CN103476615B - 用于机动车辆的混合式变速器，以及控制方法 - Google Patents

用于机动车辆的混合式变速器，以及控制方法 Download PDF

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Publication number
CN103476615B
CN103476615B CN201280016394.9A CN201280016394A CN103476615B CN 103476615 B CN103476615 B CN 103476615B CN 201280016394 A CN201280016394 A CN 201280016394A CN 103476615 B CN103476615 B CN 103476615B
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electrically powered
variator
powered machine
explosive motor
hybrid
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CN103476615A (zh
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N·弗雷莫
A·维尼翁
S-A·兰迪
A·凯特菲-谢里夫
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New H Power Transmission System Holdings Ltd
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Renault SAS
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    • B60W20/00—Control systems specially adapted for hybrid vehicles
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/30—Control strategies involving selection of transmission gear ratio
    • B60K35/28—
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • Y10S903/902—Prime movers comprising electrical and internal combustion motors
    • Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
    • Y10S903/904—Component specially adapted for hev
    • Y10S903/909—Gearing
    • 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
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    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00—Machine element or mechanism
    • Y10T74/19—Gearing
    • Y10T74/19023—Plural power paths to and/or from gearing
    • Y10T74/19051—Single driven plural drives

Abstract

本发明涉及一种用于机动车辆的混合式变速器，该机动车辆装配有一台热力发动机以及一个用于驱动的电动机器（7），该变速器包括两个同轴的主轴（1，6），这些主轴各自具有用于在一个辅轴（10）上的至少一个中间传动装置（4，8，9），该辅轴是被连接到该车辆的车轮上的，其特征在于该变速器具有用于将这两个主轴（1，6）耦合在一起的一个第一装置（5），所述装置能够占据至少三个位置，即在该位置中：该热力发动机与将该电动机器（7）连接到这些车轮上的传动系解除耦合（位置1）；该热力发动机在或不在该电动机器的帮助下驱动这些车轮（位置2）；以及该热力发动机和该电动机器（7）被耦合在一起以便使它们对应的用于这些车轮的扭矩相加（位置3）。

