CN100382999C - 动力传递装置 - Google Patents

动力传递装置 Download PDF

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CN100382999C
CN100382999C CNB021475652A CN02147565A CN100382999C CN 100382999 C CN100382999 C CN 100382999C CN B021475652 A CNB021475652 A CN B021475652A CN 02147565 A CN02147565 A CN 02147565A CN 100382999 C CN100382999 C CN 100382999C
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control
driving engine
transfer capacity
clutch
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CN1412033A (zh
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山口正明
江口高弘
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Honda Motor Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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    • B60K6/54—Transmission for changing ratio
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Abstract

本发明的动力传递装置包括传递发动机(E)的旋转驱动力的无级变速器(CVT)、可变设定无级变速器(CVT)的传递容量的起步离合器(5)、及控制起步离合器(5)的接合动作的控制阀(CV)。控制阀(CV)在发动机(E)为部分气缸运行的场合，在比全部气缸运行的场合高的发动机旋转侧获得规定传递容量地控制起步离合器(5)的接合动作。

Description

动力传递装置
技术领域
本发明涉及一种将由多个气缸构成的发动机的驱动力通过驱动力传递器(例如变速器)传递到车轮地构成的动力传递装置，更为详细地说，涉及在驱动力传递器具有能够可变设定驱动力的传递容量的摩擦接合式的摩擦接合部件(例如起步离合器)的动力传递装置。
背景技术
这样的动力传递装置多用于机动车，最近为了提高燃料利用效率等还进行在车辆停止时使发动机运行停止的怠速停止控制和在规定的运行条件下使几个气缸休止地进行发动机运行的控制。例如，日本特开昭59-13154号公报公开了具有气缸可变发动机的变速控制装置，其中，在发动机的部分气缸运行过程中进行增大变速比的控制。
可是，与使用全部多个气缸运行发动机时(将其总称为全部气缸运行)相比，当几个气缸休止地运行时(将其称为部分气缸运行)，发动机的输出下降。为此，在将发动机输出传递到车轮的动力传递装置中，如进行部分气缸运行时进行与全部气缸运行时同样的动力传递控制那样的控制，则部分气缸运行时的发动机负荷变得过大，存在引起发动机熄火或车辆的加速行驶性下降的这样的问题。部分气缸运行不仅在为了提高燃料利用效率等而休止一部分气缸地运行发动机的控制的场合发生，而且在发动机运行控制装置的作动不良、故障等使一部分的气缸成为休止状态的场合也发生。
发明内容
本发明就是鉴于以上那样的问题而作出的，其目的在于提供一种即使进行部分气缸运行时也不引起发动机熄火，并可获得规定的加速行驶性能那样的构成的动力传递装置。
为了达到上述目的，在本发明中，动力传递装置包括由多个气缸构成的发动机、传递该发动机的旋转驱动力的驱动力传递器(例如实施例中的无级变速器CVT)、能够可变设定该驱动力传递器的传递容量的摩擦接合式的摩擦接合部件(例如实施例中的起步离合器5、前进用离合器25、后退用制动器27)、及控制该摩擦接合部件的接合动作的传递容量控制器(例如实施例中的控制阀CV)，上述摩擦接合部件在车辆起步时控制上述驱动力传递器传递上述发动机的旋转驱动力的传递容量，从而进行起步控制；上述传递容量控制器，在上述发动机的部分气缸运行的状态以及全部气缸运行的状态下，都可以对应于上述发动机的转数使上述传递容量增加地控制上述摩擦接合部件的接合动作；而在上述部分气缸运行的状态下，则控制上述摩擦接合部件的接合动作，以获得对应于上述发动机的转数比上述全部气缸运行的场合小的传递容量。
传递容量控制器控制摩擦接合部件的接合动作，使得在以多个气缸的几个缸休缸的状态运行发动机的部分气缸运行的场合，在比没有休缸地运行发动机的全部气缸运行的场合高的发动机旋转速度下，获得规定传递容量。
