CN109715986A - 用于切换牙嵌式切换元件的方法 - Google Patents

用于切换牙嵌式切换元件的方法 Download PDF

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Publication number
CN109715986A
CN109715986A CN201780057844.1A CN201780057844A CN109715986A CN 109715986 A CN109715986 A CN 109715986A CN 201780057844 A CN201780057844 A CN 201780057844A CN 109715986 A CN109715986 A CN 109715986A
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Prior art keywords
switching element
castellated
switching
speed
transmission system
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CN201780057844.1A
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CN109715986B (zh
Inventor
维塔利·拉扎尔恩卡
约亨·林登迈尔
贝恩德·格罗斯
约翰尼斯·格特
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Voith Patent GmbH
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Voith Patent GmbH
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/15—Control strategies specially adapted for achieving a particular effect
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    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/19—Improvement of gear change, e.g. by synchronisation or smoothing gear shift
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    • F16H—GEARING
    • F16H47/00—Combinations of mechanical gearing with fluid clutches or fluid gearing
    • F16H47/06—Combinations of mechanical gearing with fluid clutches or fluid gearing the fluid gearing being of the hydrokinetic type
    • F16H47/08—Combinations of mechanical gearing with fluid clutches or fluid gearing the fluid gearing being of the hydrokinetic type the mechanical gearing being of the type with members having orbital motion
    • F16H47/085—Combinations of mechanical gearing with fluid clutches or fluid gearing the fluid gearing being of the hydrokinetic type the mechanical gearing being of the type with members having orbital motion with at least two mechanical connections between the hydraulic device and the mechanical transmissions
    • 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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    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Automation & Control Theory (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Transmission Device (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)
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Abstract

本发明涉及一种用于切换混合动力车辆中的变速器系统的牙嵌式切换元件的方法，变速器系统具有与混合动力车辆的内燃机的曲轴连接的输入轴；至少间接与混合动力车辆的受驱动的车轮连接的输出轴；与输入轴嵌接的电机；输入轴与输出轴之间的自动变速器或能自动化切换的变速器，其具有至少一个用于以能松开的方式联接两个变速器元件的牙嵌式切换元件。本发明的特征在于，在牙嵌式切换元件进行期望的切换时，经由电机匹配输入轴的转矩，从而使得在牙嵌式切换元件的区域中施加减小的负载并使牙嵌式切换元件能够脱出，在此之后经由电机使内燃机减速或加速到期望的目标转速，并且在此之后，在达到或即将达到目标转速时使牙嵌式切换元件接入。