Description

用于机动车辆的混合式变速器，以及控制方法
技术领域
本发明涉及用于机动车辆的混合式变速器领域，该机动车辆一方面包括一台用于驱动的内燃发动机并且另一方面包括一个电动机器。
更确切地说，本发明涉及用于装配有用于驱动的内燃发动机和电动机器的机动车辆的一种混合式变速器，该变速器包括两个同轴的主轴，这些主轴各自支承至少一个齿轮以用于传动到一个与该车辆的车轮相连的辅轴上。
背景技术
混合式变速器具有的关键益处是对车辆传动系提供两种动力源(燃烧和电力)，在一种所谓的混合模式中可以联合由这些动力源供应的扭矩，或者可以分开地使用这些扭矩，在一种“纯燃烧模式”中该电动机器对该传动系不供应扭矩，或者在一种“纯电动”模式中该内燃发动机不对该传动系提供扭矩。还需要其他功能，如从静止状态或者在行驶时起动该内燃发动机的可能性、使用该电动机器作为一个起动机、或者使用该电动机器作为一个发电机以便对电池充电。
在其最简化的设计中，一种以上介绍的混合式变速器只在一个减速传动比上执行所有需要的功能，即，没有这种享受如常规变速器中存在的若干个前进挡的选项。
公开号US5433282披露了一种用于机动车辆的混合式变速器，该变速器本质上是由一个简单的行星齿轮系构成，该齿轮系的三个输出－行星架、太阳轮以及齿圈－被连接到内燃发动机、电动机器以及该车辆的车轮上。该内燃发动机、电动机器以及齿轮系是同轴的。一个自由轮被定位在该内燃发动机与该齿轮系的太阳轮之间。值得注意的是该自由轮允许联合来自于该电动机器的以及来自于该电动机器的贡献以用于驱动该车辆并且允许具有两个变速器传动比。然而，其适合特定行驶类型的能力是受到限制的，如典型的城市行驶和以纯电动模式在适中速度下的典型公路行驶、以及在高速下例如以纯燃烧模式的典型高速公路行驶。
发明内容
本发明寻求获得一种混合式变速器，其在电动模式和混合模式中具有至少两个不同的传动比并且在燃烧模式中具有专用于高速行驶的一个较高传动比。
为此，本发明提供了用于在两个主轴之间进行耦合的一个第一装置，该装置能够占据三个位置，在这些位置中：
-该内燃发动机与将该电动机器连接到这些车轮上的传动系解除耦合，
-该内燃发动机独立于该电动机器驱动这些车轮，
-该内燃发动机和该电动机器被耦合成使得它们对应的理应用于这些车轮的扭矩被联合。
根据一个具体实施例，这个变速器具有两个传动齿轮以用于从一个空心主轴传动到一个辅轴的多个惰轮，并且具有将这两个惰轮中的一个或另一个耦合到所述辅轴上的一个第二装置。
优选地，使用该电动机器作为唯一的动力源直到一个速度阈值，在该速度阈值处该内燃发动机被耦合到这些车轮上。
附图说明
通过阅读对本发明的一个非限定性的实施例的以下说明并参照附图，本发明的其他特征和优点将变得清楚明了，在附图中：
-图1是所提出的变速器的一个简图，
-图2展示了以电动模式用短时传动比起动和行驶，
-图3展示了以电动模式用中间传动比行驶，
-图4展示了以燃烧模式用长时传动比行驶，
-图5展示了以混合模式用短时传动比行驶，
-图6展示了以混合模式用中间传动比行驶，
-图7展示了在混合模式中以长时传动比使用内燃发动机并带有电动机器以中间传动比的介入，
-图8展示了空挡时使该车辆的电池再生，并且
-图9展示了该变速器的一种有利应用。
具体实施方式
这些图中展示的变速器包括一个实心的主轴1，该主轴通过一个过滤系统2(减振轮毂、“减震器”、双飞轮或类似物)而被直接连接到一台内燃发动机(未绘出)的飞轮3上。该实心轴1支承一个惰轮4，该惰轮可以通过一个第一耦合系统5(牙嵌式离合器、同步齿轮系或任何形式的渐进或非渐进式耦合器)而被连接到该实心轴上。一个空心主轴6被连接到一个电动机器7、优选是(尽管这不是必须的)盘状轴向式机器的转子上。在本发明的背景下还可以使用其他类型的电动机器，例如径向机器、带一个激励线圈或磁铁的机器、或者磁阻式机器。该空心轴6支承两个固定的齿轮8、9。空心轴6可以通过耦合系统5而被连接到实心主轴1上。一个辅轴10支承两个惰轮11和12。这些惰轮11、12可以通过一个第二耦合系统13(牙嵌式离合器、同步齿轮系、或某些其他形式的渐进或非渐进式耦合器)而被连接到该主轴上。该辅轴10还支承一个固定的齿轮14以及对一个差速器16传动的一个传动齿轮15，该差速器是连接到该车辆的车轮(未绘出)上的。
第一耦合装置5可以占据至少三个位置，在这些位置中：
-内燃发动机是与将电动机器7连接到这些车轮上的传动系解除耦合的(位置1)，
-内燃发动机在该电动机器补充或不补充电力的情况下驱动这些车轮(位置2)，并且
-内燃发动机和电动机器7被耦合成使得它们对应的理应用于这些车轮的扭矩被联合(位置3)。
在图2中，第一耦合系统5是断开的(位置1)，而第二耦合系统13是闭合的以便将短时传动比的惰轮12连接到辅轴10上。该变速器以该短时传动比或第一前进传动比处于电动模式。由该电动机器供应到空心主轴6上的扭矩通过第一固定齿轮8流动到惰轮12上。耦合系统13将齿轮12和轴10在旋转意义上连接。该扭矩从该辅助路线经过齿轮15流动到差速器16上。
