JP7122304B2 - Method and apparatus for controlling semi-automatic gearboxes for hybrid motor vehicles - Google Patents

Description

The present invention relates to the field of control of semi-automatic gearboxes for hybrid motor vehicles with electric traction and internal combustion engines.

Hybrid motor vehicles are now becoming increasingly popular to meet the burgeoning demand for fuel economy and pollutant emission limits. A significant portion of these vehicles use powertrains with electric traction and internal combustion engines.

Having multiple sources of rotational energy creates new constraints on the transmission of rotational energy in the powertrain, especially compared to conventional transmissions in older vehicles with a single source of rotational energy. Increased complexity. The complexity of the gearbox, especially given by the presence of multiple primary shafts, allows for a significantly greater number of gear ratios than traditional gearboxes for non-hybrid vehicles. In particular, such gearboxes can be used for purely electric gear ratio shifts, where the electric traction machine alone drives the drive wheels, and for purely thermal propulsion gear ratio shifts, where the internal combustion engine drives the drive wheels only. , as well as a hybrid gear ratio shift in which both the electric traction machine and the internal combustion engine drive the drive wheels.

To accommodate this complexity, hybrid motor vehicles are typically provided with a semi-automatic dog gearbox with a primary shaft associated with each rotational energy source, the primary shaft being a secondary shaft coupled to the powertrain differential. collaborate with The gearbox is equipped with a controller whose function is to manage the shifting of various semi-automatic gear ratios.

The controller typically includes a map that stores gear ratio values as a function of various information about the vehicle, such as the speed of travel of the vehicle, the power supplied to the powertrain differential, and the like. Thus, the controller collects the information to be supplied as input for the map, feeds this information to the map, and collects the gear ratio values sent by the map. In this way, the controller constantly determines which gear ratio to take and, consequently, whether a gear ratio shift needs to be made. If a gear ratio shift is required, the controller controls the semi-automatic gearbox to shift to the corresponding gear ratio.

To further improve the quality of energy transmission in the powertrain, some semi-automatic gearboxes for hybrid vehicles allow two separate purely electric gear ratios. Throughout this description, a purely electric gear ratio is understood to be a ratio at which only the electric traction machine of the powertrain is mechanically coupled to and drives the differential and drive wheels of the vehicle.

However, such gearboxes do not provide full satisfaction. In practice, when shifting between two purely electric gear ratios, the use of a dog -type gearbox causes the torque supplied to the differential to drop to zero mid-shift . Therefore , the driver feels uncomfortable when the driver requests acceleration but the vehicle decelerates, or when the driver takes his/her foot off the accelerator pedal but the brake does not work .

SUMMARY OF THE INVENTION In view of the above, the object of the present invention is to propose a control device for a semi-automatic gearbox for a hybrid motor vehicle, which alleviates the drawbacks mentioned above.

More particularly, the object of the present invention is to continue optimizing fuel consumption and pollutant emissions by motor vehicles, while minimizing volume within the vehicle's powertrain while shifting between two pure gear ratios. It is to prevent the occurrence of discomfort that occurs.

To this end, a device has been proposed for controlling a semi-automatic gearbox for a hybrid motor vehicle with electric traction and internal combustion engine, said gearbox allowing two separate purely electric gear ratios and measuring the speed of the vehicle. and a map storing gear ratio values as a function of measured vehicle speed and power supplied to the vehicle differential.

The control system, according to one of its general characteristics, further comprises a system for configuring the gearbox in the situation of shifting from the first purely electric gear ratio to the second purely electric gear ratio, said configuring system comprising: a first control module capable of controlling the rotation of the shaft of the internal combustion engine and a second control module capable of engaging a transition gear ratio in which the shaft of the internal combustion engine is mechanically coupled with the differential; and a third control module capable of altering the power supply to the electric traction machine.

