CN109414983B - 用于控制机动车辆混合动力变速器的构件的方法、装置及车辆 - Google Patents

用于控制机动车辆混合动力变速器的构件的方法、装置及车辆 Download PDF

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CN109414983B
CN109414983B CN201780042469.3A CN201780042469A CN109414983B CN 109414983 B CN109414983 B CN 109414983B CN 201780042469 A CN201780042469 A CN 201780042469A CN 109414983 B CN109414983 B CN 109414983B
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electric machine
auxiliary electric
torque
vehicle
inverter
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CN109414983A (zh
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L·梅里耶纳
T·鲍曼
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New H Power Transmission System Holdings Ltd
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Renault SAS
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
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Abstract

本发明涉及一种用于控制用于机动车辆的混合动力变速器的方法，该机动车辆包括发动机、主电动机器和机械地旋转地与所述发动机相连的辅助电动机器；所述方法包括：在仅所述发动机被加载以转矩的运行阶段中调节通过该逆变器提供至所述辅助电动机器的电流的步骤，以便在所述辅助电动机器输出处确保零转矩；以及切断所述调节的步骤，在该步骤中该逆变器实现零电流，所述切断是在针对转矩设定点区域(C1，C2)所述辅助电动机器的转速绝对值小于预定阈值速度(N2)时被激活，在该转矩设定点区域中，所述辅助电动机器提供的转矩基本上与所述辅助电动机器产生的空载机械损失相对应。

Description

用于控制机动车辆混合动力变速器的构件的方法、装置及 车辆
本发明涉及机动车辆混合动力变速器领域。更具体地讲，本发明涉及一种用于控制机动车辆混合动力变速器的构件的方法，该机动车辆首先包括驱动燃烧发动机、并且其次包括主电动机器和称为高电压起动发电机(HSG)的辅助电动机器，该辅助电动机器机械地旋转链接至该燃烧发动机。
混合动力变速器使得机动车辆的动力传动系能够使用两个动力源 (分别是燃烧式和电动式)，其中，转矩贡献可以累积(混合动力模式)、或者单独地以电动机器不传送转矩的纯燃烧模式、或以燃烧发动机不对动力系传送转矩的纯电动模式使用。
