CN100377902C - Control device for vehicular drive system - Google Patents
Control device for vehicular drive system Download PDFInfo
- Publication number
- CN100377902C CN100377902C CNB2005100804475A CN200510080447A CN100377902C CN 100377902 C CN100377902 C CN 100377902C CN B2005100804475 A CNB2005100804475 A CN B2005100804475A CN 200510080447 A CN200510080447 A CN 200510080447A CN 100377902 C CN100377902 C CN 100377902C
- Authority
- CN
- China
- Prior art keywords
- tricks
- torque
- box
- transmission
- control
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
- 230000005540 biological transmission Effects 0.000 claims description 534
- 150000001875 compounds Chemical class 0.000 claims description 29
- 238000012546 transfer Methods 0.000 claims description 20
- 230000003068 static effect Effects 0.000 claims description 8
- 230000007246 mechanism Effects 0.000 abstract description 224
- 230000008859 change Effects 0.000 abstract description 60
- 230000009471 action Effects 0.000 description 68
- 230000035939 shock Effects 0.000 description 38
- 230000001133 acceleration Effects 0.000 description 33
- 230000006870 function Effects 0.000 description 29
- 230000008878 coupling Effects 0.000 description 25
- 238000010168 coupling process Methods 0.000 description 25
- 238000005859 coupling reaction Methods 0.000 description 25
- 238000010586 diagram Methods 0.000 description 24
- 239000000446 fuel Substances 0.000 description 23
- 230000001141 propulsive effect Effects 0.000 description 15
- 238000000034 method Methods 0.000 description 14
- 230000008569 process Effects 0.000 description 12
- 230000009467 reduction Effects 0.000 description 9
- 238000006243 chemical reaction Methods 0.000 description 7
- 238000012360 testing method Methods 0.000 description 7
- 230000008901 benefit Effects 0.000 description 6
- 239000012530 fluid Substances 0.000 description 6
- 230000007935 neutral effect Effects 0.000 description 6
- 230000003042 antagnostic effect Effects 0.000 description 5
- 238000002347 injection Methods 0.000 description 5
- 239000007924 injection Substances 0.000 description 5
- 238000001514 detection method Methods 0.000 description 4
- 230000000694 effects Effects 0.000 description 4
- 238000004146 energy storage Methods 0.000 description 4
- 238000005516 engineering process Methods 0.000 description 4
- 230000010349 pulsation Effects 0.000 description 3
- 230000001360 synchronised effect Effects 0.000 description 3
- 238000010521 absorption reaction Methods 0.000 description 2
- 230000004913 activation Effects 0.000 description 2
- 238000004378 air conditioning Methods 0.000 description 2
- 230000006866 deterioration Effects 0.000 description 2
- 238000010304 firing Methods 0.000 description 2
- 230000004907 flux Effects 0.000 description 2
- 238000009434 installation Methods 0.000 description 2
- 238000012423 maintenance Methods 0.000 description 2
- 238000005457 optimization Methods 0.000 description 2
- 230000003534 oscillatory effect Effects 0.000 description 2
- 230000002441 reversible effect Effects 0.000 description 2
- 230000001020 rhythmical effect Effects 0.000 description 2
- GOLXNESZZPUPJE-UHFFFAOYSA-N spiromesifen Chemical compound CC1=CC(C)=CC(C)=C1C(C(O1)=O)=C(OC(=O)CC(C)(C)C)C11CCCC1 GOLXNESZZPUPJE-UHFFFAOYSA-N 0.000 description 2
- 238000004458 analytical method Methods 0.000 description 1
- 238000004364 calculation method Methods 0.000 description 1
- 239000003054 catalyst Substances 0.000 description 1
- 238000007600 charging Methods 0.000 description 1
- 210000000078 claw Anatomy 0.000 description 1
- 238000002485 combustion reaction Methods 0.000 description 1
- 239000002131 composite material Substances 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 239000000498 cooling water Substances 0.000 description 1
- 238000013016 damping Methods 0.000 description 1
- 239000006247 magnetic powder Substances 0.000 description 1
- 230000006386 memory function Effects 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000007659 motor function Effects 0.000 description 1
- 239000000843 powder Substances 0.000 description 1
- 238000011160 research Methods 0.000 description 1
Images
Classifications
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
Landscapes
- Electric Propulsion And Braking For Vehicles (AREA)
- Hybrid Electric Vehicles (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
Abstract
A control device for a vehicular drive system including (a) a differential mechanism operable to distribute an output of an engine to a first electric motor and a power transmitting member, and (b) a second electric motor disposed between the power transmitting member and a drive wheel of a vehicle, and a differential-state switching device operable to place the differential mechanism selectively in one of a differential state and a locked or non-differential state, the control device including a switching control portion operable to control the differential-state switching device to place the differential mechanism selectively in one of the differential and locked states, and a power-source torque-change restriction control portion operable to restrict a change of an output torque of the engine upon switching of the differential mechanism between the differential and locked states, or a torque-reduction control portion operable to reduce at least one of output torques of an engine and first and second electric motors, upon switching of the differential mechanism from the differential state to the locked state, or to reduce an inertial torque generated due to a speed change of the differential mechanism upon switching of the differential mechanism from the differential state to the locked state.
Description
Technical field
The present invention relates in general to the Vehicular drive system that comprises box of tricks, and described box of tricks has differential function and as transmission mechanism, more specifically, relates to the technology of the motor size that reduces to be provided with in the Vehicular drive system.
Background technology
Known a kind of Vehicular drive system, it comprises: be provided with driving engine output is assigned to the box of tricks of first electrical motor and output shaft, and be arranged in second electrical motor between the drive wheel of the output shaft of box of tricks and vehicle.The example of the Vehicular drive system of this type comprises the drive system that is used for hybrid vehicle, as disclosed drive system in JP-2000-2327A, JP-2000-346187A, typically is disclosed drive system among the JP-2000-2327A.In these driving system of hybrid vehicle, box of tricks for example is made of compound planet gear, the main portion of the propulsive effort that driving engine produces is mechanically transmitted to drive wheel by the differential function of box of tricks, and the remainder of propulsive effort is delivered to second electrical motor by the electrical path between first electrical motor and second electrical motor from first electrical motor electricly, make box of tricks be used as the electric steplessly variable transmission that its speed ratio for example can automatically controlled change, make thus can be under the control of control convenience powered vehicle, driving engine is maintained under the optimum mode of operation that fuel economy improved simultaneously.
Toric transmission is considered to be suitable for improving the Power train of Vehicle Economy usually, and on the other hand, all Power trains that is considered to be suitable for improving power transmission efficiency if any the gear transmission equipment of level automatic transmission with hydraulic torque converter.But, do not know any Power train that is suitable for improving fuel economy and power transmission efficiency as yet.For example disclosed driving system of hybrid vehicle has electrical path among the JP-2002-2327, electric energy is delivered to second electrical motor by this electrical path from first electrical motor, promptly, have such power transmission path, the part that has converted electric energy to from mechanical energy in the vehicle drive force is transmitted by this power transmission path.It is the large-scale required output with the increase driving engine that this drive system requires first electrical motor, and it is large-scale therefore also requiring with operated second electrical motor of the electric energy of the first electrical motor supply, and drive system trends towards maximizing unsatisfactoryly thus.The part of the mechanical energy that this same drive system also can produce owing to driving engine is converted into electric energy (electric energy converts mechanical energy again to subsequently to be passed to the drive wheel of vehicle) and runs into the danger that fuel economy worsens during high vehicle speeds.Be used as at box of tricks in the Vehicular drive system of the change-speed box that its speed ratio can the automatically controlled change toric transmission of (for example, as so-called " automatically controlled CVT ") and also can run into similar problem.
Usually, expectation control Vehicular drive system is with the switching impulse of minimum drive system.Avoid at Vehicular drive system under the situation of the problems referred to above, this drive system of expectation control is to reduce switching impulse.
Summary of the invention
The present invention makes under the situation of considering the above-mentioned background technology.So the purpose of this invention is to provide a kind of control convenience that is used for Vehicular drive system, it makes the Vehicular drive system miniaturization, and the switching impulse that allows to improve the fuel economy of vehicle and reduce drive system.
Result as the broad research of making great efforts to address the above problem, inventor of the present invention finds, when driving engine is in big output state, make driving engine output mainly be conveyed into drive wheel by the mechanical power drive path by the control Vehicular drive system, first electrical motor and second electrical motor can be miniaturized to reduce the size of Vehicular drive system.This discovery is based on such fact, the charge capacity or the output that are desired first electrical motor and second electrical motor are not too big in the less normal output state of driving engine of driving engine output, and bigger in the bigger big output state (for example during high vehicle speeds) of driving engine output.Mainly be transferred under the situation of drive wheel in driving engine output by the mechanical power drive path, (the electric energy of exporting generation by the part of conversion engine by first electrical motor is fed to second electrical motor by this electrical path there not being electrical path, be transferred to drive wheel to produce mechanical energy) situation under, the conversion loss from mechanical energy to the electric energy that utilization reduces can improve the fuel economy of vehicle during high vehicle speeds.According to the present invention who makes based on this discovery, a kind of control convenience is provided, it is provided to control Vehicular drive system makes the driving engine output of drive system mainly pass through the mechanical power drive path by transmission, and it can operate the switching impulse that reduces drive system.
That is to say, can realize above-mentioned purpose according to any one of following pattern of the present invention, in these patterns each is all numbered with claims the samely and depend on other one or more patterns under appropriate situation, so that understand may making up of the disclosed technical characterictic of the application and these technical characterictics.Should be understood that the present invention is not limited to these technical characterictics or its combination.
(1) a kind of control convenience that is used for Vehicular drive system, described Vehicular drive system comprises that (a) can operate the box of tricks that the output of driving engine is assigned to first electrical motor and power transmission members, (b) be arranged in second electrical motor in the power transmission path between the drive wheel of described power transmission members and vehicle and (c) can operate the differential state switching device that described box of tricks is optionally placed one of differential state and lockup state, can operate at box of tricks described in the described differential state and to carry out differential function, can not operate at box of tricks described in the described lockup state and to carry out described differential function, described control convenience comprises: switching control part, described switching control part can be operated and control described differential state switching device described box of tricks is optionally placed one of described differential state and lockup state; Change the restriction control part with the propulsion source torque, when being switched between described differential state and described lockup state by described differential state switching device under the control of described box of tricks at described switching control part, described propulsion source torque changes the variation that the restriction control part can be operated the output torque that limits described driving engine.
In the control convenience of above-mentioned pattern according to the present invention (1), box of tricks is switched by differential state switching device under the control of switching control part, to be selectively placed in one of differential state and lockup state, can operate at box of tricks described in the described differential state and to carry out differential function, can not operate at box of tricks described in the described lockup state and carry out described differential function.So, the function that this control convenience not only has a change-speed box that can automatically controlled variation owing to its speed ratio makes the advantage that fuel economy improves, and also has the advantage that obtains high power transmission efficiency owing to the function of gear transmission that can the mechanical drive vehicle drive force.So, when in vehicle ' when lower or moderate velocity driving engine of following time are in the normal output state with lower or medium output, box of tricks is placed in the differential state, has guaranteed the height fuel economy of vehicle.On the other hand, when vehicle ' in fair speed following time, box of tricks is placed in the lockup state (wherein the output of driving engine mainly is conveyed into drive wheel by the mechanical power drive path), makes to have improved fuel economy owing to having reduced the conversion loss of mechanical energy to electric energy (when differential mechanism is used as the change-speed box that its speed ratio can automatically controlled change this conversion loss can take place).When driving engine was in the high output state, box of tricks also was placed in lockup state.So, only when the relatively low or median size of the speed of a motor vehicle, when perhaps driving engine is exported relatively low or median size, box of tricks is used as the change-speed box that its speed ratio can automatically controlled variation, make that the institute's electric flux that requires can reduce to be produced by electrical motor promptly must be from the maximum power of electrical motor transmission, make can minimum motor institute requires big or small, and minimize the drive system that comprises this electrical motor require big or small.
When differential mechanism is switched between differential state and lockup state by differential state switching device, the Coupling device of differential state switching device is optionally unclamped or is meshed, and the engagement torque of Coupling device increases or is unclamping in the course of action in the engagement action process and reduces, and simultaneously the reactive torque of first electrical motor reduces or increases to predetermined value to zero.Change the variation that the restriction control part is provided in limiting engine output torque in the traverse time section that box of tricks switches according to the propulsion source torque of control convenience of the present invention, the reactive torque of the engagement torque of the Coupling device of differential state switching device and first electrical motor is changed in this traverse time section.So, the reactive torque of first electrical motor steadily is reduced to zero or increases to predetermined value, the engagement torque (promptly by the Coupling device torque transmitted) of Coupling device is simultaneously steadily increased or is reduced, thus the serviceability of box of tricks when between differential and lockup state, switching the switching shock of box of tricks can be greatly reduced.
(2) as the described control convenience of above-mentioned pattern (1), wherein said Vehicular drive system comprises having described box of tricks, the toric transmission part of described second electrical motor and described differential state switching device, and described differential state switching device can be operated described box of tricks is switched between described differential state and lockup state, so that described toric transmission part is optionally placed stepless gearshift and one of grade gearshift is arranged, partly be operable as electric steplessly variable transmission at toric transmission described in the described stepless gearshift, there is the part of toric transmission described in grade gearshift not to be operable as electric steplessly variable transmission described, and wherein when under the control of described toric transmission part at described switching control part by described differential state switching device in described stepless gearshift with describedly have when switching between grade gearshift, described propulsion source torque changes the variation that the restriction control part can be operated the described output torque that limits described driving engine.
In the control convenience of above-mentioned pattern according to the present invention (2), the toric transmission part of Vehicular drive system is controlled by differential state switching device under the control of switching control part, to be selectively placed on stepless gearshift and to have in grade gearshift, partly be operable as electric steplessly variable transmission at toric transmission described in the described stepless gearshift, have the part of toric transmission described in grade gearshift not to be operable as electric steplessly variable transmission described.That is to say that toric transmission partly is placed in stepless gearshift when differential mechanism is placed in the differential state, and has been placed in a grade gearshift when differential mechanism is placed in the lockup state.
When toric transmission part by differential state switching device in stepless gearshift with have when switching between grade gearshift, the engagement torque of the Coupling device of differential state switching device is in engagement or unclamp and be increased in the process of action or reduce, and the reactive torque of first electrical motor reduces or increases to predetermined value to zero simultaneously.Change the variation that the restriction control part is provided in limiting engine output in the traverse time section that toric transmission partly switches according to the propulsion source torque of the control convenience of above-mentioned pattern (2), the reactive torque of the engagement torque of Coupling device and first electrical motor is changed in this traverse time section.So, the reactive torque of first electrical motor steadily reduces or increases, the engagement torque of Coupling device simultaneously steadily increases or reduces, so the serviceability of toric transmission part is stepless and have the switching shock of toric transmission part when switching between grade gearshift to be greatly reduced.
(3) as above-mentioned pattern (1) or (2) described control convenience, wherein when the intensity of variation of the described output torque of described driving engine was higher than predetermined threshold, described propulsion source torque changed the variation that the restriction control part reduces the described output torque of described driving engine.This is provided with and has prevented that effectively engine output torque from changing with the degree that is higher than predetermined threshold, make shifting shock when can minimize box of tricks switches between differential and lockup state, perhaps the toric transmission part is at shifting shock stepless and when switching between grade gearshift is arranged.In this, should notice that shifting shock increases with the intensity of variation of engine output torque.
(4) as each described control convenience in above-mentioned pattern (1)-(3), wherein when the operation responsibility of described differential state switching device was lower than predetermined threshold, described propulsion source torque changed the variation that the restriction control part reduces the described output torque of described driving engine.This is provided with the intensity of variation (its reduction with the operation responsibility of differential state switching device increases) that has also effectively reduced engine output torque, make shifting shock when can minimize box of tricks switches between differential and lockup state, perhaps the toric transmission part is at shifting shock stepless and when switching between grade gearshift is arranged.
(5) a kind of control convenience that is used for Vehicular drive system, described Vehicular drive system comprises that (a) can operate the box of tricks that the output of driving engine is assigned to first electrical motor and power transmission members, (b) be arranged in second electrical motor in the power transmission path between the drive wheel of described power transmission members and vehicle and (c) can operate the differential state switching device that described box of tricks is optionally placed one of differential state and lockup state, can operate at box of tricks described in the described differential state and to carry out differential function, can not operate at box of tricks described in the described lockup state and to carry out described differential function, described control convenience comprises: switching control part, described switching control part can be operated and control described differential state switching device described box of tricks is optionally placed one of described differential state and lockup state; Reduce control part with torque, when under the control of described box of tricks at described switching control part by described differential state switching device when described differential state switches to described lockup state, described torque reduces control part can operate in the output torque of the output torque of the output torque that reduces described driving engine, described first electrical motor and described second electrical motor at least one.
In the control convenience of above-mentioned pattern according to the present invention (5), box of tricks is switched by differential state switching device under the control of switching control part, to be selectively placed in differential state and the lockup state, can operate at box of tricks described in the described differential state and to carry out differential function, can not operate at box of tricks described in the described lockup state and carry out described differential function.So this control convenience has the substantially the same advantage of control convenience with above-mentioned pattern according to the present invention (1).
When differential mechanism under according to the control of the switching control part of the control convenience of above-mentioned pattern (5) by differential state switching device when the differential state switches to lockup state, the torque of this control convenience reduces control part and is provided in box of tricks reduces described driving engine, described first electrical motor and described second electrical motor from the differential state switches to the traverse time section of lockup state the output torque at least one.Therefore can be greatly reduced at the serviceability of the box of tricks switching shock of box of tricks when the differential state switches to lockup state.