A semi-automatic gearbox equipped with such a control device, in particular, contributes to the engagement of the transition gear ratio and the appropriate control of the power supply of the electric traction machine and the rotation of the shaft of the internal combustion engine, to achieve two pure It makes it possible to greatly reduce or even eliminate the discomfort felt by the driver when shifting between electric gear ratios.

According to one embodiment, the first control module may power an alternator-starter of the vehicle for controlling rotation of the shaft of the internal combustion engine, said alternator-starter being adapted to control the rotation of the shaft of the internal combustion engine. mechanically connected to

The use of an alternator-starter to control the rotation of the internal combustion engine has significantly optimized fuel consumption and pollutant emissions by motor vehicles while avoiding additional volume within the vehicle's powertrain. be done.

According to another embodiment, the configuration system is such that when the first purely electric gear ratio is engaged simultaneously with the transition gear ratio and/or the second purely electric gear ratio is engaged simultaneously with the transition gear ratio. and a fourth control module configured to control the switching of torque between the electric traction machine and the shaft of the internal combustion engine when the engine is running.

Such a torque switching implementation contributes to making it possible in a significantly simpler and more reliable manner to reduce or even eliminate the discomfort felt by the driver. The switching of torque can be carried out, for example, from the electric traction machine to the internal combustion engine when the internal combustion engine is running, and also to another component, for example the alternator-starter, when the internal combustion engine is in injection cutoff mode. .

Advantageously, the fourth control module controls the transfer of torque from the electric traction machine to the shaft of the internal combustion engine when the first purely electric gear ratio is engaged simultaneously with the transition gear ratio, At the same time, when the second purely electric gear ratio is engaged, it is arranged to control the transfer of torque from the shaft of the internal combustion engine to the electric traction machine.

In another embodiment, the first control module calculates a first synchronous speed corresponding to the measured speed of the vehicle for the internal combustion engine, and sets the rotational speed of the internal combustion engine substantially equal to the first synchronous speed. It is possible to adjust so that

In another embodiment, the third control module calculates a second synchronous speed corresponding to the measured speed of the vehicle for the electric traction machine, and adjusts the rotational speed of the electric traction machine substantially to the second synchronous speed. can be adjusted to be equal to

Advantageously, said first control module comprises means for controlling the rotation of the shaft of the internal combustion engine while keeping said internal combustion engine in injection cutoff mode.

Advantageously, the first control module is adapted to control the opening of the throttle valve and/or the actuation of the camshaft shifter when controlling the rotation of the shaft of the internal combustion engine while maintaining injection cutoff of said internal combustion engine. further configured.

Such a configuration makes it possible to prevent the occurrence of energy losses due to the pumping of the rotationally driven internal combustion engine when the internal combustion engine is in the injection cutoff mode. This results in better sensations felt by the driver and optimization of fuel consumption and pollutant emissions by the vehicle.

Preferably, the first control module further comprises an estimator capable of estimating vibrations generated by the internal combustion engine and calculating a correction term as a function of the estimated vibrations.

Advantageously, the first control module comprises hardware 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 of controlling a semi-automatic gearbox for a hybrid motor vehicle comprising an electric traction machine and an internal combustion engine, said gearbox allowing two separate purely electric gear ratios. detecting the state of the shift situation from the first purely electric gear ratio to the second electric gear ratio for the initialization of the control, controlling the rotation of the shaft of the internal combustion engine to set the transition gear ratio; the shaft of the internal combustion engine to the vehicle for engagement and, on engagement, interrupting the torque supplied by the electric machine upon shifting between the first pure-electric gear ratio and the second pure-electric gear ratio. A method is proposed to mechanically couple the differential of the

Other objects, features and advantages of the invention will become apparent on reading the following description, given purely by way of non-limiting example and given with reference to the accompanying drawings.