已知混合动力变速器构造，在这些构造中动力传动系具有主电动机器和联接至燃烧发动机的辅助电动机器。这种辅助机器被称为高电压起动发电机(HSG)。这种辅助电动机器的存在有助于为变速器添加大量功能、尤其是就燃烧发动机的启动速度而言。图1是用于这种混合动力变速器构造的示例变速箱的示意图。变速器1被设计成内置于机动车辆中，该变速器首先具有驱动燃烧发动机2、其次具有主电动机器(未示出)和HSG辅助电动机器3。辅助电动机器3优选地(但不一定)是永磁体电机。变速器1具有主线4、副线5、以及辅助线6。在主线与副线之间、以及在主线与辅助线之间相应地安排了齿轮，从而将转矩从一个或多个马达传送至驱动机动车辆车轮的构件。
主线4具有使用任何适当手段连接至燃烧发动机2的实心主轴7、以及与实心主轴7共轴的空心主轴8。实心主轴承载着两个自由转动的惰轮7a、7b，这两个惰轮可以通过第一联接系统9(例如，牙嵌式离合器)选择性地链接至实心主轴。空心主轴承载两个固定齿轮8a、8b。
副线5是平行于主轴的实心副轴10。副轴10承载着两个自由转动的惰轮12a、12b，这两个惰轮可以通过第二联接系统11(例如，牙嵌式离合器)选择性地链接至副轴10。此副轴还承载两个固定齿轮10a、10b。
实心主轴7的第一惰轮7a与副轴10的第一固定齿轮10a啮合，以形成对应于变速器1的第二传动比的第一降档挡位。实心主轴7的第二惰轮7b与副轴10的第二固定齿轮10b啮合，以形成对应于变速器1的第四传动比的第二降档挡位。空心主轴8的两个固定齿轮8a、8b分别与副轴10的第一惰轮12a和第二惰轮12b啮合，以分别形成对应于主电动机器的第一比率EV1的第三降档挡位、以及对应于该主电动机器的第二比率EV2的第四降档挡位。副轴10承载的第二联接装置11使得这两个电动比率EV1和EV2能够接合。
辅助线6具有实心辅助轴13，该实心辅助轴平行于主轴和副轴、并且通过辅助电动机器的固定输入齿轮14与承载在实心辅助轴13上的固定辅助联接齿轮15啮合而联接至辅助电动机器3。实心辅助轴13承载着两个自由转动的惰轮13a、13b，这两个惰轮可以通过第三联接系统16 (例如，牙嵌式离合器)选择性地链接至实心辅助轴13。实心辅助轴13 的两个惰轮13a、13b分别与空心主轴8的第二固定齿轮8b、以及实心主轴7的第二惰轮7b啮合。
实心主轴7还承载着固定主联接齿轮17，该固定主联接齿轮与辅助轴的固定联接齿轮15啮合，从而确保运动持续传输至辅助轴13。因此，链接至实心主轴7的燃烧发动机2永久链接至辅助电动马达3。辅助电动马达被认为处于从动模式，并且因此其速度是机械地确定的。换言之，这两个马达(分别为燃烧发动机2和辅助电动马达3)根据齿轮传动链 14、15和17形成的比率以成比例的速度成系统地转动。在许多阶段，不需要辅助电动马达传送转矩。这通常发生在例如车辆在高速公路上的运动阶段期间，此时车辆仅需要来自燃烧发动机的转矩。
在这种情况下，尤其根据行驶情况确定待传送至车辆动力传动系中不同马达的最佳设定点的车辆能量管理法则识别动力传动系仅需要燃烧发动机来工作，所述法则确定主电动马达脱离接合，从而使主电动马达能够停止旋转。相反，由于上述变速器构造，HSG辅助电动马达不能脱离接合、并且根据燃烧发动机的速度继续转动、同时接收0nm的转矩设定点。
为了在辅助电动马达的输出轴上确保零转矩，必须在马达的这些阶段期间提供非常低的电流以便补偿由辅助电动马达旋转而产生的机械损失。换言之，在现有技术中，当零转矩设定点被发送至辅助电动马达时，控制辅助电动马达的逆变器必须调节非常低的电流，以在辅助电动马达的输出轴上确保零转矩。
在不需要辅助电动马达传送转矩的车辆运动阶段中，还需要优化对与燃烧发动机机械地相联接的辅助电动马达进行控制的逆变器的电力消耗。