Description

用于切换牙嵌式切换元件的方法
技术领域
本发明涉及一种具有权利要求1的前序部分中的特征的用于切换混合动力车辆中的变速器的牙嵌式切换元件的方法。
背景技术
混合动力车辆大体上已由现有技术所公知。商用车辆中也日益增设了混合动力。在此，常规的结构设置的是，电机例如被布置在内燃机与变速器之间的变速器的输入轴上或与该输入轴作用连接。
此外，由一般性的现有技术中，并且在此又尤其是由商用车辆技术领域所公知的是，变速器被构造为自动变速器，而仍具有至少一个牙嵌式切换元件。这可以尤其是所谓的“超速挡(Overdrive)”，即高速挡，其典型地可以从自动变速器的最高挡出发被接通，以便提供另外的挡。这方面例如参阅DE 10 2008 027 946A1。例如，因此可以使用四挡自动变速器来切换五个挡。在对牙嵌式切换元件进行这种方式的切换中的问题在于，一方面，应当非常快速地切换，这一点在是自动化的切换变速器中也是适用的，而另一方面，则必须经由机械的同步装置来匹配转速，以使牙嵌式切换元件相互咬合并可靠地切换。
例如在具有至少一个牙嵌式切换元件的自动变速器中，或者在自动化的切换变速器中，这种对牙嵌式切换元件的可靠且舒适切换的挑战典型地通过机械的同步装置得到解决。这些同步装置在牙嵌式切换元件相互咬合之前以摩擦方式相互咬合，以便因此实现对转速的匹配。基于该原理，在这类同步装置中，频繁切换将导致相对较大的磨损并且视当前转速差异而定地需要相对较长的时间。当下坡或平路行驶时，这典型地并不存在任何问题。而当上坡行驶时，由于必要的同步而可能会需要相对较长的切换时间，这显然非常不利且令人感觉不舒服。此外，经由摩擦的同步的另外的缺点在于，表现出与之相伴的功率损耗。一方面，这提高了车辆的燃料消耗，并且另一方面，在同步装置的区域中会出现余热，必须将该余热连同变速器中产生的余热一起冷却下来，这进一步提高了对冷却系统的需求。这同样引起了不期望的成本和不期望的提高了的空间需求。
发明内容
现在，本发明的任务在于：说明一种避免所提及的缺点的用于切换混合动力车辆中的变速器系统中的牙嵌式切换元件的方法。
根据本发明，该任务通过具有权利要求1的特征的方法来解决。有利的设计方案和改进方案由从属权利要求得到。
在此，根据本发明的用于切换混合动力车辆中的变速器系统的牙嵌式切换元件的方法利用到常规结构的混合动力车辆，其中，混合动力车辆的内燃机的曲轴与变速器系统的输入轴连接。变速器系统的输出轴至少间接地与混合动力车辆的受驱动的车轮连接。电机与变速器系统的输入轴嵌接。输入轴与输出轴之间布置有自动变速器或自动化的切换变速器。该变速器的一部分为至少一个用于以能松开的方式联接两个变速器元件的牙嵌式切换元件。
在根据本发明的方法中，在对牙嵌式切换元件进行期望的切换时，经由电机来匹配输入轴的转矩，更确切地说，从而使在牙嵌式切换元件的区域中被施加的负载减小并能使该牙嵌式切换元件脱出。根据本发明的十分有利的设计方案和改进方案，牙嵌式切换元件的两个爪牙之间的负载或转矩相应减小到零。在该负载减小的状态下，或者根据在无负载的特别有利的改进方案中，典型地可以使经由底切部与其配对元件协同作用的牙嵌式切换元件毫无问题地脱出。于是，经由电机使内燃机减速或加速到期望的目标转速。混合动力驱动的电机直接与输入轴协同作用。无论是直接接驳还是必要时在中间连接有扭振减振器和/或离合器的情况下，都可以经由电机作用于内燃机。视需要而定地，使内燃机减速，其中，电机发电机式地工作并且将所释放的电能缓存到蓄能装置中；或者使内燃机相应加速，为此电机使用来自蓄能装置的能量马达式地运行。一旦调整出了期望的目标转速，并且根据该思路的特别有利的改进方案，该目标转速始终参照了变速器的输出轴，则将牙嵌式切换元件再度接入。这尤其是发生在刚好达到目标转速之时，或者优选在或即将达到目标转速时，即转速差为几个百分比，典型地小于10％时。牙嵌式切换元件为此还可以具有其机械的同步装置，以便一方面能够极为快速地切换，即在即将达到目标转速时业已接入，并且另一方面以便能够补偿转速方面的较小偏差。但不同于现有技术地，该机械的同步装置承受的负载更小，从而产生的余热更少且磨损更少。此外，与现有技术相比，由于热损耗较少而能够减少燃料消耗。
因此，根据本发明的方法利用混合动力系统的电机来匹配转矩，进而以期望的方式和方法间接地实施对转速的匹配。在实践中，经由电机对内燃机进行的这种“制动”或“助推”运行相比直接驱控内燃机作用显著提高。当内燃机被相应难以调节地构造时这尤其适用。这种难以调节的内燃机现在可能尤其是燃气发动机，由于其烟尘排放极少且氮氧化物排放较少，在工业密集地区和市区内的城市交通公共汽车和货车中日益采用这类燃气发动机。这些特殊的燃气发动机在驱控方面极为复杂，并致传统的方法是非常困难的。就此，根据本发明的方法的决定性优势在于，无需严格介入对构造为燃气发动机的内燃机的控制地，可以经由电机来实现对转速的提高或降低。
在此，按照根据本发明的方法的十分有利的改进方案还设置的是，经由用于变速器和电机的至少一个被整合在变速器系统中的控制单元实现对牙嵌式切换元件的切换过程的控制/调节。尤其是在变速器内部地，对于借助牙嵌式切换元件进行极为高效且快速的切换的确切要求是已知的。代替费事地经由数据总线向变速器系统之外传送这些要求地，利用根据本发明的方法现在通过如下方式一次性地就能够在包括电机和变速器的变速器系统中就直接满足这些要求，即，在变速器侧地以期望的方式和方法直接作用于内燃机，以便因此实现极其高效且快速地操纵牙嵌式切换元件。