(6) as the described control convenience of above-mentioned pattern (5), wherein said Vehicular drive system comprises having described box of tricks, the toric transmission part of described second electrical motor and described differential state switching device, and described differential state switching device can be operated described box of tricks is switched between described differential state and lockup state, so that described toric transmission part is optionally placed stepless gearshift and one of grade gearshift is arranged, partly be operable as electric steplessly variable transmission at toric transmission described in the described stepless gearshift, there is the part of toric transmission described in grade gearshift not to be operable as electric steplessly variable transmission described, and wherein described when grade gearshift is arranged when being switched to from described stepless gearshift by described differential state switching device under the control of described toric transmission part at described switching control part, described torque reduces control part can operate the described output torque that reduces described driving engine, in the described output torque of described first electrical motor and the described output torque of described second electrical motor at least one.
In the control convenience of above-mentioned pattern according to the present invention (6), the toric transmission part of Vehicular drive system is switched by differential state switching device under the control of switching control part, to be selectively placed on stepless gearshift and to have in grade gearshift, partly be operable as electric steplessly variable transmission at toric transmission described in the described stepless gearshift, have the part of toric transmission described in grade gearshift not to be operable as electric steplessly variable transmission described.That is to say that toric transmission partly is placed in stepless gearshift when differential mechanism is placed in the differential state, and has been placed in a grade gearshift when differential mechanism is placed in the lockup state.
When toric transmission part by differential state switching device when stepless gearshift has switched to grade gearshift, reduce in the output torque that control part is configured to reduce described driving engine, described first electrical motor and described second electrical motor at least one according to the torque of the control convenience of above-mentioned pattern (6).So, the gearshift of toric transmission part from stepless when switching to grade gearshift the switching shock of toric transmission part can be greatly reduced.
(7) a kind of control convenience that is used for Vehicular drive system, described Vehicular drive system comprises that (a) can operate the box of tricks that the output of driving engine is assigned to first electrical motor and power transmission members, (b) be arranged in second electrical motor in the power transmission path between the drive wheel of described power transmission members and vehicle and (c) can operate the differential state switching device that described box of tricks is optionally placed one of differential state and lockup state, can operate at box of tricks described in the described differential state and to carry out differential function, can not operate at box of tricks described in the described lockup state and to carry out described differential function, described control convenience comprises: switching control part, described switching control part can be operated and control described differential state switching device described box of tricks is optionally placed one of described differential state and lockup state; Reduce control part with torque, when under the control of described box of tricks at described switching control part by described differential state switching device when described differential state switches to described lockup state, described torque reduces control part and can operate and reduce because the moment of inertia of the described box of tricks that the velocity variations of described box of tricks causes.
In the control convenience of above-mentioned pattern according to the present invention (7), box of tricks is switched by differential state switching device under the control of switching control part, to be selectively placed in differential state and the lockup state, can operate at box of tricks described in the described differential state and to carry out differential function, can not operate at box of tricks described in the described lockup state and carry out described differential function.So this control convenience has the substantially the same advantage of control convenience with above-mentioned pattern according to the present invention (1) or (5).
When differential mechanism under according to the control of the switching control part of the control convenience of above-mentioned pattern (7) by differential state switching device when the differential state switches to lockup state, the torque of this control convenience reduces control part and is provided in box of tricks reduces described box of tricks from the differential state switches to the traverse time section of lockup state moment of inertia.Therefore can be greatly reduced at the serviceability of the box of tricks switching shock of box of tricks when the differential state switches to lockup state.
(8) as the described control convenience of above-mentioned pattern (7), wherein said Vehicular drive system comprises having described box of tricks, the toric transmission part of described second electrical motor and described differential state switching device, and described differential state switching device can be operated described box of tricks is switched between described differential state and lockup state, so that described toric transmission part is optionally placed stepless gearshift and one of grade gearshift is arranged, partly be operable as electric steplessly variable transmission at toric transmission described in the described stepless gearshift, there is the part of toric transmission described in grade gearshift not to be operable as electric steplessly variable transmission described, and wherein described when grade gearshift is arranged when being switched to from described stepless gearshift by described differential state switching device under the control of described toric transmission part at described switching control part, described torque reduces control part can operate the described moment of inertia that reduces described box of tricks.
In the control convenience of above-mentioned pattern according to the present invention (8), the toric transmission part of Vehicular drive system is switched by differential state switching device under the control of switching control part, to be selectively placed on stepless gearshift and to have in grade gearshift, partly be operable as electric steplessly variable transmission at toric transmission described in the described stepless gearshift, have the part of toric transmission described in grade gearshift not to be operable as electric steplessly variable transmission described.That is to say that toric transmission partly is placed in stepless gearshift when differential mechanism is placed in the differential state, and has been placed in a grade gearshift when differential mechanism is placed in the lockup state.
When toric transmission part by differential state switching device when stepless gearshift has switched to grade gearshift, reduce the moment of inertia that control part is configured to reduce described box of tricks according to the torque of the control convenience of above-mentioned pattern (8).So, the gearshift of toric transmission part from stepless when switching to grade gearshift the switching shock of toric transmission part can be greatly reduced
(9) as above-mentioned pattern (7) or (8) described control convenience, wherein said torque reduces control part and reduces the described moment of inertia of described box of tricks by at least one that control in described first electrical motor and second electrical motor.Be provided with according to this, the moment of inertia of box of tricks can be reduced effectively, therefore can be greatly reduced at the serviceability of the box of tricks switching shock of box of tricks when the differential state switches to lockup state.
(10) as each described control convenience in above-mentioned pattern (1)-(9), wherein said box of tricks comprises first element that is fixed to described driving engine, be fixed to second element and the three element that is fixed to described power transmission members of described first electrical motor, and described differential state switching device can be operated and allow described first, second and three element relative to each other rotate, thus described box of tricks is placed described differential state, and can operate described first, second and three element couple together with as one unit rotation or make described second element keep static, thus described box of tricks is placed described lockup state.In this was provided with, box of tricks can be switched between differential state and lockup state rightly by differential state switching device.
(11) as the described control convenience of above-mentioned pattern (10), wherein said differential state switching device comprises power-transfer clutch and/or drg, described power-transfer clutch can be operated at least two in described first, second and the three element are connected to each other so that described first, second and three element are rotated as one unit, and described drg can be operated and described second element is fixed to static component makes described second element keep static.In this was provided with, box of tricks can be switched between differential state and lockup state rightly by differential state switching device.
(12) as the described control convenience of above-mentioned pattern (11), wherein said differential state switching device comprises described power-transfer clutch and described drg, and can operate and unclamp described power-transfer clutch and described drg thus described box of tricks is placed in one described first, second and the three element described differential state that can relative to each other rotate in, and can operate and mesh described power-transfer clutch and unclamp described drg, perhaps mesh described drg and unclamp described power-transfer clutch to make that thus described box of tricks can be as speed ratio less than 1 speedup change-speed box to make that thus described box of tricks can be as having the change-speed box of speed ratio 1.In this was provided with, box of tricks can be switched between differential state and lockup state rightly by differential state switching device, and can be used as the change-speed box with single fixed speed ratio or a plurality of fixed speed ratios.
(13) as each described control convenience in above-mentioned pattern (10)-(12), wherein said box of tricks is a compound planet gear, and described first, second and three element are respectively planetary wheel carrier, sun wheel and the gear ring of described compound planet gear.Be provided with according to this, the axial dimension of box of tricks can be reduced, and box of tricks can be made of simply a compound planet gear.
(14) as the described control convenience of above-mentioned pattern (13), wherein said compound planet gear is the single-stage planetary gear type.Be provided with according to this, the axial dimension of box of tricks can be reduced, and box of tricks can be made of simply the compound planet gear of a single-stage planetary gear type.
(15) as each described control convenience in above-mentioned pattern (1)-(14), wherein said Vehicular drive system also comprises the automatic transmission with hydraulic torque converter part that is arranged between described power transmission members and the described drive wheel, and described Vehicular drive system has by the speed ratio of described differential part and the determined overall ratio of speed ratio of described automatic transmission with hydraulic torque converter part.According to this setting, the speed ratio of automatic transmission with hydraulic torque converter part can be effectively utilized, make and on the wide ratio coverage of drive system, to obtain vehicle drive force, can improve the work efficiency of box of tricks (or toric transmission part) thus as electric steplessly variable transmission.
(16) as the described control convenience of above-mentioned pattern (15), wherein said automatic transmission with hydraulic torque converter partly is that a grade automatic transmission with hydraulic torque converter is arranged.Be provided with according to this, toric transmission is by having grade automatic transmission with hydraulic torque converter and place the box of tricks of its differential state to constitute, and step change transmission is by grade automatic transmission with hydraulic torque converter being arranged and placing the box of tricks of its lockup state to constitute.
Description of drawings
To the following detailed description of the preferred embodiment of the present invention, will understand above and other purpose of the present invention, feature, advantage and technology and industrial significance from conjunction with the accompanying drawings better, in the accompanying drawing:
Fig. 1 is the scheme drawing of layout that the transmission mechanism of driving system of hybrid vehicle is shown, and it is by the control electronics control according to first embodiment of the invention;
Fig. 2 is a table, expression is relevant with the various combination of the serviceability of the hydraulic operation friction Coupling device of realizing each gear shift action, the gear shift action of the Vehicular drive system transmission mechanism of Fig. 1 embodiment, can and there be a selected job down in grade gearshift in this mechanism in stepless gearshift;
Fig. 3 is an alignment chart, is illustrated in the relative rotation speed of rotating element under the different gears of transmission mechanism of the Vehicular drive system transmission mechanism of Fig. 1 embodiment that works under grade gearshift;
Fig. 4 is the view of input and output signal of the control electronics of the expression Vehicular drive system that is provided with control chart 1 embodiment;
Fig. 5 is the functional block diagram of diagram by the major control function of the electronic control unit execution of Fig. 4;
Fig. 6 is a view, its diagram be used for determining drive system the autoshift part the gear shift action institute's gear shift border line chart of store (a grade gear shift control chart is arranged) and be used to make transmission mechanism that the institute's bank switching border line chart (switching controls figure) that switches between grade gearshift and the stepless gearshift is being arranged, these border line charts are defined within an axle, and another is in two-dimensional coordinate system of automatic transmission with hydraulic torque converter output torque partly for the speed of a motor vehicle;
Fig. 7 is the view of diagram gear shift zone switching figure, gear shift zone switching figure is illustrated in by the boundary line that defines grade gear shift zone and stepless gear shift zone in engine speed axle and the defined two-dimensional coordinate system of motor torque axle, and the boundary line in these gear shift zones is corresponding to the boundary line by the represented switching controls figure of dotted line among Fig. 6;
Fig. 8 is that expression is by grade view of the example of the caused engine speed variation of the shift-up action of automatic transmission with hydraulic torque converter part is arranged;
Fig. 9 is that the diagram switching shock reduces the diagram of circuit of routine, and this routine is carried out the switching shock that reduces when transmission mechanism transmission mechanism when stepless gearshift switches to grade gearshift by the control electronics of Fig. 5;
Figure 10 is a sequential chart, be used to explain when the engagement action that jams on the switch clutch that operation causes by acceleration pedal with transmission mechanism when stepless gearshift has switched to grade gearshift, reduce the performed operation of routine according to the switching shock of the diagram of circuit of Fig. 9;
Figure 11 is and the corresponding sequential chart of Figure 10, what be used to explain the switch clutch that causes when the unclamp operation by acceleration pedal unclamps action when transmission mechanism is switched to stepless gearshift from a grade gearshift is arranged, and reduces the performed operation of routine according to switching shock;
Figure 12 is and the corresponding functional block diagram of Fig. 5 that diagram is by the radical function performed according to the control electronics of second embodiment of the invention;
Figure 13 is and the corresponding diagram of circuit of Fig. 9 to be shown in the switching shock of carrying out among second embodiment of Figure 12 and to reduce routine;
Figure 14 is and the corresponding sequential chart of Figure 10 to be used to explain that the switching shock according to Figure 13 diagram of circuit reduces the performed operation of routine;
Figure 15 is and the corresponding scheme drawing of Fig. 1, shows the layout that is used for according to the change-speed box part of the drive system of the hybrid vehicle of third embodiment of the invention;
Figure 16 is and the corresponding table of Fig. 2 the gear shift action of the Vehicular drive system of expression Figure 15;
Figure 17 is and the corresponding alignment chart of Fig. 3 the relative rotation speed of rotating element under different gears of the speed changer structure of the drive system of expression Figure 15; With
Figure 18 is the block diagram that manually can operate gearshift selection equipment that illustrates as the employing exchange change type switch form that grade Gear-shift switch and stepless Gear-shift switch are arranged, this exchange change type switch is arranged in the fourth embodiment of the invention, and has placed one of grade gearshift and stepless gearshift by the driver's operation of hybrid vehicle with manual transmission mechanism with Figure 15 drive system.
The specific embodiment
Describe the preferred embodiments of the present invention with reference to the accompanying drawings in detail.
First embodiment
Fig. 1 is a scheme drawing, has explained the transmission mechanism 10 of a drive system part that is configured for hybrid vehicle, and this drive system is controlled by control convenience according to an embodiment of the invention.Transmission mechanism 10 comprises: adopt the input rotating member of input shaft 14 forms, it is arranged on the common axis in the case of transmission 12, and housing 12 is as the static component that is installed on the vehicle body; Directly or via unshowned pulsation absorb the toric transmission part 11 that damper (vibration damping equipment) is connected to input shaft 14 indirectly; Level or multistage automatic transmission part 20 are arranged, and it is arranged between toric transmission part 11 and the driving wheel of vehicle 38 and is connected in series to the toric transmission part 11 and the drive wheel 38 (as shown in Figure 5) of vehicle by power transmission members (power drive shaft) 18; And the output rotating member that adopts output shaft 22 forms, it is connected to automatic transmission with hydraulic torque converter part 20.Input shaft 12, toric transmission part 11, automatic transmission with hydraulic torque converter part 20 are one another in series with output shaft 22 and are connected.This transmission mechanism 10 is suitable for horizontal FR vehicle (engine behind front wheel rear-guard vehicle), and be arranged between the driving propulsion source and pair of driving wheels 38 of combustion engine 8 forms, vehicle drive force is delivered to this to drive wheel 38, as shown in Figure 5 from driving engine 8 by differential gear equipment (final retarder) 36 and a pair of drive axle.Driving engine 8 can be spark ignition engine or diesel engine and be used as the vehicle drive power source that is directly connected to input shaft 14 or is connected to input shaft 14 via pulsation absorption damper indirectly.Note, in Fig. 1, omitted the latter half with respect to the transmission mechanism 10 of its axis symmetric construction.Like this too among Shuo Ming other embodiment below.In this transmission mechanism 10, driving engine 8 and toric transmission part 11 directly or by pulsation absorption damper are connected to each other as described above indirectly, but the power transmitting apparatus that surges such as tor-con or fluid coupling is not arranged between driving engine 8 and the change-speed box part 11.
As major part, power splitting mechanism 16 comprises first compound planet gear 24, the switch clutch C0 of the single-stage planetary gear type with transmitting ratio ρ 1 of for example about 0.418 and switches drg B0.First compound planet gear 24 has rotating element, comprising: the first sun wheel S1; The first planetary wheel P1; The first planetary wheel carrier CA1, it supports the first planetary wheel P1 can and can rotate the planetary wheel P1 that wins around its axis rotation around the axis of the first sun wheel S1; With by the first planetary wheel P1 and the first sun wheel S1 ingear, the first gear ring R1.Under the situation that the number of teeth of the first sun wheel S1 and the first gear ring R1 is represented by ZS1 and ZR1 respectively, above-mentioned transmitting ratio ρ 1 is represented by ZS1/ZR1.
In power splitting mechanism 16, the first planetary wheel carrier CA1 is connected to input shaft 14, promptly is connected to driving engine 8, and the first sun wheel S1 is connected to the first electrical motor M1, and the first gear ring R1 is connected to power transmission members 18.Switch drg B0 and be arranged between the first sun wheel S1 and the case of transmission 12, and switch clutch C0 is arranged between the first sun wheel S1 and the first planetary wheel carrier CA1.When switch clutch C0 and drg B0 unclamp, power splitting mechanism 16 is placed in the differential state, in this differential state, the first sun wheel S1 of first compound planet gear 24, the first planetary wheel carrier CA1 and the first gear ring R1 are relative to each other rotatable, to carry out differential function, make the output of driving engine 8 be assigned to the first electrical motor M1 and power transmission members 18, the output of the part of driving engine 8 is used to drive the first electrical motor M1 and produces electric energy thus, and this electric energy is stored or is used for driving the second electrical motor M2.So, power splitting mechanism 16 is placed in stepless gearshift (the CVT state of automatically controlled foundation), can change continuously and regardless of the rotating speed of driving engine 8 at the rotating speed of this stepless gearshift medium power transmission component 18, that is to say the differential state that is placed in, wherein the speed ratio γ 0 of power splitting mechanism 16 (rotating speed of the rotating speed/power transmission members 18 of input shaft 14) varies continuously to maxim γ 0max from minimum value γ 0min, promptly be placed in stepless gearshift, wherein power splitting mechanism 16 can vary continuously to the electric steplessly variable transmission of maxim γ 0max from minimum value γ 0min as its speed ratio γ 0.