此目的是通过使用一种用于控制机动车辆的混合动力变速器的构件的方法来实现，该机动车辆首先包括驱动燃烧发动机、并且其次包括主电动机器和机械地旋转链接至所述燃烧发动机的辅助电动机器，在所述方法中，根据每个所述构件之间的转矩分配选择来确定有待发送至所述构件的转矩设定点，所述方法包括：用于识别所述车辆的、其中仅需要所述燃烧发动机传送转矩的至少一个运动阶段的步骤；以及在所述运动阶段内的调节步骤，该步骤用于通过所述辅助电动机器的、链接至所述车辆的高电压电池的控制逆变器来调节供应至所述辅助电动机器的电流，以在所述辅助电动机器输出处确保零转矩，所述方法的特征在于，所述方法包括：
切断所述电流调节的步骤，在所述步骤中，所述逆变器传送零电流，所述切断所述调节的步骤在针对转矩设定点范围所述辅助电动机器的旋转速度的绝对值小于预定阈值速度时被激活，在该转矩设定点范围中由所述辅助电动机器传送的转矩基本上与所述辅助电动机器产生的空载机械损失相匹配。
有利地，所述预定阈值速度取决于车辆的高电压电池的电压。
优选地，该调节切断步骤是根据表激活的，该表提供了根据该车辆的高电压电池的电压的预定阈值速度。
优选地，该方法被实施用于辅助电动机器，该辅助电动机器是永磁体电机。
根据变体，所述辅助电动机器是绕线转子同步电动马达，当转子电流小于预定阈值电流时、非在与所述辅助电动机器的旋转速度相关的条件下，激活所述切断所述调节的步骤。
有利地，所述转矩设定点范围约以-0.3nm为中心，优选地在上下有 0.1nm的裕量。
优选地，当该调节切断步骤被激活时，排他地以断开状态使用该逆变器的电源开关。
本发明还涉及一种用于控制机动车辆混合动力变速器的构件的装置，该机动车辆首先包括驱动燃烧发动机、并且其次包括主电动机器和机械地旋转链接至所述燃烧发动机的辅助电动机器，所述装置具有电子控制单元，所述电子控制单元被设计成根据每个所述构件之间的转矩分配选择来确定有待被传送至所述构件的转矩设定点，所述电子控制单元被设计成用于识别所述车辆的、其中仅需要所述燃烧发动机传送转矩的至少一个运动阶段，并且在所述运动阶段内命令所述辅助电动机器的、链接至所述车辆的高电压电池的控制逆变器来调节供应至所述辅助电动机器的电流，以在所述辅助电动机器输出处确保零转矩，该装置的特征在于，所述电子控制单元被设计成用于触发切断逆变器的电流调节，从而使得逆变器传送零电流，所述切断在针对转矩设定点范围所述辅助电动机器的旋转速度的绝对值小于预定阈值速度时被激活，在该转矩设定点范围中由所述辅助电动机器传送的转矩基本上与所述辅助电动机器产生的空载机械损失相匹配。
有利地，所述电子控制单元被设计成根据表来激活切断所述逆变器的所述电流调节，所述表提供了根据所述车辆的高电压电池的电压的所述预定阈值速度。
此装置可以例如包括、或被内置在一个或多个处理器中。
本发明还提出一种包括混合动力变速器的机动车辆，该机动车辆首先包括驱动燃烧发动机、并且其次包括主电动机器和机械地旋转链接至所述燃烧发动机的辅助电动机器，所述车辆包括如上文所述的控制装置。
在以下作为非限制性实例并参照附图给出的本发明的具体实施例的说明中阐述了本发明的进一步的细节和优点，在附图中：
-图1是混合动力变速器的示意图，在该混合动力变速器中可以实施根据本发明的控制方法；
-图2是针对逆变器的电流调节的、根据本发明的原理的、在转矩/ 旋转速度平面中的截止区域的示意图，换言之，在此平面内限定的、其中控制辅助电动机器的逆变器被切换至“逆变器断开”模式(在该模式中逆变器停止调节电流)的区域。
本发明根据图1所展示的混合动力变速器构造旨在在车辆的运动阶段中优化对该HSG电动马达进行控制的逆变器的电力消耗，在这些运动阶段中，所述马达不需要传送转矩，但尽管如此仍以与燃烧发动机相同的速度进行转动，所述电动马达机械地链接至燃烧发动机。实际上，车辆存在多个运动阶段(通常包括高速公路上的长的行程)，在这些阶段中，不需要HSG电动马达，并且车辆仅需要由车辆的燃烧发动机传送转矩。已经观察到，通常，车辆的能量管理法则被设计成在识别出这样的运动阶段时，向HSG马达发送零转矩设定点，尽管如此仍需在电动马达的这些阶段中调节低电流以便补偿与燃烧发动机驱动旋转的电动马达相关的机械损失，这对于控制电动马达的逆变器的功率消耗具有负面影响。