在图3中，第一耦合系统5仍然是断开的(位置1)，而第二耦合系统13是闭合的以便将中间传动比的惰轮11连接到辅轴10上。该变速器以该中间传动比或第二前进传动比处于电动模式中。由电动机器7供应到空心主轴6上的扭矩通过第二固定齿轮9流动到惰轮114上。耦合系统13将齿轮11和轴10在旋转意义上连接。该扭矩从该辅助路线经过齿轮15流动到差速器16上。
在图4中，第一耦合系统5在是闭合的处于位置2，以便将实心轴1所支承的惰轮4连接到该轴上，而第二耦合系统13是断开的。变速器处在长时或第三传动比。该电动机器不供应扭矩。由该内燃发动机供应的扭通过齿轮4以及辅轴10的固定齿轮14流动到辅轴10上。照旧，该扭矩从该辅助路线经过齿轮15流动到差速器16上。
在图5中，第一耦合装置5是闭合的处于位置3，以便将实心轴1连接到该空心轴6上。第二耦合系统13是闭合的以便将短时传动比惰轮12连接到辅轴10上。该变速器以短时传动比处于混合模式。来自该内燃发动机以及来自该电动机器对传动系的贡献被联合。它们通过齿轮系8、12从空心主轴6传动到辅轴上。
在图6中，第一耦合装置5仍然是闭合的处于位置3，如图5。实心主轴1因此被连接到空心主轴6上。第二耦合系统13也是闭合的：中间传动比的惰轮11被连接到辅轴10上。该变速器以中间传动比处于混合模式。来自该内燃发动机以及来自该电动机器对传动系的贡献被联合。
在图7中，第一耦合系统5是闭合的处于位置2：该系统将实心主轴1所支承的惰轮4连接到该轴上。此外，第二耦合系统13是闭合的以便将中间传动比的惰轮11连接到辅轴10上。该变速器以长时传动比处于混合模式，联合来自该内燃发动机以及该电动机器的贡献。
在图8中，该第一耦合系统处于位置3，如处于图5和图6中所处的位置，即该系统在旋转意义上连接了实心主轴1和空心主轴6。第二耦合系统13是断开的。该变速器因此处于“空挡”。内燃发动机转而可以驱动该电动机器，该电动机器则作为一个发电机来运行以对该车辆的电池(未绘出)再充电。
第一耦合装置5的这三个位置以及第二耦合装置13的这种组合介入使得该变速器具有至少以下模式：
-位置1，有两个传动比(短时传动比和中间传动比)的电动模式(参见图2、图3)，
-位置2，有一个传动比(长时传动比)的燃烧模式(参见图4)，
-位置3，以短时传动比和以中间传动比联合这些扭矩的两种混合模式(参见图5和图6)，
-位置2，有长时传动比的混合模式(参见图7)，以及
-位置3，空挡电池恢复模式(参见图8)。
总而言之，该变速器具有三个传动比以及以下模式：一种有两个传动比的电动模式、一种有一个传动比的燃烧模式、一种有三个传动比的混合模式以及一种空挡电池恢复模式。
可以按照以下步骤在电动模式的第二传动比与燃烧模式的第三传动比之间进行切换：
-在不连接到该传动系上(位置1)的情况下，将该内燃发动机带到其同步速度，
-将该内燃发动机耦合到该传动系上(将该第一耦合装置切换到位置2)，并且
-切换走该电动机器并且断开该第二耦合装置。
混合模式的第二传动比到燃烧模式的第三传动比的切换可以由以下步骤实现：
-切换走该内燃发动机，
-使该内燃发动机解除耦合(使该第一耦合装置从位置3切换到位置1)，
-使这个解除耦合的内燃发动机与第三传动比同步，
-耦合该内燃发动机(使该第一耦合装置从位置1切换到位置2)，
-切换走该电动机器，并且
-断开该第二耦合装置。
图9展示了所提出的变速器的一个特别有利的但非限制性的应用。在此实例中，使用者采用一种使纯电力使用最大化的所谓的“每周”操作：为上至大约50Km/h的城镇行驶启用第一电力传动比，在该速度下换为对应于公路行驶的第二电力传动比。当需要的功率变得大时(例如超过90km/h)，该内燃发动机被起动并且接管，而该电动机器提供或不提供补充功率。
当电池电量变得低时，或者在使用者要求时，该系统可以切换到一种被称作“延长里程”或“长里程”操作的运行状态中。在这种模式中，在一次电力起动之后，该内燃发动机在速度允许时(在1500转每分钟，例如在16km/h时)立即被连接。最初的两个传动比于是变成混合模式的传动比，并且该电动机器本质上是用于再生。在高速公路上，这两个“城镇”和“公路”混合模式是通过使用该内燃发动机来补充的。传动比的变化是较小的，以便使来自于以高转速(例如增加到3600转每分钟)连接的内燃发动机的噪声最小化。最后，在该车辆驻停一段长的时期的情况下，可以触发“路边再充电”以便对电池再充电。
总而言之，所提出的变速器提供了大量可能的运行模式。具体地说，可以使用三个传动比，这是通过将该电动机器用作唯一动力源而以一个短时传动比来适合城镇行驶并且以一个中间传动比来适合公路行驶。高于一个阈值时，有可能切换到适合于高速公路行驶的长时传动比，其中该内燃发动机被耦合到这些车轮上(燃烧模式)。在燃烧模式中该电动机器可以被用作一个发电机以便对该车辆的电池再充电。
另一种良好使用该变速器的方式可以是使用该电动机器作为唯一动力源直到一个第二速度阈值，超过该阈值就以混合模式将该电动机器的动力源和该电动机器的动力源联合。
该电动机器还可以在混合模式下第一传动比与第二传动比之间进行切换过程中的内燃发动机暂时解除耦合期间对该变速器的同步进行干预。
最终，从该长时传动比燃烧模式，该电动机器可以耦合到该变速器上而作为该燃烧模式的一个补充动力源或者作为该燃烧模式下的一个发电机。