1 is a schematic view of a semi-automatic gearbox equipped with a control device according to the invention; FIG. 2 is a schematic diagram of a map of the controller of FIG. 1; FIG. 2 is a schematic diagram of the control device of FIG. 1; FIG. FIG. 4 is a diagram of a method of controlling a semi-automatic gearbox that can be implemented using the controller of FIGS. 1-3;

Referring to FIG. 1, a gearbox 2 is shown schematically. The function of gearbox 2 is to ensure the switching of the transmission of mechanical energy within the powertrain (not shown) of a hybrid motor vehicle (not shown).

The powertrain comprises an internal combustion engine 4 provided with a solid primary engine shaft 6 . The powertrain also includes an electric traction machine 8 capable of driving a hollow primary engine shaft 10 in rotation. The solid primary shaft 6 is inserted inside the hollow primary shaft 10, which ensures sufficient and unbulky guidance of the shafts 6 and 10. However, to consider a solid primary shaft 10 inserted inside a hollow primary shaft 6, and even to envisage two primary shafts arranged parallel to each other by different guiding means, departs from the scope of the invention. do not do.

The powertrain also comprises an alternator-starter 12 connected to the internal combustion engine 4 via a belt 14 and a transmission shaft 16 . In the example shown, the mechanical transmission of power is provided by a belt, but it is of course possible to use any other mechanical power transmission means, such as intermediate gears, without departing from the scope of the invention. It is possible. The primary function of alternator-starter 12 is to drive rotation of engine shaft 6 , for example to start engine 4 . A second function of the alternator-starter 12 is to extract rotational energy from the engine shaft 6 when the engine 4 is running in order to generate electrical energy for various needs of the motor vehicle.

Gearbox 2 comprises a secondary shaft 18 . The function of secondary shaft 18 is to transmit mechanical energy from primary shafts 6 and 10 to the drive wheels (not shown) of the vehicle. The secondary shaft 18 is mechanically coupled to the crown bridge (not shown) of the differential (not shown) using a reduction gear (not shown). Differentials distribute the supplied mechanical energy between the drive wheels of the vehicle.

Two idle gears 20 and 22 are provided on the primary shaft 6 . Two fixed gears 24 and 26 are provided as the primary shaft 10 . The secondary shaft 18 has a fixed gear 28 that meshes with the idle gear 20, a fixed gear 30 that meshes with the idle gear 22, an idle gear 32 that meshes with the fixed gear 24, and a fixed gear 26, which are arranged in this order in the axial direction. A meshing idle gear 34 is provided. The transmission shaft 16 includes an idle gear 36 meshing with the fixed gear 24 and an idle gear 38 meshing with the idle gear 20 .

To engage the various gear ratio shifts, the gearbox 2 comprises a first sliding dog gear 40 mounted on the transmission shaft 16 . Sliding gear 40 is capable of interlocking idle gears 36 and 38 with shaft 16 . Gearbox 2 comprises a second sliding dog gear 42 mounted on primary shaft 6 . Sliding gear 42 can interlock gears 20 and 22 with shaft 6 . Gearbox 2 comprises a third sliding dog gear 44 mounted on secondary shaft 18 . Sliding gear 44 is capable of interlocking idle gears 32 and 34 with shaft 18 .

The gearbox 2 is made semi-automatic, ie the actuation of the gearbox 2 is that of a manual box, but the shifting of gear ratios is automatic. In other words, sliding gears 40, 42, and 44 are moved by automated mechanical actuators, such as automated actuation forks.

A control device 46 is provided for positive control of the gearbox 2 . More specifically, controller 46 may provide control of the actuators for sliding gears 40 , 42 and 44 . In this way, the controller 46 can control the shifting of gear ratios of the gearbox 2 .