典型地，在变速器系统内部存在有所有相关信息。按照根据本发明方法的有利的改进方案，在输入轴上和输出轴上可以布置有转速传感器，这些转速传感器将检测到的转速传递至被整合在变速器系统中的控制单元。相较之下，根据该思路的有利的改进方案，也可以借助斜度传感器来进行，该斜度传感器同样将其数据传递至被整合在变速器系统中的控制单元。因此，使切换过程能够匹配于上坡或下坡。因此，总而言之可以从变速器系统生成所有用于合理、高效且快速进行切换的数据。根据上述有利改进方案，基于这些信息又可以从变速器系统通过被整合到变速器系统中的控制单元来匹配输入轴的进而最终是内燃机的转矩和转速。在无需受该控制技术影响的情况下，通过变速器系统本身就能够提供快速且高效切换的理想的条件。
根据本发明的方法的另外的有利技术方案还由其余的从属权利要求得到，下面将结合实施例来详细描述。
附图说明
唯一的附图示出了根据原理布置的车辆或其驱动系的变型方案，利用它可以执行根据本发明的方法。
具体实施方式
在该附图的图示中，高度示意性地示出了未完整示出的车辆2的驱动系1。在此，车辆2应构造为混合动力车辆，尤其是构造为商用车辆。特别优选地，车辆2可以是公共汽车。
混合动力车辆2的驱动系1包括内燃机3和电机4。该电机是变速器系统的一部分，该变速器系统除变速器5和电机4之外还具有控制单元6和用于驱控电机4的变频器7以及蓄能装置8，例如电池或超级电容器或其组合。变速器系统的输入轴9使内燃机3的曲轴与电机4和变速器5连接。变速器的输出轴10为混合动力车辆2的受驱动的车轮11(同样如图所示)提供驱动。在如图所示的实施例中，变速器5应构造成形式为差动变矩器式变速器(Differanzialwandlergetriebe)12的自动变速器，在该差动变矩器式变速器12的下游具有所谓的超速挡13。根据差动变矩器式变速器12的所挂入的挡级，该超速挡13可以被引入到至少两个不同的切换位置中，以便因此再次改变施加在输出轴10上的传动比。对该超速挡13的切换典型地经由牙嵌式切换元件来实现，其中，这样的牙嵌式切换元件14仅示例性在超速挡13的区域中用两个爪牙来表示。
变速器系统还包括与输入轴9连接的转速传感器15以及与输出轴10连接的转速传感器16。此外，变速器系统中还安装有斜度传感器17。全部传感器15、16、17都向变速器系统的控制单元6提供数据并帮助其控制或调节变速器5内的过程。
理想上，输入轴9在此经由扭振减振器与内燃机3的曲轴连接。原则上，也可以在输入轴9与曲轴之间的区域中设置能切换的离合器。然而，当在输入轴9的区域中不设置能切换的离合器时，则该结构在功能运转方面是特别简单且高效的。内燃机3可以是任意的内燃机3。通常，该内燃机在商用车辆领域中构造为柴油发动机。但它也可以被设计为其他类型的内燃机，例如燃气发动机。尤其地，例如与柴油发动机相比，这类燃气发动机在驱控方面是非常复杂且难以精确驱控。下述方法适用于这两种变体。尤其地，即使在难以可驱控的燃气发动机中，也可以实现对牙嵌式切换元件14的极为简单、高效且极为有效的切换。
如果现在经由尤其是可以构造为CAN总线的数据总线系统18，对变速器系统的控制单元6或由其本身生成切换请求，则在该时刻，牙嵌式切换元件14的区域中典型地被施加有负载，使该牙嵌式切换元件不易脱出，这尤其是因为在正常情况下通过合适的底切部来防止各个爪牙的意外脱出。现在，从变速器系统的控制单元6出发，可以经由变频器7以如下方式驱控电机4，即，使牙嵌式切换元件4的区域中的负载减小，并且理想上减小到零。为此，经由电机4，例如在发电机式运行中，使内燃机3减速。在此，所累积的能量经由变频器7被转换到蓄能装置8中。如果为了减小负载而需要提高内燃机3的转矩或转速，则这同样可以经由电机4在马达式运行的情况下完成。为此所需的电功率又来源于蓄能装置8。
因此能够单独从变速器系统出发地，且在无需介入内燃机3的发动机控制的情况下，调整输入轴9的期望的转矩或期望的转速。变速器系统就大致通过使电机4嵌接到输入轴9上来本身提供其理想化的条件。经由转速传感器15，可以监控期望的转速。在理想情况下，现在，牙嵌式切换元件14的爪牙之间仍仅被施加有非常小的力矩或优选完全不再施加有转矩。于是能够很容易使该牙嵌式切换元件脱出。现在，经由电机4可以再度调整目标转速，并且在此优选可以调整能够由转速传感器16检测到的输出轴10的区域中的目标转速。为此，例如在电机4马达式运行时，使内燃机3加速，或者在发电机式运行时，则使该内燃机减速。最终这将导致输出轴10达到期望的目标转速。然后，在该目标转速下，牙嵌式切换元件14或其两个爪牙再度接入，这方面再次地能够在没有显著转速差的情况下无负载地实现，从而能够在整体上实现极为快速且高效的切换。如同迄今的牙嵌式切换元件中常见的情况那样，牙嵌式切换元件14也具有机械的同步装置，该同步装置允许即使在有转速差下也已经能够接入。然而，通过所述方法可以明显使该转速差最小化，从而能够极为快速且高效的接入。尤其地，最小化了摩擦损失，或者一方面导致改善了能量利用率，并且另一方面导致减小磨损。
因此，牙嵌式切换元件14能够在变速器系统的进而是混合动力车辆2的各种运行状况下使用，这相较于传统使用表现出决定性优势。在此，该使用被极为快速且高效地实现，从而能够实现非常快速且消耗经优化的切换。另外，通过缩短切换时间提高了驾驶舒适性。

