JP2019055771A - Method for controlling gear shift phase in hybrid vehicle provided with automated manual transmission, and corresponding transmission system for hybrid vehicle - Google Patents

Abstract

To minimize a vehicle deceleration of a vehicle perceived by a vehicle occupant during a gear shift phase in a hybrid vehicle provided with an automated manual transmission, and at the same time, reduce energy consumption of an electric motor.SOLUTION: A method for controlling a gear shift phase in a hybrid vehicle provided with an electric motor, an automated manual transmission having a gearbox and a friction clutch, and an electric motor. During disconnection of the friction clutch, the electric motor is controlled to transmit a gradually-increasing torque CE to wheels of the vehicle to compensate a decrease in the torque CT transmitted to the wheels by a heat engine. During engagement of the friction clutch, the electric motor is controlled to transmit a gradually-decreasing torque CE to the wheel to cancel an increase in the torque CT transmitted to the wheels by the heat engine.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a method for controlling a gear change phase in a hybrid vehicle and a corresponding transmission system for a hybrid vehicle. The term “hybrid vehicle” refers to a vehicle that includes an electric motor configured to transmit torque to wheels in addition to or instead of an endothermic prime mover (hereinafter simply referred to as a “heat engine”). Is meant to point to

  Generally speaking, hybrid vehicles are different types of transmission systems, such as pure manual transmissions, automated manual transmissions (usually acronyms). ), Dual clutch transmission (usually referred to as “DCT”), or continuously variable transmission (usually acronym) (Referred to as “CVT”).

  The present invention particularly relates to a hybrid vehicle provided with an automated manual transmission (AMT). As is known, in this type of transmission, the disengagement and engagement of the friction clutch is appropriately controlled by a control unit to control the torque transmission from the heat engine to the wheels. The duration of the gear shift phase in an automated manual transmission can even reach approximately 1 second. Such duration is clearly visible to the driver and occupant as a change in the longitudinal acceleration of the vehicle, which during a period of the gear shift phase, the heat engine is completely disconnected from the wheel and hence transmits torque to the wheel. This is due to not (so-called “torque hole”).

  When automated manual transmissions are used in hybrid vehicles with electric motors (eg connected to the secondary shaft of the gearbox), it is known to “fill up” torque holes using electric motors. . During the period when the friction clutch is disconnected and the heat engine does not transmit torque to the wheels, the electric motor generates an auxiliary torque that compensates for the torque that is not transmitted by the heat engine. As a result, the overall torque transmitted to the drive wheels is kept constant, and unpleasant driving sensations and acceleration changes that would otherwise be unavoidable in vehicles equipped with AMT are prevented. It is.

  In order to keep the torque transmitted during the gear shift phase at a constant level, the electric motor is designed to transmit to the wheel a torque equivalent to that transmitted to the wheel by the heat engine at the start of the gear shift phase. There must be. At the same time, however, in order to reduce the energy consumption of the electric motor, it is necessary to use the electric motor at a low output and / or to operate the electric motor at a torque level lower than the maximum torque level that can be transmitted by the electric motor.

  Minimizing the vehicle deceleration experienced by vehicle occupants during the gear shift phase in a hybrid vehicle equipped with an automated manual transmission of the type described above, and at the same time the energy of the electric motor during the gear shift phase. It is an object of the present invention to reduce wear.

  This object is satisfactorily achieved by the present invention based on the method and transmission system described in the claims of this application.