此外，根据本发明的原理，当识别出仅需要来自燃烧发动机的转矩的车辆运动阶段时、非在调节辅助HSG电动机器中的电流至所需的零转矩，车辆的能量管理法则被设计成在满足预定条件时激活用于控制电动机器的逆变器的控制模式(称为“逆变器断开”)，在该控制模式中逆变器停止调节电流、提供零电流。
“逆变器断开”操作模式涉及控制逆变器的功率晶体管，这些功率晶体管是绝缘栅双极晶体管(IGBT)，从而所有晶体管都在开放状态下永久使用。
在此操作模式被激活时，逆变器停止从与逆变器相连接的高电压辅助电网中吸取任何电流，该逆变器由车辆的高电压电池供电。如果在高电压辅助网上不存在其他吸取，则电池的充电水平可以保持不变。
图2示出了在转矩/旋转速度平面中用于调节辅助电动机器中的电流的截止区域，使得一旦识别出仅需来自燃烧发动机的转矩的车辆运动阶段时，就可以确定用于“逆变器断开”操作模式的激活条件。此区域由图2中标记为Z1的阴影区域限定，该区域在一个边被限制在辅助电动机器的非零旋转速度-N2与N2之间，并且另一个边被限制在转矩值C1 与C2之间，这些转矩值对应于可调节转矩参数，这些可调节转矩参数提供了截止区域Z1定中心的转矩值的上和下的裕量，该转矩值对应于辅助电动机器产生的空载机械损失。
此外，图2中标记为Z2的阴影区域是辅助电动机器在零旋转速度 (或接近零，即绝对值小于50rpm)的零转矩设定点操作区域，在该零转矩设定点操作区域中逆变器也可以停止调节电流。具体地讲，这有助于防止用于调节零转矩设定点电流的能量消耗，因为在零或接近零的速度、且没有IGBT控制(即，所有的IGBT都是开放的)时，电动马达不产生转矩(具体地讲，在零旋转速度不存在机械损失)。然而，在运动时这个区域很少实现。
如图2所示，根据本发明，与对应于操作区域Z2的情况相比，可以延长操作区域Z1(在该操作区域中，可以命令逆变器停止调节)。实际上，对于永磁体马达HSG电动机器，只要高电压电池的供电电压Udc 大于马达的电动势(EMF)，逆变器的所有IGBT都可以是开放的以实现零电流。由于EMF与马达的速度成比例，因此如果速度的绝对值低于预定阈值速度N2，则可以根据高电压电池Udc的电压切断逆变器。与通过操作区域Z1所描述的具有零转矩设定点和零速度的情况相比的不同之处在于，HSG马达被驱动使得以零电流旋转时，HSG马达产生未被补偿的机械损耗。在这种情况下，由HSG马达旋转产生的转矩例如约为 -0.3nm。然后，根据电池的电压Udc在非零速度时激活“逆变器断开”模式，使转矩设定点定中心在-0.3nm，这对应于HSG马达的空载损耗 (例如，在上或下具有0.1nm的裕量)。
应当注意，当EMF超过逆变器的电源电压Udc时，建议不要保持“逆变器断开”模式，在该模式中所有IGBT都被命令处于开放状态，因为在这种情况下产生了再生转矩。因此，在高速时，建议命令逆变器切换回标称电流调节模式。
“无调节”区域Z1(逆变器停止调节电流并且被命令使得所有IGBT 处于开放状态)因此在转矩上根据HSG电动马达的空载机械损耗(-0.3 nm，如上所解释的)定中心、经由两个可调节参数C1和C2偏移，例如在-0.2nm和-0.4nm，并且根据电压Udc的马达速度绝对值限定在预定阈值速度。此预定阈值速度N2是在时刻t对于电池电压电平Udc的电动马达的基本速度，并且可以由表提供，该表阐述了根据电压Udc的预定阈值速度值N2。例如，此预定阈值速度可以为400V时13500rpm、 300V时10000rpm、或250V时8400rpm。