When making switch clutch C0 or drg B0 engagement when power splitting mechanism 16 is placed in stepless gearshift, mechanism 16 enters lockup state or non-differential state, and differential function is unavailable in this state.More specifically, when switch clutch C0 meshes, the first sun wheel S1 connects together with the first planetary wheel carrier CA1, make power splitting mechanism 16 be placed in lockup state or non-differential state, wherein first compound planet gear 24 comprises that three rotating elements of the first sun wheel S1, the first planetary wheel carrier CA1 and the first gear ring R1 can be used as the one unit rotation, make toric transmission part 11 also be placed in non-differential state.In this non-differential state, make the rotating speed of driving engine 8 and the rotating speed of power transmission members 18 be equal to each other, therefore power splitting mechanism 16 is placed in the fixed speed ratio gearshift or a grade gearshift is arranged, and wherein mechanism 16 is as having the change-speed box that equals 1 fixed speed ratio γ 0.When being engaged when switching drg B0 replacement switch clutch C0, the first sun wheel S1 is fixed to case of transmission 12, makes power splitting mechanism 16 be placed in locking or non-differential state, and wherein the first sun wheel S1 is non-rotatable.Because make the rotating speed of the gear ring R1 that wins be higher than the rotating speed of the first planetary wheel carrier CA1, so toric transmission part 11 is placed in the fixed speed ratio gearshift or a grade gearshift is arranged, wherein mechanism 16 is as the speedup change-speed box that has than 1 little fixed speed ratio (for example about 0.7).Therefore, the friction Coupling device that adopts switch clutch C0 and drg B0 form is as differential state switching device, it can be operated and optionally toric transmission part 11 be placed stepless gearshift (differential state) and lockup state or a grade gearshift is arranged, but mechanism 16 can be used as its speed ratio continually varying electric steplessly variable transmission in stepless gearshift, at lockup state or have that mechanism 16 can not be used as electric steplessly variable transmission in grade gearshift, back one state is fixed speed ratio gearshift (a non-differential state), and wherein mechanism 16 is as comprising single gear with a speed ratio or the change-speed box with a plurality of gears of different speed ratios.
Automatic transmission with hydraulic torque converter part 20 comprises single-stage planetary gear type second compound planet gear 26, single-stage planetary gear type the third line star gear cluster 28 and single-stage planetary gear type fourth line star gear cluster 30.Second compound planet gear 26 comprises: the second sun wheel S2; The second planetary wheel P2; The second planetary wheel carrier CA2, it supports the second planetary wheel P2 makes the second planetary wheel P2 and can rotate around the axis of the second sun wheel S2 around its axis rotation; With by the second planetary wheel P2 and with the second sun wheel S2 ingear, the second gear ring R2.For example, second compound planet gear 26 has about 0.562 transmitting ratio ρ 2.The third line star gear cluster 28 comprises: the 3rd sun wheel S3; The third line star gear P3; The third line star wheel frame CA3, it supports the third line star gear P3 makes the third line star gear P3 and can rotate around the axis of the 3rd sun wheel S3 around its axis rotation; With by the third line star gear P3 and with the 3rd sun wheel S3 ingear the 3rd gear ring R3.For example, the third line star gear cluster 28 has about 0.425 transmitting ratio ρ 3.Fourth line star gear cluster 30 comprises: the 4th sun wheel S4; Fourth line star gear P4; Fourth line star wheel frame CA4, it supports fourth line star gear P4 makes fourth line star gear P4 and can rotate around the axis of the 4th sun wheel S4 around its axis rotation; With by fourth line star gear P4 and with the 4th sun wheel S4 ingear the 4th gear ring R4.For example, fourth line star gear cluster 30 has about 0.421 transmitting ratio ρ 4.Under the situation that the number of teeth of the second sun wheel S2, the second gear ring R2, the 3rd sun wheel S3, the 3rd gear ring R3, the 4th sun wheel S4 and the 4th gear ring R4 is represented by ZS2, ZR2, ZS3, ZR3, ZS4 and ZR4 respectively, above-mentioned transmitting ratio ρ 2, ρ 3 and ρ 4 are represented by ZS2/ZR2, ZS3/ZR3 and ZS4/ZR4 respectively.
In automatic transmission with hydraulic torque converter part 20, the second sun wheel S2 and the 3rd sun wheel S3 are fixed to integratedly each other as one unit, optionally be connected to power transmission members 18 by second clutch C2, and optionally be fixed to case of transmission 12 by the first drg B1.The second planetary wheel carrier CA2 optionally is fixed to case of transmission 12 by the second drg B2, and the 4th gear ring R4 optionally is fixed to case of transmission 12 by the 3rd drg B3.The second gear ring R2, the third line star wheel frame CA3 and fourth line star wheel frame CA4 are fixed to each other and are fixed to output shaft 22 integratedly.The 3rd gear ring R3 and the 4th sun wheel S4 are fixed to each other integratedly, and optionally are connected to power transmission members 18 by first clutch C1.Thus, automatic transmission with hydraulic torque converter part 20 and power transmission members 18 second clutch C2 or the first clutch C1 and optionally being connected to each other by being used to set up automatic transmission with hydraulic torque converter part 20 gears.In other words, first clutch C1 and second clutch C2 cooperation are to be used as Coupling device, it can be operated the power transmission path (connecting toric transmission part 11 (power transmission members 18) and driving wheel of vehicle 38) that connects power transmission members 18 and automatic transmission with hydraulic torque converter part 20 is switched between power transmission state and power interruption state, vehicle drive force can be by power transmission path by transmission in the power transmission state, and vehicle drive force impassabitity power transmission path is by transmission in power interruption state.That is to say, when among engagement first clutch C1 and the second clutch C2 at least one the time power transmission path placed the power transmission state, and when unclamping first clutch C1 and second clutch C2, power transmission path is placed power interruption state.
Above-mentioned switch clutch C0, first clutch C1, second clutch C2, switching drg B0, the first drg B1, the second drg B2 and the 3rd drg B3 are the hydraulic operation friction Coupling devices that uses in traditional automatic transmission for vehicles.In these friction Coupling devices each is made of the multi-disc wet clutch that comprises a plurality of friction discs (being pressed against each other by hydraulic unit driver), perhaps be made of the external contracting drum brake that comprises a rotary drum and a band or two bands, described band is wrapped on the outer surface of rotary drum and at one end by the hydraulic unit driver tensioning.Among power-transfer clutch C0-C2 and the drg B0-B3 each is optionally meshed to be connected each power-transfer clutch or drg and to be placed in therebetween two members.
In the transmission mechanism 10 of as above constructing, by from above-mentioned switch clutch C0, first clutch C1, second clutch C2, switch the engagement action of the respective combination of the friction Coupling device of selecting drg B0, the first drg B1, the second drg B2 and the 3rd drg B3, optionally set up first gear (the first fast position) to one of the 5th gear (the 5th fast position), backing car gear (activation point backward) and Neutral Position, as shown in the table of Fig. 2.These gears have into different speed ratio γ (the drive shaft speed N that geometric series changes
IN/ output shaft speed N
OUT).Especially, notice that power splitting mechanism 16 is provided with switch clutch C0 and drg B0, therefore toric transmission part 11 can be selectively placed on fixed speed ratio gearshift and stepless gearshift by the engagement of switch clutch C0 or switching drg B0, mechanism 16 can be used as and comprises the single gear with a speed ratio or have the change-speed box of a plurality of gears of speed ratio separately in the fixed speed ratio gearshift, mechanism 16 can be used as toric transmission in stepless gearshift, as mentioned above.So in this transmission mechanism 10, by automatic transmission with hydraulic torque converter part 20 with by engagement switch clutch C0 or switch the toric transmission part 11 that drg B0 is placed in the fixed speed ratio gearshift and constitute step change transmission.Place the toric transmission part 11 of stepless gearshift to constitute toric transmission when in addition, neither one is engaged by automatic transmission with hydraulic torque converter part 20 with in switch clutch C0 and drg B0.In other words, transmission mechanism 10 has been switched to a grade gearshift by engagement switch clutch C0 and of switching among the drg B0, and by unclamping switch clutch C0 and drg B0 is switched to stepless gearshift.Toric transmission part 11 also is regarded as and can the change-speed box that switch between grade gearshift and the stepless gearshift be being arranged.
Be used as under the situation of step change transmission at transmission mechanism 10, for example, engagement action by switch clutch C0, first clutch C1 and the 3rd drg B3 set up have for example about 3.357 the most at a high speed than first gear of γ 1, and set up second gear with speed ratio γ 2 (being lower than speed ratio γ 1) of for example about 2.180 by the engagement action of switch clutch C0, first clutch C1 and the second drg B2, as shown in Figure 2.In addition, set up third gear by the engagement action of switch clutch C0, first clutch C1 and the first drg B1, and set up fourth speed position with speed ratio γ 4 (being lower than speed ratio γ 3) of for example about 1.000 by the engagement action of switch clutch C0, first clutch C1 and second clutch C2 with speed ratio γ 3 (being lower than speed ratio γ 2) of for example about 1.424.Set up the 5th gear with speed ratio γ 5 (being lower than speed ratio γ 4) of for example about 0.705 by first clutch C1, second clutch C2 and the engagement action of switching drg B0.In addition, the engagement action by second clutch C2 and the 3rd drg B3 is set up the backing car gear with speed ratio γ R (it is between speed ratio γ 1 and γ 2) of for example about 3.209.Set up Neutral Position N by only meshing switch clutch C0.
On the other hand, be used as under the situation of toric transmission at transmission mechanism 10, switch clutch C0 and switching drg B0 both are released, as shown in Figure 2, make toric transmission part 11 as toric transmission, the automatic transmission with hydraulic torque converter part 20 that is connected in series to toric transmission part 11 simultaneously is as step change transmission, be passed to the speed that rotatablely moves of first gear that places thus to the automatic transmission with hydraulic torque converter part 20 of one of fourth speed position, the rotating speed that is power transmission members 18 is changed continuously, makes the speed ratio that is placed in the drive system for the moment of above-mentioned gear when automatic transmission with hydraulic torque converter part 20 can change continuously on preset range.So the speed ratio of automatic transmission with hydraulic torque converter part 20 is being crossed on the adjacent gear and can changed continuously, the overall ratio γ T of transmission mechanism 10 can change continuously thus.
The alignment chart of Fig. 3 is represented relation between the rotating speed of rotating element in each gear of transmission mechanism 10 with straight line, and transmission mechanism 10 is by constituting as the toric transmission part 11 of stepless gear shift part or first gear shift part with as the automatic transmission with hydraulic torque converter part 20 that grade gear shift part or second gear shift part are arranged.The alignment chart of Fig. 3 is the rectangle two-dimensional coordinate system, and wherein the transmitting ratio ρ of compound planet gear 24,26,28,30 is taken as along transverse axis, and the relative rotation speed of rotating element is taken as along the longitudinal axis.Article three, lower one among horizon X1, X2, the XG, promptly horizon X1 represents 0 rotating speed, and in three horizons top one, promptly horizon X2 represents 1.0 rotating speeds, promptly is connected to the running velocity N of the driving engine 8 of input shaft 14
EHorizon XG represents the rotating speed of power transmission members 18.
The relative rotation speed of the 3rd rotating element (three element) RE3 of second rotating element (second element) RE2 that represents the first sun wheel S1 form respectively with power splitting mechanism 16 corresponding three perpendicular line Y1, the Y2 and the Y3 of toric transmission part 11, first rotating element (first element) RE1 of the first planetary wheel carrier CA1 form and the first gear ring R1 form.Distance between the adjacent perpendicular line of perpendicular line Y1, Y2 and Y3 is determined by the transmitting ratio ρ 1 of first compound planet gear 24.That is to say that the distance between perpendicular line Y1 and the Y2 is corresponding to " 1 ", and the distance between perpendicular line Y2 and the Y3 is corresponding to transmitting ratio ρ 1.In addition, corresponding to five perpendicular line Y4 of automatic transmission with hydraulic torque converter part 20, Y5, Y6, Y7 and Y8 represent to adopt the second and the 3rd sun wheel S2 that is fixed to integratedly each other respectively, the 4th rotating element (quaternary part) RE4 of S3 form, the 5th rotating element of the second planetary wheel carrier CA2 form (the 5th element) RE5, the 6th rotating element (the hexa-atomic) RE6 of the 4th gear ring R4 form, adopt the second gear ring R2 and the third and fourth planetary wheel carrier CA3 that are fixed to integratedly each other, the 7th rotating element of CA4 form (the 7th element) RE7, and the relative rotation speed that adopts the 8th rotating element (the 8th element) RE8 of the 3rd gear ring R3 be fixed to integratedly each other and the 4th sun wheel S4 form.Distance between the adjacent perpendicular line of perpendicular line Y4-Y8 is determined by transmitting ratio ρ 2, ρ 3 and the ρ 4 of second, third and fourth line star gear cluster 26,28,30.That is to say, sun wheel of each and the distance between the planetary wheel carrier be corresponding to " 1 " in second, third and the fourth line star gear cluster 26,28,30, and in these compound planet gears 26,28,30 planetary wheel carrier of each and the distance between the gear ring corresponding to transmitting ratio ρ.
Alignment chart with reference to Fig. 3, the power splitting mechanism 16 of transmission mechanism 10 (toric transmission part 11) is configured to: the first rotating element RE1 of first compound planet gear 24 (the first planetary wheel carrier CA1) is fixed to input shaft 14 (promptly arriving driving engine 8) integratedly, and optionally is connected to the second rotating element RE2 (the first sun wheel S1) by switch clutch C0; And this second rotating element RE2 is fixed to the first electrical motor M1, and optionally is fixed to case of transmission 12 by switching drg B0; And the 3rd rotating element RE3 (the first gear ring R1) is fixed to the power transmission members 18 and the second electrical motor M2, makes rotatablely moving of input shaft 14 be delivered to automatic transmission with hydraulic torque converter part (step change transmission part) 20 by power transmission members 18.Relation between the rotating speed of the first sun wheel S1 and the first gear ring R1 is represented by the angled straight lines L0 that passes the intersection point between line Y2 and the X2.
When by switch clutch C0 for example with switch the unclamping action of drg B0 and when transmission mechanism 10 placed stepless gearshift, raise or reduce rotating speed by controlling the antagonistic force that operation produced that the first electrical motor M1 produces electric energy, make the rotating speed of the first gear ring R1 that represents by the intersection point between line L0 and the perpendicular line Y3 be lowered or raise by the first represented sun wheel S1 of the intersection point between line L0 and the perpendicular line Y1.When switch clutch C0 is engaged, the first sun wheel S1 and the first planetary wheel carrier CA1 are connected to each other, and power splitting mechanism 16 is placed in the non-differential state of wherein above-mentioned three rotating elements as the one unit rotation, therefore straight line L0 aims at horizon X2, and power transmission members 18 is equaling engine speed N thus
ESpeed under rotate.On the other hand, when switching drg B0 is engaged, the rotation of power splitting mechanism 16 is stopped, and power splitting mechanism 16 is placed in non-differential state and is used as speed increasing mechanism, make line L0 have a down dip, make that thus the rotating speed of the first gear ring R1 that represented by the intersection point between line L0 and the Y3 is that the rotating speed of power transmission members 18 is higher than engine speed N at state shown in Figure 3
E, and be passed to automatic transmission with hydraulic torque converter part 20.
In automatic transmission with hydraulic torque converter part 20, the 4th rotating element RE4 optionally is connected to power transmission members 18 by second clutch C2, and optionally be fixed to case of transmission 12 by the first drg B1, and the 5th rotating element RE5 optionally is fixed to case of transmission 12 by the second drg B2, and the 6th rotating element RE6 optionally is fixed to case of transmission 12 by the 3rd drg B3 simultaneously.The 7th rotating element RE7 is fixed to output shaft 22, and the 8th rotating element RE8 optionally is connected to power transmission members 18 by first clutch C1.
When first clutch C1 and the 3rd drg B3 engagement, automatic transmission with hydraulic torque converter part 20 is placed in first gear.The rotating speed of output shaft 22 is fixed to the perpendicular line Y7 of rotating speed of the 7th rotating element RE7 of output shaft 22 and the intersection point between the angled straight lines L1 is represented in first gear by expression, and angled straight lines L1 passes the intersection point of the perpendicular line Y8 of expression the 8th rotating element RE8 rotating speed and horizon X2 and represents the perpendicular line Y6 of the 6th rotating element RE6 rotating speed and the intersection point between the horizon X1.Similarly, the rotating speed of the output shaft 22 in second gear that the engagement action by the first clutch C1 and the second drg B2 is set up is represented by the intersection point between the perpendicular line Y7 of the rotating speed of the 7th rotating element RE7 that is fixed to output shaft 22 by determined angled straight lines L2 of these engagement action and expression.The rotating speed of the output shaft 22 in the third gear that the engagement action by the first clutch C1 and the first drg B1 is set up is represented by the intersection point between the perpendicular line Y7 of the rotating speed of the 7th rotating element RE7 that is fixed to output shaft 22 by determined angled straight lines L3 of these engagement action and expression.The rotating speed of the output shaft 22 in the fourth speed position that the engagement action by first clutch C1 and second clutch C2 is set up is represented by the intersection point between the perpendicular line Y7 of the rotating speed of the 7th rotating element RE7 that is fixed to output shaft 22 by determined horizontal line L 4 of these engagement action and expression.First gear that is placed in engagement at switch clutch C0 to the fourth speed position, under the propulsive effort effect that is received from power splitting mechanism 16, the 8th rotating element RE8 with engine speed N
EIdentical speed rotation.When being engaged when switching drg B0 replacement switch clutch C0, under the propulsive effort effect that is received from power splitting mechanism 16, the 8th rotating element RE8 is being higher than engine speed N
ESpeed under rotate.By first clutch C1, second clutch C2 with switch the rotating speed of the output shaft 22 in the 5th gear that the engagement action of drg B0 sets up, represent by the intersection point between the perpendicular line Y7 of the rotating speed of the 7th rotating element RE7 that is fixed to output shaft 22 by determined horizontal line L 5 of these engagement action and expression.The intersection point that the rotating speed of output shaft 22 is fixed to by determined angled straight lines LR of these engagement action and expression between the perpendicular line Y7 of rotating speed of the 7th rotating element RE7 of output shaft 22 among the reverse gear position R that engagement action by second clutch C2 and the 3rd drg B3 is set up is represented.
Fig. 4 illustrates by the signal that the control electronics 40 of controlling transmission mechanism 10 is received is set, and the signal that produced of control electronics 40.This control electronics 40 comprise have CPU, the so-called microcomputer of ROM, RAM and input/output interface, and handle these signals according to the program that is stored among the ROM when being provided in the ephemeral data memory function of utilizing RAM, with the hybrid power drive controlling that realizes driving engine 8 and electrical motor M1 and M2 and the drive controlling of the gear shift control of automatic transmission with hydraulic torque converter part 20 for example.
