CN110312627B

CN110312627B - Method and device for controlling a semiautomatic gearbox of a hybrid motor vehicle

Info

Publication number: CN110312627B
Application number: CN201780073190.1A
Authority: CN
Inventors: L·梅里耶纳; A·凯特菲-谢里夫; L·勒毛
Original assignee: Renault SAS
Current assignee: Renault SAS
Priority date: 2016-11-14
Filing date: 2017-09-22
Publication date: 2023-04-21
Anticipated expiration: 2037-09-22
Also published as: EP3538388A1; JP2020513362A; FR3058698A1; JP7122304B2; FR3058698B1; BR112019009730A2; CN110312627A; KR102216067B1; WO2018087438A1; KR20190100188A

Abstract

Device (46) for controlling a semiautomatic gearbox (2) of a hybrid motor vehicle comprising an electric traction machine (8) and an internal combustion engine (4), said gearbox (2) allowing two different gear ratios (EV 1, EV 2) for purely electric propulsion, the control device comprising means for measuring the vehicle speed (V _VEH ) And a map (52) in which a map (V) based on the measured vehicle speed (V) is stored _VEH ) And the value of the transmission ratio of the force (epsilon) to be supplied to the differential of the vehicle. The control device further comprises a system (54) for configuring the gearbox (2) in case of a gear change from a first electric only transmission ratio (EV 1, EV 2) to a second electric only propulsion transmission ratio (EV 2, EV 1), said configuration system (54) comprising: a first control module (56) capable of commanding rotation of the internal combustion engine (4); a second control module (58) capable of engaging a transition gear ratio (TH 2) at which the internal combustion engine (4) is mechanically connected to said differential; and a third control module (60) capable of modifying the power supply of the electric traction machine (8).

Description

Method and device for controlling a semiautomatic gearbox of a hybrid motor vehicle

The present invention relates to the field of control of semiautomatic gearboxes for hybrid motor vehicles comprising an electric traction machine and an internal combustion engine.

To meet the increasing demands for fuel economy and for limiting pollutant emissions, hybrid motor vehicles are now becoming more and more popular. A significant portion of these vehicles are provided with a powertrain that includes an electric traction machine and an internal combustion engine.

New limitations arise due to the inclusion of multiple rotational energy sources, and the complexity of the transmission of rotational energy within the powertrain increases, especially as compared to conventional transmission devices of conventional vehicles provided with a single rotational energy source. The complexity of the gearbox, especially the complexity of the presence of multiple main shafts, allows for a greater number of gear ratios than the gearboxes of conventional non-hybrid vehicles. In particular, such gearboxes allow shifting of purely electric gear ratios (wherein only the electric traction machine drives the drive wheels), purely thermal propulsion gear ratios (wherein only the internal combustion engine drives the drive wheels), and hybrid gear ratios (wherein both the electric traction machine and the internal combustion engine drive the drive wheels).

To address this complexity, hybrid motor vehicles are typically provided with a semi-automatic claw gearbox comprising a primary shaft associated with each source of rotational energy, which cooperates with a secondary shaft of a differential linked to the powertrain. The gearbox comprises a control device whose function is to manage the shifting of the various semiautomatic gear ratios.

The control device typically includes a map that stores values of gear ratios in accordance with various information related to the vehicle, such as the speed of movement of the vehicle and the effort provided to the differential of the powertrain. Thus, the control device gathers information to be provided as input to the map, provides this information to the map, and gathers the gear ratio values delivered by the map. In this way, the control device continuously determines which gear ratio should be engaged and thus determines whether a gear ratio shift is required to be engaged. In this case, the control device controls the semiautomatic gearbox in order to shift into the corresponding gear ratio.

To further improve the quality of energy transfer within the powertrain, some semiautomatic gearboxes for hybrid vehicles allow two different electric-only gear ratios. Throughout this specification, an electric-only transmission ratio is understood to be a ratio in which only the electric traction machines of the powertrain are mechanically connected and drive the differential and drive wheels of the vehicle.