In other words, the present invention is based on the idea of estimating the torque transmitted to the wheels by the heat engine, and when the gear shift phase starts shifting from the currently engaged gear to the new gear, the vehicle's electronic control system As soon as it is determined by whether the electric motor can transmit such a torque value (hereinafter referred to as “initial torque value”) to the wheels and based on whether the electric motor can transmit the initial torque value. ,Each:
I) In the first period, the friction clutch is gradually disengaged, and at the same time, the torque transmitted to the wheel by the heat engine is gradually reduced from the initial torque value to zero and transmitted to the wheel by the electric motor. Torque is gradually increased from zero to the initial torque value to keep the total torque transmitted to the wheels by the heat engine and electric motor constant at a value equivalent to the initial torque value,
II) In the second period, while the friction clutch is disengaged and the electric motor is transmitting a constant torque equal to the initial torque value to the wheels, the current gear is released and a new gear is engaged. And
III) In the third period, the friction clutch is gradually engaged, and at the same time, the torque transmitted to the wheels by the heat engine is gradually increased from zero to the initial torque value and is transmitted by the electric motor. Is gradually reduced from the initial torque value to zero so as to keep the total torque transmitted to the wheels by the heat engine and electric motor constant at a value equivalent to the initial torque,
First torque control, or
I ′) In the first period, the friction clutch is gradually disengaged, and at the same time, the torque transmitted to the wheel by the heat engine from the initial torque value in advance of the maximum torque that can be transmitted to the wheel by the electric motor. It is gradually reduced to a reduced torque value equivalent to the calculated value,
II ′) In the second period, while the friction clutch is still being gradually disengaged, the torque being transmitted to the wheels by the heat engine has a decreasing gradient greater than the gradient of the first period, The torque that is gradually reduced from the reduced torque value to zero and transmitted to the wheels by the electric motor keeps the total torque transmitted to the wheels by the heat engine and the electric motor constant at a value equivalent to the reduced torque value. Gradually increased from zero to the reduced torque value,
III ′) In a third period, the current gear is released and a new gear is released while the friction clutch is disengaged and the electric motor transmits a constant torque equal to the reduced torque value to the wheels. Are engaged,
IV ′) In the fourth period, the friction clutch is gradually engaged and at the same time the torque transmitted to the wheel by the heat engine is gradually increased from zero to a reduced torque value and transmitted to the wheel by the electric motor. Torque is gradually reduced from the reduced torque value to zero to keep the total torque transmitted to the wheels by the heat engine and electric motor at a constant value equivalent to the reduced torque value,
V ′) In the fifth period, while the friction clutch is still being gradually engaged, the torque transmitted to the wheels by the heat engine increases with a smaller gradient than the gradient of the fourth period, and the torque decreases. By gradually increasing from the initial value to the initial torque value,
Using the second torque control,
Perform a gear shift operation.

  Therefore, when the gear shift phase begins, the gear shift phase is based on whether the electric motor can transmit to the wheels a torque equivalent to the torque being transmitted to the wheels by the heat engine. During the phase, keep the total torque transmitted to the wheels at a constant value equal to the initial torque value, or the torque that the electric motor can first transmit to the wheels by the heat engine The torque value is calculated at the beginning of the gear shift phase, and the current gear is released with the value of the total torque transmitted to the wheels, which is equivalent to the previously mentioned reduced torque value. Done with one of the new gears being engaged.

  It is therefore possible to enjoy the full advantage of the torque of the electric motor in order to compensate for the torque hole, while at the same time ensuring high driving comfort. In fact, if the electric motor is able to transmit a torque that is less than the torque that is being provided by the heat engine at the beginning of the gear shift phase, the initial reduction of the torque being transmitted by the heat engine from an initial torque value to a reduced torque value, And the final increase in torque transmitted by the heat engine from the reduced torque value to the initial torque value occurs at a lower slope than the second and fourth periods during which the electric motor is operating, The change in the longitudinal acceleration of the vehicle due to the change in the transmitted torque is hardly perceived by the vehicle occupant.

  Further features and advantages of the present invention will become more apparent from the following detailed description, given solely by way of non-limiting example with reference to the accompanying drawings.

FIG. 1 is a schematic diagram of a transmission system according to an embodiment of the present invention. FIG. 2 is a diagram showing the torque being transmitted by the heat engine and the electric motor as a function of the time between gear shift phases being carried out in the method of the invention according to the first torque control. FIG. 3 is a diagram showing the torque being transmitted by the heat engine and the electric motor as a function of the time between the gear shift phases being carried out in the method of the invention according to the second torque control.

  With reference to FIG. 1, a transmission system for a hybrid vehicle according to the present invention is indicated generally at 10. The transmission system 10 basically comprises a heat engine 12, an automated manual transmission 14 and an electric motor 16.

  The heat engine 12 may be of any kind (eg, a gasoline engine or a diesel engine). The heat engine 12 is controlled by an electronic control unit 18.