The controller 46 is always able to determine the gear ratio that the gearbox 2 needs to engage under vehicle travel and driving conditions. In order to be able to do this, the device 46 comprises a detector 48 of the speed of travel _VVEH of the motor vehicle and a detector 50 of the power ε supplied to the differential of the powertrain. The power ε can alternatively be expressed in the form of the force (in Newtons) required to be applied by the teeth of the reduction gear (not shown) or in the form of the torque (in Newton-meters) supplied to the differential crown. can. Detectors 48 and 50 are advantageously coupled to the vehicle's engine controller which collects speed _VVEH and power ε information. For example, the engine controller or detector 50 may consider the driver's pressure on the accelerator pedal.

Device 46 also includes a map 52 that stores gear ratio values as a function of speed _VVEH and power ε. Given the V _VEH and ε information as input, the map 52 delivers gear ratio values appropriate for the driving and driving conditions corresponding to the input values. In other words, the gear ratio value delivered corresponds to the ratio that the gearbox 2 needs to engage in order to ensure optimum operation of the vehicle in driving and driving conditions.

FIG. 2 shows a graph showing an example map 52 for the controller 46 . The map 52 is schematically represented in the form of a graph with an x-axis corresponding to different values of velocity _VVEH and a y-axis corresponding to different values of power ε.

The graph comprises a plurality of curves defining regions each corresponding to a particular gear ratio. It would of course not depart from the scope of the invention to envisage maps showing different curves and different regions.

Region EV1 corresponds to gear ratio EV1 with which idle gear 34 is engaged. That is, only the primary shaft 10 is mechanically connected with the secondary shaft 18 . In other words, gear ratio EV1 is a purely electric gear ratio.

Region EV2 corresponds to gear ratio EV2, which is also purely electric. The idle gear 32 is interlocked according to the ratio EV2. Since ratio EV2 has a higher transmission ratio than that of ratio EV1, ratio EV2 is the higher gear ratio with respect to ratio EV1, which is the lower gear ratio.

Whatever the pair (i,j), region HEVij corresponds to a hybrid gear ratio HEVij in which both primary shaft 10 and primary shaft 6 are mechanically coupled to secondary shaft 18 . The ratio HEVij corresponds to a gear ratio at which the idle gear 22 is engaged when i=2, the idle gear 38 is engaged when i=3, and the idle gear 20 is engaged when i=4. Further, if j=1, the idle gear 34 is engaged, and if j=2, the idle gear 32 is engaged.

Thus, for example, ratio HEV21 corresponds to the gear ratio at which idle gears 22 and 34 are engaged by sliding gears 42 and 44, respectively.

The control device 46 comprises a configuration system 54, the function of which is to arrange the gearbox 2 when the situation arises to shift between the two ratios EV1 and EV2, both shifting directions. do it with A configuration system 54 is shown schematically in FIG.

System 54 comprises a first control module 56 , a second control module 58 , a third control module 60 and a fourth control module 62 .

The module 56 can control the power supply of the alternator-starter 12, thereby controlling the torque and rotational speed at the alternator-starter 12 output. Knowing the constant reduction ratio between alternator-starter 12 and shaft 6, module 56 is able to drive rotation of primary shaft 6 of engine 4 when engine 4 is in injection cutoff mode. Moreover, the module 56 can precisely control the torque T ₆ and the rotational speed ω ₆ of the primary shaft 6 .

Module 56 is provided with a system 64 for managing energy losses due to pumping of internal combustion engine 4 . In fact, rotating the shaft 6 while the engine 4 is stopped causes significant energy losses due to pumping within the engine 4 . The management system 64 allows the torque T ₆ and speed ω ₆ to be precisely controlled despite the energy losses due to pumping.

Management system 64 is coupled to internal combustion engine 4 so as to be able to control the opening of a throttle valve (not shown) associated with engine 4 . In addition, management system 64 may control operation of camshaft shifters (not shown) of engine 4 according to appropriate positions to minimize energy loss due to pumping.