因此，在车辆仅需要来自燃烧发动机的转矩的车辆运动阶段中、非在调节HSG电动马达中的非常低的电流以确保驱动轴上的零转矩，本发明提出激活电流调节截止模式、其中逆变器在预定的激活条件下停止调节，如上所解释的。应用此原理，使得逆变器中节省约150W的功耗。在这些阶段切断调节有助于在不损失转矩精度的情况下节省150W，设定点被定位在马达的机械损耗处(-0.3nm，如上所解释的)。
根据变体实施例，如果辅助电动机器是绕线转子同步马达，则原理是相同的，但是，无调节操作区域Z1可以覆盖整个马达速度区域，因为无论马达速度如何，马达的EMF总是可以为零。此外，总可以在没有马达速度条件的情况下切断逆变器，即不管所述辅助电动机器的旋转速度如何，但前提是转子电流接近零。因此，在此变体中，“逆变器断开”模式的激活不再取决于马达速度与预定阈值速度的比较，而是取决于转子电流与预定阈值电流的比较。
因此，车辆的能量管理法则可以从本发明限定的新操作区域Z1中获得最大益处。当前，在高速公路上以稳定的速度并处于恒定的车轮转矩行驶时，车辆的能量管理法则试图维持车辆电池的充电水平。当前，在不需要电池再充电时，车辆的能量管理法则向HSG马达发送零转矩设定点，并且在需要电池充电时，发送非常负值的转矩设定点。应该注意的是，当以130km/h稳定在第四挡位时，燃烧发动机以大约3000rpm 转动，并且HSG马达于是以7500rpm转动。
根据本发明的原理，在这样的运动阶段中，车辆的能量管理法则不再需要将零转矩设定点用于HSG马达、而是需要转矩位于无调节操作区域Z1内，例如以减少逆变器的能量消耗。如果HSG马达正以7500rpm 转动，鉴于位于250V和400V之间的电池电压水平Udc，可以有效地实现操作区域Z1。实际上，马达速度(等于7500rpm)远远低于电压 Udc等于250V时设定的预定阈值速度8400rpm。
为了更好地理解命令HSG马达进入这个新操作区域Z1的益处，提供了具体的实例、其中由车辆的高电压电池供电的高电压网上的唯一电力吸取是HSG马达。
当前，如果电池不需要充电，则车辆的能量管理法则向HSG马达发送零转矩设定点。如上所解释的，通过零转矩设定点，逆变器吸取大约 150W、这是其在运行时的固有消耗，加上对应于用于补偿HSG马达(-0.3 nm，7500rpm)产生的机械损失的大约235W的消耗，即总的消耗约为 385W。燃烧发动机本身仅提供维持车辆速度所需的转矩，即130km/h 时大约20kW。因此，为确保电池的恒定平均充电水平，车辆的能量管理法则需要一半时间对电池充电，以便补偿HSG马达接收零转矩设定点所消耗的385W功率。为此，车辆的能量管理法则可以向HSG马达发送对应于电池的-385W再充电的负转矩设定点，并且燃烧发动机必须通过提供少量额外功率来补偿HSG马达所吸收的转矩。于是在电池充电期间，燃烧发动机所需的功率为20770W(20kW+770W再充电(HSG 马达损耗235W+电池再充电385W+逆变器消耗150W以将385W提供给电池))。通常，燃烧发动机传送的功率为20385W。
通过实施新的操作区域Z1，HSG马达所要求的转矩是处于操作区域Z1中，使得能量管理法则将需要-0.3nm的HSG马达。在这些条件下，逆变器的消耗将为零。然后，燃烧发动机必须永久传送20235W(即， 20kW+在-0.3nm时HSG马达损耗235W)。因此可以看出，车辆的能量管理法则使用新的操作区域Z1有助于减少逆变器对HSG马达进行控制的消耗，具体减少150W。例如，在从巴黎到马赛持续8小时的行驶中，节省的能量将是车辆的高电压电池的充电量的20％。
换言之，本发明在车辆的所有运动阶段(其中，辅助电动马达不需要为混合动力车辆传送转矩)节省150W。
