• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The present invention relates to an automatic transmission for a hybrid vehicle. Automatic transmission for hybrid thermal / electric vehicle comprising: - an input shaft (AE) driven by the heat engine, - a wheel, a crown or an output gear (RCPS), - a stationary element (ES), such as a casing for example, - an electric machine (ME) whose stator (ST) is integral with the stationary element (ES), - at least first, second and third torque transmission members (Cl3; C234; C12 - E2) that can be engaged or selectively activated to establish different transmission ratios. Automatic transmission characterized in that it comprises, in addition, a single double planetary gear Ravigneaux type (TPR) whose constituent functional elements are arranged in two stages of planetary gear (ET1 and ET2) connected by the aforementioned members to the input shaft (AE), rotor (RO) of the electric machine (ME) and stationary element (ES).
    公开号:FR3021592A1
    申请号:FR1454773
    申请日:2014-05-27
    公开日:2015-12-04
    发明作者:Matthieu Rihn；Cyrille Bridier
    申请人:Punch Powerglide Strasbourg SAS；
    IPC主号:
    专利说明:

    [0001] The present invention relates to the field of motor vehicle equipment, more particularly that of hybrid electric / electric vehicles (comprising a heat engine, generally with internal combustion, and at least one electric machine), and relates to an automatic transmission, or automatic gearbox, optimized for such vehicles. The invention relates more specifically to transmissions for hybrid vehicles that can operate in pure electric drive, that is to say for vehicles that can be driven by the action of the single electric motor, and whose drives by engine and engine electrical transmission through the same transmission before application to the drive wheels. For the above-mentioned type of vehicle, two types of architectures currently exist in the state of the art.
    [0002] A first type of architecture corresponds to so-called "P2" type parallel hybrids, which operate with an electric machine placed between the engine and the gearbox. A specific decoupling clutch is provided which disconnects the heat engine from the power train.
    [0003] In case of decoupling, the operation is pure electric type, the electric machine providing torque to the gearbox, instead of the engine. The electric machine can also serve as a transmission brake in usual braking situations: it is then in generator mode and produces electricity to recharge the battery. The gearbox then operates in a conventional manner, adapting the gear ratios to the optimal operating speed of the electric motor. In the absence of decoupling, when the heat engine is connected, the electric machine can be solicited as a motor or generator, to provide additional power to the acceleration or recharge the battery. This first architecture is the most used solution currently, at least on the European market. Its advantage is to be able to use an existing retractable gearbox which is grafted an electric motor and a decoupling clutch 3021592 - 2 - for disconnecting the heat engine of the power train. This eliminates the need to develop a specific hybrid transmission system. Moreover, when the battery is empty and the vehicle can only be propelled by the thermal engine, there is always a number of high speeds, making it possible to operate the heat engine at its optimum speed. However, this first known solution has drawbacks: for powers of high electrical machines (more than 40 kW, especially for plug-in vehicles, that is to say rechargeable on an external source), it becomes difficult to integrate this machine in the gearbox, and it then leads to an increase in the overall size of the powertrain. The constraints of space to place the machine between the motor and the box require to move towards permanent magnet machines whose cost is high.
    [0004] On the other hand, it has been determined that the greater the power of the electric system increases relative to that of the engine, the less gear ratios are required to achieve the same vehicle performance. Finally, when the battery is empty, and there is more energy available for starting on the electric motor, it is necessary to provide a specific starting system on the heat engine (such as for example a hydraulic torque converter or a friction clutch). In other words, the resulting system is too cumbersome, too expensive and too complex compared to the performance provided.
    [0005] Examples of suitable transmission constructs for this first type of architecture are disclosed in US 2008/011529 and WO 2008/141876. A second type of architecture is known as hybrid series or series-parallel.