如使用这样构成的动力传递装置，则在部分休缸运行的场合，当驾驶员想加速时，在与全部气缸运行状态相比发动机旋转成为高旋转的状态下获得规定的传递容量地进行摩擦接合部件的接合动作控制。为此，在部分气缸运行时发动机输出下降的场合，将发动机旋转作为高旋转按增大发动机输出的状态通过驱动力传递器进行动力传递，可有效地防止发动机熄火，而且可确保所期望的加速行驶性能。
由将发动机的旋转驱动力变速后传递的变速机构构成驱动力传递器，同时，由配置于变速机构内的摩擦接合部件构成摩擦接合部件，将由变速机构变速后的旋转驱动力传递到车轮后进行行驶驱动。在该构成中，当在车轮停止的状态下将变速机构设定到行驶挡时，在全部气缸运行状态的场合，通过变速机构将爬行转矩传递到车轮地由传递容量控制器控制摩擦接合部件的接合动作，在部分气缸运行状态的场合，使传递到车轮的驱动转矩大体为零地进行释放摩擦接合部件的作动控制。这样，在啮合齿轮状态(变速器设定到驱动侧的状态)下停止车辆时，在全部气缸运行的场合发生爬行转矩，但在部分气缸运行时可不发生爬行转矩地进行防止发动机熄火的控制。
附图说明
图1为示出本发明的动力传递装置的构成的断面图。
图2为示出上述动力传递装置的动力传递系的示意图。
图3为示出上述动力传递装置的起步离合器的接合控制内容的流程图。
图4为示出怠速运行时上述起步离合器的接合控制内容的流程图。
图5为示出在上述起步离合器接合控制中使用的全部气缸运行用，以及部分气缸运行用基准离合器容量与发动机转速的关系的图。
具体实施方式
下面，根据附图说明本发明的优选实施形式。图1示出本发明一实施形式的车辆用动力传递装置的断面图，图2示出该装置的动力传递系构成。由该两图可知，该动力传递装置由发动机E、配置到该发动机E的发动机输出轴Es上的电动发电机M、通过连接机构CP连接到发动机输出轴Es的无级变速器CVT构成。
发动机E为四缸往复式发动机，在形成于气缸体20内的四个气缸室21内分别配置活塞。该发动机E具有进行用于各气缸室21进排气的进气门和排气门的作动控制的进排气控制装置22和进行对于各气缸室21的燃料喷射控制和喷射燃料点火控制的燃料喷射·点火控制装置23。电动发电机M可由车载蓄电池驱动而辅助发动机驱动力，另外，减速行驶时可通过来自车轮侧的旋转驱动进行发电、进行蓄电池的充电(能量再生)。这样，本动力传递装置的驱动源成为混合式构成。
无级变速器CVT由配置于输入轴1与中间轴2之间的金属V形皮带机构10、配置于输入轴1上的前进后退切换机构20、及配置于中间轴2上的起步离合器(主离合器)5构成。该无级变速器CVT用于车辆，输入轴1通过连接机构CP与发动机输出轴Es连接，来自起步离合器5的驱动力从差动机构8通过左右的驱动轴8a、8b传递到左右的车轮(图中未示出)。
金属V形皮带机构10由配置于输入轴1的驱动侧可动皮带轮11、配置于中间轴2上的从动侧可动皮带轮16、及卷挂于两皮带轮11、16之间的金属V形皮带15构成。驱动侧可动皮带轮11具有可自由旋转地配置于输入轴1的固定皮带轮半体12和可相对固定皮带轮半体12朝轴向相对移动的可动皮带轮半体13。在可动皮带轮半体13的侧方由气缸壁12a围住形成驱动侧气缸室14，由从控制阀CV通过油路31供给到该驱动侧气缸室14的皮带轮控制液压发生使可动皮带轮半体13朝轴向移动的驱动侧压力。
从动侧可动皮带轮16由固定于中间轴2的固定皮带轮半体17和可相对固定皮带轮半体17朝轴向相对移动的可动皮带轮半体18构成。在可动皮带轮半体18的侧方由缸壁17a围住，形成从动侧缸室19，在该从动侧缸室19由从控制阀CV通过油路32供给的皮带轮控制液压发生使可动皮带轮半体18朝轴向移动的从动侧压力。
由上述构成可知，由控制阀CV控制对上述两气缸室14、19的供给液压(驱动侧和从动侧压力)，提供皮带15的滑动不发生的侧压。另外，进行使驱动和从动侧压力不同的控制，使两皮带轮的皮带轮槽宽变化从而改变金属V形皮带15的卷挂半径，进行使变速比无级变化的控制。这样用于进行变速比控制的驱动和从动侧压力使用管线压力设定，该管线压力通过由调节阀对来自由发动机E驱动的液压泵(图中未示出)的液压进行调压后获得。具体地说，驱动和从动侧压力中的高压侧的侧压使用管线压力设定。
前进后退切换机构20由行星齿轮机构构成，具有接合于输入轴1的太阳齿轮21、接合于固定皮带轮半体12的齿圈22、可由后退用制动器27固定保持的托架23、及可连接太阳齿轮21与齿圈22的前进用离合器25。在该机构20中，当前进用离合器25接合时，全部齿轮21、22、23与输入轴1一体旋转，由发动机E的驱动朝与输入轴1相同的方向(前进方向)驱动驱动侧可动皮带轮11旋转。另一方面，当后退用制动器27接合时，由于固定保持托架23，所以，齿圈22受到朝向与太阳齿轮21相反方向的驱动，驱动侧可动皮带轮11由发动机E驱动朝与输入轴1相反方向(后退方向)旋转。这些前进用离合器25和后退用制动器27的接合动作在控制阀CV中由使用管线压力设定的前进后退控制液压进行控制。
