提供的扭矩。
通过阅读仅作为非限制性示例给出并且参考附图给出的以下描述，本发明的其他目的、特征和优点将变得显而易见，在附图中：
-图1示意性地表示配备有根据本发明的控制装置的半自动变速箱，
-图2示意性地展示了图1的控制装置的映射，
-图3是图1的控制装置的示意性表示，并且
-图4展示了用于控制半自动变速箱的方法，该半自动变速箱可以借助于图1至图3的控制装置来实施。
参考图1，示意性地表示了变速箱2。变速箱2的功能是确保交换的机械能在混合动力机动车辆(未示出)的动力传动系(未示出)内传输。
动力传动系包括设有发动机实心主轴6的内燃发动机4。动力传动系还包括能够旋转地驱动发动机空心主轴10的电动牵引机器8。实心主轴6***在空心主轴10内部，以便确保轴6和轴10的令人满意且不笨重的引导。然而，考虑***在空心主轴6内部的实心主轴10，或者甚至设想通过不同的引导装置彼此平行布置的两个主轴，都不脱离本发明的范围。
动力传动系还包括交流发电机-启动机12，该交流发电机-启动机经由皮带14和传递轴16链接至内燃发动机4。尽管在展示的示例中，动力的机械传输是借助于皮带来完成的，但是在不脱离本发明的范围的情况下，当然也可以使用任何其他机械动力传输装置，例如中间齿轮。交流发电机-启动机12的主功能是驱动发动机轴6的旋转，例如以便于启动发动机4。交流发电机-启动机12的辅助功能是在发动机4运行时，抽取发动机轴6上的旋转能量，以便产生用于机动车辆各种需要的电能。
变速箱2包括副轴18。副轴18的功能是将机械能从主轴6和10传输到车辆的驱动轮(未示出)。副轴18借助于减速齿轮(未示出)与差速器(未示出)的冠桥(未示出)机械地连接。差速器将供应给其的机械能在车辆的驱动轮之间分配。
主轴6设有两个中间齿轮20和22。主轴10本身设有两个固定齿轮24和26。副轴18包括：与中间齿轮20啮合的固定齿轮28、与中间齿轮22啮合的固定齿轮30、与固定齿轮24啮合的中间齿轮32和与固定齿轮26啮合的中间齿轮34，它们以此顺序轴向分布。传递轴16包括与固定齿轮24啮合的中间齿轮36、和与中间齿轮20啮合的中间齿轮38。
为了进行不同传动比的换挡，变速箱2包括安装在传递轴16上的第一滑动爪齿齿轮40。滑动齿轮40能够致动中间齿轮36和38相对于轴16联锁。变速箱2包括安装在主轴6上的第二滑动爪齿齿轮42。滑动齿轮42能够致动轴6的齿轮20和22的卡爪离合。变速箱2包括安装在副轴18上的第三滑动爪齿齿轮44。滑动齿轮44能够致动轴18的中间齿轮32和34联锁。
变速箱2被制成半自动的，也就是说，它的操作是手动箱的操作，但是传动比的换挡是自动的。换言之，滑动齿轮40、42和44借助于自动化机械致动器(例如，机器人化的致动叉)移动。
提供控制装置46以确保变速箱2的控制。更具体地，该控制装置46能够控制滑动齿轮40、42和44的致动器。以这种方式，控制装置46能够通过变速箱2控制传动比的换挡。
控制装置46能够确定在车辆运行和操作条件下始终必须由变速箱2接合的传动比。为了能够做到这一点，装置46包括机动车辆的运动速度VVEH的检测器48、和供应给动力传动系的差速器的作用力ε的检测器50。可替代地，作用力ε可以以必须由减速齿轮(未示出)的齿施加的力(以牛顿为单位)的形式来表示，或者可以以被供应给差速器冠的扭矩(以牛顿-米为单位)的形式来表示。检测器48和50有利地联接到车辆的发动机控制装置，该控制装置收集速度VVEH和作用力ε信息。例如，发动机控制装置或检测器50可以考虑来自于驾驶员的对加速器踏板的压力。
装置46还包括映射52，该映射存储了根据速度VVEH和作用力ε的传动比的值。当VVEH和ε信息被录入作为输入时，映射52递送适合于与输入的值相对应的运行和操作条件的传动比值。换言之，递送的传动比值对应于必须由变速箱2接合的传动比，以确保车辆在运行和操作条件下的最佳操作。