    [0006] As part of this second solution, a generator driven by the heat engine generates electricity which is used to operate an electric motor that propels the vehicle (series operation). In most current arrangements, a portion of the power of the engine is, however, transmitted mechanically to the wheels (serial-parallel operation). Such a system is perfectly optimized for hybrid operation, with an infinity of ratios making it possible to operate the electric machines and the engine at optimized speeds, with a minimum of gears and clutches (because it does not there is no need to realize multiple gear ratios). In addition, there is no need for a specific starting system on the engine, since it can always start in serial mode. On the other hand, a major disadvantage lies in the overweight and the additional cost generated by the use of two electrical machines, whereas only one is really used for the propulsion of the vehicle. Thus, in the case of a series operation, in the presence of a 60 kW electric motor 10 for the propulsion of the vehicle, it is also necessary to provide a 60kW generator. In conclusion, it is necessary to embark twice the desired propulsion power (see for example EP 1 386 771 and US 2012/174708). In an attempt to overcome the drawbacks and overcome the limitations of existing solutions, transmissions and gearboxes specially adapted for hybrid vehicles have meanwhile been developed and are available on the market, which automatically include an electric motor. This new generation of transmissions generally has the following characteristics: two to five speeds that can be used for the propulsion of the vehicle by the heat engine; one or two speeds for the propulsion of the vehicle by the electric motor; takeoff or start of the vehicle by the engine, using the electric machine in generator mode as a variable speed drive (variable ratio operating mode, see for example DE 102010031026A1). The number of reports associated with the electric motor in these 30 new transmissions is adjusted to the needs of a hybrid vehicle (no superfluous material to achieve six or eight speeds). The possible prediction of two electric speeds makes it possible to adjust the operation of the electric machine in its rpm and torque ranges where it is most efficient, thus making it possible to use less expensive asynchronous motors than permanent magnet motors. but with a zone of optimal efficiency more reduced. The variable ratio start mode saves a vehicle takeoff device on the engine 3021592 - 4 - (type converter or clutch with high energy dissipation capacity), while still having a possibility of take-off other than electrical, especially when the batteries have reached their minimum load threshold (for example following repeated starts in congested traffic).
    [0007] However, these new transmission developments specifically for hybrid vehicles still have complex constructions, including mandatory at least three planetary gear and at least four torque transmission members (clutches or coupling devices).
    [0008] In addition, these new developments do not allow a simple transition, in terms of construction, from a basic version, with more limited possibilities, to a more sophisticated version, with increased possibilities in terms of the number of available speeds.
    [0009] The present invention aims to provide an improved solution over the existing, and to overcome at least the main disadvantages mentioned above. To this end, the subject of the invention is an automatic transmission for a hybrid thermal / electric vehicle comprising: an input shaft driven by the heat engine, a wheel, a crown or an output gear, a stationary element , such as a housing for example, - an electric machine whose stator is integral with the stationary element, 25 - at least first, second and third selectively transmitting torque members can be engaged or selectively activated to establish, d on the one hand, at least one gear ratio for a drive of the vehicle under the action of the electric machine functioning as a motor, on the other hand, two ratios for a drive of the vehicle under the action of the heat engine in the of continuous variation of speed and, finally, at least three gear ratios for a drive of the vehicle under the action of the engine, automatic transmission characterized in that it c In addition, there is a single Ravigneaux type double planetary gear comprising 35 as constituent functional elements: first and second sun wheels, first and second ring gear and first and second sets of planet gears mounted on a door. common satellite, these elements being arranged in two stages of planetary gear interconnected by one or more pinion (s) long (s) meshing with each of said stages, the first stage being selectively connectable to the shaft via the first and second torque transmission members 5 and the second stage being, on the one hand, permanently connected to the rotor of the electrical machine and, on the other hand, selectively connected to the element stationary by the third torque transmission member. The invention will be better understood from the following description, which refers to preferred embodiments, given by way of non-limiting examples, and explained with reference to the appended diagrammatic drawings, in which: FIGS. and 1B are wireframe symbolic representations of two variants of a first embodiment of an automatic transmission according to the invention; FIGS. 2A and 2B are wireframe symbolic representations of two variants of a second embodiment of an automatic transmission according to the invention, constituting more sophisticated versions of the transmission embodiments shown respectively in FIGS. 1A and 1B; FIG. 3 shows, in relation to the variant embodiments represented in FIGS. 1A and 1B, a transition matrix or interlocking table of the various torque transmission members forming part of the transmission according to the invention, with indication of the numbers speeds and drive mode, as well as steps (gear ratio); FIG. 4 shows, in connection with the variant embodiments represented in FIGS. 2A and 2B, a passage matrix or engagement table of the various torque transmission members forming part of the transmission according to the invention, with indication of the numbers speeds and drive mode, as well as stages (gear ratio), and, Figures 5 to 7 show, on the basis of the passage matrix shown in Figure 4, different gear shift strategies from different startup situations.