  In addition to the mechanical gear box 20, the transmission 14 includes a friction clutch 22 that is operatively disposed between the heat engine 12 and the gear box 20. The gear box 20 is connected to a drive shaft 26 of the heat engine 12 via a friction clutch 22 and is connected to the vehicle through a differential gear unit 32 and a primary shaft 24 that is torsionally connected (configured to transmit torque therebetween). A secondary shaft 28 is permanently connected to the front or rear drive wheel 30. The primary shaft 24 and the secondary shaft 28 respectively support a plurality of driving gear wheels 34 and driven gear wheels 36, and the gear wheels form a plurality of corresponding gear sets that respectively form gears. Mesh with each other permanently to form. In the illustrated embodiment, the drive gear wheel 34 is attached to the primary shaft 24 while the driven gear wheel 36 is fixedly attached to the secondary shaft 28, but such a configuration of the gear wheel. Is not essential for the purposes of the present invention.

  An engagement sleeve 38 is associated with the drive gear wheel 34 and is electronically controlled to connect one of the drive gear wheels 34 to the primary shaft 26 each time for a given gear engagement by a known mode of operation. Under the control of the unit 40, it can be controlled by a hydraulic, electric or electromechanical actuator (not shown, but of a known kind).

  The electric motor 16 is configured to transmit torque to the vehicle drive wheels 30 in addition to or instead of the heat engine 12. In the illustrated embodiment, the electric motor 16 is connected to the secondary shaft 28 of the gearbox 20 and is configured in particular coaxial with the shaft. However, such a configuration of the electric motor 16 is not essential for the purposes of the present invention, and the electric motor may be configured differently or directly connected to the wheels instead of connecting to the secondary shaft 28. Also good.

  In this connection, in the following description and claims, the torque transmitted by the heat engine and the electric motor is transmitted to the secondary shaft of the automated manual transmission when the electric motor is connected to the shaft. It is pointed out that when an electric motor is connected directly to a wheel, the torque being transmitted to the wheel is intended.

  Preferably, the electric motor 16 operates as both an electric motor (motor) that receives electrical energy as input and transmits kinetic energy as output, and a generator that receives kinetic energy as input and supplies electrical energy as output. Can be formed by electric machine. Preferably, when the electric machine is operating as an electric motor, it can transmit drive torque in both directions of rotation based on received instructions, and therefore when the vehicle moves forward and when the vehicle moves backwards. Both can assist the heat engine 12 or replace the heat engine 12.

  The operation of the electric motor 16 is managed by the electronic control unit 42.

Electronic control unit 18, electronic control unit 40, and electronic control unit 42 (which may be wholly or partly integrated into one single electronic control unit) are illustrated with respect to FIGS. 2 and 3 below. It is programmed to execute the gear shift phase by one of two torque controls. 2 and 3, when the gear shift phase is executed by the first control, the lines _CT and _CE respectively show the torque transmitted to the wheels by the heat engine 12 and the electric motor 16 as a function of time, respectively. However, when the gear shift phase is performed by the second control, the lines C ′ _T and C ′ _E are respectively transmitted to the wheels by the heat engine 12 and the electric motor 16 as a function of time. Represents torque.

During the gear shift phase, the choice of whether to use the first torque control or the second torque control is just before the start of the gear shift phase (time is shown as t ₀ in FIGS. 2 and 3). This is based on the value of the maximum torque that can be transmitted by the electric motor 16. This torque value is calculated when the electronic control unit 40 associated with the automated manual transmission 14 receives a control signal for performing a gearshift operation (which is a known method and is therefore described herein). Details are not described in

With reference to FIGS. 2 and 3, in the initial operating situation of the vehicle (before time t ₀ ), the vehicle is driven in mere thermal mode (ie drive torque is transmitted only by the heat engine 12) It is equal to the value C ₁ (hereinafter referred to as initial torque value). Therefore, in this initial operating situation, the electric motor 16 does not transmit torque.

If at time t ₀ the value of the maximum torque that can be transmitted to the wheels by the electric motor 16 is at least equal to the initial torque value C ₁ that is then transmitted by the heat engine 12, the gear shift phase is This is executed by torque control (FIG. 2). On the other hand, the value of the maximum torque by the electric motor 16 may be transmitted to wheels is lower than the initial torque value value (hereinafter, referred to as reduced torque value, which is shown by C ₂ in FIG. 2 and FIG. 3) is equivalent to In this case, the gear shift phase is executed by the second torque control (FIG. 3).

