• 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 invention relates to a method for shifting in a vehicle (1) with a hybrid driveline (2), comprising an internal combustion engine (3), an electric machine (4), a gearbox (6) with an input shaft (10) and a main shaft (14) , the internal combustion engine (3) and the electric machine (4) being connected to the input shaft (10), and a side shaft (16) which is connected to the input shaft (by means of gear pairs (50, 52 and 58, 60, 62), respectively. 10) and the main shaft (14) to form a split gear unit (13) and a main gear unit (15). The method comprises the steps of: a) putting the main gear unit (15) in a torqueless state, b) in case the input shaft (10) and the side shaft (16) are both to be accelerated or both are to be decelerated: start synchronizing the speed of the side shaft (16) with the speed of the input shaft (10), partly with the speed of the main shaft (14), at a common first time (t1), c) load gear in the split gear unit (13) when the speed of the side shaft (16) is synchronized with the speed of the input shaft (10) at a second time (t2), and d) load gear in the main gear unit (15) when the speed of the side shaft (16) is synchronized with the speed of the main shaft (14) at a third time (t3). The invention also relates to a hybrid driveline (2) and a vehicle (1), as well as a computer program (P) and a computer program product. (Fig. 2)
    公开号:SE1351379A1
    申请号:SE1351379
    申请日:2013-11-21
    公开日:2015-05-22
    发明作者:Mattias Nilsson；Fredrik Sundén；Mats Liwell；Afram Kourie
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    Method for shifting in vehicles with a hybrid driveline, a hybrid driveline and a vehicle, comprising such a hybrid driveline.
    BACKGROUND OF THE INVENTION AND PRIOR ART The present invention relates to a method of taxiing a vehicle with a hybrid driveline according to the preamble of claim 1. The invention also relates to a hybrid driveline according to the preamble of claim 7 and a vehicle according to the preamble of claim 8, comprising such a hybrid drive.
    A hybrid-powered vehicle is driven by an internal combustion engine and an electric machine, which work together to deliver the desired effect and to, among other things, obtain a good industry economy for the vehicle. The electric machine can also be used to brake the vehicle, whereby the electric machine acts as a generator and thus returns energy to an electric accumulator in the vehicle. The vehicle is also equipped with a gearbox to distribute the power of the internal combustion engine and the electric machine and to provide light gearing to the vehicle's drive wheels.
    In automatic manual transmissions (AMT) with a single input shaft, a shift is performed by disconnecting the combustion node from the input shaft and continuing the gearbox in the torqueless state, disassembling the current gear, synchronizing the input shaft and a side shaft to the next gear, loading it the next gear and then apply a torque to the input shaft by engaging and accelerating the internal combustion engine and / or accelerating the electric machine. Such a transmission may also comprise a split shaft unit between the input shaft and the side shaft.
    When an automatic manual transmission is engaged in a hybrid driveline, the split gear unit is first shifted, which will synchronize the speed of the side shaft with the speed of the input shaft corresponding to the next shift through the split gear unit and then with the aid of the electric machine synchronize the speed of the input shaft and side shaft. at a major axis. Doing this sequentially results in an undesirable range of time to perform the shift, which means that the vehicle's speed may decrease undesirably, which in turn requires energy and increased fuel consumption to accelerate the vehicle to the desired speed.
    The document DE102011080849 shows how the shifting time can be shortened by simultaneously shifting a main gearbox and a range gearbox.
    Document DE102009000710 shows a transmission equipped with a braking device and an electric motor to control the shifting.
    SUMMARY OF THE INVENTION Despite known solutions, there is a need to further develop a transmission which is provided with a split gear unit and main gear unit, which transmission has a short shift time.
    The object of the present invention is thus to provide a transmission which is provided with a split gear unit and main gear unit, which transmission has a short shift time.
    This object is achieved with a method for shifting in a vehicle with a hybrid driveline according to the type mentioned in the introduction, which can be characterized by the features stated in claim 1.
    By shifting the split shaft unit and at the same time synchronizing the speed of the input shaft with the speed of the side shaft and the main shaft, a short switching time can be achieved.
    As an example, the time at the switching between certain gear steps can be shortened by a time period of about 0.25 seconds, which corresponds to a time shortening of about 50%.
    According to an embodiment of the invention, synchronization of the speed of the side shaft with both the speed of the input shaft and with the speed of the main shaft is started, at a common first time, with a synchronizing means arranged at the split shaft unit. This means that a short switching time is achieved, since the synchronizing means arranged at the split gear unit can be used to simultaneously start synchronizing 3 of the side shaft speed with both the input shaft speed and the main shaft speed.