Control electronics 40 is configured to receive various signals from various sensors shown in Figure 4 and switch, for example: the signal of the cooling water temperature of expression driving engine; The signal of the selected operating position of expression gear shifting handle; The work speed N of expression driving engine 8
ESignal; The signal of selected group value of the forerunner position of transmission mechanism 10 is represented in expression; The signal of expression M pattern (motor drive mode); The signal of expression air-conditioning serviceability; The signal of the corresponding speed of a motor vehicle of rotating speed of expression and output shaft 22; The signal of the temperature of the power fluid of expression automatic transmission with hydraulic torque converter part 20; The signal of the serviceability of expression Parking Brake; The signal of the serviceability of expression foot-operated brake; The signal of expression catalyst temperature; The signal of the work angle of expression acceleration pedal 46 (as shown in Figure 5); The signal of expression cam angle degree; Expression is to the signal of the selection of snowfield drive pattern; The signal of the longitudinal acceleration value of expression vehicle; Expression is to the signal of the selection of automatic cruising drive pattern; The signal of expression vehicle weight; The signal of the drive wheel speed of expression vehicle; Expression has the signal of serviceability of grade Gear-shift switch, and this has grade Gear-shift switch to be provided to toric transmission part 11 (power splitting mechanism 16) the fixed speed ratio gearshift of transmission mechanism 10 as step change transmission that be placed in one; The signal of representing stepless Gear-shift switch, this stepless Gear-shift switch are provided to toric transmission part 11 (power splitting mechanism 16) the transmission mechanism 10 stepless gearshift as toric transmission that is placed in one; The rotational speed N of representing the first electrical motor M1
M1Signal; And the rotational speed N of representing the second electrical motor M2
M2Signal.
Referring now to the functional block diagram of Fig. 5, it is used to explain the method for control transmission mechanism 10, i.e. the radical function of being carried out by control electronics 40.Control electronics 40 comprises switching control part 50, hybrid power control part 52, a grade gear shift control part 54 is arranged, figure memory device 56, high gear judgment part 62, acceleration pedal operation judges part 80 and propulsion source torque change restriction control part 82.There is grade gear shift control part 54 to be provided to judge whether the gear shift action of transmission mechanism 10 should take place, determines that promptly transmission mechanism 10 should be by gear shift to the first that gear to the 5th gear.Based on the detecting test of vehicle state of detected vehicle velocity V form and the detection output torque T of automatic transmission with hydraulic torque converter part 20
OUT, and making this according to gear shift border line chart (a grade gear shift control chart is arranged) and judge, gear shift boundary line figure is stored in the figure memory device 56 and the shift-down boundary line shown in the long and short dash line among the shift-up boundary line shown in the solid line and Fig. 5 in the presentation graphs 5.There are grade gear shift control part 54 order hydraulic control units 42 automatically determined gear to be arrived in 20 gear shift of automatic transmission with hydraulic torque converter part.More specifically, there are grade gear shift control part 54 order hydraulic control units 42 optionally to mesh and unclamp hydraulic operation friction Coupling device C1-C2, B1-B3, set up determined gear according to the table of Fig. 2.
Hybrid power control part 52 is configured to control driving engine 8 with high-efficiency operation, and control the first electrical motor M1 and the second electrical motor M2, the propulsive effort that produces by driving engine 8 and the second electrical motor M2 with optimization and during the first electrical motor M1 is as generator operation by the ratio of the antagonistic force of its generation, thus when transmission mechanism 10 is placed in stepless gearshift, promptly when toric transmission part 11 was placed in the differential state, control was as the speed ratio γ 0 of the toric transmission part 11 of electric steplessly variable transmission.For example, hybrid power control part 52 calculates the desired output of vehicle driver under the current driving speed of vehicle based on the operational ton Acc of acceleration pedal 46 and Vehicle Speed V, and requires output and requirement to calculate desired vehicle drive force by the electric energy growing amount of first electrical motor M1 generation based on the institute that calculates.Based on the vehicle drive force that requires that calculates, hybrid power control part 52 calculates the total output and the speed N of desired driving engine 8
E, and according to the total output and the speed N of the desired driving engine 8 that calculates
E, control the real output of driving engine 8 and by the electric energy growing amount of the first electrical motor M1.In other words, hybrid power control part 52 can be by control by the electric energy growing amount of the first electrical motor M1, for the given value of Vehicle Speed V be that the given speed ratio (for the given speed of power transmission members 18) of automatic transmission with hydraulic torque converter part 20 is controlled engine speed N
E
When being provided in the current selected gear of considering automatic transmission with hydraulic torque converter part 20, realizes by hybrid power control part 52 above-mentioned hybrid power control, with the driving that improves vehicle and the fuel economy of driving engine 8.In hybrid power control, toric transmission part 11 Be Controlled are as electric steplessly variable transmission, so that be the engine speed N of driving engine 8 efficient operation
E(expectation engine speed N
E *) and the rotating speed of vehicle velocity V and the power transmission members 18 determined by the selected gear of automatic transmission with hydraulic torque converter part 20 have the optimization cooperation.That is to say that hybrid power control part 52 is determined the expected value of the overall ratio γ T of transmission mechanism 10, makes driving engine 8 work according to the highest fuel-economy linearity curve of being stored (figure).The expected value of the overall ratio γ T of transmission mechanism 10 allows motor torque T
EWith speed N
EBe Controlled makes driving engine 8 provide with the needed output of the desired drive force vehicle of vehicle driver.Obtain the highest fuel-economy linearity curve by test, satisfying the expectation work efficiency and the highest fuel economy of driving engine 8, and it is defined within by engine speed N
EAxle and motor torque T
EIn the defined two-dimensional coordinate system of axle.The speed ratio γ 0 of hybrid power control part 52 control toric transmission parts 11 to obtain the expected value of overall ratio γ T, makes and can (for example between 13 and 0.5) control overall ratio γ T in preset range.
In hybrid power control, hybrid power control part 52 control inverters 58 make the electric energy that is produced by the first electrical motor M1 be fed to the electrical energy storage 60 and the second electrical motor M2 by inverter 58.That is to say, the main portion of the propulsive effort that is produced by driving engine 8 is mechanically transmitted to power transmission members 18, and the remainder of propulsive effort is consumed this part is converted to electric energy by the first electrical motor M1, this electric energy is fed to the second electrical motor M2 by inverter 58, makes the second electrical motor M2 by the operated mechanical energy that will be conveyed into power transmission members 18 that produces of electric energy of supplying.Thus, drive system is provided with electrical path, and the electric energy that is generated by the part conversion of the propulsive effort of driving engine 8 is converted into mechanical energy by this electrical path.This electrical path comprise with generate electric energy and by the second electrical motor M2 consume the relevant parts of the electric energy that generates.
Should also be noted that, hybrid power control part 52 can be set up so-called " electric motor starting and driving " pattern by the automatically controlled CVT function of utilizing toric transmission part 11, and no matter driving engine 8 is in off working state or is in idling mode, vehicle is only by starting as the electrical motor (for example second electrical motor M2) that drives propulsion source and driving in " electric motor starting and driving " pattern.Be used as the driving engine 8 of vehicle drive power source but not under the situation that electrical motor started at vehicle, 52 controls of hybrid power control part are as the antagonistic force of the first electrical motor M1 of electrical generator, increase the rotating speed of power transmission members 18 with differential function, control the vehicle launch that driving engine 8 carries out thus owing to power splitting mechanism 16.Vehicle is usually by motor starting, but under some situation of vehicle by driving engine 8 startings.
Hybrid power control part 52 can also remain on mode of operation with driving engine 8 owing to the automatically controlled CVT function of toric transmission part 11, and no matter whether vehicle static or travel under relatively low speed.For electric energy stored SOS in storage equipment 60 is reduced in the situation under the predetermined lower bound electrical energy storage 60 chargings, when stationary vehicle, can require the first electrical motor M1 as electrical generator.In the case, when even the work speed of the second electrical motor M2 that is determined by vehicle velocity V during stationary vehicle is substantially zero, because the differential function of power splitting mechanism 16, be operated to make the speed N of the driving engine 8 that under fair speed relatively, moves as the first electrical motor M1 of electrical generator
EAlso can be held to be high enough to allow self to move by driving engine 8.
Hybrid power control part 52 can also be by the running velocity N of the control first electrical motor M1
M1And/or the running velocity N of the second electrical motor M2
M2, and by the automatically controlled CVT function of toric transmission part 11 with engine speed N
ERemain unchanged, no matter whether stationary vehicle still operates under the relatively low speed.In other words, hybrid power control part 52 is provided in and keeps engine speed N
EUnmodified is controlled the running velocity N of the first electrical motor M1 simultaneously on demand
M1Or the running velocity N of the second electrical motor M2
M2The running velocity N that for example works as the second electrical motor M2
M2When being lowered, hybrid power control part 52 is at the running velocity N that reduces by the second electrical motor M2
M2And maintenance engine speed N
EUnmodified is controlled the first electrical motor M1 simultaneously to increase its running velocity N
M1
Hybrid power control part 52 can also place power interruption state with toric transmission part 11, and wherein the power transmission path in the change-speed box part 11 is disconnected to prevent the transmission of driving torque.By the first electrical motor M1 and the second electrical motor M2 are remained on free rotation state, promptly by preventing that the first electrical motor M1 and the second electrical motor M2 from producing reactive torque and setting up this power interruption state.
High gear judgment part 62 is configured to based on the vehicle detection state and according to being stored in gear shift border line chart in the figure memory device 56, judge transmission mechanism 10 should gear shift to gear whether be high gear, the 5th gear for example.Making this judges to judge and should mesh which of switch clutch C0 and drg B0 for transmission mechanism 10 is placed grade gearshift.
Otherwise switching control part 50 is configured to judge transmission mechanism 10 and should have switched to grade gearshift still from stepless gearshift, promptly by the output torque T of vehicle velocity V and automatic transmission with hydraulic torque converter part 20
OUTThe detection vehicle condition of expression is in the stepless gear shift zone that transmission mechanism 10 is placed stepless gearshift, still is in grade gear shift zone that has that transmission mechanism 10 is placed grade gearshift.Based on detecting vehicle-state and making this judgement according to the handoff boundary line chart (switching controls figure) that is stored in the figure memory device 56.An example of handoff boundary line chart is represented by dotted line among Fig. 6 and long and two-short dash line.Switching control part 50 is in stepless gear shift zone according to current vehicle condition or a grade gear shift zone is arranged, and transmission mechanism 10 has optionally been placed grade gearshift or stepless gearshift.
When switching control part 50 judges that detecting vehicle conditions is in when grade gear shift zone is arranged, switching control part 50 is forbidden 52 realization hybrid power controls of hybrid power control part or stepless gear shift control, and allow grade gear shift control part 54 and realize the predetermined grade gear shift control that has, automatic transmission with hydraulic torque converter part 20 realizes autoshift according to the gear shift border line chart that is stored in the Fig. 6 in the figure memory device 56 in grade gear shift control is arranged.Have in grade gear shift master mode at this, by suitable combination among engagement hydraulic operation friction Coupling device C0, C1, C2, B0, B1, B2 and the B3, set up in the gear of automatic transmission with hydraulic torque converter part 20 according to the selected gear of Fig. 6 gear shift border line chart, shown in the table of Fig. 2, the predetermined relationship between each gear of this table expression transmission mechanism 10 and the respective combination of friction Coupling device.This relation also is stored in the figure memory device 56.That is to say that toric transmission part 11 and automatic transmission with hydraulic torque converter part 20 be as there being a grade automatic transmission with hydraulic torque converter, it is according to the predetermined relationship of the gear shift border line chart of Fig. 6 and Fig. 2 and autoshift.
When high gear judgment part 62 has judged that transmission mechanism 10 should be by gear shift to the five gears, switching control part 50 order hydraulic control units 42 unclamp switch clutch C0 and drg B0 is switched in engagement, make that toric transmission part 11 can be as the auxiliary gear box that for example has 0.7 fixed speed ratio γ 0, transmission mechanism 10 is placed in the high gear with the what is called " hypervelocity gear " that is lower than 1.0 speed ratios on the whole thus.When high gear judgment part 62 does not judge that transmission mechanism 10 should gear shift to the five gears, switching control part 50 order hydraulic control units, 42 engagement switch clutch C0 also unclamp switching drg B0, make that toric transmission part 11 can be as the auxiliary gear box that for example has 1.0 fixed speed ratio γ 0, transmission mechanism 10 is placed in its speed ratio on the whole and is not less than 1.0 deceleration gear thus.Thus, when transmission mechanism 10 was placed in a grade gearshift (the automatic transmission with hydraulic torque converter part 20 that wherein is connected in series to toric transmission part 11 is as step change transmission), the toric transmission part 11 that can be used as auxiliary gear box under the control of switching control part 50 was placed in two gears in selected one.So when vehicle condition is in when having in grade gear shift zone, transmission mechanism 10 is on the whole as a grade automatic transmission with hydraulic torque converter is arranged.
Judged that when switching control part 50 detecting vehicle condition is in when transmission mechanism 10 placed the stepless gear shift zone of stepless gearshift, switching control part 50 order hydraulic control units 42 unclamp switch clutch C0 and switch drg B0 so that toric transmission part 11 is placed stepless gearshift.Simultaneously, switching control part 50 allows hybrid power control part 52 to realize hybrid power control, and order has one predetermined in 54 selections of grade gear shift control part and the maintenance gear, perhaps allows to carry out Automatic Shift Control according to being stored in the gear shift border line chart of storing in the figure memory device 56.Under one situation of back, there be the serviceability degree combination (except comprise the ingear combination of engagement switch clutch C0 and drg B0) of grade gear shift control part 54 by the friction Coupling device represented in the table of suitably selecting Fig. 2 to realize Automatic Shift Control.Thus, toric transmission part 11 is as toric transmission, and the automatic transmission with hydraulic torque converter part 20 that is connected in series to toric transmission part 11 is used as step change transmission, therefore transmission mechanism 10 provides sufficient vehicle drive force, make to be delivered to that to place first gear to the speed that rotatablely moves of the automatic transmission with hydraulic torque converter part 20 of one of fourth speed position be that the rotating speed of power transmission members 18 is changed continuously, therefore when automatic transmission with hydraulic torque converter part 20 be placed in one of above-mentioned gear when middle the speed ratio of transmission mechanism 10 on preset range, can change continuously.So the speed ratio of automatic transmission with hydraulic torque converter part 20 can change continuously by adjacent gear, the overall ratio γ T of transmission mechanism 10 changes serially thus.
Gear shift border line chart and handoff boundary line chart shown in Fig. 6 will be described in detail.Be stored in the figure memory device 56 and be used for judging that whether automatic transmission with hydraulic torque converter part 20 should be represented to be defined in gear shift boundary line in the rectangle two-dimensional coordinate system by the gear shift boundary line figure of gear shift, be taken as vehicle velocity V along an axle in this two-dimensional coordinate system, and be taken as the output torque T of automatic transmission with hydraulic torque converter part 20 along an axle
OUTThe value relevant of form with propulsive effort.In Fig. 6, solid line is represented shift-up boundary line, and long and short dash line is represented shift-down boundary line.Dotted line among Fig. 6 is represented the handoff boundary line, and it is represented by the handoff boundary line chart, and defines grade a gear shift zone and the stepless gear shift zone of having that is switched control part 50 uses.These handoff boundary lines are represented speed of a motor vehicle upper limit V1 and output torque upper limit T1, surpass these upper limits and just judge that vehicle is at a high speed or high output motoring condition.Fig. 6 also shows long and two-short dash line, and they depart from the handoff boundary line of dotted line with suitable control hysteresis amount, so optionally make with dashed lines and long and two-short dash line as the handoff boundary line.Handoff boundary line chart shown in Figure 6 is switched control part 50 and is used for according to vehicle velocity V and output torque T
OUTWhether be higher than predetermined upper limit value V1, T1, and judge that vehicle is in grade gearshift or stepless gearshift are arranged.This handoff boundary line chart and gear shift border line chart can be stored in the figure memory device 56, as composite diagram.The handoff boundary line chart can comprise at least one in the boundary line of representing speed of a motor vehicle upper limit V1 and output torque upper limit T1, and can only use two V parameter and T
OUTIn one.
Gear shift border line chart and handoff boundary line chart can be used to actual vehicle speed V and limit value V1 compares and with real output torque T
OUTWith limit value T1 compare the equation of storing substitute.In the case, when the actual vehicle speed V that detects surpasses upper limit V1, perhaps work as the output torque T of the automatic transmission with hydraulic torque converter part 20 that detects
OUTWhen surpassing upper limit T1, switching control part 50 has switched to transmission mechanism 10 in grade gearshift.Worsen or during fault in any function that detects parts of the first electrical motor M1, the second electrical motor M2, inverter 58 and electrical energy storage 60 (it is associated with above-mentioned electrical path and it can be used to toric transmission part 11 is operating as electric steplessly variable transmission) for example, even vehicle condition is in the stepless gear shift zone, switching control part 50 also can be configured to transmission mechanism 10 has been placed a grade gearshift.
The above-mentioned value relevant with propulsive effort is and the propulsive effort corresponding parameter of vehicle that it can be the output torque T of automatic transmission with hydraulic torque converter part 20
OUT, driving engine 8 output torque T
EThe perhaps driving torque or the propulsive effort of the accekeration of vehicle and drive wheel 38.Engine output torque T
ECan be based on operational ton Acc or the throttle opening (perhaps suction quantity, air/fuel ratio or fuel injection amount) and the engine speed N of acceleration pedal
EThe actual value of calculating, perhaps the motor torque T that the operational ton Acc or the throttle opening of acceleration pedal 46 is calculated based on the vehicle driver
EOr the estimated valve of the vehicle drive force that requires.Can be not only based on output torque T
OUTDeng and calculate the vehicular drive torque based on the speed ratio of differential gear equipment 36 and the radius of drive wheel 38, perhaps directly detect the vehicle driving torque by torque sensor etc.