Claims (9)

1.用于切换混合动力车辆(2)中的变速器系统的牙嵌式切换元件(14)的方法，所述变速器系统具有：
1.1与所述混合动力车辆(2)的内燃机(3)的曲轴连接的输入轴(9)；
1.2至少间接与所述混合动力车辆(2)的受驱动的车轮(11)连接的输出轴(10)；
1.3与所述输入轴(9)嵌接的电机(4)；
1.4所述输入轴(9)与所述输出轴(10)之间的自动变速器(5)或能自动化切换的变速器，所述自动变速器或所述能自动化切换的变速器具有：
1.4.1至少一个用于以能松开的方式联接两个变速器元件的牙嵌式切换元件(14)，
其特征在于，
1.5在所述牙嵌式切换元件(14)进行期望的切换时，经由所述电机(4)匹配所述输入轴(9)的转矩，从而使得
1.6在所述牙嵌式切换元件(14)的区域中施加减小的负载并使所述牙嵌式切换元件能够脱出，在此之后，
1.7经由所述电机(4)使所述内燃机(3)减速或加速到期望的目标转速，并且在此之后，
1.8在达到或即将达到所述目标转速时使所述牙嵌式切换元件(14)接入。
2.根据权利要求1所述的方法，其特征在于，经由至少一个用于变速器(5)和所述电机(4)的整合在所述变速器系统中的控制单元(6)对所述牙嵌式切换元件(14)的切换过程进行控制/调节。
3.根据权利要求1或2所述的方法，其特征在于，使所述牙嵌式切换元件(14)上的负载在脱出之前减小到零。
4.根据权利要求1、2或3所述的方法，其特征在于，确定所述输出轴(10)上的目标转速。
5.根据权利要求1至4中任一项所述的方法，其特征在于，所述输入轴(9)和所述输出轴(10)分别设有转速传感器(15、16)，其中，所述转速传感器(15、16)将检测到的转速提供给整合到所述变速器系统中的控制单元(6)。
6.根据权利要求1至5中任一项所述的方法，其特征在于，所述变速器系统中布置有斜度传感器(17)，所述斜度传感器将其检测到的数据提供给整合到所述变速器系统中的控制单元(6)。
7.根据权利要求1至6中任一项所述的方法，其特征在于，使用设有超速挡(13)的差动变矩器式变速器(12)作为变速器(5)，所述超速挡的传动比变化能经由所述牙嵌式切换元件(14)接通。
8.根据权利要求1至7中任一项所述的方法，其特征在于，使用燃气发动机作为所述混合动力车辆(2)中的内燃机(3)。
9.根据权利要求1至8中任一项所述的方法，其特征在于，所述输入轴(9)直接地或经由扭振减振器与所述内燃机(3)的曲轴连接。
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