  The first torque control, in turn, comprises the steps described below with respect to FIG.

In the first period (time t ₀ from the time t _1), the friction clutch 22 is gradually disconnected, at the same time, the torque C _T, which is transmitted to the wheels by the heat engine 12, the initial torque value C ₁ to zero The torque _CE transmitted to the wheels by the electric motor is gradually reduced to keep the total torque C _T + _CE transmitted to the wheels by the heat engine 12 and the electric motor 16 at a constant value equivalent to the initial torque value. as, gradually increased from zero to the initial torque value C _1. Decreasing slope of the torque C _T of the heat engine 12 is thus increased gradient of the torque C _E of the electric motor 16 is preferably for the gear shift phase, suitable large to minimize the total energy consumption of the electric motor 16 Set equal to the value.

In the second period (from time t ₁ to time t ₂ ), the friction clutch 22 is disengaged, and the electric motor 16 transmits torque having a constant value _CE equivalent to the initial torque value C ₁ described above to the wheels. During this time, the current gear is released and a new gear is engaged.

Finally, in the third period (time t ₂ from time t _3), the friction clutch 22 is gradually engaged, at the same time, the torque C _T transmitted to the wheels by the heat engine 12, the initial torque value C from zero _The torque C _E gradually increased to ₁ and transmitted to the wheels by the electric motor 16 is the total torque C _T + C _E transmitted to the wheels by the heat engine 12 and the electric motor 16 as the initial torque value C ₁ . to keep the same constant value, gradually decreasing from the initial torque value C ₁ to zero. Increasing slope of the torque C _T of the heat engine 12, in turn decreasing slope of the torque C _E of the electric motor 16 is preferably in this case, during the gear shift phase, to minimize the total energy consumption of the electric motor Is set equal to the appropriate large value.

For example, a decrease / increase gradient of the torque _{C T} of the heat engine 12 during the period _{t 3} from _{t 0} from _{t 1} and _{t 2} may be composed of between 1.5 Nm / ms of 5 Nm / ms.

  In FIG. 2, the torque reduction law and the torque increase law (both those by the heat engine 12 and those by the electric motor 16) are shown as linear laws, but of course they may be different types.

  The second torque control, in turn, comprises the steps described below with respect to FIG.

Before the start of the actual gear shift phase, i.e. before the currently engaged gear is released, the torque C ′ _T transmitted to the wheels by the heat engine 12 starts from the time t _0, but the initial torque value C gradually from ₁ to the reduced torque value C ₂ of the above (for example, by a linear law shown in FIG. 3) is reduced. Meanwhile, the friction clutch 22 is gradually disconnected. The time when the torque C ′ _T of the heat engine 12 reaches the reduced torque value C ₂ is indicated by t ₁ .

In the next period (from time t ₁ to time t ₂ ), while the friction clutch 22 is still gradually disengaged, the torque C ′ _T of the heat engine 12 is the final value equivalent to zero from the reduced torque value C _2. The torque C ′ _E transmitted by the electric motor 16 is reduced to the total torque C ′ being transmitted to the wheels, while being gradually reduced (for example, in this case as well, by a linear law) to (time t ₂ ). It is gradually increased from an initial value equivalent to zero to a reduced torque value C _{2 according} to a rule (linear rule in the illustrated example) that keeps _T + C ′ _E constant. During the period from time t ₁ to time t ₂ , the decreasing slope of the torque C ′ _T of the heat engine 12 and thus the increasing slope of the torque C ′ _E of the electric motor 16 is the slope of the previous period from time t ₀ to time t _1. Larger, so that the energy consumption of the motor 16 is minimized.

At time t ₂ , the friction clutch 22 is completely disconnected, and thus the heat engine 12 is disconnected from the primary shaft 26. From this time to the next time t ₃ , the current gear is released and a new gear is engaged by proper actuation of the meshing sleeve 38. During the period from time t ₂ to time t ₃ , the total torque is still equal in value to C ₂ and is transmitted only by the motor 16.