For example, the upper limit V1 of the speed of a motor vehicle is confirmed as making that transmission mechanism 10 has been placed in a grade gearshift when vehicle velocity V is higher than upper limit V1.If transmission mechanism 10 is placed in stepless gearshift under higher relatively Vehicle Speed, then this determines that the possibility to minimizing the Vehicle Economy deterioration is very effective.Character of operation according to the first electrical motor M1 is determined output torque T
OUTUpper limit T1, the first electrical motor M1 is small-sized and makes the output of its maximum power less relatively, make when export at the height of vehicle driving engine in the motoring condition export the reactive torque of first electrical motor M1 when higher can be very not big.
With reference to Fig. 7, show gear shift zone switching figure, it is illustrated in the boundary line that defines grade gear shift zone and stepless gear shift zone in the two-dimensional coordinate system, and this two-dimensional coordinate system is by engine speed N
EAxle and motor torque T
EThe axle definition.The boundary line of gear shift zone switching figure is regarded as by engine speed N
EWith driving engine output N
TThe output line of defined driving engine 8.Represent and be switched control setup 50 to be used for judging that vehicle condition is to be in grade gear shift zone to be arranged or be in the figure of the handoff boundary line chart in stepless gear shift zone based on Fig. 7 by dotted line among Fig. 6.Switching control part 50 can use the gear shift zone switching figure of Fig. 7 to replace the handoff boundary line chart of Fig. 6 to judge that the detection vehicle condition is in stepless gear shift zone or a grade gear shift zone is arranged.
Grade gear shift zone that has by the definition of the handoff boundary line chart of Fig. 6 is defined as the wherein output torque T of automatic transmission with hydraulic torque converter part 20
OUTBe not less than the high torque (HT) zone (high output drive area) of predetermined upper limit T1, perhaps wherein vehicle velocity V is not less than the high-speed region of being scheduled to upper limit V1.So, as the torque T of driving engine 8
EWhen quite high or when vehicle velocity V is quite high, realize having a grade gear shift control, and work as the torque T of driving engine 8
EWhen quite low or when vehicle velocity V is quite low, promptly when driving engine 8 is in the normal output state, realize stepless gear shift control.Similarly, grade gear shift zone that has by the regional switching figure definition of the gear shift of Fig. 7 is defined as wherein motor torque T
EBe not less than predetermined upper limit T
E1The high torque (HT) zone, or engine speed N wherein
EBe not less than predetermined upper limit N
E1High speed range, perhaps alternatively be defined as wherein based on motor torque T
EWith speed N
EThe output of the driving engine 8 that calculates is not less than the high output area of preset limit value.So, as the torque T of driving engine 8
E, speed N
ERealize having a grade gear shift control when perhaps output is quite high, and work as the torque T of driving engine 8
E, speed N
EWhen perhaps output is quite low, promptly when driving engine 8 is in normal output state, realize stepless gear shift control.The boundary line of the gear shift zone switching figure of Fig. 7 can be regarded as high speed threshold line or high-engine output threshold line, the upper limit of its definition vehicle velocity V or driving engine output.
In above-mentioned present embodiment, under the low speed or the state that drives at moderate speed of vehicle, perhaps under the low output or middle output motoring condition of vehicle, transmission mechanism 10 is placed in stepless gearshift, has guaranteed the height fuel economy of hybrid vehicle.Be higher than in the high vehicle speeds of upper limit V1 in vehicle velocity V, transmission mechanism 10 is placed in the wherein output of driving engine 8 mainly is passed to drive wheel 38 by the mechanical power drive path grade gearshift that has, and makes to have improved fuel economy owing to having reduced the conversion loss (when toric transmission part 11 (power splitting mechanism 16) when being used as electric steplessly variable transmission this conversion loss can take place) of mechanical energy to electric energy.At output torque T
OUTBe higher than in the high output of the vehicle motoring condition of upper limit T1, transmission mechanism 10 also has been placed in a grade gearshift.So, only when the relatively low or median size of vehicle velocity V, when perhaps driving engine is exported relatively low or median size, transmission mechanism 10 just is placed in stepless gearshift, make that the institute's electric flux that requires can reduce to be produced by the first electrical motor M1 promptly must be from the maximum power of first electrical motor M1 transmission, can reduce the electric antagonistic force that requires of the first electrical motor M1 thus, the feasible size that requires that can minimize the first electrical motor M1 and the second electrical motor M2, and the size that requires that comprises the drive system of these electrical motors.Perhaps, in the height output motoring condition of vehicle, transmission mechanism 10 has been placed in a grade gearshift (fixed speed ratio gearshift), so engine speed N
EShift-up action with automatic transmission with hydraulic torque converter part 20 changes, and has guaranteed the engine speed N when automatic transmission with hydraulic torque converter part 20 upgrades
EComfortable rhythmic the variation, as shown in Figure 8.In other words, when driving engine was in high output state, it was more important than the needs that satisfy the vehicle driver and improve fuel economy to satisfy needs that the vehicle driver improves vehicular drive.Like this, transmission mechanism 10 has switched to a grade gearshift (fixed speed ratio gearshift) from stepless gearshift when driving engine output becomes quite high.So the vehicle driver is to exporting run duration engine speed N at the driving engine height
EComfortable rhythmic the variation please oneself, as shown in Figure 8.
Refer back to the block diagram of Fig. 5, acceleration pedal operation judges part 80 is configured to judge whether acceleration pedal 46 is operated.Signal based on the detecting operation amount Acc that represents acceleration pedal 46 is made this judgement, and this signal is received by control electronics 40.For example, when the variable quantity of the operational ton Acc of acceleration pedal 46 during greater than predetermined threshold, acceleration pedal operation judges part 80 judges that acceleration pedals 46 have been operated.Operational ton Acc represents the desired vehicle output of vehicle driver, and is a value relevant with propulsive effort.Operational ton Acc also represents the output of the desired driving engine 8 of vehicle driver, and can be by the suction quantity of the operation angle of throttle gate, driving engine 8 or fuel injection amount or from the operation angle and the engine speed N of throttle gate
EThe motor torque T that calculates
EEstimated valve replace.Acceleration pedal operation judges part 80 also changes the judgment part as motor torque, and it can be operated to export based on desired vehicle output or driving engine and judge motor torque T
EVariable quantity or rate of change whether greater than predetermined threshold.
When transmission mechanism 10 under the control of switching control part 50 in stepless gearshift with have when switching between grade gearshift; Released and engagement to be setting up respectively stepless gearshift and the switch clutch C0 of grade gearshift to be arranged or switch the engagement torque that brake B0 (in part sliding mode of clutch C0 or brake B0) in its engagement action process that transmission mechanism 10 is switched to grade gearshift is subjected to the discussion clutch C0 of institute or brake B0, and for example is subjected to the anti-torque of the first motor M1 the gearshift with transmission mechanism 10 is transformed into the process of grade gearshift from stepless gearshift. When transmission mechanism 10 when stepless gearshift has switched to grade gearshift, for example, the reactive torque of the first electrical motor M1 is reduced gradually, and the engagement torque of switch clutch C0 that is discussed simultaneously or switching drg B0 increases in its engagement process gradually.Because power splitting mechanism 16 is assigned to the first electrical motor M1 and power transmission members 18 with the output of driving engine 8, thus act on the first electrical motor M1 reactive torque and by switch clutch C0 or switch drg B0 in its engagement action torque transmitted corresponding to motor torque TESo, motor torque T
EVariation cause the variation of respective amount of the transmitting torque of the reactive torque of the first electrical motor M1 and switch clutch C0 or drg B0.The reactive torque of the first electrical motor M1 is from zero increase with to zero moment that reduces, and the switch clutch C0 that is discussed or drg B0 moment of being engaged and unclamping, be determined in advance as and make under the situation of engagement torque smooth change of the reactive torque of first electrical motor M1 when power splitting mechanism 16 is switched between differential state and non-differential (locking) state and switch clutch C0 that is discussed or drg B0, reduce to be delivered to the motor torque T of drive wheel 38
ERate of change.
As motor torque T
EWhen during the variation of the engagement torque of the reactive torque of the first electrical motor M1 and switch clutch C0 that is discussed or drg B0, changing, if switch clutch C0 that the reactive torque of the first electrical motor M1 was changed and is discussed in the predetermined moment or drg B0 are engaged at above-mentioned predetermined instant place and unclamp, then the driving torque of drive wheel 38 will change one with motor torque T
EThe corresponding amount of variable quantity.In the case, transmission mechanism 10 may and have in stepless gearshift and is subjected to very big switching shock when switching between grade gearshift.
Above-mentioned propulsion source torque changes restriction control part 82 and comprises that torque changes restriction judgment part 84, and it is provided to judge motor torque T in acceleration pedal operation judges part 80
EAfter will changing, judging transmission mechanisms 10 when switching control part 50 should need judge whether limiting engine torque T when stepless gearshift has switched to grade gearshift
EThe variation of the driving propulsion source torque of form., judge and need limiting engine torque T when stepless gearshift has switched to grade gearshift at transmission mechanism 10 if torque changes restriction judgment part 84
EVariation, then the propulsion source torque changes restriction control part 82 and is operated to control and reduces motor torque T during driving engine 8 reduces with the reactive torque at the engagement torque increase of discussed switch clutch C0 or drg B0 and the first electrical motor M1
ERate of change.That is to say that the propulsion source torque changes in the traverse time section (wherein the reactive torque of the first electrical motor M1 reduces and the engagement torque increase of switch clutch C0 or drg B0 to zero) that limits control part 82 and be provided in the gear shift of transmission mechanism 10 and reduces motor torque T
ERate of change.Reduce motor torque T in the whole process of the engagement action of switch clutch C0 or drg B0 when for example, the propulsion source torque changes restriction control part 82 and is provided in transmission mechanism 10 and switches to grade gearshift
ERate of change.
For example, the propulsion source torque changes restriction control part 82 and is configured to the aperture by reducing electronic throttle 94 (shown in Figure 5) or is ejected into fuel charge in the driving engine 8 by fuel injection equipment 96 (shown in Figure 5), perhaps carry out the timing of ignition of driving engine 8, temporarily reduce motor torque T by lated sparking equipment 98
EMagnification.
For example, by judging motor torque T
EIntensity of variation whether greater than (the motor torque T for example of the predetermined threshold among the ROM that is stored in control electronics 40
EMagnification whether be higher than the predetermined threshold that is stored among the ROM), make and change 84 pairs of judgment parts of restriction by torque and whether need limiting engine torque T
EThe judgement carried out of variation.Motor torque T by the test acquisition
EThis threshold value of Magnification is such unit time increase, promptly just needs restriction or reduce above-mentioned switching shock on this unit time increase.Torque changes restriction judgment part 84 based on the engine torque value T that estimates
ECome calculation engine torque T
EMagnification, the engine torque value T of this estimation
EBe based on the operational ton Acc (throttle of expression acceleration pedal 46
TH) and engine speed N
ECalculated signals go out, this signal is received by control electronics 40.
(the engagement torque that switch clutch C0 or drg B0 wherein are discussed increases in the traverse time section of the switching of transmission mechanism 10, simultaneously the reactive torque of the first electrical motor M1 increases) in, motor torque T under the situation that the hydraulic operation responsibility (engagement responsibility) of switch clutch C0 or drg B0 reduces
EIntensity of variation increase.Whether consider this fact, can whether be lower than predetermined threshold by the hydraulic operation responsibility of judging switch clutch C0 or drg B0, making should limiting engine torque T by 84 pairs of judgment parts of torque variation restriction
EThe judgement carried out of variation.In this, should note of the increase of hydraulic operation responsibility, promptly reduce along with the reduction of power fluid temperature along with the power fluid viscosity that is used for operating switch clutch C0 or drg B0.So torque changes restriction judgment part 84 and can be provided to when the temperature of power fluid is lower than predetermined threshold, judges motor torque T
EShould be limited.
With reference to the diagram of circuit of Fig. 9, will illustrate that switching shock reduces routine, this routine is carried out by control electronics 40 and is reduced the switching shock of transmission mechanism 10 when switching to grade gearshift from stepless gearshift.This switching shock reduces routine to be carried out repeatedly with approximate number millisecond to tens of milliseconds short period time.The sequential chart of Figure 10 shows in the propulsion source torque and changes under the control of restriction control part 82, and the transmission mechanism 10 that is caused by the operation of acceleration pedal 46 switches to the variation of various parameters the process of grade gearshift from stepless gearshift.
Switching shock reduces routine to begin with acceleration pedal operation judges part 80 corresponding step S1, judges whether acceleration pedal 46 is operated.Can whether greater than predetermined threshold, make this judgement by judging increase by the represented acceleration pedal 46 operational ton Acc of the signal that produces from the accelerator angle sensor and received by control electronics 40.If obtain negative decision ("No") at step S1, then control flow proceeds to step S6 keeping the current state of vehicle, and the performance period of this routine finishes.
If in step S1, obtain positive result ("Yes"), then at the time point t1 place shown in the sequential chart of Figure 10, control flow proceeds to and switching control part 50 corresponding step S2, to judge whether and transmission mechanism 10 need have been switched to a grade gearshift from stepless gearshift.Output torque T based on automatic transmission with hydraulic torque converter part 20
OUTAnd make this judgement.In the present embodiment, switching control part 50 is judged as the vehicle driver acceleration pedal 46 is jammed on the result of operation, output torque T
OUTWhether surpassed predetermined upper limit T1, as mentioned above.If obtain negative decision ("No") in step S2, then control flow proceeds to step S6, to finish the performance period of this routine.
If in step S2, obtain positive result ("Yes"), then at some t2 shown in Figure 10 and the time point place between the t3, control flow proceeds to the torque variation restriction judgment part 84 corresponding step S3 that change restriction control part 82 with the propulsion source torque, need to judge whether limiting engine torque T
EVariation, or rather, judge motor torque T
EMagnification whether be higher than predetermined threshold.As based on motor torque T
EAdditional or the alternative steps of this judgement of Magnification, the propulsion source torque changes restriction judgment part 84 and can be configured to judge and be engaged the switch clutch C0 that establishes grade gearshift or whether the hydraulic operation responsibility of drg B0 is lower than predetermined threshold, or rather, whether the temperature of judging the power fluid of hydraulic control unit 42 is lower than predetermined threshold.
If obtain negative decision ("No") in step S3, then this switching shock reduces a performance period end of routine.If in step S3, obtain positive result ("Yes"), then at time point t3 shown in Figure 10 and the time point place between the t5, control flow proceeds to the propulsion source torque and changes restriction control part 82 corresponding step S4, with the traverse time section that switches to grade gearshift at transmission mechanism 10 from stepless gearshift (wherein the engagement torque of switch clutch C0 or drg B0 increase and the reactive torque of the first electrical motor M1 reduce), limiting engine torque T
EIncrease (this increase begins, more specifically, be reduce since among the step S1 acceleration pedal 46 jam on caused by operations motor torque T
EMagnification).In the present embodiment in order to reduce motor torque T
EIncrease, the propulsion source torque changes restriction control part 82 and temporarily reduces the aperture of electronic throttle 94 or be ejected into fuel charge in the driving engine 8 by fuel injection equipment 96, perhaps postpones the timing of ignition of the driving engine 8 that undertaken by firing installation 98, as mentioned above.
And switching control part 50 corresponding step S5 are at time point t2 shown in Figure 10 and be performed simultaneously with step S4 basically during the time period between the t5, to forbid carrying out hybrid power control or stepless gear shift control by hybrid power control part 52, and order hydraulic control unit 42 to judge that in high gear judgment part 62 drg B0 was switched in engagement when transmission mechanism 10 should be by gear shift to the five gears simultaneously, perhaps 62 do not judge engagement switch clutch C0 when transmission mechanism 10 should be by gear shift to the five location in the judgment part.So the reactive torque of the first electrical motor M1 is reduced to zero, and the switch clutch C0 that is engaged or the engagement torque of drg B0 are increased to mesh switch clutch C0 or drg B0 fully.Be maintained in the specific example of the Figure 10 in the third gear at transmission mechanism 10, switch clutch C0 is engaged.
Sequential chart referring now to Figure 11, it shows at transmission mechanism 10 and switches to the variation of each parameter the process of stepless gearshift from grade gearshift is arranged, this handoff procedure is to change under the control of restriction control part 82 in the propulsion source torque, unclamps by switch clutch C0 that action carries out as the result of the unclamp operation of acceleration pedal 46.In this example, the step that whether becomes greater than predetermined threshold of the step S1 of Fig. 9 diagram of circuit decrease that is judged the operational ton Acc of acceleration pedal 46 replaces.Whether the step S2 of Fig. 9 diagram of circuit is judged transmission mechanism 10 and should replaces from the step that has grade gearshift to switch to stepless gearshift.In the example of Figure 11, the operational ton Acc of acceleration pedal 46 reduces in time point t1 place beginning motor torque T
EReduce begin at this time point place.The step S3 of Fig. 9 diagram of circuit is judged motor torque T
EThe reduction rate step that whether is higher than predetermined threshold replace.If obtain positive result in this step, then control flow proceeds to and the corresponding step of the step 4 of Fig. 9, to reduce motor torque T during the time period between time point t3 shown in the sequential chart of Figure 11 and the t5
EReduction rate.Then, during the time period between time point t3 and the t5, basically with reduce motor torque T
EThe step of reduction rate is side by side carried out the corresponding step with the step S5 of Fig. 9, to allow carrying out hybrid power control by hybrid power control part 52, and order hydraulic control unit 42 unclamps switch clutch C0, make the engagement torque of switch clutch C0 be reduced to zero, and the reactive torque of the first electrical motor M1 is increased to predetermined value.