    The above objects are also achieved with a hybrid driveline of the type mentioned in the introduction, which may be characterized by the features specified in claim 7, and by a vehicle of the type mentioned in the introduction, which may be characterized by the features specified in claim 8.
    Further advantages of the invention will become apparent from the following detailed description.
    BRIEF DESCRIPTION OF THE DRAWINGS In the following, by way of example, preferred embodiments of the invention are described with reference to the accompanying drawings, in which: Fig. 1 shows in a side view a schematically shown vehicle with a driveline according to the present invention, Fig. 2 shows in a side view shows a diagrammatically shown driveline according to the present invention, Fig. 3 shows in a sectional view through a schematically shown gearbox which enters the driveline according to the present invention, Fig. 4 shows diagrams of a sequential shift in a vehicle with a hybrid driveline according to the present invention Fig. 5 shows a diagram of a taxiing in a vehicle with a hybrid driveline according to the present invention, and Fig. 6 shows a flow chart of a taxiing in a vehicle with a hybrid driveline according to the present invention. DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS OF THE INVENTION Fig. 1 relates to a side view of a schematically shown vehicle 1, which comprises a hybrid driveline 2 with an internal combustion engine 3 and an electric machine 4, which are connected to a gearbox 6. to the drive wheel 8 of the vehicle 1 via a propeller shaft 7.
    Fig. 2 schematically shows a hybrid driveline 2, which comprises the internal combustion engine 3 and the electric machine 4, which are connected to an input shaft 10 of the gearbox 6. The internal combustion engine 3 can be connected to and disconnected from the input shaft 10 by means of a coupling device 12, which can be manual and / or automatically maneuverable. The gearbox 6 is a split manual automatic transmission (AMT) and comprises a split gear unit 13 and a main gear unit 15. The split gear unit 13 connects an input shaft 10 to a side shaft 16. The main gear unit 15 connects the side shaft 16 to a main shaft 14. On the input shaft 10, the side shaft 16 and the main shaft 14 are one or more transmission elements 20 in the form of gears 21, 23, 25, 27, 29 and gears 32, 34, 36, 38, 40 arranged, which interconnect the respective shafts 10, 16, 14. A first speed sensor 42 is provided at the input shaft to sense the speed of the input shaft 10, a second speed sensor 44 is provided at the side shaft 16 to sense the speed of the side shaft 16 and a third speed sensor 46 is provided at the main shaft 14 to sense the main axis. 14 speeds. Between the main shaft 14 and an output shaft 18 a retarder 22 is arranged. The output shaft 18 is connected to an end shaft 24, which in turn is connected to the drive wheel 8 of the vehicle 1 via a drive shaft 48. An electronic control unit 26 is connected to the internal combustion engine 3, the coupling device 12, the electric machine 4, the gearbox 6 and the speed sensors electrical conductors 28. Instead of transmitting signals through the electrical conductors 28, signals between the electronic control unit 26 and the internal combustion engine 3, the coupling device 12, the electric machine 4, the gearbox 6, the speed sensors can be transmitted wirelessly. The electronic control unit 26 may comprise a memory M and a computer program P. It is also possible to connect a computer 30 to the control unit 26.
    Fig. 3 schematically shows a gearbox 6 which engages in the hybrid driveline 2 according to the present invention. The gearbox 6 is as mentioned above an automatic manual transmission of split type and comprises a split gear unit 13 and a main gear unit 15. The split gear unit 13 comprises gears 21, 23 which are mounted on the input shaft 10 and gears 32,34 which are fixedly connected on the side shaft 16, which gears 21, 23 and gears 32, 34 engage with each other to form two pairs of gears 50, 52 with different gears. These gears are usually referred to as hOgsplit and lagsplit. The engagement of the gears 21, 23 on the input shaft 10 is made with one or more axially displaceable sleeves 54, 56, which are displaced axially with control forks (not shown). The split gear unit 13 can be designed with or without neutral bearing. In the case where it is made without neutral bearing, one gear 21, 23 is coupled to the input shaft 10 at the same time as the other gear 21, 23 is disengaged from the input shaft 10.