However, such gearboxes do not fully meet the requirements. In fact, in shifting between two purely electric gear ratios, the use of the dog teeth requires shifting through a neutral position where the torque supplied to the differential is zero. As a result, the driver is given an unpleasant feeling, which is reflected in deceleration when the driver requests acceleration, and in underbraking when the driver lifts the foot placed on the accelerator pedal.

In view of the above, it is an object of the present invention to propose a control device for a semiautomatic gearbox of a hybrid motor vehicle, which control device alleviates the above-mentioned drawbacks.

More specifically, the present invention aims to avoid the occurrence of unpleasant sensations caused when shifting between two purely electric gear ratios, while continuing to optimise the fuel consumption and pollutant emissions of the motor vehicle and to minimize the volume within the powertrain of the vehicle.

For this purpose, a device for controlling a semiautomatic gearbox of a hybrid motor vehicle comprising an electric traction machine and an internal combustion engine, said gearbox allowing two different electric-only transmission ratios, is proposed, which control device comprises means for measuring the vehicle speed, and a map storing values of the transmission ratios depending on the measured speed of the vehicle and the forces to be supplied to the vehicle differential.

According to one of its general features, this control system further comprises a system for configuring the gearbox in case of a shift from a first electric-only gear ratio to a second electric-only gear ratio, said configuration system comprising: a first control module capable of controlling rotation of a shaft of the internal combustion engine; a second control module capable of engaging a transitional gear ratio at which a shaft of the internal combustion engine is mechanically connected with the differential; and a third control module capable of modifying the power supply of the electric traction machine.

The semiautomatic gearbox is equipped with such a control device that, in particular by means of the engaged transitional gear ratio and the appropriate control of the electric power supply of the electric traction machine and the rotation of the shaft of the internal combustion engine, the unpleasant sensation of the driver when shifting between the two purely electric gear ratios can be greatly reduced or even eliminated.

According to one embodiment, the first control module is capable of powering an alternator-starter of the vehicle for controlling rotation of a shaft of the internal combustion engine, the alternator-starter being mechanically connected with the shaft of the internal combustion engine.

By using an alternator-starter to control the rotation of the internal combustion engine, the fuel consumption and pollutant emissions of the motor vehicle are particularly maximally optimized, while avoiding the creation of additional bulk within the vehicle's powertrain.

According to another embodiment, the configuration system further comprises a fourth control module parameterized to control torque transitions between the electric traction machine and the axles of the internal combustion engine when the first electric-only gear ratio is engaged simultaneously with the transitional gear ratio and/or when the second electric-only gear ratio is engaged simultaneously with the transitional gear ratio.

By means of this torque conversion, the unpleasant sensation perceived by the driver can be reduced or even eliminated in a particularly simple and reliable manner. For example, torque conversion may be performed from the electric traction machine to the internal combustion engine while the internal combustion engine is running, or even from the electric traction machine to another component (e.g., an alternator-starter) while the internal combustion engine is in an injection shut-off mode.

Advantageously, the fourth control module is parameterized to control torque conversion from the electric traction machine to the axle of the internal combustion engine when the first electric-only gear ratio is simultaneously engaged with the transition gear ratio, and to control torque conversion from the axle of the internal combustion engine to the electric traction machine when the second electric-only gear ratio is simultaneously engaged with the transition gear ratio.

In another embodiment, the first control module is capable of calculating a first synchronous speed corresponding to a measured vehicle speed associated with the internal combustion engine and is capable of adjusting the rotational speed of the internal combustion engine in such a way that the measured vehicle speed is substantially equal to the first synchronous speed.

In another embodiment, the third control module is capable of calculating a second synchronous speed corresponding to a measured vehicle speed associated with the electric traction machine and is capable of adjusting the rotational speed of the electric traction machine in such a manner that the measured vehicle speed is substantially equal to the second synchronous speed.

Advantageously, the first control module comprises means for controlling the rotation of the shaft of the internal combustion engine by keeping the internal combustion engine in an injection shut-off mode.

Advantageously, the first control module is also parameterized to control the opening of the throttle valve and/or the actuation of the camshaft phaser when the first control module controls the rotation of the shaft of the internal combustion engine simultaneously with maintaining said internal combustion engine injection shut-off.