To ensure even more precise control, the system 64 can perform the regulation of the torques _T6 and _ω6 in closed loop mode. This results in a further increase in comfort for the driver. To this end, system 64 may include an estimator (not shown) of vibrations generated by engine 4 . Such an estimator may, for example, comprise a map in which vibration values are stored as a function of the rotational speed of the alternator-starter 12 . The estimator can also calculate correction terms for vibrations generated by the engine 4 . The correction term is collected by control module 56 , which takes into account the correction term in generating the alternator-starter 12 powering signal.

The second module 58 can engage the transition gear ratio when shifting from gear ratio EV1 to EV2 or from EV2 to EV1. In the example shown, the same transition gear ratio is engaged during shifts from EV1 to EV2 and from EV2 to EV1. The transition gear ratio can be any purely thermal gear ratio for gearbox 2 , ie any gear ratio in which primary shaft 6 is mechanically coupled to secondary shaft 18 . That means that the second module 58 can control the actuation of the sliding dog gears 40 and 42 that interlock the idler gear 38 , gear 20 or idler gear 22 . In the example shown, the transition ratio TH2 ensured by gears 22 and 30 is selected as the gear ratio. The selection of the ratio TH2 makes it possible to minimize the rotational speed ω ₆ of the shaft 6 so as to reduce the energy losses due to the pumping of the internal combustion engine 4 and any vibrations occurring in the dynamic chain.

A module 60 can control the power supply of the electric traction machine 8 . By doing so, the module 60 can precisely control the torque T ₁₀ and rotational speed ω ₁₀ of the engine shaft 10 .

Module 62 comprises hardware and software means for controlling the switching of torque between engine shafts 6 and 10 . In other words, module 62 applies electric traction by module ₆₀ to change torque T10 in conjunction with changing the power supply supplied to alternator-starter ₁₂ by module 56 to change torque T6. The power supply supplied to the machine 8 can be changed. More specifically, module 62 can simultaneously vary torque T ₁₀ and torque T ₆ while maintaining total torque T ₆ +T ₁₀ constant.

The device 46 makes it possible to carry out a method for controlling the gearbox 2, which method will be detailed hereinafter with reference to FIG.

The example shown in FIG. 4 is how the gearbox 2 is controlled when shifting from the ratio EV1 to the ratio EV2 or when shifting from the ratio EV2 to the ratio EV1. In other words, the same method is performed and in particular the same transition gear ratio is used for both shift directions. However, it would not depart from the scope of the invention to consider different control methods depending on the direction of shift between the ratios EV1 and EV2.

At the start of the method, the electric traction machine 8 is energized to rotate the primary shaft 10 at speed ω ₁₀ and torque T ₁₀ . Ratio EV1 or EV2 is engaged. Internal combustion engine 4 and alternator-starter 12 are stopped and shafts 6 and 16 are stationary and disconnected from secondary shaft 18 .

The method comprises a first step E01 of performing a check to detect conditions for initiating control of a shift situation from a first purely electric gear ratio to a second electric gear ratio. In step E01, a more detailed detection is made as to whether the control device 46 is in a state to control a shift from the ratio EV1 to EV2 or a shift from the ratio EV2 to EV1. Thus, a starting condition is determined to be detected when the value delivered by map 52 leaves value EV1 and takes value EV2, or leaves value EV2 and takes value EV1. Test step E01 is repeated as long as no start condition is detected. As soon as the starting condition is detected, the process goes to step E02.

In the following discussion, it is assumed that the value delivered by map 52 leaves value EV1 to value EV2. In a subsequent step E02, module 56 drives alternator-starter 12 electrically. As a result, rotation of the engine shaft 6 of the internal combustion engine 4 begins. During this time, the internal combustion engine 4 is kept stopped.

The method then includes a step E03 of calculating a first synchronous speed ω _1-SYNC . The speed ω _1-SYNC is the rotational speed of shaft 6 when the transition gear ratio is engaged. As previously indicated, the transition gear ratio is ensured by idle gear 22 and fixed gear 30 and corresponds to transmission ratio R _TH2 . The speed ω _1-SYNC can be calculated from the vehicle travel speed V _VEH or the primary shaft 10 speed ω ₁₀ . In the latter case, the velocity ω _1-SYNC is calculated by applying the following equation.