    According to the embodiment shown, the main gear unit 15 comprises three pairs of gears 58, 60, 62, which couple the side shaft 16 with the main shaft 14. Each pair of gears 58-62 comprises gears 25, 27, 29 which are mounted on the main shaft 14 and gears 36, 38. , 40 which are fixedly connected on the side shaft 16, which gears 25-29 and gears 36-40 of respective gear pairs 58-62 engage with each other. The gear pairs 58-62 have different gear ratios. The engagement of the gears 25-29 on the input shaft 10 is performed with one or more axially displaceable sleeves 64, 66, 68, which are displaced axially with control forks (not shown). It is possible to continue the main gear unit 15 in neutral position by bringing the axially displaceable sleeves 64-68 out of engagement with the respective gears 25-29 on the main shaft 14.
    Speed sensors 42-46 are, as mentioned above, arranged at the input shaft 10, the side shaft 16 and the main shaft 14 for sensing the respective shafts 10, 16, 14 speeds.
    Between the main shaft 14 and the output shaft 18 the retarder 22 is arranged. However, the retarder 22 can be omitted, the main shaft 14 being connected directly to the output shaft 18. It is also possible to connect a range shifter (not shown) to the output shaft 18 in order to provide more gearing possibilities of the vehicle 1.
    A gearing involving a change of gear in the gearbox 6 will be described in the following together with Figures 2 and 3. The main shaft 14 and the output shaft 18 are in rigid engagement with each other during the gearing operation, which meant that the main shaft 14 has a rotational speed determined by the rotational speed of the output shaft 18 and thereafter of the drive shaft 48 (Fig. 2) and the PTO shaft 7 (Fig. 1) driven by the vehicle 1, and the synchronous speed to be achieved for completing the shifting operation is that of the side shaft 16. the main gear unit 15 to neutral bearing, the split gear unit 13 is shifted to the flywheel and the electric machine 4 is controlled to reach the speed of the input shaft 10, which is calculated for the new gear to be selected, the warp synchronizer 70 of the split gear unit 13 is controlled to start connecting the input shaft to the side shaft. by starting engagement with the newly selected gear 21 or 23 with the input shaft 10. This will a tt result in a deceleration or acceleration of the side shaft 16 depending on which gear 21 or 23 is engaged. When the speed of the input shaft 10 and the speed of the side shaft 16 are synchronized with each other and are interconnected by means of selected gear pair 50 or 52, the electric machine 4 is controlled to achieve synchronous speed between the side shaft 16 and the main shaft 14 in order to influence the selected sleeve 64-68. starting of engagement with the respective gears 25-29 with the main shaft 14. When the side shaft 16 and the main shaft 14 have reached synchronous speed and a torqueless state has arisen between the side shaft 16 and the main shaft 14, the selected sleeve 64-68 is connected for coupling the selected gear 64-68 with the main shaft 14. The side shaft 16 is then connected to both the main shaft 14 and the input shaft 10, which means that a moment can be applied to the driveline 2 by means of the electric machine 4 and / or the internal combustion engine 3 by connecting the internal combustion engine 3 by the coupling device 12. The synchronizing means 70 of the split gear unit 13 conventional synchronization rings (not shown).
    The shifting process described above thus takes place sequentially and can also be described with the diagram in Fig. 4. The upper graph in Fig. 4 shows how an upshift takes place Than hogsplit to lagsplit in the split gear unit 13 and then in sequence an upshift is performed in the main gear unit 15. At time t1, the synchronization of the speed of the side shaft 16 with the speed of the input shaft 10 is started. The speed of the side shaft 16 corresponds to the solid curve uoS in the upper graph in Fig. 4. The side shaft 16 will, with the aid of the synchronizing means 70 at the input shaft 10, be decelerated to the corresponding speed of the input shaft 10 with respect to the shift through the split gear unit. 13. In the event that the gear ratio through the split gear unit 13 would be 1: 1, the side shaft 16 would reach the same speed as the speed of the input shaft 10. Thus, since there is a gear ratio in the split gear unit 13, the side shaft 6 will be decelerated down to the speed that the input shaft 10 has converted to the gear ratio by the gear pair 50, 52 engaged in the split gear unit 13. Thus, the meaning of the term synchronization of the shafts 10, 14 , 16 speeds with each other always includes a shuffle to the gear between them. This recirculated speed corresponds to the line win in the upper graph and represents the speed of the input shaft 10 converted to the speed of the side shaft 16 with the gear ratio in the split gear unit 13 for the gear to be loaded in the split gear unit 13. The dashed line corresponds to the speed of the input shaft 10 to the gear ratio that existed before the change of gear in the split gear unit 13. At time t2, the side shaft 16 has a synchronous variable with the speed of the input shaft 10 win, the synchronization of the side shaft 16 speeds being performed during the time period Ti. Then, the synchronization of the speed shaft wS of the side shaft 16 is proportional to the speed of the main shaft 14 with respect to the gear ratio through the main shaft unit 15. This speed corresponds to the dashed line wH in the upper graph. The speed shaft wS of the side shaft 16 is accelerated by the electric machine 4 and when the speed wH of the main shaft 14 is decelerated at time t3, the gear -29 for the selected gear being connected to the main shaft 14 via a coupling sleeve 6468. Thus the synchronization of the side shaft 16 rpm T2. The total time for the switching process thus becomes the total time T1 and T2.