Claims (13)

1.一种用于机动车辆的混合式变速器，该机动车辆装备有一台内燃发动机以及一个用于驱动的电动机器(7)，该混合式变速器包括两个同轴的主轴(1，6)，这些主轴各自支承至少一个齿轮(4，8，9)以用于传动到一个辅轴(10)，该辅轴是被连接到该机动车辆的车轮上的，其特征在于，该混合式变速器具有用于在这两个主轴(1，6)之间耦合的一个第一耦合装置(5)，该第一耦合装置能够取至少三个位置，在这些位置中：
-在位置1，该内燃发动机与将该电动机器(7)连接到这些车轮上的传动系是解除耦合的，
-在位置2，该内燃发动机在该电动机器有补充或没有补充动力的情况下驱动这些车轮，并且
-在位置3，该内燃发动机和该电动机器(7)被耦合成使得它们对应的理应用于这些车轮的扭矩被联合,
所述主轴中的一个为实心主轴(1)，该实心主轴通过一个过滤系统(2)而被直接连接到内燃发动机的飞轮(3)上，该实心主轴支承一个惰轮，该惰轮能够通过第一耦合装置(5)而被连接到该实心主轴上。
2.根据权利要求1所述的混合式变速器，其特征在于，该电动机器(7)被连接到一个空心主轴(6)上。
3.根据权利要求2所述的混合式变速器，其特征在于，该变速器具有两个传动齿轮以用于从该空心主轴(6)传动到该辅轴(10)的多个惰轮(12，11)，并且具有将该辅轴的这些惰轮(12，11)中的一个或另一个耦合到该辅轴(10)上的一个第二耦合装置(13)。
4.根据权利要求3所述的混合式变速器，其特征在于，该第一耦合装置(5)的这三个位置以及该第二耦合装置(13)的组合介入使得该变速器具有以下模式：
-位置1的一种电动模式，
-位置2的一种燃烧模式，
-位置2和位置3的联合这些扭矩的多种混合模式。
5.根据权利要求4所述的混合式变速器，其特征在于，该混合式变速器具有一种有两个传动比的电动模式、一种有一个传动比的燃烧模式、一种有三个传动比的混合模式。
6.一种控制如以上权利要求3-5之一所述的混合式变速器的控制方法，该混合式变速器具有电动模式、燃烧模式、混合模式，其特征在于，使用该电动机器(7)作为唯一的动力源直到一个速度阈值，在该速度阈值处该内燃发动机被耦合到这些车轮上。
7.根据权利要求6所述的控制方法，其特征在于，该电动机器(7)被用作唯一的动力源直到一个速度阈值，超过该速度阈值该电动机器变成用于对该车辆的电池再充电的一个发电机。
8.根据权利要求7所述的控制方法，其特征在于，在与混合模式下短时传动比与中间传动比之间的切换相关的内燃发动机的暂时解除耦合过程中，该电动机器(7)可以作为使该混合式变速器同步的一个动力源。
9.根据权利要求6或7所述的控制方法，其特征在于，该电动机器(7)被用作唯一的动力源直到一个速度阈值，超过该速度阈值则联合该电动机器的动力和该内燃发动机的动力。
10.根据权利要求6至8之一所述的控制方法，其特征在于，从该电动模式中的中间传动比切换到该燃烧模式中的长时传动比涉及以下步骤：
-在不连接到该传动系上即在位置1的情况下，将该内燃发动机带到其同步速度，
-将该内燃发动机耦合到该传动系上，即将该第一耦合装置切换到位置2中，
-切换走该电动机器并且断开该第二耦合装置。
11.根据权利要求6至8之一所述的控制方法，其特征在于，从该混合模式中的中间传动比切换到该燃烧模式中的长时传动比涉及以下步骤：
-切换走该内燃发动机，
-使该内燃发动机解除耦合，即使该第一耦合装置从位置3切换到位置1，
-使这个解除耦合的内燃发动机与该长时传动比同步，
-耦合该内燃发动机，即使该第一耦合装置从位置1切换到位置2，
-切换走该电动机器，并且
-断开该第二耦合装置。
12.根据权利要求6至8之一所述的控制方法，其特征在于，该电动机器被耦合到该变速器上来作为来自燃烧模式的动力源。
13.根据权利要求6至8之一所述的控制方法，其特征在于，该电动机器作为一个动力源被耦合到该燃烧模式中。
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