    [0010] FIGS. 1 and 2 illustrate an automatic transmission for a hybrid thermal / electric vehicle comprising: an input shaft AE driven by the heat engine, a wheel, a crown or an RCPS output gear, a stationary element ES, such as a housing for example, - an electric machine ME whose ST stator is integral with the stationary element ES, 5 - at least the first, second and third C13 torque selective transmission members; C23 or C234; C12 - E2 can be engaged or selectively activated to establish, on the one hand, at least one gear ratio for a drive of the vehicle under the action of the electric machine ME operating as a motor, on the other hand, two reports for a drive of the vehicle under the action of the heat engine in continuous speed variation mode (the electric machine ME operating then in generator mode and performing a rotational reaction) and, finally, at least three gear ratios for a drive of the vehicle under the action of the heat engine (not shown). According to the invention, this transmission comprises, in addition, a single double planetary gear of the Ravigneaux TPR type, comprising as constituent functional elements: first and second sun wheels Si and S2, first and second ring gear R1 and R2 and first and second sets of PS1 and PS2 planet gears mounted on a common carrier SC, these elements being arranged in two stages of planetary gear ET1 and ET2 interconnected by one or more pinions (s) long (s) ) PL meshing with each of said stages ET1 and ET2, the first stage ET1 being selectively connectable to the input shaft 25 AE via the first and second torque transmission members C13 and C23 or C234 and the second stage ET2 being, on the one hand, permanently connected to the rotor RO of the electric machine ME and, on the other hand, selectively connected to the stationary element ES by the third transmission member of blow the C12-E2.
    [0011] It will be noted that each of FIGS. 1 and 2 represents a half of a sectional view of the transmission in a plane containing the longitudinal axis of the transmission (virtual axis on which the input shaft AE is aligned and the means RCPS output). In its basic version shown in FIGS. 1A and 1B, the automatic transmission comprises a single dual planetary gear TPR and only three C13 selective transmission members; C23 or C234; C12-E2. With this configuration, this transmission makes it possible to obtain, by the appropriate actuation of said members: three gear ratios associated with the heat engine, a gear ratio associated with the electric motor ME, two modes of continuous variation. reports. Thus, with a simple structure (four members), compact (two stages, integration of the electric motor) and economically inexpensive, it is possible to provide, thanks to the invention, a transmission ratio proposal, adapted for placing on the screen. works with a hybrid propulsion. The two possibilities of injection of motion in the Ravigneaux double train (selectively by means of the elements C13 and C23 or C234) make it possible to have two continuously variable ratios EVT1 and EVT2 distinct.