Such parameterization may avoid energy losses by vibration of the rotationally driven internal combustion engine when the internal combustion engine is in the injection cut-off mode. This gives the driver a better feel and optimizes the fuel consumption and pollutant emissions of the vehicle.

Preferably, the first control module further includes an estimator capable of estimating vibrations generated by the internal combustion engine and capable of calculating the compensation term from the estimated vibrations.

Advantageously, the first control module comprises hardware means and software means for servo-controlling the rotational speed and/or torque of the shaft of the internal combustion engine by means of a closed loop regulation system.

According to another aspect, a method for controlling a semiautomatic gearbox of a hybrid motor vehicle comprising an electric traction machine and an internal combustion engine, said gearbox allowing two different electric-only gear ratios, wherein conditions for initiating the control in case of a shift from a first electric-only gear ratio to a second electric-only gear ratio are detected; the rotation of the shaft of the internal combustion engine is controlled and the transitional ratio is engaged, wherein the shaft of the internal combustion engine is mechanically connected with the differential of the vehicle in order to counteract the torque provided by the electric machine during a gear shift between the first and second electric-only ratio.

Other objects, features and advantages of the present invention will become apparent upon reading the following description, given by way of non-limiting example only, and with reference to the accompanying drawings in which:

figure 1 schematically shows a semiautomatic gearbox equipped with a control device according to the invention,

figure 2 schematically shows the mapping of the control device of figure 1,

figure 3 is a schematic representation of the control device of figure 1, and

fig. 4 shows a method for controlling a semiautomatic gearbox which can be implemented by means of the control device of fig. 1 to 3.

Referring to fig. 1, a gearbox 2 is schematically shown. The function of the gearbox 2 is to ensure that the exchanged mechanical energy is transmitted within a powertrain (not shown) of a hybrid motor vehicle (not shown).

The powertrain comprises an internal combustion engine 4 provided with an engine solid main shaft 6. The powertrain further includes an electric traction machine 8 that rotatably drives an engine hollow main shaft 10. The solid spindle 6 is inserted inside the hollow spindle 10 in order to ensure satisfactory and non-cumbersome guiding of the shaft 6 and the shaft 10. However, it is considered that a solid spindle 10 inserted inside the hollow spindle 6, or even two spindles arranged parallel to each other by different guiding means, are not departing from the scope of the invention.

The powertrain further includes an alternator-starter 12 linked to the internal combustion engine 4 via a belt 14 and a transfer shaft 16. Although in the illustrated example, the mechanical transmission of power is accomplished by means of a belt, any other mechanical power transmission device, such as an intermediate gear, may of course be used without departing from the scope of the invention. The main function of the alternator-starter 12 is to drive the rotation of the engine shaft 6, for example in order to start the engine 4. The auxiliary function of the alternator-starter 12 is to extract rotational energy on the engine shaft 6 while the engine 4 is running, in order to generate electrical energy for various needs of the motor vehicle.

The gearbox 2 comprises a countershaft 18. The function of the secondary shaft 18 is to transmit mechanical energy from the

primary shafts

6 and 10 to the driving wheels (not shown) of the vehicle. The auxiliary shaft 18 is mechanically connected with a crown (not shown) of a differential (not shown) by means of a reduction gear (not shown). The differential distributes the mechanical energy supplied to it among the driving wheels of the vehicle.

The main shaft 6 is provided with two

intermediate gears

20 and 22. The spindle 10 itself is provided with two

fixed gears

24 and 26. The auxiliary shaft 18 includes: a fixed gear 28 meshed with the intermediate gear 20, a fixed gear 30 meshed with the intermediate gear 22, an intermediate gear 32 meshed with the fixed gear 24, and an intermediate gear 34 meshed with the fixed gear 26 are axially distributed in this order. The transmission shaft 16 includes an intermediate gear 36 meshed with the fixed gear 24, and an intermediate gear 38 meshed with the intermediate gear 20.