The method includes a step E04 of modifying the power supply of the alternator-starter 12 so that the module 56 drives the engine shaft 6 at a rotational speed equal to the speed ω _1-SYNC . In other words, the alternator-starter 12 is powered such that ω ₆ =ω _{1 -SYNC} . Step E04 is terminated as soon as the value ω ₆ equals the speed ω _1-SYNC within an error of +/-50 revolutions per minute. At the end of step E04, torque _T6 is substantially zero.

The method includes step E05 of engaging the transition gear ratio TH2. At step E05, the module 58 controls the operation of the sliding gear 42 so as to engage the idle gear 22. FIG. Engagement is facilitated by the contributions of steps E03 and E04 of calculating the synchronous speed and synchronizing the shafts 6. FIG. At the end of step E05, ratios EV1 and TH2 are engaged, or in other words both primary shaft 6 and primary shaft 10 are engaged with secondary shaft 18.

に従ってトルクＴ_１０の減少を制御する。時点ｔ_２で、トルクＴ_１０は値ゼロに達する。やはりステップＥ０６で、モジュール６２は、トルクＴ_６を増加させるように、オルタネータ－スタータ１２への電力供給の変更を制御する。より具体的には、モジュール６２は、時点ｔ_１から、トルクＴ_１０の変化率とは正反対の値の一定の変化率

に従って、トルクＴ_６の増加を制御する。すなわち、ステップＥ０６において、電気牽引機８によって加えられるトルクＴ_１０が、オルタネータ－スタータ１２によるエンジンシャフト６に次第に切り替えられる。ステップＥ０６の終了時点で、トルクＴ_１０は実質的にゼロになる。 The method then includes a step E06 of switching torque between the primary shafts 6 and 10. FIG. At step E06, the control module 62 controls the change in power supply of the electric traction machine 8 such that the torque _T10 is reduced. In the illustrated example, module 62 applies _a constant rate of change from time t1

to control the reduction of torque _T10 according to _At time t2, torque _T10 reaches a value of zero. Also at step E06, module 62 controls a change in power supply to alternator-starter ₁₂ to increase torque T6. More specifically, module 62 detects from time t1 _a constant rate of change of a value diametrically opposed to the rate of change of torque _T10 .

to control the increase of the torque _T6 . That is, in step E 06 the torque T ₁₀ applied by the electric traction machine 8 is gradually switched to the engine shaft 6 by the alternator-starter 12 . At the end of step E06, torque _T10 is substantially zero.

The method includes a step E07 of disengaging the ratio EV1. In this step, the controller 46 controls the sliding gear 44 to disengage the idler gear 34 linkage. At the end of step E07, the ratio EV1 is no longer engaged and the engine shaft 10 is no longer engaged with the secondary shaft 18.

The method includes a step E08 of calculating a second synchronous speed ω _2-SYNC . The speed ω _2-SYNC is the rotational speed of shaft 10 when gear ratio EV2 is engaged. Gear ratio EV2 is ensured by gears 24 and 32 to ensure transmission ratio _REV2 . The speed ω _2-SYNC can be calculated from the vehicle travel speed V _VEH or the primary shaft 6 speed ω ₆ . In the latter case, the velocity ω _2-SYNC can be calculated by applying the following equation.

The method includes a step E09 in which the control module 60 modifies the power supply of the electric traction machine 8 such that the rotational speed ω ₁₀ of the shaft 10 is equal to the speed ω _2-SYNC . Step E09 is terminated as soon as the value ω ₁₀ equals the speed ω _2-SYNC within an error of +/-50 revolutions per minute.