    [0012] As also shown in FIGS. 1 and 2, each PC long wheel is advantageously associated, on the one hand, with a satellite gear PS1 at the first stage ET1, which meshes with said long pinion PL and with the ring gear R1 or solar wheel S1 of said stage ET1 and, secondly, a satellite pinion PS2 at the second stage ET2, which meshes with said long pinion PL and with the ring gear R2 or the sun gear S2 of said stage ET2, the planet carrier SC carrying said long pinion PL and carrying the two planet gears PS1 and PS2 with free rotation faculty. Although a single long pinion PL is shown in FIGS. 1 and 2, preferably several (for example two or three distributed around the longitudinal axis) are provided with their two planet gears PS1 and associated. In terms of movement input and output, it can be provided that the first and second torque transmission members C13 and C23 or C234 selectively connect the input shaft AE to the sun gear S1, respectively. and to the crown R1 of the first stage ET1 of the Ravigneaux TPR double planetary gear train, the wheel, the crown or the RCPS output gear being connected directly to the planet carrier SC. Preferably, the rotor RO of the electric machine ME is connected directly or connected via a gear arrangement to the ring R2 of the second stage ET2 of the planetary gear train 3021592 - 8 - type Ravigneaux TPR, said arrangement gearing may be of the planetary or parallel type. It will be noted that the two variants of FIGS. 1A and 1B are distinguished by the inversion of the double planetary gear TPR.
    [0013] The two stages ET1 and ET2 of the double planetary gear train comprise the various meshing means (crowns, wheels, gears) distributed in two parallel planes, perpendicular to the longitudinal axis and spaced along the latter. In accordance with a second preferred embodiment of the invention, and as is apparent from FIGS. 2A, 2B and 4, the automatic transmission may comprise a fourth torque selective transmission member C4-E1 capable of connecting the sun wheel Si from the first stage ET1 to the stationary element ES, thereby enabling the establishment of at least one additional gear ratio for driving the vehicle under the action of the electric machine ME operating as a motor, on the one hand, and at least one additional gear ratio for a drive of the vehicle under the action of the engine, on the other hand. FIGS. 2A and 2B illustrate two practical variants of this second mode which are distinguished by the inversion of the double planetary gear TPR. Thanks to this second preferred embodiment of the invention, it is possible to obtain, by the selective actuation of the four clutching members: four gear ratios associated with the heat engine; two gear ratios associated with the electric motor ME; - two modes of continuous variation of reports. In the two gear ratios for a drive of the vehicle under the action of the heat engine in continuous variation mode, the electric machine ME can operate in generator mode and thus recharge the vehicle battery.
    [0014] As shown in FIGS. 3 and 4 in connection with FIGS. 1 and 2, it can be provided that, to establish each of the gear ratios for the drive by the electric motor ME and each of the ratios for driving by the heat engine in continuously variable mode, only one of the C13 torque selective transmission members; C23 or C234; C12-E2; C4-E1 is activated or engaged and that, for the establishment of each gear ratio for the drive by the thermal motor, two of the torque transmission members C13; C23 or C234; C12-E2; C4-E1 be activated or engaged. In addition, it is also apparent from the above figures that the gear ratios for a drive of the vehicle under the action of the heat engine consist exclusively of gear ratios forward, the passage of a given speed at a speed immediately higher or immediately below being advantageously carried out, on the one hand, by disengagement or deactivation of a single member of the pair of members producing the current speed and, on the other hand, by engagement or activation of a single member forming part of the pair of organs intended to achieve the new speed. Thus, the electrical report (s) El, E2 is (are) used (s) to start the vehicle at a standstill when there is enough energy in the battery. In addition, El, and possibly E2, are used to carry out the movements in reverse. The reports EVT1 and EVT2 correspond to fixed torque ratios (indicated in the tables of FIGS. 3 and 4) associated with continuously variable gear ratios. EVT1 is used to start the vehicle when the amount of energy stored in the battery is not sufficient for starting with the ME electric motor. When any of the ratios Ti to T4 is engaged (fixed ratios for a drive by the heat engine), the electric machine ME, which rotates at a fixed speed ratio relative to the other elements of the transmission, can be used indifferently as a motor or generator, to either provide additional power to the vehicle, or to recover energy that will be sent to the battery. Of course, the values of the ratios in the tables of FIGS. 3 to 7 are given by way of example only and can be modified by changing the number of teeth of the gears.