In above-mentioned present embodiment, during being engaged engagement torque with the switch clutch C0 that transmission mechanism 10 (toric transmission part 11 or power splitting mechanism 16) switched to a grade gearshift (non-differential state, fixed speed ratio gearshift or lockup state) from stepless gearshift (differential state) or drg B0 and increasing, and be reduced to during zero motor torque T simultaneously at the reactive torque of the first electrical motor M1
EIncrease changed restriction control part 82 by the propulsion source torque and limit.Perhaps, released with during transmission mechanism 10 is reduced from the engagement torque that has grade gearshift to switch to the switch clutch C0 of stepless gearshift or drg B0, and during the reactive torque of the first electrical motor M1 increases simultaneously, motor torque T
EReduce or reduce changed restriction control part 82 by the propulsion source torque and limit.So, the engagement torque of switch clutch C0 or drg B0 is steadily increased (so that power-transfer clutch or drg are placed its complete engagement) or is reduced (to place it to be totally released state power-transfer clutch or drg), simultaneously the reactive torque of the first electrical motor M1 steadily is reduced to zero or increase to predetermined value, therefore can greatly reduce gearshift at transmission mechanism 10 in stepless gearshift with the switching shock of transmission mechanism 10 when switching between grade gearshift arranged.
The propulsion source torque that provides in the present embodiment changes restriction control part 82 and is configured to only at motor torque T
EThe intensity of variation time restriction motor torque T that is higher than predetermined threshold
EVariation.This is provided with and has prevented motor torque T effectively
ETo be higher than the rate variation of threshold value, the feasible shifting shock that can be minimized in stepless gearshift and toric transmission part 11 (power splitting mechanism 16) when switching between grade gearshift (differential and lockup state) is arranged, this shifting shock is with motor torque T
EIntensity of variation and increase.
Restriction motor torque T when as mentioned above, the propulsion source torque changes hydraulic operation responsibility that restriction control part 82 can be provided in switch clutch C0 or drg B0 and is lower than predetermined threshold
EVariation.This is provided with also to reducing motor torque T
EIntensity of variation (its reduction with the hydraulic operation responsibility of switch clutch C0 or drg B0 increases) effective, make can minimize toric transmission part 11 (power splitting mechanism 16) in stepless gearshift with shifting shock when switching between grade gearshift (differential and lockup state) arranged.
Other embodiment of the present invention will be described.In the following embodiments, with first embodiment in used identical label will be used on the identification function corresponding element.
Second embodiment
With reference to the block diagram of Figure 12, show control convenience according to second embodiment of the invention, it is configured to carry out the switching shock shown in the diagram of circuit of Figure 13 and reduces routine.Though be configured to control the driving engine 8 that comprises shown in Fig. 1 and 5 and the drive system of transmission mechanism 10 according to this control convenience of second embodiment, but control convenience comprises torque and reduces control part 86 and engagement ending phase judgment part 88 that the propulsion source torque that replaces being provided with among first embodiment changes restriction control part 82.
Engagement ending phase judgment part 88 is configured to judge will mesh the switch clutch C0 that establishes grade gearshift or switch the ending phase whether drg B0 is in its engagement action, and this engagement action judges that at switching control part 50 transmission mechanisms 10 should be when stepless gearshift have switched to grade gearshift.The engagement action that ending phase is defined as power-transfer clutch C0 or B0 is the part before it meshes constantly fully just.To mesh the switch clutch C0 that establishes grade gearshift or switch the ending phase that drg B0 is in its engagement action if engagement ending phase judgment part 88 is judged, then above-mentioned torque reduces control part 86 and begins to reduce vehicle drive power source (at least one among the driving engine 8 and the first electrical motor M1 and the second electrical motor M2 three, as described below) torque, the mesh impact of power-transfer clutch C0 or drg B0 when switching to grade gearshift to be limited in transmission mechanism 10.
To illustrate whether engagement ending phase 88 couples of switch clutch C0 in judgment part are in its engagement action ending phase and carry out judgment mode and 88 pairs of judgment parts and switch the ending phase whether drg B0 be in its engagement action and carry out judgment mode.
Be engaged transmission mechanism 10 is switched under the situation of grade gearshift at switch clutch C0, the rotating element of power splitting mechanism 16 meshes the back fully at this switch clutch C0 and rotates as one unit, therefore just before the moment that the engagement of switch clutch C0 is finished, be connected to the first electrical motor M1, the second electrical motor M2 and the separately speed N of driving engine 8 of rotating element to be equal to each other basically
M1, N
M2And N
ERotation.In other words, finally make speed N
M1, N
M2And N
ESynchronous speed when equaling switch clutch C0 and meshing fully.So, for example can be by judging the speed N of the first electrical motor M1 and the second electrical motor M2
M1And N
M2Between difference whether become less than predetermined threshold N
C0D(be lower than this threshold value then switch clutch C0 be regarded as being in basic engagement fully) made engagement ending phase 88 couples of switch clutch C0 in judgment part and whether is in the judgement that its engagement action ending phase is carried out.
Be engaged transmission mechanism 10 is switched under the situation of grade gearshift at switching drg B0, the rotating speed that meshes the back first sun wheel S1 at this switching drg B0 fully is the speed N of the first electrical motor M1
M1Become zero.So, for example can be by judging the speed N of the first electrical motor M1
M1Whether be reduced to predetermined threshold N
B0DUnder (be lower than this threshold value then switch drg B0 be regarded as being in basically engagement fully), make 88 pairs of engagement ending phase judgment parts and switch drg B0 and whether be in the judgement that its engagement action ending phase is carried out.
By testing the threshold value N among the ROM that obtains and be stored in control electronics 40
C0DAnd N
B0DBe such motor speed difference (N
M1-N
M2) or velocity amplitude N
M1, reduce reducing of control part 86 beginning vehicle drive power source torques in this difference or value place by torque, to effectively reduce the mesh impact of switch clutch C0 or switching drg B0.
When transmission mechanism 10 under the control of switching control part 50 when stepless gearshift has switched to grade gearshift, rotating speed at the rotating element of the engagement action process medium power distributor gears 16 of switch clutch C0 changes towards synchronous speed, and perhaps the rotating speed of sun wheel S1 reduces towards zero in the engagement action process of switching drg B0.The variation of rotating element speed causes moment of inertia to be added to the output torque T of toric transmission part 11 in the engagement action process of switch clutch C0 or switching drg B0
11On (output torque of power transmission members 18).Moment of inertia is added to output torque T
11On have at switch clutch C0 or produce the risk of mesh impact when switching drg B0 engagement.Moment of inertia and mesh impact with the engagement that is connected to two rotating elements each other by switch clutch C0 or the engagement action of switching drg B0 after the increase of relative velocity increase, engagement back relative velocity with the engagement of preceding two rotating elements of beginning engagement action before the increase of relative velocity increase.
The output torque T of toric transmission part 11
11Oscillatory changes after trending towards being subjected to switch clutch C0 or switching engagement after drg B0 meshes fully, and it is also by switch clutch C0 or switch the mesh impact that the engagement action of drg B0 causes and causes switch clutch C0 or switch drg B0.
Consider above-mentioned analysis, torque reduces control part 86 and is provided in engagement ending phase judgment part 88 judgement switch clutch C0 or switches drg B0 when being in the ending phase of its engagement action (being performed so that transmission mechanism 10 is switched to a grade gearshift from stepless gearshift in engagement action under the control of switching control part 50), reduces the output torque T of toric transmission part 11
11Output torque T
11This reduce restriction switch clutch C0 or switch the mesh impact of drg B0, the mesh impact that promptly reduces switch clutch C0 or switch drg B0 is an actv..In order to reduce output torque T
11Torque reduces control part 86 and is provided in and begins to reduce propulsion source torque (back will illustrate) after making moment of above-mentioned judgement by engagement ending phase judgment part 88, make the propulsion source torque reduce be performed predetermined torque and reduce the time period or under the reduction rate of being scheduled to, carry out.With the amplitude of propulsion source torque, switch clutch C0 or switch relative velocity, the output torque T of drg B0
11Engagement after under the situation about being associated such as the amplitude that changes of oscillatory, the pre-determined torque of propulsion source torque reduces the time period or reduction rate obtains and is stored among the ROM of control electronics 40 by test.
By reducing the torque of vehicle drive power source 8, M1, M2, promptly, reduce control part 86 by torque and reduce the propulsion source torque by in the output torque that reduces driving engine 8 and the first electrical motor M1 and the second electrical motor M2 at least one.For example, torque reduces to reduce motor torque T in the engine drive pattern that control part 86 is provided in vehicle (wherein driving engine 8 be used as drive propulsion source)
E, and in the motor drive mode of vehicle (wherein the second electrical motor M2 be used as drive propulsion source), reduce the output torque T of the second electrical motor M2
M2
The output torque T of toric transmission part 11
11Be torque T from driving engine 8 mechanical transfer to the first gear ring R1
R1The output torque T of (the first gear ring torque) and the second electrical motor M2
M2Sum.Has under the situation of transmitting ratio ρ 1 the reactive torque T of the first electrical motor M1 at first compound planet gear 24
M1, motor torque T
EWith the first gear ring torque T
R1Between relation by equation T
M1: T
E: T
R1=ρ 1: (1+ ρ 1): 1 expression.So, equal T
E/ (1+ ρ 1) or T
M1The first gear ring torque T of/ρ 1
R1With motor torque T
EOr reactive torque T
M1Proportional.Therefore, torque reduces control part 86 and is configured to by reducing the torque T of driving engine 8
E, the first electrical motor M1 torque T
M1Output torque T with the second electrical motor M2
M2In at least one, reduce the output torque T of toric transmission part 11
11In the stepless gearshift of transmission mechanism 10, produce reactive torque T by the first electrical motor M1
M1Present embodiment in, reactive torque T
M1Be regarded as the output torque of the first electrical motor M1.
Explanation is reduced the reactive torque T of the first electrical motor M1 of control part 86 realizations by torque
M1Reduce output torque T with the second electrical motor M2
M2Reduce.
In order to reduce motor torque T
E, for example torque reduces control part 86 and reduces the aperture of electronic throttle 94 or be ejected into fuel charge in the driving engine 8 by fuel injection equipment 96, perhaps postpones the timing of ignition of the driving engine 8 that undertaken by firing installation 98.In order to reduce reactive torque T
M1, torque reduces the electric energy generation that control part 86 order hybrid power control parts 52 reduce the first electrical motor M1 (that is the magnitude of current that produces in the operating period as the first electrical motor M1 of electrical generator).In order to reduce the output torque T of the second electrical motor M2
M2, torque reduces the magnitude of current that control part 86 order hybrid power control parts 52 reduce to be fed to by inverter 58 the second electrical motor M2.
Perhaps, torque reduces control part 86 and produces the vehicular drive torque in the opposite direction by the order hybrid power control part 52 control first electrical motor M1 and/or the second electrical motor M2, perhaps, reduce the propulsion source torque in that electrical energy storage 60 electrically-charged while produce powers are reclaimed braking torque.Thus, torque reduces control part 86 and is configured to by reducing the propulsion source torque, perhaps the first electrical motor M1 and/or the second electrical motor M2 produce reverse vehicular drive torque or produce power reclaims braking torque by controlling, and reduce the output torque T of toric transmission part 11
11To offset above-mentioned moment of inertia.
Torque reduces control part 86 and can be configured to by the order hybrid power control part 52 control first electrical motor M1 and/or the second electrical motor M2, make the rotating element of power splitting mechanism 16 change to switch clutch C0 or the synchronous speed switched after drg B0 meshes fully on one's own initiative, limit the generation of above-mentioned moment of inertia.Can be implemented the moment of inertia that replaces aforesaid way to the restriction of this mode of moment of inertia and offset, perhaps as its additional means.
Below with reference to the diagram of circuit of Figure 13, will illustrate that switching shock reduces routine, it carries out the switching shock when switching to grade gearshift from stepless gearshift with limiting transmission mechanism 10 by control electronics 40.This switching shock reduces routine to be carried out repeatedly with approximate number millisecond to tens of milliseconds short period time.The sequential chart of Figure 14 shows in torque and reduces under the control of control part 86, and the transmission mechanism 10 that causes as the operating result of acceleration pedal 46 switches to the variation of each parameter the process of grade gearshift from stepless gearshift.
Whether the switching shock of Figure 13 reduces routine to begin with acceleration pedal operation judges part 80 corresponding step S11, be operated to judge acceleration pedal 46.Whether the increase of operational ton Acc that can be by judging acceleration pedal 46 (represented by the signal that produces from the accelerator angle sensor and received by control electronics 40) makes this judgement greater than predetermined threshold.If in step S11, obtain negative decision ("No"), then control flow proceeds to step S16, to realize except reducing or limit control (perhaps keeping the current state of vehicle) the control of switching shock and a performance period end of this routine.
If in step S11, obtain positive result ("Yes"), then at the time point t1 place shown in the sequential chart of Figure 14, control flow proceeds to and switching control part 50 corresponding step S12, to judge whether and transmission mechanism 10 need have been switched to a grade gearshift from stepless gearshift.Output torque T based on automatic transmission with hydraulic torque converter part 20
OUTAnd make this judgement.In the present embodiment, switching control part 50 is judged as the vehicle driver acceleration pedal 46 is jammed on the result of operation, output torque T
OUTWhether surpassed predetermined upper limit T1, as mentioned above.When acceleration pedal operation judges part 80 judges that transmission mechanisms 10 should be switched to grade gearshift, switching control part 50 order hybrid power control parts 52 are forbidden hybrid power control or stepless gear shift control, and order hydraulic control unit 42 to judge that in high gear judgment part 62 drg B0 was switched in engagement when transmission mechanism 10 should be by gear shift to the five gears simultaneously, perhaps 62 do not judge engagement switch clutch C0 when transmission mechanism 10 should be by gear shift to the five location in the judgment part.If obtain negative decision ("No") in step S12, then control flow proceeds to above-mentioned steps S16, and finishes the performance period of this routine.
If in step S12, obtain positive result ("Yes"), then control flow proceeds to and meshes ending phase judgment part 88 corresponding step S13, the switch clutch C0 that is engaged with judgement or switch the ending phase whether drg B0 is in its engagement action.Step S13 is repeated until and obtains positive result ("Yes") in step S13.In the specific example of Figure 14, transmission mechanism 10 has been switched to a grade gearshift by engagement switch clutch C0.In this example, during the time period between time point t1 shown in the sequential chart of Figure 14 and the t4, by judging electromotor velocity N
M1And N
M2Between velocity contrast whether become less than predetermined threshold N
C0D, make the judgement among the step S13.Switching drg B0 by engagement transmission mechanism 10 is switched under the situation of grade gearshift, by judging speed N
M1Whether be reduced to predetermined threshold N
B0DUnder make and switch the judgement whether drg B0 is in its engagement action ending phase.
If in step S13, obtain positive result ("Yes"), then control flow proceeds to torque and reduces control part 86 corresponding step S14, with at the time point t4 place shown in the sequential chart of Figure 14, by reducing the output torque T that the propulsion source torque begins to reduce toric transmission part 11
11For example, the torque T of driving engine 8
E, the first electrical motor M1 torque T
M1Torque T with the second electrical motor M2
M2In at least one be reduced at step S14 place.The reducing of propulsion source torque is performed predetermined torque and reduces the time period or carry out under predetermined reduction rate, and this time period or reduction rate are with amplitude, the switch clutch C0 of propulsion source torque or switch relative velocity, the output torque T of drg B0
11Engagement after under the situation about being associated such as the amplitude that changes of oscillatory, obtain and be stored among the ROM of control electronics 40 by test.In the example of Figure 14, it is time period between time point t4 and the t6 that pre-determined torque reduces the time period.
Basically with step S14 in output torque T
11When reducing to begin, carry out the engagement of finishing switch clutch C0 or switching drg B0 with switching control part 50 corresponding step S15.In the example of Figure 14, at the time point t4 place shown in Figure 14, switch clutch C0 is placed in its complete engagement so that transmission mechanism 10 has been switched to a grade gearshift.
Thus, reducing control part 86 according to the torque of the control convenience of second embodiment of the invention is provided in switch clutch C0 or switches in the ending phase of engagement action of drg B0 and reduce motor torque T
E, the first electrical motor M1 torque T
M1Torque T with the second electrical motor M2
M2In at least one, reduce the switching shock of transmission mechanism 10 (toric transmission part 11 or power splitting mechanism 16) transmission mechanism 10 when stepless gearshift (differential state) switches to a grade gearshift (fixed speed ratio gearshift, non-differential state or lockup state).
Perhaps, torque reduces control part 86 and is provided in switch clutch C0 or switches and reduce in the ending phase of engagement action of drg B0 because the moment of inertia that the rotation speed change of the rotating element of power splitting mechanism 16 produces, reduce transmission mechanism 10 from stepless gearshift to the switching shock that grade gearshift is arranged.
Reducing control part 86 in torque is provided to reduce under the situation of moment of inertia, this torque reduces the control part 86 control first electrical motor M1 and/or the second electrical motor M2, to offset the generation of moment of inertia or restriction moment of inertia, reduce transmission mechanism 10 with the shifting shock of its gearshift when stepless gearshift switches to grade gearshift.
The 3rd embodiment
With reference to the scheme drawing of Figure 15, show layout according to the transmission mechanism 70 of the Vehicular drive system of third embodiment of the invention, transmission mechanism 70 can be controlled by the control electronics among first or second embodiment.Though transmission mechanism 70 is different with the transmission mechanism 10 according to first embodiment of Fig. 1-11, transmission mechanism 70 by with control at the substantially the same control electronics of the above-mentioned control electronics 40 of second embodiment of first embodiment of Fig. 1-11 or Figure 12-14.Figure 16 is the table of various combination of the engagement of the gear and being used for of the expression transmission mechanism 70 hydraulic operation friction Coupling device of setting up these gears respectively, and Figure 17 is the alignment chart that is used to explain the gear-change operation of transmission mechanism 70.