To shift gears of different gear ratios, the gearbox 2 comprises a first sliding claw gear 40 mounted on the transmission shaft 16. The sliding gear 40 is capable of actuating the

intermediate gears

36 and 38 to interlock with respect to the shaft 16. The gearbox 2 comprises a second sliding jaw gearwheel 42 mounted on the main shaft 6. The sliding gear 42 is able to actuate the jaw clutch of the

gears

20 and 22 of the shaft 6. The gearbox 2 comprises a third sliding jaw gearwheel 44 mounted on the layshaft 18. The sliding gear 44 is capable of actuating the interlocking of the

intermediate gears

32 and 34 of the shaft 18.

The gearbox 2 is made semi-automatic, that is to say its operation is that of a manual gearbox, but the gear ratio shift is automatic. In other words, the sliding

gears

40, 42 and 44 are moved by means of an automated mechanical actuator (e.g., a robotically actuated fork).

A control device 46 is provided to ensure control of the gearbox 2. More specifically, the control device 46 is capable of controlling the actuators of the slide gears 40, 42, and 44. In this way, the control device 46 is able to control the shifting of the gear ratio by the gearbox 2.

The control device 46 is able to determine the gear ratio that must always be engaged by the gearbox 2 under vehicle running and operating conditions. To be able to do this, the device 46 comprises the speed V of movement of the motor vehicle _VEH And a detector 50 of the force epsilon supplied to the differential of the driveline. Alternatively, the force ε may be expressed in the form of a force (in newtons) that must be applied by the teeth of a reduction gear (not shown), or may be expressed in the form of a torque (in newtons-meters) that is supplied to the differential crown. The

detectors

48 and 50 are advantageously coupled to an engine control of the vehicle, which collects the speed V _VEH And force epsilon information. For example, the engine control or detector 50 may take into account pressure from the driver on the accelerator pedal.

The apparatus 46 also includes a map 52 that stores a function of speed V _VEH And the gear ratio of the force epsilon. When V is _VEH And epsilon information is entered as input, map 52 delivers gear ratio values appropriate for the running and operating conditions corresponding to the entered values. In other words, the delivered gear ratio corresponds to the gear ratio that must be engaged by the gearbox 2 to ensure optimal operation of the vehicle under running and operating conditions.

Fig. 2 shows a graph illustrating an example of a map 52 of the control device 46. Map 52 is schematically represented in the form of a graph that includes a map corresponding to speed V _VEH An x-axis corresponding to different values of the force epsilon and a y-axis corresponding to different values of the force epsilon.

The graph includes a plurality of curves defining regions each corresponding to a particular gear ratio. Of course, it is contemplated that mapping of different curves and different regions is shown without departing from the scope of the invention.

Region EV1 corresponds to gear ratio EV1 with intermediate gear 34 interlocked. Thus, only the primary shaft 10 is mechanically connected with the secondary shaft 18. In other words, gear ratio EV1 is an electric-only gear ratio.

Region EV2 corresponds to gear ratio EV2, which is also purely electric. The intermediate gear 32 is interlocked according to the gear ratio EV2. Because gear ratio EV2 has a transmission ratio that is greater than that of gear ratio EV1, it is a higher gear ratio relative to gear ratio EV1 (which is a lower gear ratio).

Regardless of torque (i, j), region HEVij corresponds to a hybrid gear ratio HEVij where both the main shaft 10 and the main shaft 6 are mechanically connected with the auxiliary shaft 18. The ratio HEVij corresponds to a gear ratio at which the intermediate gears 22 interlock if i=2, the intermediate gears 38 interlock if i=3, and the intermediate gears 20 interlock if i=4. Further, if j=1, the intermediate gear 34 is interlocked, and if j=2, the intermediate gear 32 is interlocked.

Thus, for example, the ratio HEV21 corresponds to the gear ratio at which the

intermediate gears

22 and 34 are interlocked by the sliding

gears

42 and 44, respectively.

The control device 46 comprises a configuration system 54, the function of which is to configure the gearbox 2 when a shift between the two ratios EV1 and EV2 occurs, and in both shift directions. Fig. 3 schematically illustrates the configuration system 54.

The system 54 includes a first control module 56, a second control module 58, a third control module 60, and a fourth control module 62.