    [0015] As a practical use of the automatic transmission shown in Figs. 1A and 1B, in connection with the matrix of Fig. 3, the following torque selective transmission members or pairs are respectively engaged. (e) or activated to establish a fixed or continuously variable transmission ratio: - the third member C12-E2 for the driving speed by the electric motor ME, - the first member C13 for the first ratio in continuous variation, - the second member C23 or C234 for the second ratio in continuous variation, 5 - the first and third members C13 and C12-E2 for the first speed driven by the heat engine, - the second and third members C23 or C234 and C12-E2 for the second gear driven by the heat engine, the first and second members C13 and C23 or C234 for the third gear driven by the heat engine. As a practical use of the automatic transmission shown in FIGS. 2A and 2B, in relation to the matrix of FIG. 4, the following members or pairs of torque selective transmission members are respectively engaged (e). ) or activated to establish a fixed or continuously variable transmission ratio: the fourth member C4-E1 for the first gear driven by the electric motor ME; the third member C12-E2 for the second gear; second speed in drive by the electric motor ME, 20 - the first member C13 pure the first ratio in continuous variation, - the second member C23 or C234 for the second ratio in continuous variation, - the first and third members C13 and C12-E2 for the first speed in drive by the heat engine, the second and third members C23 or C234 and C12-E2 for the second speed driven by the heat engine, the first and second members C1 3 and C23 or C234 for the third gear driven by the heat engine, the second and fourth members C23 or C234 and C4-E1 for the fourth gear driven by the heat engine. The performances and ranges of use of the various modes of operation of the transmission according to the invention (embodiment corresponding to FIGS. 2A and 3) are illustrated, by way of example, in the form of graphs representing the traction force. in Newton as a function of the speed of the vehicle in km / h in FIG. 8. It can be noted that the four gear ratios available for driving by the heat engine alone (curves "thermal ratio Ti") are doubled by four additional gear ratios corresponding to a drive by the thermal engine assisted by the electric machine ME operating in engine mode (curves "Ti + boost thermal ratio"). The clouds of points "." and "x" show possible operating points in the two continuously variable ratios EVT1 and EVT2, the electric machine being used as a generator.
    [0016] Determining the optimum operating ranges in the different drive modes is, of course, within the realm of the practical knowledge of the person skilled in the art. The present invention also relates to a method of controlling an automatic transmission as described above and equipping a hybrid vehicle provided with a rechargeable battery. This method consists, at start-up, in checking the battery charge level and comparing it to a low threshold value, and then either starting the vehicle via the electric motor ME if the charge level is higher or equal to the threshold value, by engaging the 20 or one of the corresponding gear ratios, either to start the vehicle via the engine if the load level is below the threshold value, by engaging one of the gear ratios with continuously variable speed ratio. Finally, FIGS. 5 to 7 illustrate different gear shift strategies, from stopping to maximum cruising speed, depending in particular on the charge of the battery of the hybrid vehicle. As shown in FIG. 5, the following successive operations can be envisaged with a battery with a charge level above its maximum charge: the vehicle starts in E1 (operation on the electric motor), functioning on the electric motor), - passage in Ti (thermal engine operation), - passage in T2 (thermal engine operation), 35 - passage in T3 (thermal engine operation), - passage in T4 (thermal engine operation). The sequence of operations illustrated in FIG. 6 can be performed when the battery has a level of charge below its minimum value: the vehicle starts in EVT1 (operation in continuous variation); T1 (thermal engine operation), - passage in T2 (thermal engine operation), - passage in T3 (thermal engine operation), - passage in T4 (thermal engine operation).
    [0017] FIG. 7 illustrates an alternative starting strategy with respect to FIG. 6, comprising the following steps: the vehicle starts in EVT1 (operation in continuous variation), the passage EVT2 (operation in continuous variation), the passage in T2 (thermal engine operation), - passage in T3 (thermal engine operation), - passage in T4 (thermal engine operation). Of course, the invention is not limited to the embodiments described and shown in the accompanying drawings. Modifications are possible, especially from the point of view of the constitution of the various elements or by substitution of technical equivalents, without departing from the scope of protection of the invention.