图2示出了展示控制装置46的映射52的示例的曲线图。映射52以曲线图的形式示意性地表示，该曲线图包括对应于速度VVEH的不同值的x轴和对应于作用力ε的不同值的y轴。
该曲线图包括多条曲线，这些曲线界定了分别对应于特定传动比的区域。当然，在设想示出不同曲线和不同区域的映射时，没有脱离本发明的范围。
区域EV1对应于中间齿轮34联锁的传动比EV1。因此，仅主轴10与副轴18机械地连接。换言之，传动比EV1是纯电动传动比。
区域EV2对应于也是纯电动的传动比EV2。根据传动比EV2，中间齿轮32联锁。因为传动比EV2具有的传输比大于传动比EV1的传输比，所以它是相对于传动比EV1(是较低的传动比)更高的传动比。
无论扭矩(i，j)如何，区域HEVij对应于混合传动比HEVij，在混合传动比下该主轴10和主轴6二者均与副轴18机械地连接。比率HEVij对应于这样的传动比，在该传动比下，如果i＝2，则中间齿轮22联锁，如果i＝3，则中间齿轮38联锁，并且如果i＝4，则中间齿轮20联锁。此外，如果j＝1，则中间齿轮34联锁，并且如果j＝2，则中间齿轮32联锁。
因此，例如，比率HEV21对应于这样的传动比，在该传动比下，中间齿轮22和34分别通过滑动齿轮42和44联锁。
控制装置46包括配置***54，该配置***的功能是在两个比率EV1和EV2之间换挡的情况发生时配置该变速箱2，并且在两个换挡方向上都是如此。图3示意性地表示该配置***54。
***54包括第一控制模块56、第二控制模块58、第三控制模块60和第四控制模块62。
模块56能够控制交流发电机-启动机12的电力供应，以便控制交流发电机-启动机12的输出端处的扭矩和旋转速度。在已知交流发电机-启动机12和轴6之间的恒定减速比的情况下，模块56能够驱动发动机4的主轴6旋转，发动机4处于喷射切断模式。另外，模块56能够准确控制主轴6的扭矩T6和旋转速度ω6。
模块56设有***64，该***用于管理通过内燃发动机4振动的能量损失。事实上，在发动机4停止时，轴6的旋转驱动通过在所述发动机4内振动而导致显著的能量损失。管理***64使得可以准确控制扭矩T6和速度ω6，尽管通过振动出现能量损失。
管理***64链接至内燃发动机4，其方式为能够控制与发动机4相关联的节流阀(未示出)的打开。此外，管理***64能够根据适当的位置来控制发动机4的凸轮轴移相器(未示出)的致动，以用于使通过振动的能量损失最小。
为了确保甚至更准确的控制，***64能够在闭环模式下实施扭矩T6和速度ω6的调节。这使得进一步增强了驾驶员的舒适感。为此，***64可以包括发动机4产生的振动的估计器(未示出)。这种估计器可以例如包括映射，该映射中存储了根据交流发电机-启动机12的旋转速度的振动值。估计器还能够计算用于发动机4产生的振动的补偿项。补偿项由控制模块56收集，该控制模块在产生交流发电机-启动机12的电力供应信号时考虑该补偿项。
第二模块58能够在从传动比EV1到EV2或EV2到EV1的换挡时接合过渡传动比。在所展示的示例中，在从EV1到EV2的换挡时和从EV2到EV1的换挡时，接合相同的过渡传动比。过渡传动比可以是变速箱2的任何纯热力传动比，也就是说，主轴6与副轴18机械地连接的任何传动比。这意味着，第二模块58能够控制滑动爪齿齿轮40和42致动，以用于中间齿轮38联锁、齿轮20联锁、或中间齿轮22联锁。在所展示的示例中，由齿轮22和30确保的过渡比率TH2被选择为传动比。比率TH2的选择可以使轴6的旋转速度ω6最小，以便限制通过内燃发动机4的振动和运动链上产生的任何振动的能量损失。
模块60能够控制电动牵引机器8的电力供应。通过这样做，模块60能够准确地控制发动机轴10的扭矩T10和旋转速度ω10。