    The corresponding shifting process can be described for a downshifting in the gearbox 6 by means of the lower diagram in Fig. 4.
    Preferably, a shifting operation is performed according to the method according to the invention when both the input shaft 10 and the side shaft 16 will be accelerated at the same time or will be decelerated at the same time during the synchronization process. Thus, the total time T1 and T2 can be considerably reduced by synchronizing the speed of the side shaft 16 with the speed of the input shaft 10 at the same time as the speed of the side shaft 10 is synchronized with the speed of the main shaft 14. Such a shift operation is shown in Fig. 5.
    At time t1, the synchronization of the speed of the side shaft 16 with the speed of the input shaft 10 is started. The speed of the side shaft 16 corresponds to the solid curve wS in the upper graph in Fig. 5. With the aid of the synchronizing means 70 8 at the input shaft 10, the side shaft 16 will be accelerated to the corresponding speed of the input shaft 10 with respect to the gear ratio by the split gear unit 13. Thus, since there is a gear ratio in the split gear unit 13, the side shaft 16 will be accelerated to the speed that the input shaft 10 has converted to the gear ratio by the gear pair 50, 52 engaged in the split gear unit 13. This rounded speed corresponds to the line win in the upper graph and represents the the speed of the input shaft 10 converted to the speed of the side shaft 16 with the gear ratio in the split gear unit 13 for the gear to be loaded in the split gear unit 13. The dashed line corresponds to the speed of the input shaft 10 converted to the gear ratio that existed before the gear shaft t2 has the side axle 16 night synchronous speed with the none end shaft 10 speed win, whereby the synchronization of the side shaft speed 16 is performed during the time period TI. At time t1, the synchronization of the speed wS of the side shaft 16 is also started in relation to the speed of the main shaft 16, taking into account the gear ratio through the main gear unit 15. This speed corresponds to the dashed line wH in the upper graph. The speed of the side shaft 16 is thus accelerated with the synchronizing device 70 for the split gear unit 13 also to start the synchronization of the speed of the side shaft 16 with the rotated speed of the main shaft 14. At time t2 the input shaft 10 and the side shaft 16 operate synchronously. 10 and the side shaft 16 are connected by one of the gear pairs 50, 52 on the input shaft 10 and the side shaft 16 at the time t2. Thereby, the side shaft 16 is accelerated with the electric machine 4 via the input shaft 10, the side shaft 16 reaching synchronous speed wS with the rotated speed wH of the main shaft 14 at time t3, warping the gear 25-29 for selected gear is connected to the main shaft 14 via a coupling sleeve 64-68. Thus, the synchronization of the speed shaft wS of the side shaft 16 with both the decelerated speed win of the input shaft 10 and the decelerated speed wH of the main shaft 14 has been performed during the time period T2. The total time for the change process thus becomes the time T2.
    The corresponding shifting process can be described for a downshifting in the gearbox 6 by means of the lower diagram in Fig. 5.
    It should be mentioned in this context that if a shifting operation is to be performed and when the side shaft 16 will be accelerated or decelerated in the opposite direction in relation to the acceleration or deceleration of the input shaft 10, the shifting process 9 will be described in true relation with Fig. 5. the synchronizing device 70 in the split gear unit 13 will not handle such synchronization without the risk of inadequate synchronization with the resulting scratch sound. Instead, the sequential switching process described in connection with Fig. 4 is required.
    Fig. 6 shows a flow chart of the method of taxiing in a vehicle 1 with a hybrid driveline 2 according to the present invention. The method comprises the following steps: continuing the main shaft unit 15 in a torque-free state, in case the input shaft 10 and the side shaft 16 [Dada shall be accelerated or! Shall be decelerated: start synchronizing the speed of the side shaft 16 with the input of the input shaft 10, partly with the main shaft 10 14 rpm, at a common first time t1, load gear in the split shaft unit 13 when the speed of the side shaft 16 is synchronized with the speed of the input shaft 10 at a second time t2, and d) load gear in the main gear unit 15 when the speed of the side shaft 16 is synchronized with the speed of the main shaft 14 a third time t3.