The module 56 is capable of controlling the power supply to the alternator-starter 12 in order to control the torque and rotational speed at the output of the alternator-starter 12. With a constant reduction ratio between the alternator-starter 12 and the shaft 6, the module 56 is able to drive the rotation of the main shaft 6 of the engine 4, the engine 4 being in the injection shut-off mode. In addition, the module 56 is able to accurately control the torque T of the spindle 6 ₆ And a rotational speed omega ₆ 。

The module 56 is provided with a system 64 for managing energy losses through vibrations of the internal combustion engine 4.In fact, the rotational drive of the shaft 6 causes a significant energy loss by vibrating inside said engine 4 when the engine 4 is stopped. The management system 64 allows for accurate control of the torque T ₆ And velocity omega ₆ Although energy loss occurs by vibration.

The management system 64 is linked to the internal combustion engine 4 in a manner that enables control of the opening of a throttle valve (not shown) associated with the engine 4. Further, the management system 64 can control actuation of a camshaft phaser (not shown) of the engine 4 according to the appropriate position for minimizing energy loss through vibration.

To ensure even more accurate control, the system 64 is capable of implementing the torque T in a closed loop mode ₆ And velocity omega ₆ Is provided. This further enhances the comfort of the driver. To this end, the system 64 may include an estimator (not shown) of the vibrations generated by the engine 4. Such an estimator may, for example, include a map in which vibration values according to the rotational speed of the alternator-starter 12 are stored. The estimator is also able to calculate a compensation term for vibrations generated by the engine 4. The compensation term is collected by the control module 56, which considers the compensation term in generating the electric power supply signal for the alternator-starter 12.

The second module 58 is capable of engaging the transitional gear ratio when shifting from gear ratio EV1 to EV2 or EV2 to EV1. In the example shown, the same transitional gear ratio is engaged at the time of the shift from EV1 to EV2 and at the time of the shift from EV2 to EV1. The transitional ratio may be any purely thermodynamic ratio of the gearbox 2, that is to say any ratio in which the primary shaft 6 is mechanically connected with the secondary shaft 18. This means that the second module 58 can control actuation of the sliding pawl gears 40 and 42 for intermediate gear 38 interlocking, gear 20 interlocking, or intermediate gear 22 interlocking. In the example shown, the transition ratio TH2 ensured by the

gears

22 and 30 is selected as the gear ratio. The ratio TH2 is selected so that the rotation speed ω of the shaft 6 can be ₆ Minimum in order to limit the energy loss through vibrations of the internal combustion engine 4 and any vibrations generated on the kinematic chain.

Module 60 is capable of controlling an electric traction machine8. By doing so, the module 60 is able to accurately control the torque T of the engine shaft 10 ₁₀ And a rotational speed omega ₁₀ 。

The module 62 includes hardware and software means for controlling the torque conversion between the

engine shafts

6 and 10. In other words, module 62 is able to modify the supply of electric power supplied by module 60 to electric traction machine 8 in order to modify torque T ₁₀ Thereby relatedly modifying the power supply supplied by module 56 to alternator-starter 12 to modify torque T ₆ . More specifically, the module 62 is capable of simultaneously varying the torque T ₁₀ And torque T ₆ While maintaining a constant total torque T ₆ +T ₁₀ 。

By means of the device 46, a method for controlling the gearbox 2 can be implemented, which will be described in detail below with reference to fig. 4.

The example shown in fig. 4 is a method for controlling the gearbox 2 at the time of a shift from the ratio EV1 to the ratio EV2 or at the time of a shift from the ratio EV2 to the ratio EV1. In other words, the same method is carried out in both shift directions, in particular using the same transitional transmission ratio. However, when a different control method according to the shift direction between the ratios EV1 and EV2 is envisaged, it does not depart from the scope of the invention.

At the beginning of the method, the electric traction machine 8 is supplied with power in such a way that the main shaft 10 is driven in rotation at a speed ω ₁₀ And has a torque T ₁₀ . The engagement ratio EV1 or EV2. The internal combustion engine 4 and the alternator-starter 12 are stopped, and the shaft 6 and the shaft 16 are not movable and uncoupled from the auxiliary shaft 18.