模块62包括用于控制在发动机轴6和10之间的扭矩转换的硬件装置和软件装置。换言之，模块62能够修改由模块60供应给电动牵引机器8的电力供应，以便修改扭矩T10，从而相关地修改由模块56供应给交流发电机-启动机12的电力供应，以便修改扭矩T6。更具体地，模块62能够同时改变扭矩T10和扭矩T6，同时保持恒定的总扭矩T6+T10。
借助于装置46，可以实施用于控制变速箱2的方法，这将在下文参考图4详细描述。
图4中展示的示例是用于在从比率EV1到比率EV2的换挡时或者在从比率EV2到比率EV1的换挡时控制变速箱2的方法。换言之，在两个换挡方向上实施相同的方法、尤其是使用相同的过渡传动比。然而，在设想根据比率EV1和EV2之间的换挡方向的不同的控制方法时，不脱离本发明的范围。
在该方法开始时，电动牵引机器8以这样的方式被供电，即主轴10被旋转驱动处于速度ω10并具有扭矩T10。接合比率EV1或EV2。内燃发动机4和交流发电机-启动机12停止，轴6和轴16不可移动并与副轴18解除联接。
该方法包括第一测试步骤E01，以用于在从第一纯电动传动比到第二电动传动比的换挡的情况下初始化控制条件的检测。在步骤E01期间，存在着关于控制装置46是处于从比率EV1到EV2的换挡的控制点、或者从比率EV2到EV1的换挡的控制点的更具体的检测。因此，当由映射52递送的值离开值EV1以采取值EV2、或者离开值EV2以采取值EV1时，认为检测到了初始化条件。只要没有检测到初始化条件，就重复测试步骤E01。只要检测到初始化条件，就过渡到步骤E02。
在以下描述中，假设由映射52递送的值离开值EV1变成值EV2。在随后的步骤E02中，模块56为交流发电机-启动机12供电。于是接下来，内燃发动机4的发动机轴6开始旋转。在这个时间期间，内燃发动机4保持停止。
然后，该方法包括计算第一同步速度ω1-SYNC的步骤E03。速度ω1-SYNC应是在接合过渡传动比的情况下的轴6的旋转速度。如之前所指出的，过渡传动比由中间齿轮22和固定齿轮30确保，该过渡传动比对应于传输比RTH2。速度ω1-SYNC可以根据车辆的运动速度VVEH或主轴10的速度ω10来计算。在后一种情况下，速度ω1-SYNC通过应用以下公式来计算：
该方法包括步骤E04，在该步骤中，模块56以这样的方式修改交流发电机-启动机12的电力供应，即发动机轴6被驱动处于与速度ω1-SYNC相等的旋转速度。换言之，交流发电机-启动机12被供电以便获得：ω6＝ω1-SYNC。一旦值ω6等于速度ω1-SYNC、达到+/-50转/分钟的公差范围内，步骤E04就停止。在步骤E04结束时，扭矩T6基本为零。
该方法包括接合过渡传动比TH2的步骤E05。在步骤E05期间，模块58控制滑动齿轮42的致动，以便联锁中间齿轮22。借助计算同步速度和轴6的同步的步骤E03和步骤E04，联锁容易地完成。在步骤E05结束时，接合比率EV1和TH2，或者换言之，主轴6和主轴10两者均与副轴18接合。
然后，该方法然后包括在主轴6和主轴10之间扭矩转换的步骤E06。在步骤E06期间，该控制模块62以这样的方式控制电动牵引机器8的电力供应的修改，即扭矩T10减小。在所展示的示例中，模块62根据恒定的变化率控制扭矩T10从时刻t1减小。在时刻t2，扭矩T10达到零值。仍然在步骤E06中，模块62控制交流发电机-启动机12的电力供应的修改，以便增加扭矩T6。更具体地，模块62根据正好与扭矩T10的变化率相反的值的恒定变化率控制扭矩T6从时刻t1增加。因此，在步骤E06期间，由电动牵引机器8施加的扭矩T10借助交流发电机-启动机12逐渐被转换到发动机轴6。在步骤E06结束时，扭矩T10基本为零。
该方法包括脱离接合比率EV1的步骤E07。在该步骤期间，该控制装置46控制滑动齿轮44，以便脱离接合中间齿轮34联锁。在步骤E07结束时，不再接合比率EV1，并且发动机轴10不再与副轴18接合。