Transmission mechanism 70 comprises toric transmission part 11, and it has the first electrical motor M1, power splitting mechanism 16 and the second electrical motor M2, with the same among first embodiment.Transmission mechanism 70 also comprises the automatic transmission with hydraulic torque converter part 72 with three forerunner positions.Automatic transmission with hydraulic torque converter part 72 is arranged between toric transmission part 11 and the output shaft 22, and is connected in series to toric transmission part 11 and output shaft 22 by power transmission members 18.Power splitting mechanism 16 comprises first compound planet gear 24, the switch clutch C0 of the single-stage planetary gear type with transmitting ratio ρ 1 of for example about 0.418 and switches drg B0, with the same among first embodiment.Automatic transmission with hydraulic torque converter part 72 comprises second compound planet gear 26 of the single-stage planetary gear type with transmitting ratio ρ 2 of for example about 0.532 and has the third line star gear cluster 28 of the single-stage planetary gear type of for example about 0.418 transmitting ratio ρ 3.Second sun wheel S2 of second compound planet gear 26 and the 3rd sun wheel S3 of the third line star gear cluster 28 are fixed to integratedly each other as one unit, optionally be connected to power transmission members 18 by second clutch C2, and optionally be fixed to case of transmission 12 by the first drg B1.Second planetary wheel carrier CA2 of second compound planet gear 26 and the 3rd gear ring R3 of the third line star gear cluster 28 are fixed to each other and are fixed to output shaft 22 integratedly.The second gear ring R2 optionally is connected to power transmission members 18 by first clutch C1, and the third line star wheel frame CA3 optionally is fixed to case of transmission 12 by the second drg B2.
In the transmission mechanism 70 of as above constructing, by from above-mentioned switch clutch C0, first clutch C1, second clutch C2, switch the engagement action of the respective combination of the friction Coupling device of selecting drg B0, the first drg B1 and the second drg B2, optionally set up first gear (the first fast position) to the fourth speed position one of (the 4th fast position), backing car gear (activation point backward) and Neutral Position, shown in the table of Figure 16.These gears have into different speed ratio γ (the drive shaft speed N that geometric series changes
IN/ output shaft speed N
OUT).Especially, notice that the power splitting mechanism 16 that is provided with switch clutch C0 and drg B0 can be selectively placed on fixed speed ratio gearshift and stepless gearshift by the engagement of switch clutch C0 or switching drg B0, can be used as change-speed box at fixed speed ratio gearshift medium power distributor gears 16, can be used as toric transmission as described above at stepless gearshift medium power distributor gears 16 with a plurality of fixed speed ratios.So in this transmission mechanism 70, by automatic transmission with hydraulic torque converter part 20 with by engagement switch clutch C0 or switch the toric transmission part 11 that drg B0 is placed in the fixed speed ratio gearshift and constitute step change transmission.In addition, place the toric transmission part 11 of stepless gearshift to constitute toric transmission when neither one is engaged among automatic transmission with hydraulic torque converter part 20 and switch clutch C0 and the drg B0.In other words, transmission mechanism 70 has been switched to a grade gearshift by engagement switch clutch C0 and of switching among the drg B0, and by unclamping switch clutch C0 and drg B0 is switched to stepless gearshift.
Be used as under the situation of step change transmission at transmission mechanism 70, for example, engagement action by switch clutch C0, first clutch C1 and the second drg B2 set up have for example about 2.804 the most at a high speed than first gear of γ 1, and set up second gear with speed ratio γ 2 (being lower than speed ratio γ 1) of for example about 1.531 by the engagement action of switch clutch C0, first clutch C1 and the first drg B1, as shown in figure 16.In addition, set up third gear by the engagement action of switch clutch C0, first clutch C1 and second clutch C2, and set up fourth speed position with speed ratio γ 4 (being lower than speed ratio γ 3) of for example about 0.705 by first clutch C1, second clutch C2 and the engagement action of switching drg B0 with speed ratio γ 3 (being lower than speed ratio γ 2) of for example about 1.000.In addition, the engagement action by the second clutch C2 and the second drg B2 is set up the backing car gear with speed ratio γ R (it is between speed ratio γ 1 and γ 2) of for example about 2.393.Set up Neutral Position N by only meshing switch clutch C0.
On the other hand, when transmission mechanism 70 is used as toric transmission, switch clutch C0 and switching drg B0 both are released, make toric transmission part 11 as toric transmission, the automatic transmission with hydraulic torque converter part 72 that is connected in series to toric transmission part 11 simultaneously is as step change transmission, be passed to the speed that rotatablely moves of first gear that places thus to the automatic transmission with hydraulic torque converter part 72 of one of third gear, the rotating speed that is power transmission members 18 is changed continuously, makes the speed ratio that is placed in the transmission mechanism for the moment 70 of above-mentioned gear when automatic transmission with hydraulic torque converter part 72 can change continuously on preset range.So the speed ratio of automatic transmission with hydraulic torque converter part 72 can be crossed over adjacent gear and change continuously, the overall ratio γ T of transmission mechanism 70 can change continuously thus.
The alignment chart of Figure 17 is represented relation between the rotating speed of rotating element in each gear of transmission mechanism 70 with straight line, and transmission mechanism 70 is by constituting as the toric transmission part 11 of stepless gear shift part or first gear shift part with as the automatic transmission with hydraulic torque converter part 72 that grade gear shift part or second gear shift part are arranged.The alignment chart of Figure 17 is represented the rotating speed of each element of toric transmission part 11 when switch clutch C0 unclamps with switching drg B0 both, with the rotating speed of these elements as switch clutch C0 or when switching drg B0 engagement, with identical among the last embodiment.
In Figure 17, represent to adopt the relative rotation speed of the 7th rotating element (the 7th element) RE7 of the 5th rotating element (the 5th element) RE5 of the 4th rotating element (quaternary part) RE4, the third line star wheel frame CA3 form of the second and the 3rd sun wheel S2 that is fixed to integratedly each other, S3 form, the 6th rotating element (the hexa-atomic) RE6 that adopts the second planetary wheel carrier CA2 that is fixed to integratedly each other and the 3rd gear ring R3 form and the second gear ring R2 form respectively corresponding to four perpendicular line Y4, Y5, Y6 and Y7 of automatic transmission with hydraulic torque converter part 72.In automatic transmission with hydraulic torque converter part 72, the 4th rotating element RE4 optionally is connected to power transmission members 18 by second clutch C2, and optionally be fixed to case of transmission 12 by the first drg B1, and the 5th rotating element RE5 optionally is fixed to case of transmission 12 by the second drg B2.The 6th rotating element RE6 is fixed to the output shaft 22 of automatic transmission with hydraulic torque converter part 72, and the 7th rotating element RE7 optionally is connected to power transmission members 18 by first clutch C1.
When first clutch C1 and second drg B2 engagement, automatic transmission with hydraulic torque converter part 72 is placed in first gear.The rotating speed of output shaft 22 is fixed to the perpendicular line Y6 of rotating speed of the 6th rotating element RE6 of output shaft 22 and the intersection point between the angled straight lines L1 is represented in first gear by expression, and angled straight lines L1 passes the intersection point of the perpendicular line Y7 of expression the 7th rotating element RE7 (R2) rotating speed and horizon X2 and represents the perpendicular line Y5 of the 5th rotating element RE5 (CA3) rotating speed and the intersection point between the horizon X1.Similarly, the rotating speed of the output shaft 22 in second gear that the engagement action by the first clutch C1 and the first drg B1 is set up, by by the determined angled straight lines L2 of these engagement action and the intersection point of representing to be fixed between the perpendicular line Y6 of rotating speed of the 6th rotating element RE6 (CA2, R3) of output shaft 22 represent.The rotating speed of the output shaft 22 in the third gear that the engagement action by first clutch C1 and second clutch C2 is set up is represented by the intersection point between the perpendicular line Y6 of the rotating speed of the 6th rotating element RE6 that is fixed to output shaft 22 by determined angled straight lines L3 of these engagement action and expression.First gear that is placed in engagement at switch clutch C0 to third gear, under the propulsive effort effect that is received from toric transmission part 11, the 7th rotating element RE7 with engine speed N
EIdentical speed rotation.When being engaged when switching drg B0 replacement switch clutch C0, under the propulsive effort effect that is received from toric transmission part 11, the 6th rotating element RE6 is being higher than engine speed N
ESpeed under rotate.By first clutch C1, second clutch C2 with switch the rotating speed of the output shaft 22 in the fourth speed position that the engagement action of drg B0 sets up, represent by the intersection point between the perpendicular line Y6 of the rotating speed of the 6th rotating element RE6 that is fixed to output shaft 22 by determined horizontal line L 4 of these engagement action and expression.
Also by constituting as the toric transmission part 11 of stepless gear shift part or first gear shift part with as the automatic transmission with hydraulic torque converter part 72 that grade gear shift part or second gear shift part are arranged, so this transmission mechanism 70 has the advantage similar to first embodiment according to the transmission mechanism 70 of this 3rd embodiment.
The 4th embodiment
Figure 18 shows the mutual change type switch 44 of selecting equipment with gearshift, but its M/C is selected the differential state or the non-differential state of power splitting mechanism 16, i.e. the stepless gearshift of selective transmission mechanism 10 an or grade gearshift is arranged.In the aforementioned embodiment, based on the vehicle condition that detects and automatically switch the gearshift of transmission mechanism 10,70 according to the gear shift zone switching figure of the handoff boundary line chart of Fig. 6 or Fig. 7.But, can manually switch the gearshift of transmission mechanism 10,70 by the M/C of mutual change type switch 44.That is, switching control part 50 can be arranged to be placed in its stepless shift pattern according to mutual change type switch 44 still a grade shift pattern, comes optionally transmission mechanism 10,70 to be placed stepless gearshift or a grade gearshift is arranged.Mutual change type switch 44 has first that is designated as " level is arranged " and the second portion that is designated as " stepless ", as shown in figure 18, and be placed on grade shift pattern and be placed on stepless shift pattern by push mutual change type switch 44 at its second portion by push mutual change type switch 44 in its first.For example, when the user wishes that transmission mechanism 10,70 is operating as toric transmission or wants to improve the fuel economy of driving engine, the mutual change type switch 44 of vehicle user M/C is to place stepless gearshift with transmission mechanism 10,70, when perhaps the gear shift action of wishing to be operating as the automatic transmission with hydraulic torque converter part 20 of step change transmission as the user causes the variation of engine speed, be placed on a grade gearshift.Mutual change type switch 44 can also have center position except stepless shift pattern with having grade shift pattern.In the case, when the user did not select the gearshift of expecting or wishes that transmission mechanism 10,70 is automatically placed stepless gearshift and one of grade gearshift is arranged, mutual change type switch 44 can be placed in its center position.
Though describe the preferred embodiments of the present invention in detail, be to be understood that the present invention can implement according to other modes with reference to accompanying drawing.
In the illustrated embodiment, the step S1 of Fig. 9 and S2, perhaps the step S11 of Figure 13 and S12 are expressed as according to the result of conduct to acceleration pedal 46 operations, output torque T
OUTThe vehicle driver of form require output whether to surpass upper limit T1, judge whether transmission mechanism 10,70 should switch to a grade gearshift from stepless gearshift.But, can make the judgement that whether should switch to grade gearshift among step S2 or the S12 to transmission mechanism 10,70 according to whether satisfying any other condition from stepless gearshift.For example, when detecting vehicle velocity V and surpassed predetermined upper limit V1, be in when having in grade gear shift zone when detecting vehicle condition by the gear shift zone switching figure of the handoff boundary line chart of Fig. 6 or Fig. 7 is defined, make toric transmission part 11 as the electric component of electric steplessly variable transmission (the first electrical motor M1 for example when operating, when any one the second electrical motor M2) has been found fault or function deterioration, perhaps when mutual change type switch 44 has been placed in grade shift pattern, can judge transmission mechanism 10,70 should switch to a grade gearshift from stepless gearshift.Be also noted that principle of the present invention can be applied to the switching with the simultaneous transmission mechanism 10,70 of the Automatic Shift Control of automatic transmission with hydraulic torque converter part 20,72.Though automatic transmission with hydraulic torque converter part 20,72 is according to the gear shift border line chart gear shift automatically of Fig. 6, but but automatic transmission with hydraulic torque converter part 20,72 can be come gear shift by the M/C such as the suitable M/C member of gear shifting handle, gear shifting handle has the manual forerunner position of hand shift automatic transmission with hydraulic torque converter part 20,72, and wherein automatic transmission with hydraulic torque converter part 20,72 by the automatic forerunner position of the selected gear in forerunner's gear of gear shift automatically.
Whether the engagement ending phase judgment part 88 (the step S13 of the diagram of circuit of Figure 13) that is provided with among second embodiment can be arranged to pass through the schedule time, judge whether switch clutch C0 is in the ending phase of its engagement action according to judging at switching control part 50 after transmission mechanism 70 should switch to moment of grade gearshift from stepless gearshift.The schedule time is that switch clutch C0 almost completely meshes needed time span, and this time span obtains and is stored among the ROM of control electronics 40 by test.
Among the step S14 of the diagram of circuit of Figure 13, realize that torque reduces to control to offset because the moment of inertia that velocity variations was produced of the rotating element of power splitting mechanism 16 in a second embodiment.But, this torque reduces to control that the torque of can mixed power-control section 52 carrying out reduces that control replaces or additional as it, hybrid power control part 52 is carried out these torques and is reduced to control the first electrical motor M1 and/or the second electrical motor M2, makes the rotating element of power splitting mechanism 16 on one's own initiative to switch clutch C0 or switch synchronous speed variation after drg B0 meshes fully.In the case, switch clutch C0 or switch drg B0 and be held to be placed in its engagement in lower at the relative rotation speed of two rotating elements that are connected to it, so the mesh impact of power-transfer clutch C0 or drg B0 can further be reduced.
In illustrational embodiment, when toric transmission part 11 (power splitting mechanism 16) is selectively placed on its differential state and non-differential state, transmission mechanism 10,70 is selectively placed on its stepless gearshift and one of grade gearshift is arranged, toric transmission part 11 can be used as electric steplessly variable transmission in the differential state, and toric transmission part 11 is as electric steplessly variable transmission in must the differential state.But, when toric transmission part 11 remains in the differential state, the speed ratio of this change-speed box part 11 can by level change and during discontinuous variation transmission mechanism 10,70 can be used as step change transmission.In other words, the differential of toric transmission part 11 and non-differential state do not need to correspond respectively to the stepless gearshift of transmission mechanism 10,70 and a grade gearshift is arranged, and toric transmission part 11 do not need can be stepless and have between grade gearshift and switch.Principle of the present invention can be applied to any transmission mechanism (its toric transmission part 11 or power splitting mechanism 16) that can switch between differential state and non-differential state.
In the power splitting mechanism 16 in illustrational embodiment, the first planetary wheel carrier CA1 is fixed to driving engine 8, and the first sun wheel S1 is fixed to the first electrical motor M1, and the first gear ring R1 is fixed to power transmission members 18 simultaneously.But this layout is optional.Driving engine 8, the first electrical motor M1 and power transmission members 18 can be fixed to any other element of selecting from three element CA1, S1 of first compound planet gear 24 and R1.
Though driving engine 8 directly is fixed to input shaft 14 in illustrational embodiment, driving engine 8 can be operably connected to input shaft 14 by any suitable structure of for example gear and belt, and does not need to be arranged to input shaft 14 coaxial.
In illustrational embodiment, the first electrical motor M1 and the second electrical motor M2 are arranged to input shaft 14 coaxial, and are respectively fixed to the first sun wheel S1 and power transmission members 18.But this layout is optional.For example, the first electrical motor M1 and the second electrical motor M2 can be operably connected to the first sun wheel S1 and power transmission members 18 respectively by gear or belt.
Though the power splitting mechanism 16 in illustrational embodiment is provided with switch clutch C0 and switches drg B0, power splitting mechanism 16 does not need to be provided with switch clutch C0 and switches drg B0.Though switch clutch C0 is provided to optionally the first sun wheel S1 and the first planetary wheel carrier CA1 are connected to each other, but switch clutch C0 can be provided to optionally the first sun wheel S1 and the first gear ring R1 are connected to each other, perhaps optionally connects the first planetary wheel carrier CA1 and the first gear ring R1.That is to say that switch clutch C0 can be configured to connect any two elements in three elements of first compound planet gear 24.
Though switch clutch C0 is engaged setting up Neutral Position N in transmission mechanism 10,70 in illustrational embodiment, switch clutch C0 does not need to be engaged and sets up Neutral Position.
The hydraulic operation friction Coupling device that is used as switch clutch C0, switching drg B0 etc. in illustrational embodiment can be replaced by magnetic-type, electromagnetic type or mechanical Coupling device, for example powder coupling (magnetic-powder clutch), magnetic clutch and engagement type claw clutch.
In illustrational embodiment, the second electrical motor M2 is fixed to power transmission members 18.But the second electrical motor M2 can be fixed to the rotating member of output shaft 22 or automatic transmission with hydraulic torque converter part 20,72.
In illustrational embodiment, automatic transmission with hydraulic torque converter part 20,72 is disposed in drive wheel 38 and as in the power transmission path between the power transmission members 18 of the output link of toric transmission part 11 or power splitting mechanism 16.But automatic transmission with hydraulic torque converter part 20,72 can be replaced by the power transmitting apparatus of any other type, for example as a kind of toric transmission (CVT) of automatic transmission with hydraulic torque converter.Under the situation that toric transmission (CVT) is set, when power splitting mechanism 16 was placed in the fixed speed ratio gearshift, transmission mechanism had been placed in a grade gearshift on the whole.The fixed speed ratio gearshift is defined as such state, and its medium power is mainly transmitted by the mechanical power drive path, and does not carry out transmission of power by electrical path.Having under grade control of gear shift control part of the data of storage representation predetermined speed ratios, toric transmission can be provided to set up the corresponding a plurality of pre-determined constant speed ratios of speed ratio with the gear of automatic transmission with hydraulic torque converter part 20,72.It shall yet further be noted that principle of the present invention can be applied to the Vehicular drive system that does not comprise automatic transmission with hydraulic torque converter part 20,72.
Though automatic transmission with hydraulic torque converter part 20,72 is connected in series to toric transmission part 11 by power transmission members 18 in illustrational embodiment, automatic transmission with hydraulic torque converter part 20,72 can be installed on the countershaft that is parallel to input shaft 14 or be arranged to countershaft coaxial.In the case, toric transmission part 11 and automatic transmission with hydraulic torque converter part 20,72 are operably connected to each other by suitable power transmitting apparatus or one group of two power transmission members (combination of for example a pair of counter gear and sprocket wheel and chain).