The method comprises a first test step E01 for initiating a detection of a control condition in the event of a shift from a first electric-only gear ratio to a second electric gear ratio. During step E01, there is a more specific detection as to whether control device 46 is at the control point of the shift from ratio EV1 to EV2, or the control point of the shift from ratio EV2 to EV1. Thus, when the value delivered by map 52 leaves value EV1 to take value EV2, or leaves value EV2 to take value EV1, the initialization condition is deemed to be detected. The test step E01 is repeated as long as no initialization condition is detected. As soon as the initialization condition is detected, the process proceeds to step E02.

In the following description, it is assumed that the value delivered by the map 52 becomes the value EV2 from the value EV1. In a subsequent step E02, module 56 powers alternator-starter 12. Then, next, the engine shaft 6 of the internal combustion engine 4 starts to rotate. During this time, the internal combustion engine 4 remains stopped.

The method then includes calculating a first synchronization speed ω _1-SYNC Step E03 of (a). Speed omega _1-SYNC The rotational speed of the shaft 6 in the case of an engaged transitional gear ratio should be. As indicated before, a transitional gear ratio is ensured by the intermediate gear 22 and the fixed gear 30, which corresponds to the transmission ratio R _TH2 . Speed omega _1-SYNC Can be based on the speed V of the vehicle _VEH Or the speed omega of the spindle 10 ₁₀ To calculate. In the latter case, the speed ω _1-SYNC Calculated by applying the following formula:

the method comprises a step E04 in which the module 56 modifies the electric power supply of the alternator-starter 12 in such a way that the engine shaft 6 is driven at a speed ω with _1-SYNC Equal rotational speed. In other words, the alternator-starter 12 is powered so as to obtain: omega ₆ ＝ω _1-SYNC . Once the value omega ₆ Equal to speed omega _1-SYNC Step E04 is stopped to within a tolerance of +/-50 revolutions per minute. At the end of step E04, torque T ₆ Substantially zero.

The method includes engaging a transitional transmission ratio TH ₂ Step E05 of (a). During step E05, the module 58 controls actuation of the sliding gear 42 to interlock the idler gear 22. The interlocking is easily accomplished by means of step E03 and step E04 of calculating the synchronization speed and the synchronization of the shaft 6. At the end of step E05, the engagement ratios EV1 and TH2, or in other words, both the spindle 6 and the spindle 10Are engaged with the secondary shaft 18.

The method then comprises a step E06 of torque conversion between the spindle 6 and the spindle 10. During step E06, the control module 62 controls the modification of the power supply to the electric traction machine 8 in such a way that the torque T ₁₀ And (3) reducing. In the illustrated example, the module 62 is based on a constant rate of change

Control torque T ₁₀ From time t ₁ And (3) reducing. At time t ₂ Torque T ₁₀ Reaching a zero value. Still in step E06, module 62 controls modification of the electric power supply to alternator-starter 12 to increase torque T ₆ . More specifically, the module 62 responds to the torque T ₁₀ Constant rate of change of opposite values of the rate of change of (c)

Control torque T ₆ From time t ₁ And (3) increasing. Thus, during step E06, the torque T applied by the electric traction machine 8 ₁₀ Is gradually converted to the engine shaft 6 by means of the alternator-starter 12. At the end of step E06, torque T ₁₀ Substantially zero.

The method includes a step E07 of disengaging the ratio EV1. During this step, the control device 46 controls the sliding gear 44 so as to disengage the intermediate gear 34 interlock. At the end of step E07, the ratio EV1 is no longer engaged and the engine shaft 10 is no longer engaged with the auxiliary shaft 18.

The method includes calculating a second synchronization speed omega _2-SYNC Step E08 of (2). Speed omega _2-SYNC The rotational speed of the shaft 10 with the gear ratio EV2 engaged should be the same. The gear ratio EV2 is ensured by the gear 24 and the gear 32, and the transmission ratio R is ensured _EV2 . Speed omega _2-SYNC Can be based on the speed V of the vehicle _VEH Or the speed omega of the spindle 6 ₆ To calculate. In the latter case, the speed ω _2-SYNC It can be calculated by applying the following formula:

the method comprises a step E09 during which the control module 60 modifies the power supply of the electric traction machine 8 in such a way that the rotational speed ω of the shaft 10 ₁₀ Equal to speed omega _2-SYNC . Once the value omega ₁₀ Equal to the value omega _2-SYNC Step E09 is stopped to within a tolerance of +/-50 revolutions per minute.