Then follows a step E10 of engaging the second purely electric gear ratio, in this case gear ratio EV2. To do this, device 46 controls the operation of sliding gear 44 to achieve engagement of idler gear 32 . At the end of step E10, ratios TH2 and EV2 are engaged, or in other words both primary shaft 10 and primary shaft 6 are engaged with secondary shaft 18. Torque _T10 is substantially zero.

The method then includes a new step E11 of switching the torque. Unlike step E06, the torque switching is done in the opposite direction with the same rate of change. _In other words, at step E11, the control module 62 simultaneously controls the increase of the torque T10 according to the rate of change -α and the decrease of the torque _T6 according to the rate of change α. Step E11 is terminated as soon as torque _T6 becomes substantially zero.

The method includes a step E12 of disengaging the transition gear ratio TH2. In this step module 58 controls sliding gear 42 so that gear 22 is no longer engaged. At the end of step E12, only ratio EV2 is engaged and shaft 6 continues to rotate at speed ω _1-SYNC .

The method includes a step E13 of stopping rotation of the engine shaft 6 . In step E13, the module 56 gradually reduces the power supply to the alternator-starter 12 so as to gradually reduce the rotational speed ω ₆ to a zero value. Preferably, in the absence of vibration, speed ω ₆ is adjusted by controlling the torque supplied by alternator-starter 12 to quickly stop rotation of shaft 6 .

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

In the method just described, the neutral point ratio was not engaged during the shift between ratios EV1 and EV2. Furthermore, the acceleration felt by the driver remains positive at all times. In the case of a shift from EV2 to EV1, engagement of the transition gear ratio will have the same effect of avoiding engagement of the neutral ratio, so that when the driver has his foot on the accelerator pedal, the , the felt acceleration will always remain negative.

That is, the devices and methods just described contribute to the ability to engage a shift between two purely electric gear ratios without causing discomfort to the driver. This ensures that when shifting from the lower ratio EV1 to the higher ratio EV2, the driver does not feel deceleration when requesting acceleration. This is also perfectly true when shifting from the higher ratio EV2 to the lower ratio EV1, and the driver feels a lack of braking when he takes his foot off the accelerator pedal. no.

Furthermore, this improvement in driver sensation is made possible without starting the internal combustion engine, thereby allowing a good optimization of fuel consumption and pollutant emissions by the motor vehicle to be maintained.

Furthermore, the present invention does not require the incorporation of additional mechanical components and thus does not result in additional volume in the vehicle's powertrain and engine compartment.

Claims (12)

A semi-automatic gearbox (2) for a hybrid motor vehicle with an electric traction machine (8) and an internal combustion engine (4), the gearbox (2) having two distinct pure electric gear ratios (EV1, EV2). ) to control
means (48) for measuring vehicle speed (V _VEH );
a map (52) storing gear ratio values as a function of measured vehicle speed (V _VEH ) and power supplied to the vehicle differential (ε), comprising:
providing a configuration system (54) for setting said gearbox (2) in a situation to shift from a first pure electric gear ratio ( EV1 ) to a second pure electric gear ratio ( EV2 );
The configuration system (54) comprises:
a first control module (56) capable of controlling rotation of a shaft (6) of said internal combustion engine (4);
being able to engage and disengage a transition gear ratio (TH2) in which said shaft (6) of said internal combustion engine (4) is mechanically coupled with said differential; a second control module (58) capable of
a third control module (60) capable of changing the power supply to said electric traction machine (8) ;
from a pre-shift state in which said gearbox (2) is in a first pure electric gear ratio (EV1) to a post-shift state in which said gearbox (2) is in a second pure electric gear ratio (EV2). The second control module (58 ) engages said transition gear ratio (TH2) and engages said second pure electric gear ratio (EV2) in a second intermediate stage (E12) after said first intermediate stage (E05). disengagement of the transition gear ratio (TH2) by the second control module (58) under conditions of
A control device (46), characterized in that: The first control module (56) is operable to power an alternator-starter (12) of the vehicle for controlling rotation of the shaft (6) of the internal combustion engine (4), and The control device (46) of claim 1, wherein an alternator-starter (12) is mechanically coupled to the shaft (6) of the internal combustion engine (4). Said configuration system (54) is configured such that when both said transition gear ratio (TH2) and said first purely electric gear ratio ( EV1 ) are engaged and/or said transition gear ratio (TH2) and said switching torque between said electric traction machine (8) and said shaft (6) of said internal combustion engine (4) when said second pure electric gear ratio ( EV2 ) is both engaged; 3. The controller (46) of claim 1 or 2, further comprising a fourth control module (62) configured to control. The first control module (56) calculates for the internal combustion engine (4) a first synchronous speed (ω _1-SYNC ) corresponding to the measured speed (V _VEH ) of the vehicle; 4. Any one of claims 1 to 3, wherein the rotational speed (ω ₆ ) of (4) can be adjusted to be substantially equal to said first synchronous speed (ω _1-SYNC ). 4. A controller (46) according to claim 1. The first synchronous speed (ω _1-SYNC ) is
the following formula