The power splitting mechanism 16 that is set to box of tricks in illustrational embodiment can be replaced by such differential gear equipment, and this differential gear equipment comprises by the miniature gears of driving engine 8 rotations and is operably connected to the first electrical motor M1 respectively and a pair of helical wheel of the second electrical motor M2.
Though constitute by a compound planet gear at illustrational embodiment medium power distributor gears 16, but power splitting mechanism 16 can be made of two or more compound planet gears, and is provided in and can be used as the change-speed box with three or more gears when being placed in its non-differential state (fixed speed ratio gearshift).
Though switch 44 is exchange change type switches in illustrational embodiment, switch 44 can be by single button switch, optionally be pressed into two button switchs, lever switch, the slipping switch in the operating position or can operate and select stepless gearshift (differential state) and have the switch of any other type of a state of expecting in grade gearshift (non-differential state) to replace.Mutual change type switch 44 can have or not have center position.Do not have under the situation of center position at mutual change type switch 44, extra switch can be set allow or forbid mutual change type switch 44.The function of this extra switch is corresponding to the center position of mutual change type switch 44.
Be to be understood that, according to above-mentioned instruction, other changes and modification that the present invention can it may occur to persons skilled in the art that.
The application is based on the Japanese patent application No.2004-196081 and the 2004-203946 that submit on July 1st, 2004 and July 9 respectively, and its content is contained in this by reference.
Claims (16)
1. control convenience that is used for Vehicular drive system, described Vehicular drive system comprises that (a) can operate the box of tricks (16) that the output of driving engine (8) is assigned to first electrical motor (M1) and power transmission members (18), (b) be arranged in second electrical motor (M2) in the power transmission path between the drive wheel (38) of described power transmission members and vehicle, it is characterized in that:
(c) can operate the differential state switching device (C0, B0) that described box of tricks (16) is optionally placed one of differential state and lockup state, can operate at box of tricks described in the described differential state and to carry out differential function, can not operate at box of tricks described in the described lockup state and carry out described differential function;
(d) switching control part (50), described switching control part can be operated and control described differential state switching device (C0, B0) described box of tricks (16) is optionally placed one of described differential state and described lockup state; With
(e) the propulsion source torque changes restriction control part (82), when described box of tricks (16) when switching between described differential state and described lockup state by described differential state switching device (C0, B0) under the control of described switching control part (50), described propulsion source torque changes the variation that the restriction control part can be operated the output torque that limits described driving engine (8).
2. control convenience as claimed in claim 1, wherein said Vehicular drive system comprises having described box of tricks (16), described second electrical motor (M2) and described differential state switching device (C0, B0) toric transmission part (11), and described differential state switching device can be operated described box of tricks is switched between described differential state and described lockup state, so that described toric transmission part is optionally placed stepless gearshift and one of grade gearshift is arranged, partly can work as electric steplessly variable transmission at toric transmission described in the described stepless gearshift, have toric transmission described in grade gearshift part to work to be described electric steplessly variable transmission described, and wherein when described toric transmission part (11) under the control of described switching control part (50) by described differential state switching device in described stepless gearshift with describedly have when switching between grade gearshift, described propulsion source torque changes the variation that restriction control part (82) can be operated the described output torque that limits described driving engine (8).
3. control convenience as claimed in claim 1 or 2, wherein when the intensity of variation of the described output torque of described driving engine was higher than predetermined threshold, described propulsion source torque changed the variation that restriction control part (82) reduces the described output torque of described driving engine.
4. control convenience as claimed in claim 1 or 2, wherein when the operation responsibility of described differential state switching device (C0, B0) was lower than predetermined threshold, described propulsion source torque changed the variation that restriction control part (82) reduces the described output torque of described driving engine.
5. control convenience that is used for Vehicular drive system, described Vehicular drive system comprises that (a) can operate the box of tricks (16) that the output of driving engine (8) is assigned to first electrical motor (M1) and power transmission members (18), (b) be arranged in second electrical motor (M2) in the power transmission path between the drive wheel (38) of described power transmission members and vehicle, it is characterized in that:
(c) can operate the differential state switching device (C0, B0) that described box of tricks (16) is optionally placed one of differential state and lockup state, can operate at box of tricks described in the described differential state and to carry out differential function, can not operate at box of tricks described in the described lockup state and carry out described differential function;
(d) switching control part (50), described switching control part can be operated and control described differential state switching device (C0, B0) described box of tricks (16) is optionally placed one of described differential state and described lockup state; With
(e) torque reduces control part (86), when described box of tricks (16) under the control of described switching control part (50) by described differential state switching device (C0, B0) when described differential state switches to described lockup state, described torque reduces control part (86) can operate in the output torque of the output torque of the output torque that reduces described driving engine (8), described first electrical motor (M1) and described second electrical motor (M2) at least one.
6. control convenience as claimed in claim 5, wherein said Vehicular drive system comprises having described box of tricks (16), described second electrical motor (M2) and described differential state switching device (C0, B0) toric transmission part (11), and described differential state switching device can be operated described box of tricks is switched between described differential state and described lockup state, so that described toric transmission part is optionally placed stepless gearshift and one of grade gearshift is arranged, partly can work as electric steplessly variable transmission at toric transmission described in the described stepless gearshift, have toric transmission described in grade gearshift part to work to be described electric steplessly variable transmission described, and wherein switched to describedly when grade gearshift is arranged under the control of described switching control part (50) from described stepless gearshift by described differential state switching device when described toric transmission part (11), described torque reduces control part (86) can operate in the described output torque that reduces described driving engine and described first electrical motor and described second electrical motor at least one.
7. control convenience that is used for Vehicular drive system, described Vehicular drive system comprises that (a) can operate the box of tricks (16) that the output of driving engine (8) is assigned to first electrical motor (M1) and power transmission members (18), (b) be arranged in second electrical motor (M2) in the power transmission path between the drive wheel (38) of described power transmission members and vehicle, it is characterized in that:
(c) can operate the differential state switching device (C0, B0) that described box of tricks (16) is optionally placed one of differential state and lockup state, can operate at box of tricks described in the described differential state and to carry out differential function, can not operate at box of tricks described in the described lockup state and carry out described differential function;
(d) switching control part (50), described switching control part can be operated and control described differential state switching device (C0, B0) described box of tricks (16) is optionally placed one of described differential state and described lockup state; With
(e) torque reduces control part (86), when described box of tricks under the control of described switching control part (50) by described differential state switching device (C0, B0) when described differential state switches to described lockup state, described torque reduces control part (86) and can operate and reduce because the moment of inertia of the described box of tricks that the velocity variations of described box of tricks (16) causes.
8. control convenience as claimed in claim 7, wherein said Vehicular drive system comprises having described box of tricks (16), described second electrical motor (M2) and described differential state switching device (C0, B0) toric transmission part (11), and described differential state switching device can be operated described box of tricks is switched between described differential state and described lockup state, so that described toric transmission part is optionally placed stepless gearshift and one of grade gearshift is arranged, partly can work as electric steplessly variable transmission at toric transmission described in the described stepless gearshift, have toric transmission described in grade gearshift part to work to be described electric steplessly variable transmission described, and wherein switched to describedly when grade gearshift is arranged under the control of described switching control part (50) from described stepless gearshift by described differential state switching device when described toric transmission part (11), described torque reduces control part (86) can operate the described moment of inertia that reduces described box of tricks (16).
9. as claim 7 or 8 described control conveniences, wherein said torque reduces control part (86) and reduces the described moment of inertia of described box of tricks (16) by at least one that control in described first electrical motor (M1) and described second electrical motor (M2).
10. as claim 1, each described control convenience in 5 and 7, wherein said box of tricks (16) comprises first element that is fixed to described driving engine (8), be fixed to second element and the three element that is fixed to described power transmission members (18) of described first electrical motor, and described differential state switching device (C0, B0) can operate and allow described first, second and three element relative to each other rotate, thus described box of tricks is placed described differential state, and can operate described first, second and three element couple together with as one unit rotation or make described second element keep static, thus described box of tricks is placed described lockup state.
11. control convenience as claimed in claim 10, wherein said differential state switching device comprises power-transfer clutch (C0) and/or drg (B0), described power-transfer clutch (C0) can be operated at least two in described first, second and the three element are connected to each other so that described first, second and three element are rotated as one unit, and described drg (B0) can be operated and described second element is fixed to static component makes described second element keep static.
12. control convenience as claimed in claim 11, wherein said differential state switching device comprise described power-transfer clutch (C0) and described drg (B0) both, and can operate and unclamp described power-transfer clutch and described drg thus described box of tricks (16) is placed in one described first, second and the three element described differential state that can relative to each other rotate in, and can operate and mesh described power-transfer clutch and unclamp described drg, perhaps mesh described drg and unclamp described power-transfer clutch to make that thus described box of tricks can be as speed ratio less than 1 speedup change-speed box to make that thus described box of tricks can be as having the change-speed box of speed ratio 1.
13. control convenience as claimed in claim 10, wherein said box of tricks are compound planet gear (24), and described first, second and three element are respectively planetary wheel carrier (CA1), sun wheel (S1) and the gear ring (R1) of described compound planet gear.
14. control convenience as claimed in claim 13, wherein said compound planet gear are the single-stage planetary gear tyves.
15. as each described control convenience in the claim 1,5 and 7, wherein said Vehicular drive system also comprises the automatic transmission with hydraulic torque converter part (20,72) that is arranged between described power transmission members (18) and the described drive wheel (38), and described Vehicular drive system has by the speed ratio of described differential part (16) and the determined overall ratio of speed ratio of described automatic transmission with hydraulic torque converter part.
16. control convenience as claimed in claim 15, wherein said automatic transmission with hydraulic torque converter partly are that a grade automatic transmission with hydraulic torque converter (20,72) is arranged.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2004196081A JP4134954B2 (en) | 2004-07-01 | 2004-07-01 | Control device for vehicle drive device |
| JP196081/2004 | 2004-07-01 | ||
| JP203946/2004 | 2004-07-09 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN1715088A CN1715088A (en) | 2006-01-04 |
| CN100377902C true CN100377902C (en) | 2008-04-02 |
Family
ID=35790503
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CNB2005100804475A Active CN100377902C (en) | 2004-07-01 | 2005-07-01 | Control device for vehicular drive system |
Country Status (2)
| Country | Link |
|---|---|
| JP (1) | JP4134954B2 (en) |
| CN (1) | CN100377902C (en) |
Families Citing this family (19)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP4229156B2 (en) * | 2006-09-06 | 2009-02-25 | トヨタ自動車株式会社 | Power output device and hybrid vehicle |
| JP4591472B2 (en) * | 2007-04-13 | 2010-12-01 | トヨタ自動車株式会社 | Control device for drive device for hybrid vehicle |
| JP2008290555A (en) * | 2007-05-24 | 2008-12-04 | Toyota Motor Corp | Control device for vehicular drive unit |
| JP4390005B2 (en) * | 2008-03-25 | 2009-12-24 | トヨタ自動車株式会社 | Vehicle control device |
| CN102224048A (en) * | 2008-11-20 | 2011-10-19 | 丰田自动车株式会社 | Controller of power transmission device for vehicle |
| JP2010254176A (en) * | 2009-04-27 | 2010-11-11 | Toyota Motor Corp | Controller for vehicle |
| JP2010254227A (en) * | 2009-04-28 | 2010-11-11 | Toyota Motor Corp | Control device for hybrid vehicle |
| CN102514478B (en) * | 2011-12-19 | 2014-11-12 | 深圳市佳华利道新技术开发有限公司 | Hybrid power driving system of vehicle and oil saving control method |
| JP5842937B2 (en) * | 2012-02-07 | 2016-01-13 | トヨタ自動車株式会社 | Shift control device and shift control method for hybrid vehicle |
| SE1250716A1 (en) * | 2012-06-27 | 2013-12-28 | Scania Cv Ab | Procedure for driving away a vehicle |
| JP6070716B2 (en) * | 2012-10-31 | 2017-02-01 | トヨタ自動車株式会社 | Vehicle travel control device |
| US8696514B1 (en) * | 2012-11-20 | 2014-04-15 | GM Global Technology Operations LLC | Method and apparatus for controlling engine operation in a multi-mode powertrain system |
| KR101534748B1 (en) * | 2014-08-13 | 2015-07-07 | 현대자동차 주식회사 | Power transmission system of hybrid electric vehicle |
| CN104973050B (en) * | 2015-07-14 | 2017-08-11 | 中国人民解放军装甲兵技术学院 | A kind of mixed power plant and its control method based on driving intention |
| JP2017105370A (en) * | 2015-12-10 | 2017-06-15 | トヨタ自動車株式会社 | Control apparatus for power transmission device |
| CN106183784B (en) * | 2016-08-30 | 2018-06-05 | 山东科技大学 | A kind of oil electric mixed dynamic automatic transmission and its method of work |
| CN110039988B (en) * | 2017-05-02 | 2020-07-24 | 北京理工大学 | Take commercial car hybrid transmission of slow-speed function |
| CN109578533B (en) * | 2017-09-29 | 2022-03-15 | 比亚迪股份有限公司 | Three-gear electric assembly and speed ratio determination method thereof |
| CN108749643B (en) * | 2018-04-17 | 2023-06-13 | 江西精骏电控技术有限公司 | Electric automobile starting torque direction detection device and detection method thereof |
Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2000002327A (en) * | 1998-06-16 | 2000-01-07 | Toyota Motor Corp | Shift control device for hybrid vehicle |
| JP2000346187A (en) * | 1999-06-04 | 2000-12-12 | Toyota Motor Corp | Hybrid vehicle and its control method |
| US6244368B1 (en) * | 1999-02-03 | 2001-06-12 | Mitsubishi Jidosha Kogyo Kabushiki Kaisha | Hybrid powered vehicle |
| JP2003034153A (en) * | 2001-07-23 | 2003-02-04 | Nissan Motor Co Ltd | Drive unit |
| US6629026B1 (en) * | 2002-04-12 | 2003-09-30 | Ford Motor Company | Hybrid electric vehicle with motor torque fill in |
| WO2003087846A2 (en) * | 2002-04-10 | 2003-10-23 | Luk Lamellen Und Kupplungsbau Beteiligungs Kg | Method for determining the rotational speed of a part, ascertaining the slipping of a continuously variable transmission (cvt), and for controlling a cvt, and a conical disc flexible drive transmission |
| CN1138651C (en) * | 1999-09-22 | 2004-02-18 | 本田技研工业株式会社 | Controller of mixing power vehicle |
-
2004
- 2004-07-01 JP JP2004196081A patent/JP4134954B2/en active Active
-
2005
- 2005-07-01 CN CNB2005100804475A patent/CN100377902C/en active Active
Patent Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2000002327A (en) * | 1998-06-16 | 2000-01-07 | Toyota Motor Corp | Shift control device for hybrid vehicle |
| US6244368B1 (en) * | 1999-02-03 | 2001-06-12 | Mitsubishi Jidosha Kogyo Kabushiki Kaisha | Hybrid powered vehicle |
| JP2000346187A (en) * | 1999-06-04 | 2000-12-12 | Toyota Motor Corp | Hybrid vehicle and its control method |
| CN1138651C (en) * | 1999-09-22 | 2004-02-18 | 本田技研工业株式会社 | Controller of mixing power vehicle |
| JP2003034153A (en) * | 2001-07-23 | 2003-02-04 | Nissan Motor Co Ltd | Drive unit |
| WO2003087846A2 (en) * | 2002-04-10 | 2003-10-23 | Luk Lamellen Und Kupplungsbau Beteiligungs Kg | Method for determining the rotational speed of a part, ascertaining the slipping of a continuously variable transmission (cvt), and for controlling a cvt, and a conical disc flexible drive transmission |
| US6629026B1 (en) * | 2002-04-12 | 2003-09-30 | Ford Motor Company | Hybrid electric vehicle with motor torque fill in |
Also Published As
| Publication number | Publication date |
|---|---|
| JP2006015878A (en) | 2006-01-19 |
| CN1715088A (en) | 2006-01-04 |
| JP4134954B2 (en) | 2008-08-20 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN100377902C (en) | Control device for vehicular drive system | |
| CN100546854C (en) | The control convenience of Vehicular drive system | |
| CN100509513C (en) | Control apparatus for controlling vehicle drive apparatus, and vehicle drive system including the control apparatus | |
| CN101242980B (en) | Control device of vehicle-use drive device | |
| CN100547266C (en) | The control apparatus that is used for driver for vehicle | |
| CN101180197B (en) | Controller of driver for vehicles | |
| CN100540348C (en) | The control convenience that is used for Vehicular drive system | |
| CN100427813C (en) | Control apparatus for controlling driving device of vehicle | |
| CN100455855C (en) | Control apparatus for use with driving device of vehicle | |
| CN101348114B (en) | Control apparatus for vehicular drive system | |
| KR101031198B1 (en) | Control device for vehicular drive system | |
| CN100377901C (en) | Control device for vehicular transmission mechanism | |
| CN102092276B (en) | Control apparatus for vehicular drive apparatus | |
| JP4371099B2 (en) | Power transmission control device | |
| CN101311015B (en) | Control device for vehicle power transmission system | |
| CN100513221C (en) | Controller of driving apparatus for cars | |
| CN101254786A (en) | Control system and control method of vehicular drive system | |
| CN101348072A (en) | Control device for hybrid vehicle power transmitting apparatus | |
| CN101362434B (en) | Control device for vehicle power transmitting apparatus | |
| CN101189151B (en) | Controller of driving system for vehicle | |
| CN101407173A (en) | Hybrid vehicle drive system | |
| CN101311016A (en) | Control device for vehicle power transmission system | |
| CN101451608B (en) | Control device for vehicular drive system | |
| CN101031445B (en) | Drive device for vehicle | |
| CN101048585B (en) | Controller of drive device for vehicle |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C06 | Publication | ||
| PB01 | Publication | ||
| C10 | Entry into substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| C14 | Grant of patent or utility model | ||
| GR01 | Patent grant |