    权利要求:
    Claims (11)
    [0001]
    REVENDICATIONS1. Automatic transmission for hybrid thermal / electric vehicle comprising: - an input shaft (AE) driven by the heat engine, - a wheel, a crown or an output gear (RCPS), - a stationary element (ES), such as a casing for example, - an electric machine (ME) whose stator (ST) is integral with the stationary element (ES), - at least first, second and third selective torque transmission members (C13; C23 or C234; C12 - E2) which can be selectively engaged or activated to establish, on the one hand, at least one gear ratio for driving the vehicle under the action of the electric machine (ME) functioning as a motor, on the other hand two reports for a drive of the vehicle under the action of the heat engine in continuous speed variation mode and, finally, at least three gear ratios for a drive of the vehicle under the action of the heat engine, automatic transmission characterized in that it comprises, in addition, a single double planetary gear of the Ravigneaux type (TPR) comprising, as constituent functional elements: first and second sun wheels (Si and S2), first and second toothed crowns (R1 and R2) and first and second sets of satellite gears (PS1 and PS2) mounted on a common carrier (SC), these elements being arranged in two stages of planetary gear (ET1 and ET2) interconnected by a or several pinion (s) long (s) (PL) meshing with each of said stages (ET1 and ET2), the first stage (ET1) being selectively connectable to the input shaft (AE) via the first and second torque transmission members (C13 and C23 or C234) and the second stage (ET2) being, firstly, permanently connected to the rotor (RO) of the electric machine (ME) and, secondly, selectively connected to the stationary element (ES) by the third torque transmission member (C12-E 2).
    [0002]
    2. Automatic transmission according to claim 1, characterized in that each long pinion (PL) is associated, on the one hand, a pinion satellite (PS1) at the first stage (ET1), which meshes with the winding 3021592 - 14 - with said long gear (PL) and with the crown (R1) or the sun gear (S1) of said stage (ET1) and, secondly, a planet gear (PS2) at the second stage (ET2), which meshes with said long gear (PL) and with the crown (R2) or the sun gear (S2) of said stage (ET2), the planet carrier 5 (SC) carrying said long gear (PL) and carrying the two planet gears (PS1 and PS2) with faculty of free rotation.
    [0003]
    Automatic transmission according to one of Claims 1 and 2, characterized in that the first and second torque transmission members (C13 and C23 or C234) selectively connect the input shaft (AE ) respectively to the sun wheel (Si) and to the crown (R1) and the first stage (ET1) of the Ravigneaux type double planetary gear train (TPR), the wheel, crown or output gear (RCPS) being connected ( e) directly to the satellite carrier (SC).
    [0004]
    Automatic transmission according to any one of claims 1 to 3, characterized in that the rotor (RO) of the electric machine (ME) is connected directly or connected via a gear arrangement to the crown (R2) of the second stage (ET2) of the Ravigneaux type double planetary gear train (TPR), said gear arrangement being of the planetary or parallel type. 20
    [0005]
    5. Automatic transmission according to any one of claims 1 to 4, characterized in that it comprises a fourth selector torque transmission member (C4-E1) adapted to connect the sun wheel (S1) of the first stage (ET1). to the stationary element (ES), thus enabling the establishment of at least one additional gear ratio for driving the vehicle under the action of the electric machine (ME) functioning as a motor, on the one hand, and at least one additional gear ratio for a drive of the vehicle under the action of the engine, on the other hand.
    [0006]
    6. Automatic transmission according to any one of claims 1 to 5, characterized in that in the two gear ratios for a drive of the vehicle under the action of the heat engine in continuous variation mode, the electric machine (ME) operates in generator mode and recharges the vehicle's battery.