When the engagement of the new gear is complete, the friction clutch 22 is time t _3, connecting the heat engine 12 to the primary shaft 24 begins to be fastened gradually (time t ₅₎ for. During this phase (ending at time t ₅ ), the torque C ′ _T transmitted to the wheels by the heat engine 12 is increased from zero to an initial torque value C ₁ .

Initially, from time t ₃ to time t ₄ , the torque C ′ _T of the heat engine 12 is gradually increased (eg, by a linear law) until a reduced torque value C ₂ is reached, and thus the torque C of the electric motor 16 _'E is the total torque C' _{T +} C _'E is the rule so as to ensure a constant, gradually decreases from the reduced torque value C ₂ to zero.

Finally, during the period from time t ₄ to time t ₅ , the torque C ′ _T of the heat engine 12 is gradually increased (eg, by a linear law) until the initial torque value C ₁ is reached.

During the period from time t ₃ to time t ₄ , the increasing slope of the torque C ′ _T of the heat engine 12 and thus the decreasing slope of the torque C ′ _E of the electric motor 16 is the following period from time t ₄ to time t ₅ . Is greater than the slope between, thus minimizing the energy consumption of the motor 16.

In summary, therefore, the reduction in torque C ′ _T of the heat engine 12 during the period when the electric motor 16 does not transmit torque (ie, from time t ₀ to time t ₁ and from time t ₄ to time t ₅ ). Increasing gradients are “small” in order to alter vehicle acceleration in a way that is not perceptible and thus maximize the comfort of the vehicle occupants (or occupants). On the other hand, the electric motor 16 transmits torque, and the torque C ′ _E of the electric motor 16 is increased (from time t ₁ to time to offset the decrease and increase in the torque C ′ _T of the heat engine 12 respectively. During the time period t ₂ ) or decreased (from time t ₃ to time t ₄ ), the torque decrease / increase gradient minimizes the area formed under the torque C ′ _E curve of the electric motor 16. In turn, it is “large” to minimize the consumption of electrical energy.

Preferably, between the time t ₁ of the period of time t _2, 'decreasing gradient of _T (which torque C of the electric motor 16' torque C of the heat engine 12 which is the equivalent to the increase slope of _E), the time t _The ratio of the torque C ′ _T of the heat engine 12 to the decreasing slope during the period from ₀ to time t ₁ is between 5 and 15. That is, the decreasing slope of the torque C ′ _T of the heat engine 12 varies from a simple decrease phase of the torque of the heat engine to a “torque crossing” phase (ie, a decrease in the torque of the heat engine and a concurrent torque of the electric motor). When shifting to the increase phase), it increases from 5 to 15 times.

Similarly, during the period from time t ₃ to time t ₄ , the time t of the increasing slope of the torque C ′ _T of the heat engine 12 (which is equivalent to the decreasing slope of the torque C ′ _E of the electric motor 16). _The ratio of the torque C ′ _T of the heat engine 12 to the increasing slope during the period from ₄ to time t ₅ is between 5 and 15. That is, the increasing slope of the torque C ′ _T of the heat engine 12 during the “torque crossing” phase (ie, when the torque of the heat engine is reduced and at the same time the torque of the heat engine is increased) causes the electric motor to no longer torque. It is 5 to 15 times larger than the increasing gradient of the torque of the heat engine in the final phase without transmission. As an example, the decreasing / increasing slope of the torque C ′ _T of the heat engine 12 during the period from time t ₀ to time t ₁ and from time t ₄ to time t ₅ is between 0.1 Nm / ms and 1 Nm / ms. While the decrease / increase slope of the torque C ′ _T of the heat engine 12 during the period from time t ₁ to time t ₂ and from time t ₃ to time t ₄ is from 1.5 Nm / ms to 5 Nm / Ms.

  As can be understood from the above description, the present invention can be used both when the electric motor can transmit a torque equivalent to the initial torque value and when the electric motor cannot transmit a torque equivalent to the initial torque value. By using an electric motor during the gear shift phase, the change in drive torque transmitted to the wheels is limited, reducing the perception of the gear shift phase felt by the vehicle occupants (at the same time), and at the same time the gear shift phase In the meantime, the energy of the electric machine necessary for torque compensation is reduced.