该方法包括计算第二同步速度ω2-SYNC的步骤E08。速度ω2-SYNC应是在接合传动比EV2的情况下的轴10的旋转速度。传动比EV2由齿轮24和齿轮32确保，并且确保传输比REV2。速度ω2-SYNC可以根据车辆的运动速度VVEH或主轴6的速度ω6来计算。在后一种情况下，速度ω2-SYNC可以通过应用以下公式来计算：
该方法包括步骤E09，在该步骤期间，控制模块60以这样的方式修改电动牵引机器8的电力供应，即轴10的旋转速度ω10等于速度ω2-SYNC。一旦值ω10等于值ω2-SYNC、达到在+/-50转/分钟的公差范围内，步骤E09就停止。
然后接下来是接合第二纯电动传动比(在这种情况下是传动比EV2)的步骤E10。为此，装置46控制滑动齿轮44的致动，以便获得中间齿轮32联锁。在步骤E10结束时，接合比率TH2和EV2，或者换言之，主轴10和主轴6两者均与副轴18接合。扭矩T10基本为零。
然后，该方法包括扭矩转换的新步骤E11。与步骤E06不同，扭矩的转换以相同的变化率在相反的方向上进行。换言之，在步骤E11期间，控制模块62同时控制扭矩T10的增加(根据变化率α)和控制扭矩T6的减小(根据变化率α)。一旦扭矩T6基本为零，步骤E11就停止。
该方法包括脱离接合过渡传动比TH2的步骤E12。在该步骤期间，模块58以这样的方式控制滑动齿轮42，即齿轮22不再联锁。在步骤E12结束时，仅接合比率EV2，轴6继续以速度ω1-SYNC旋转。
该方法包括停止发动机轴6旋转的步骤E13。在步骤E13期间，模块56逐渐减少交流发电机-启动机12的电力供应，以便将旋转速度ω6逐渐降低到零值。优选地，通过控制由交流发电机-启动机12供应的扭矩来调节速度ω6，以在没有振动的情况下快速停止轴6的旋转。
在步骤E13结束时，仅接合比率EV2，并且内燃发动机4的发动机轴6不可动。
在刚刚描述的方法中，在比率EV1和EV2之间的换挡期间不接合死点比率。此外，驾驶员感觉到的加速度始终保持为正。在从EV2到EV1的换挡情况下，接合过渡传动比将具有与避免接合死点比率相同的效果，使得当驾驶员抬起置于加速踏板上的脚时，驾驶员感觉到的加速度始终保持为负。
因而，借助刚刚描述的装置和方法，可以在两个纯电动传动比之间接合换挡，而不会带给驾驶员产生不愉快的感觉。这将在从较低比率EV1换挡到较高比率EV2时得到证实，其中驾驶员在请求加速时将不会感到减速的感觉。这在从较高比率EV2换挡到较低比率EV1时也将是完全正确的，其中驾驶员提升置于加速器上的脚时将不会感到制动不足的感觉。
此外，在没有启动内燃发动机的情况下，驾驶员感觉的这种改善是可能的，这使得可以保持机动车辆的燃料消耗和污染物排放的良好优化。
此外，本发明不需要结合附加的机械部件，并且因此不会在车辆的动力传动系和发动机舱内产生附加的体积。

Claims (10)

1.一种用于控制混合动力机动车辆的半自动变速箱(2)的装置(46)，该混合动力机动车辆包括电动牵引机器(10)和内燃发动机(4)，所述变速箱(2)允许两个不同的纯电动传动比(EV1，EV2)，该控制装置包括用于测量该车辆的速度(VVEH)的装置(78)、以及映射(52)，该映射存储了根据测量的车辆速度(VVEH)和有待供应给该车辆的差速器的作用力(ε)的传动比的值，其特征在于，该控制装置还包括用于在从第一纯电动传动比(EV1，EV2)到第二纯电动传动比(EV2，EV1)换挡的情况下配置该变速箱(2)的***(54)，所述配置***(54)包括：能够控制该内燃发动机(4)的轴(6)的旋转的第一控制模块(56)；能够接合过渡传动比(TH2)的第二控制模块(58)，在该过渡传动比下该内燃发动机(4)的轴(6)与所述差速器机械地连接；以及能够修改到该电动牵引机器(8)的电力供应的第三控制模块(60)。