    [0007]
    Automatic transmission according to any one of claims 1 to 6, characterized in that to establish each gear ratio for driving by the electric motor (ME) and each of the ratios for driving by the engine. in a continuous mode, only one of the selective torque transmission members (C13; C23 or C234; C12-E2; C4-E1) is activated or engaged, and in that for the establishment of each of the gear ratios for driving by the heat engine, two of the torque selector members 5 (C13; C23 or C234; C12-E2; C4-E1) are activated or engaged.
    [0008]
    8. Automatic transmission according to any one of claims 1 to 7, characterized in that the gear ratios for a drive of the vehicle under the action of the engine consist exclusively of gear ratios forward, the passage of a given speed at an immediately higher or immediately lower speed being advantageously effected, on the one hand, by disengagement or deactivation of a single member of the pair of members realizing the current speed and, on the other hand, by engagement or activation of a single member forming part of the pair of members for realizing the new speed. 15
    [0009]
    9. Automatic transmission according to any one of claims 1 to 4 or any one of claims 6 to 8 as far as dependent on claim 1, characterized in that the organs or pairs of members of selective transmission of following couple (s) are respectively engaged (s) or activated (s) to establish a ratio of fixed speed transmission or continuously variable: - the third member (C12-E2) for the speed in drive by the engine electrical (ME), - the first member (C13) for the first ratio in continuous variation, - the second member (C23 or C234) for the second ratio in continuous variation, - the first and third members (C13 and C12-E2) ) for the first gear driven by the heat engine, - the second and third members (C23 or C234 and C12-E2) for the second gear driven by the heat engine, - the first and second members (C13 and C23 or C234) for the third vi speed in drive by the engine.
    [0010]
    Automatic transmission according to claim 5 or any of the claims of claims 6 to 8, as far as dependent on claim 5, characterized in that the following members or pairs of torque transmission members ( e) s are respectively engaged or activated to establish a fixed or continuously variable speed transmission ratio: - the fourth member (C4-E1) for the first gear driven by the electric motor (ME), the third member (C12-E2) for the second speed driven by the electric motor (ME), the first member (C13) for the first ratio in continuous variation, the second member ( C23 or C234) for the second ratio in continuous variation, - the first and third members (C13 and C12-E2) for the first gear driven by the heat engine, - the second and third members (C23 or C234 and C12- E2) for the second fastest driven by the heat engine, - the first and second members (C13 and C23 or C234) for the third gear driven by the heat engine, - the second and fourth members (C23 or C234 and C4-E1) for the fourth speed drive by the engine.
    [0011]
    11. A method of controlling an automatic transmission 20 according to any one of claims 1 to 10 equipping a hybrid vehicle provided with a rechargeable battery, characterized in that it consists, at the start, to check the level of charge the battery and compare it to a low threshold value, then either start the vehicle via the electric motor (ME) if the charge level is greater than or equal to the threshold value, by engaging the one of the corresponding gear ratios, either to start the vehicle via the engine if the load level is below the threshold value, engaging one of the report gear ratios continuously variable.
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    同族专利:
    公开号 | 公开日
    FR3021592B1|2016-06-10|
    US10247283B2|2019-04-02|
    CN106457998A|2017-02-22|
    US20170184182A1|2017-06-29|
    WO2015181480A1|2015-12-03|
    CN106457998B|2019-03-29|
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    优先权:
    申请号 | 申请日 | 专利标题
    FR1454773A|FR3021592B1|2014-05-27|2014-05-27|AUTOMATIC TRANSMISSION FOR HYBRID VEHICLE|FR1454773A| FR3021592B1|2014-05-27|2014-05-27|AUTOMATIC TRANSMISSION FOR HYBRID VEHICLE|
    CN201580027824.0A| CN106457998B|2014-05-27|2015-05-22|The automatic transmission and control method of hybrid vehicle|
    PCT/FR2015/051367| WO2015181480A1|2014-05-27|2015-05-22|Automatic transmission for hybrid vehicle and control method|
    US15/314,243| US10247283B2|2014-05-27|2015-05-22|Automatic transmission for hybrid vehicle and control method|
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