  Of course, without departing from the essence of the invention, the details of the embodiments and constructions have been described and illustrated by way of non-limiting example only, without departing from the scope of the invention as defined in the appended claims. The contents can be widely changed.

Claims (9)

A method for controlling a gear shift phase in a hybrid vehicle,
The vehicle has a torque (C _T , C) between the heat engine (12) and the wheel (30) between the heat engine (12) and the drive wheel (30) between the heat engine (12) and the drive wheels (30). An automated manual transmission (14) with a plurality of gears arranged to transmit ' _T ) and torque to the wheels (30) in addition to or instead of the heat engine (12). An electric motor (16) configured to transmit (C _E , C ′ _E ),
The automated manual transmission (14) includes a gear box (20) having a plurality of gears and a drive shaft (26) of the heat engine (12) as a primary shaft (24) of the gear box (20). A friction clutch (22) disposed between the heat engine (12) and the gear box (20) for torsional connection;
The method
a) estimating an initial torque value (C ₁ ) being transmitted to the wheel (30) by the heat engine (12);
b) calculating a maximum torque value that can be transmitted to the wheel (30) by the electric motor (16) at a time (t ₀ ) in which the initial torque value (C ₁ ) is estimated;
c) comparing the maximum torque value with the initial torque value (C ₁ );
d) the maximum torque value is the initial torque value (C ₁₎ and at least equal to or, depending on whether the initial torque value (C ₁₎ is less than, and performing a first torque control or the second torque control Prepared,
In the first torque control, in order,
e) In the first period (t ₀ -t ₁ ), the friction clutch (22) is gradually engaged, and at the same time, the torque (C _T ) transmitted to the wheel (30) by the heat engine (12). ) Is gradually reduced from the initial torque value (C ₁ ) to zero, and the torque (C _E ) transmitted to the wheels (30) by the electric motor (16) is reduced to the heat engine (12) and the In order to keep the total torque (C _T + C _E ) transmitted to the wheels (30) by the electric motor (16) at a constant value equivalent to the initial torque value (C ₁ ), the initial torque value ( Step gradually increasing to C ₁ );
f) In the second period (t ₁ -t ₂ ), the friction clutch (22) is disengaged, and the electric motor (16) is applied to the wheel (30) at a value equivalent to the initial torque value (C ₁ ). Releasing a current gear and engaging a new gear while transmitting a constant torque (C _E ),
g) During the third period (t ₂ -t ₃ ), the friction clutch (22) is gradually engaged, and at the same time, the torque (C _T ) transmitted to the wheels (30) by the heat engine (12). Is gradually increased from zero to the initial torque value (C ₁ ), and the torque (C _E ) transmitted to the wheels (30) by the electric motor (16) is converted into the heat engine (12) and the the initial torque value the total torque transmitted _(C T + _{C E)} to the wheel (30) by an electric motor (16) _{(C 1)} and to keep the same constant value, the initial torque value _{(C 1} ) Gradually decreasing from zero to zero,
In the second torque control, in order,
e ′) During the first period (t ₀ -t ₁ ), the friction clutch (22) is gradually disconnected, and at the same time, the torque (C ′ _T ) transmitted to the wheel (30) by the heat engine (12). ) Is gradually reduced from the initial torque value (C ₁ ) to a reduced torque value (C ₂ ) equivalent to the maximum torque value in the previous period that can be transmitted to the wheel (30) by the electric motor (12). When,
f ′) In the second period (t ₁ -t ₂ ), while the friction clutch (22) is still being gradually disengaged, it is transmitted to the wheel (30) by the heat engine (12). The torque (C ′ _T ) is gradually decreased from the decreasing torque value (C ₂ ) to zero with a decreasing gradient larger than the gradient of the aforementioned step e ′), and the wheel ( 30) the torque (C ′ _E ) transmitted to the wheel (30) by the heat engine (12) and the electric motor (16), and the total torque (C ′ _T + C ′ _E ) transmitted to the wheel (30). reduced torque value (C ₂₎ and to maintain the same constant value, a step of gradually increasing to the reduced torque value from zero (C _2),