Then, a step E10 of engaging the second electric-only gear ratio (in this case gear ratio EV 2) follows. To this end, the device 46 controls the actuation of the sliding gear 44 in order to obtain the interlocking of the intermediate gear 32. At the end of step E10, the engagement ratios TH2 and EV2, or in other words, both the main shaft 10 and the main shaft 6, are engaged with the auxiliary shaft 18. Torque T ₁₀ Substantially zero.

The method then comprises a new step E11 of torque conversion. Unlike step E06, the torque conversion proceeds in the opposite direction at the same rate of change. In other words, during step E11, the control module 62 simultaneously controls the torque T ₁₀ Increase (according to the rate of change alpha) and control torque T ₆ Is reduced (according to the rate of change a). Once the torque T ₆ Substantially zero, step E11 is stopped.

The method includes a step E12 of disengaging the transitional transmission ratio TH 2. During this step, the module 58 controls the sliding gear 42 in such a way that the gear 22 is no longer interlocked. At the end of step E12, only the ratio EV2 is engaged, the shaft 6 continues at speed ω _1-SYNC And (5) rotating.

The method includes a step E13 of stopping the rotation of the engine shaft 6. During step E13, module 56 gradually reduces the power supply to alternator-starter 12 to reduce rotational speed ω ₆ Gradually decreasing to a zero value. Preferably, the speed ω is regulated by controlling the torque supplied by the alternator-starter 12 ₆ To rapidly stop the rotation of the shaft 6 without vibration.

At the end of step E13, only the ratio EV2 is engaged, and the engine shaft 6 of the internal combustion engine 4 is not movable.

In the method just described, the dead-center ratio is not engaged during the shift between the ratios EV1 and EV2. Further, the acceleration felt by the driver is always kept positive. In the case of a shift from EV2 to EV1, the engagement transition gear ratio will have the same effect as avoiding the engagement dead point ratio, so that the acceleration felt by the driver remains negative all the time when the driver lifts the foot placed on the accelerator pedal.

Thus, with the apparatus and method just described, a shift can be engaged between two electric-only gear ratios without giving the driver an unpleasant sensation. This will be confirmed when shifting from the lower ratio EV1 to the higher ratio EV2, wherein the driver will not feel a feeling of deceleration when requesting acceleration. This will also be entirely correct when shifting from the higher ratio EV2 to the lower ratio EV1, wherein the driver will not feel an underbrake feel when lifting the foot placed on the accelerator.

Furthermore, such an improvement of the driver's feel is possible without starting the internal combustion engine, which makes it possible to maintain good optimization of the fuel consumption and the pollutant emissions of the motor vehicle.

Furthermore, the present invention does not require the incorporation of additional mechanical components and therefore does not create additional bulk within the vehicle's powertrain and engine compartment.

Claims

1. A control device (46) for controlling a semiautomatic gearbox (2) of a hybrid motor vehicle comprising an electric traction machine (10) and an internal combustion engine (4), said gearbox (2) allowing two different electric-only gear ratios (EV 1, EV 2), the control device comprising means for measuring the speed (V _VEH ) And a map (52) storing a map (V) based on the measured vehicle speed (V) _VEH ) And a value of a gear ratio of a force (epsilon) to be supplied to a differential of the vehicle, characterized in that the control device further comprises means for configuring the gearbox in case of a shift from a first electric only gear ratio (EV 1, EV 2) to a second electric only gear ratio (EV 2, EV 1)2) A configuration system (54) of (b), the configuration system (54) comprising: a first control module (56) capable of controlling the rotation of the shaft (6) of the internal combustion engine (4); a second control module (58) capable of engaging a transition gear ratio (TH 2) in shifting from a first electric-only gear ratio (EV 1) to a second electric-only gear ratio (EV 2) or from the second electric-only gear ratio (EV 2) to the first electric-only gear ratio (EV 1), in which transition gear ratio a shaft (6) of the internal combustion engine (4) is mechanically connected with the differential; and a third control module (60) capable of modifying the supply of electric power to the electric traction machine (8).