    Preferably, the speed of the respective shaft 10, 14, 16 is sensed with a first speed sensor 42 arranged at the input shaft 10, a second speed sensor 44 arranged at the side shaft 16 and / or a third speed sensor 46 arranged at the main shaft 14.
    Since the gear ratio depends on the gear engaged, it is possible to calculate the speed on one of the shafts 10, 14, 16 with knowledge of the speed on two of the shafts 10, 14, 16.
    Thus, it would be possible to provide only two of the shafts 10, 14, 16 with variable sensors.
    Preferably, the synchronization is performed in step b) with a synchronizing means 70 arranged at the split gear unit 13.
    Preferably, the speed of the side shaft 16 and the speed of the main shaft 14 are synchronized between steps c) and d) by accelerating or decelerating the electric machine 4 between the second time t2 and the third time t3.
    The method also comprises the further step of pre-step a): e) disconnecting the internal combustion engine 3 from the input shaft 10 by means of a coupling device 12.
    Preferably, the synchronization and switching are controlled by means of an electronic control unit 26.
    According to the invention, there is provided a computer program P, which may comprise routines for shifting in a vehicle 1 with a hybrid driveline 2 according to the present invention.
    The computer program P may comprise routines for shifting in a vehicle 1 with a hybrid driveline 2 according to the above step steps.
    The program P can be stored in an executable manner or in a compressed manner in a memory M and / or in a read / write memory R.
    The invention also relates to a computer program product comprising a program code stored on a medium, which can be read by a computer 30, for performing the above step steps, when said program code is crossed on the control unit 26 or another computer 30 connected to the control unit 26.
    The stated components and features as set forth above may be combined within the scope of the present invention between various specified embodiments. 11
    权利要求:
    Claims (10)
    [1]
    1. continued the main gear unit (15) in a torque-free state, 2. in the event that the input shaft (10) and the side shaft (16) are both to be accelerated or! Dada shall be decelerated: start synchronizing the side shaft (16) speed with the input shaft (10) speed, partly with the speed of the main shaft (14), at a common first time (t1), 3. load gear in the split gear unit (13) when the speed of the side shaft (16) is synchronized with the speed of the input shaft (10) at a second time (t2), and d) load gear in the main shaft unit (15) when the speed of the side shaft (16) is synchronized with the speed of the main shaft (14) at a third time (t3).
    [2]
    Method according to claim 1, wherein the speed of the respective shaft (10, 14, 16) is sensed with a first speed sensor (42) arranged at the input shaft (10), a second speed sensor (44) arranged at the side shaft (16) and / or a third speed sensor (46) arranged at the main shaft (14).
    [3]
    Method according to one of the preceding claims, characterized in that the synchronization in step b) is carried out with a synchronizing means (70) arranged at the split gear unit (13).
    [4]
    Method according to any one of the preceding claims, characterized in that between steps c) and d): synchronizing the speed of the side shaft (16) and the speed of the main shaft (14) by accelerating or decelerating the electric machine (4) at the second time (t2) and the third time (t3).
    [5]
    Method according to any one of the preceding claims, characterized in that step a): e) disengages the internal combustion engine (3) Than the input shaft (10) by means of a coupling device (12).
    [6]
    A method according to any one of the preceding claims, wherein the synchronization and the switching are controlled by means of an electronic control unit (26).
    [7]
    Hybrid driveline, characterized in that the hybrid driveline (2) comprises means adapted to carry out the method according to any one of claims 1-6.
    [8]
    Vehicle, characterized in that it comprises a hybrid driveline (2) according to claim 7.
    [9]
    Computer program (P) for switching in a vehicle (1) with a hybrid driveline (2) wherein said computer program (P) comprises program code for causing an electronic control unit (26) or another computer (30) connected to the electronic control unit ( 26) to perform the steps according to any one of claims 1 - 6.
    [10]
    A computer program product comprising a program code stored on a computer readable medium (30) for performing the method steps of any of claims 1 to 6, when said program code is executed on an electronic control unit (26) or another computer (30) connected to the electronic control unit (26). 1/6 lllllllllll ■ 3 6
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    同族专利:
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    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    SE1351379A|SE540280C2|2013-11-21|2013-11-21|Method for shifting in vehicles with a hybrid drivetrain, a hybrid drivetrain and a vehicle, comprising such a hybrid drivetrain|SE1351379A| SE540280C2|2013-11-21|2013-11-21|Method for shifting in vehicles with a hybrid drivetrain, a hybrid drivetrain and a vehicle, comprising such a hybrid drivetrain|
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