g ′) In the third period (t ₂ −t ₃ ), the friction clutch (22) is disconnected, and the electric motor (16) is applied to the wheel (30) with the reduced torque value (C ₂ ). Releasing the current gear and engaging the new gear while transmitting an equivalent constant torque (C ′ _E );
h ′) In the fourth period (t ₃ -t ₄ ), the friction clutch (22) is gradually engaged, and at the same time, torque (C ′) transmitted to the wheels (30) by the heat engine (12). _T ) is gradually increased from zero to the reduced torque value (C ₂ ), and the torque (C ′ _E ) transmitted to the wheels (30) by the electric motor (16) is converted into the heat engine (12). ) And the electric motor (16), and the total torque (C ′ _T + C ′ _E ) transmitted to the wheel (30) is maintained at a constant value equivalent to the decreased torque value (C ₂ ). Gradually decreasing the torque value (C ₂ ) to zero;
i ′) During the fifth period (t ₄ −t ₅ ), the torque (C) transmitted to the wheels (30) by the heat engine (12) while the friction clutch (22) is still engaged. Gradually increasing ' _T ) from the decreasing torque value (C ₂ ) to the initial torque value (C ₁ ) with an increasing gradient smaller than the gradient of step h') described above.
A method for controlling the gear shift phase in a hybrid vehicle. In the second torque control, the first period (t ₀ − of the decreasing gradient of the torque (C ′ _T ) of the heat engine (12) during the second period (t ₁ −t ₂ ). The method of claim 1, wherein the ratio of the torque (C ′ _T ) of the heat engine (12) during t ₁ ) to a decreasing slope is between 5 and 15. In the second torque control, the fifth period (t ₄ − of the increasing gradient of the torque (C ′ _T ) of the heat engine (12) during the fourth period (t ₃ −t ₄ ). The method according to claim 1 or 2, wherein the ratio of the torque (C ' _T ) of the heat engine (12) to the increasing gradient during t ₅ ) is between 5 and 15. The decrease / torque of the torque (C _T ) of the heat engine (12) in the first period (t ₀ -t ₁ ) and the second period (t ₁ -t ₂ ) in the first torque control. The method according to any one of claims 1 to 3, wherein the increasing slope is between 1.5 Nm / ms and 5 Nm / ms. The decrease / torque of the torque (C _T ) of the heat engine (12) in the second period (t ₁ -t ₂ ) and the fourth period (t ₃ -t ₄ ) in the second torque control. The method according to any one of claims 1 to 4, wherein the increasing gradient is between 1.5 Nm / ms and 5 Nm / ms. The decrease / torque of the torque (C _T ) of the heat engine (12) in the first period (t ₀ -t ₁ ) and the fifth period (t ₄ -t ₅ ) in the second torque control. The method according to any one of claims 1 to 5, wherein the increasing slope is between 0.1 Nm / ms and 1 Nm / ms. A transmission system (10) for a hybrid vehicle, wherein the vehicle includes a heat engine (12), and the heat engine (12) between the heat engine (12) and the drive wheels (30) of the vehicle. ) To the drive wheel (30) to transmit torque (C _T , C ′ _T ) to an automated manual transmission (14) with a plurality of gears and to the heat engine (12) In addition or alternatively, an electric motor (16) configured to transmit torque (C _E , C ′ _E ) to the drive wheel (30);
The automated manual transmission (14) torsionally connects the gear box (20) and the drive shaft (26) of the heat engine (12) to the primary shaft (24) of the gear box (20). A friction clutch (22) disposed between the heat engine (12) and the gear box (20),
The transmission system further includes electronic control means (18) for managing the operation of the heat engine (12), and electronic control means (40) for managing the operation of the automated manual transmission (14). And electronic control means (42) for managing the operation of the electric motor (16), wherein the electronic control means (18), the electronic control means (40), and the electronic control means (42) It is programmed to control the gear shift phase by performing the method according to any one of claims 1 to 6.
A transmission system (10) for a hybrid vehicle.   The transmission system according to claim 7, wherein the electric motor (16) is connected to a secondary shaft (28) of the gearbox (20).   The transmission system according to claim 8, wherein the electric motor (16) is configured coaxially with the secondary shaft (28) of the gearbox (20).

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