2.如权利要求1所述的控制装置(46)，其中，该第一控制模块(56)能够为该车辆的交流发电机-启动机(12)供电、以用于控制该内燃发动机(4)的轴(6)的旋转，所述交流发电机-启动机(12)与该内燃发动机(4)的轴(6)机械地连接。
3.如权利要求1或2所述的控制装置(2)，其中，该配置***(54)还包括第四控制模块(62)，该第四控制模块被参数化，以在该第一纯电动传动比(EV1，EV2)与该过渡传动比(TH2)同时接合时和/或在该第二纯电动传动比(EV2，EV1)与该过渡传动比(TH2)同时接合时，控制该电动牵引机器(8)和该内燃发动机(4)的轴(6)之间扭矩转换。
4.如权利要求1至3中任一项所述的控制装置(46)，其中，该第一控制模块(56)能够计算对应于与该内燃发动机(4)相关的测量的车辆速度(VVEH)的第一同步速度(ω1-SYNC)，并且能够以这样的方式调节该内燃发动机(4)的旋转速度(ω6)，即测量的车辆速度基本上等于该第一同步速度(ω1-SYNC)。
5.如权利要求1至4中任一项所述的控制装置(46)，其中，该第三控制模块(60)能够计算对应于与该电动牵引机器(8)相关的测量的车辆速度(VVEH)的第二同步速度(ω2-SYNC)，并且能够以这样的方式调节该电动牵引机器(8)的旋转速度(ω10)，即测量的车辆速度基本上等于第二同步速度(ω2-SYNC)。
6.如权利要求1至5中任一项所述的控制装置(46)，其中，所述第一控制模块(56)包括用于通过保持所述内燃发动机(4)处于喷射切断模式来控制该内燃发动机(4)的轴(6)的旋转的装置。
7.如权利要求6所述的控制装置(46)，其中，所述第一控制模块(56)也被参数化，以在与保持所述内燃发动机(4)喷射切断同时地控制该内燃发动机(4)的轴(6)的旋转时，控制节流阀的打开和/或凸轮轴移相器的致动。
8.如权利要求6或7所述的控制装置(46)，其中，所述第一控制模块(56)还包括估计器，该估计器能够估计由该内燃发动机(4)产生的振动，并且能够根据所估计的振动计算补偿项。
9.如权利要求8所述的控制装置(46)，其中，所述第一控制模块(56)包括用于通过闭环调节***伺服控制该内燃发动机(4)的轴(6)的旋转速度(ω6)和/或扭矩(T6)的硬件装置和软件装置。
10.一种用于控制混合动力机动车辆的半自动变速箱(2)的方法，该混合动力机动车辆包括电动牵引机器(8)和内燃发动机(4)，所述变速箱(2)允许两个不同的纯电动传动比(EV1，EV2)，其中，检测用于在从第一纯电动传动比(EV1，EV2)到第二纯电动传动比(EV2，EV1)换挡的情况下初始化控制的条件，该内燃发动机(4)的轴(6)的旋转受到控制，并且过渡传动比(TH2)被接合，其中，该内燃发动机(4)的轴(6)与该车辆的差速器机械地连接以便在第一纯电动传动比(EV1，EV2)和第二纯电动传动比(EV2，EV1)之间的换挡期间抵消由该电动机器提供的扭矩(T10)。
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JP2020513362A (ja) 2020-05-14
BR112019009730A2 (pt) 2019-08-13
KR20190100188A (ko) 2019-08-28
CN110312627B (zh) 2023-04-21
FR3058698A1 (fr) 2018-05-18
WO2018087438A1 (fr) 2018-05-17
KR102216067B1 (ko) 2021-02-17
FR3058698B1 (fr) 2018-11-09
JP7122304B2 (ja) 2022-08-19

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