更通常地讲，本发明可以使用在用于控制电动马达的所有系统中，该电动马达中速度是机械地确定的并且该电动马达并不总是需要传送转矩。

Claims (11)

1.一种用于控制机动车辆的混合动力变速器(1)的构件的方法，该机动车辆首先包括驱动燃烧发动机(2)、并且其次包括主电动机器和机械地旋转链接至所述燃烧发动机的辅助电动机器(3)，在所述方法中，根据每个所述构件之间的转矩分配选择来确定有待发送至所述构件的转矩设定点，所述方法包括：用于识别所述车辆的、其中仅需要所述燃烧发动机(2)传送转矩的至少一个运动阶段的步骤；以及在所述运动阶段内的调节步骤，该步骤用于通过所述辅助电动机器的、链接至所述车辆的高电压电池的控制逆变器来调节供应至所述辅助电动机器(3)的电流，以在所述辅助电动机器输出处确保零转矩，所述方法的特征在于，所述方法包括：
切断电流调节的调节切断步骤，在所述步骤中，所述逆变器传送零电流，所述调节切断步骤在针对转矩设定点范围(C1，C2)所述辅助电动机器的旋转速度的绝对值小于预定阈值速度(N2)时被激活，在该转矩设定点范围中由所述辅助电动机器传送的转矩基本上与所述辅助电动机器产生的空载机械损失相匹配。
2.如权利要求1所述的方法，其特征在于，所述预定阈值速度取决于所述车辆的高电压电池的电压。
3.如权利要求2所述的方法，其特征在于，所述调节切断步骤是根据表激活的，所述表提供了根据所述车辆的高电压电池的电压的预定阈值速度。
4.如前述权利要求中任一项所述的方法，其特征在于，所述辅助电动机器是永磁体马达。
5.如权利要求1所述的方法，其特征在于，所述辅助电动机器包括绕线转子同步电动马达，并且其中，当转子电流小于预定阈值电流时、非在与所述辅助电动机器的旋转速度相关的条件下，激活所述调节切断步骤。
6.如权利要求1-3中任一项所述的方法，其中，所述转矩设定点范围以约-0.3nm为中心。
7.如权利要求1-3中任一项所述的方法，其中，所述转矩设定点范围以约-0.3nm为中心，在上下有0.1nm的裕量。
8.如权利要求1-3中任一项所述的方法，其特征在于，当所述调节切断步骤被激活时，排他地以断开状态使用该逆变器的电源开关。
9.一种用于控制机动车辆混合动力变速器的构件的装置，该机动车辆首先包括驱动燃烧发动机(2)、并且其次包括主电动机器和机械地旋转链接至所述燃烧发动机的辅助电动机器(3)，所述装置具有电子控制单元，所述电子控制单元被设计成根据每个所述构件之间的转矩分配选择来确定有待被传送至所述构件的转矩设定点，所述电子控制单元被设计成用于识别所述车辆的、其中仅需要所述燃烧发动机(2)传送转矩的至少一个运动阶段，并且在所述运动阶段内命令所述辅助电动机器(3)的、链接至所述车辆的高电压电池的控制逆变器来调节供应至所述辅助电动机器的电流，以在所述辅助电动机器输出处确保零转矩，该装置的特征在于，所述电子控制单元被设计成用于触发切断所述逆变器的所述电流调节，从而使得该逆变器传送零电流，所述切断是在针对转矩设定点范围(C1，C2)所述辅助电动机器的旋转速度绝对值小于预定阈值速度(N2)时被激活，在该转矩设定点范围中由所述辅助电动机器传送的转矩基本上与所述辅助电动机器产生的空载机械损失相匹配。
10.如权利要求9所述的装置，其特征在于，所述电子控制单元被设计成根据表来激活切断所述逆变器的电流调节，所述表提供了根据所述车辆的高电压电池的电压的所述预定阈值速度。
11.一种包括混合动力变速器的机动车辆，该机动车辆首先包括驱动燃烧发动机、并且其次包括主电动机器和机械地旋转链接至所述燃烧发动机的辅助电动机器，所述车辆包括如权利要求9或10所述的装置。
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