be calculated by, provided that
ω _1-SYNC is the first synchronous speed;
ω ₁₀ is the rotational speed of the electric traction machine (8);
R _EV1 is the transmission ratio of the first pure electric gear ratio;
R _TH2 is the transmission ratio of the transition gear ratio (TH2);
A control device (46) according to claim 4. Said third control module (60) calculates a second synchronous speed (ω _2-SYNC ) corresponding to said measured speed (V _VEH ) of said vehicle for said electric traction machine (8); Any of claims 1 to 5 , wherein the rotational speed (ω ₁₀ ) of the traction machine (8) can be adjusted to be substantially equal to said second synchronous speed (ω _2-SYNC ). A controller (46) according to any one of the preceding clauses. The second synchronous speed (ω _2-SYNC ) is
the following formula

be calculated by, provided that
ω _2-SYNC is the second synchronous speed;
ω ₆ is the rotational speed of the shaft (6) of the internal combustion engine (4);
R _EV2 is the transmission ratio of the second pure electric gear ratio;
R _TH2 is the transmission ratio of the transition gear ratio (TH2);
7. A control device according to claim 6. The first control module (56) comprises means for controlling the rotation of the shaft (6) of the internal combustion engine (4) while maintaining the internal combustion engine (4) in an injection cut off mode. 8. A controller (46) according to any one of claims 1 to 7. When the first control module (56) controls the rotation of the shaft (6) of the internal combustion engine (4) while maintaining the injection cutoff of the internal combustion engine (4), the throttle valve opening and 9. The controller (46) of claim 8, further configured to/or control actuation of a camshaft shifter. The first control module (56) further comprising an estimator capable of estimating vibrations generated by the internal combustion engine (4) and calculating a correction term as a function of the estimated vibrations. 10. Control device (46) according to 8 or 9. Hardware and software in which said first control module (56) servo-controls rotational speed (ω ₆ ) and/or torque (T ₆ ) of said shaft (6) of said internal combustion engine (4) by means of a closed loop regulation system. 11. The controller (46) of claim 10, comprising means. A semi-automatic gearbox (2) for a hybrid motor vehicle with an electric traction machine (8) and an internal combustion engine (4), the gearbox (2) having two distinct pure electric gear ratios (EV1, EV2). ) using a control device (46) according to any one of claims 1 to 11, wherein for initialization of the control, a first pure electric gear ratio ( EV1 ) to a second detecting the state of a shift situation to an electric gear ratio ( EV2 ) of 2, controlling the rotation of the shaft (6) of said internal combustion engine (4) to engage a transition gear ratio (TH2), said engaging and the torque (T10) supplied by said electric traction machine (8) _in shifting between said first pure electric gear ratio ( EV1 ) and said second pure electric gear ratio ( EV2 ) as A method of mechanically coupling said shaft (6) of said internal combustion engine (4) to a differential of said vehicle for interruption.

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