2. The control device (46) of claim 1, wherein the first control module (56) is capable of powering an alternator-starter (12) of the vehicle for controlling rotation of a shaft (6) of the internal combustion engine (4), said alternator-starter (12) being mechanically connected with the shaft (6) of the internal combustion engine (4).

3. The control device (2) as claimed in claim 1, wherein the configuration system (54) further comprises a fourth control module (62) which is parameterized to control a torque conversion between the electric traction machine (8) and a shaft (6) of the internal combustion engine (4) when the first electric-only transmission ratio (EV 1, EV 2) is simultaneously engaged with the transition transmission ratio (TH 2) and/or when the second electric-only transmission ratio (EV 2, EV 1) is simultaneously engaged with the transition transmission ratio (TH 2).

4. The control device (2) as claimed in claim 2, wherein the configuration system (54) further comprises a fourth control module (62) which is parameterized to control a torque conversion between the electric traction machine (8) and the shaft (6) of the internal combustion engine (4) when the first electric-only transmission ratio (EV 1, EV 2) is simultaneously engaged with the transition transmission ratio (TH 2) and/or when the second electric-only transmission ratio (EV 2, EV 1) is simultaneously engaged with the transition transmission ratio (TH 2).

5. The control device (46) of any of claims 1 to 4, wherein the first control module (56)Can calculate a vehicle speed (V) corresponding to a measurement associated with the internal combustion engine (4) _VEH ) Is set to a first synchronous speed (ω) _1-SYNC ) And the rotational speed (omega) of the internal combustion engine (4) can be adjusted in such a way ₆ ) I.e. the measured vehicle speed is substantially equal to the first synchronization speed (ω _1-SYNC )。

6. The control device (46) of any of claims 1 to 4, wherein the third control module (60) is capable of calculating a vehicle speed (V) corresponding to a measurement associated with the electric traction machine (8) _VEH ) Is set to the second synchronous speed (ω) _2-SYNC ) And the rotational speed (omega) of the electric traction machine (8) can be adjusted in such a way ₁₀ ) I.e. the measured vehicle speed is substantially equal to the second synchronous speed (ω _2-SYNC )。

7. The control device (46) of any of claims 1 to 4, wherein said first control module (56) comprises means for controlling the rotation of the shaft (6) of said internal combustion engine (4) by keeping said internal combustion engine (4) in an injection shut-off mode.

8. The control device (46) of claim 7 wherein said first control module (56) is also parameterized to control throttle opening and/or camshaft phaser actuation while controlling rotation of a shaft (6) of said internal combustion engine (4) simultaneously with maintaining said internal combustion engine (4) injection shut off.

9. The control device (46) of claim 7 wherein said first control module (56) further comprises an estimator capable of estimating vibrations generated by the internal combustion engine (4) and calculating a compensation term based on the estimated vibrations.

10. The control device (46) of claim 8 wherein said first control module (56) further includes an estimator capable of estimating vibrations generated by the internal combustion engine (4) and calculating a compensation term based on the estimated vibrations.

11. The control device (46) of claim 9 or 10, wherein said first control module (56) comprises a control unit for servo-controlling the rotational speed (ω) of the shaft (6) of the internal combustion engine (4) by means of a closed-loop regulation system ₆ ) And/or torque (T) ₆ ) Hardware means and software means of the system.

12. Method for controlling a semiautomatic gearbox (2) of a hybrid motor vehicle comprising an electric traction machine (8) and an internal combustion engine (4), said gearbox (2) allowing two different electric only ratios (EV 1, EV 2), wherein conditions for initiating the control in case of a shift from a first electric only ratio (EV 1, EV 2) to a second electric only ratio (EV 2, EV 1) are detected, rotation of a shaft (6) of the internal combustion engine (4) is controlled and a transitional ratio (TH 2) is engaged, wherein the shaft (6) of the internal combustion engine (4) is mechanically connected with a differential of the vehicle in order to counteract a torque (T) provided by the electric traction machine during the shift between the first electric only ratio (EV 1, EV 2) and the second electric only ratio (EV 2, EV 1) ₁₀ )。