起步离合器5为控制中间轴2与输出构件即动力传递齿轮6a、6b、7a、7b的动作传递的离合器，当其进行接合时，可进行两者之间的动力传递。为此，当接合起步离合器5时，由金属V形皮带机构10变速的发动机输出通过动力传递齿轮6a、6b、7a、7b传递到差动机构8，由差动机构8分配后通过左右驱动轴8a、8b传递到左右的车轮。当释放起步离合器5时，不进行这样的动力传递，变速器成为中立状态。这样的起步离合器5的接合控制通过油路33供给在控制阀CV中使用管线压力设定的离合器控制液压。
在如以上那样构成的无级变速器CVT中，如上述那样，由从控制阀CV通过油路31、32供给的驱动和从动侧压力进行变速控制，由通过图中未示出的油路供给到前进用离合器25和后退用制动器27的前进后退控制液压进行前进后退切换控制，由通过油路33供给的离合器控制液压进行起步离合器接合控制。该控制阀CV根据来自电控装置ECU的控制信号控制作动。
如以上那样构成的动力传递装置搭载于车辆上作动，但电动发电机M辅助发动机E的驱动力，在尽可能良好的燃料利用效率范围内运行发动机E，提高车辆驱动时的燃料利用效率。为此，电动发电机M根据从电控装置ECU通过控制线36的控制信号进行作动控制。与此同时，还进行变速控制用于设定可使发动机E在尽可能好的燃料利用效率范围内运行的变速比，但该控制由电控装置ECU通过控制线35由送到控制阀CV的控制信号完成。
另外，在发动机E，在规定运行状态(例如减速状态)下使四个气缸中的几个气缸停止，可进行部分气缸运行。即，由电控装置ECU通过控制线37控制齿圈22的作动，同时，通过控制线38控制燃料喷射·点火控制装置23的作动，可关闭保持几个气缸室21的进排门，并且不进行燃料喷射和点火地进行部分气缸运行。这样，可提高减速行驶时的燃料利用效率，同时，可减小发动机制动力，可由电动发电机M使减速能量有效地再生。
在本装置中，为了进一步提高燃料利用效率，还可进行怠速停止控制。对于怠速停止控制，基本上在车辆停车而使发动机成为怠速状态的场合不需要发动机的驱动力，所以，为使发动机的驱动本身停止的控制。在本装置中，当在车辆行驶过程中释放加速踏板的踏下而使车辆减速停车的场合，按原状态继续实施在车辆减速时的燃料喷射切断控制，进行怠速停止控制，进一步提高燃料利用效率。
下面参照图3的流程图说明这样的场合，即，在这样构成的动力传递装置中，当车辆行驶时，由电气控制装置ECU使控制阀CV作动，通过油路33将离合器控制液压供给到起步离合器5，进行该起步离合器5的接合控制。在该控制中，首先判断是否为减速行驶状态，即，判断车辆是否处于释放加速踏板的减速行驶状态(步骤S1)。在为减速行驶状态的场合，前进到步骤S20，进行减速行驶控制，但该控制内容与本发明不相关，所以，在此省略其说明。
在不为减速行驶状态的场合，前进到步骤S2，判断是否为怠速运行状态。当为怠速运行状态时，前进到步骤S30，计算出怠速运行用基准离合器压力PCB。图4详细示出该控制内容，下面先对其进行说明。在这里，一开始判断发动机E是否为部分气缸运行状态，当判断为部分气缸运行状态时，前进到步骤S36，计算出部分气缸用的减法运算值YPCB。作为该减法运算值YPCB设定使怠速运行用基准离合器压力PCB大体为零那样的减法运算值。
另外，当判断不为部分气缸运行状态时，前进到步骤S32，判断是否为怠速停止状态(进行上述怠速停止控制的状态)，当为怠速停止状态时，前进到步骤S33，依原样保持上一次的基准离合器压力(或设定为初期值的基准离合器压力)PCB。该基准离合器压力受到学习控制、更新为适合于此时的运行状态的值，在此省略其学习控制内容的说明。
然后，前进到步骤S35，计算出怠速运行用基准离合器压力PCB。该计算通过从上一次的基准离合器压力(或设定为初期值的基准离合器压力)PCB减去在步骤S36计算出的减法运算值YPCB而进行。这样，当处于部分气缸怠速运行状态时，基准离合器压力PCB设定为大体为零的值，当处于全部气缸怠速运行状态时，设定产生所期望的爬行转矩所需要的PCB。
然后，返回到图3的步骤S2，当判断不为怠速运行时，前进到步骤S3，判断是否为部分气缸运行状态。首先，在判断不为部分气缸运行即为全部气缸运行状态的场合，前进到步骤S4，计算出全部气缸运行用的基准离合器容量TCB(离合器传递转矩)。该基准离合器容量TCB设定存储为如图6由线A所示那样对应于发动机转速Ne增加的关系，读取与现在的发动机转速Ne对应的基准离合器容量TCB，计算出全部气缸运行用的基准离合器容量TCB。另一方面，当判断为部分气缸运行时，前进到步骤S5，计算出部分气缸运行用的基准离合器容量TCB。该基准离合器容量TCB设定为如在图6中由线B所示那样对应于发动机转速Ne增加的关系，设定为比全部气缸运行用的基准离合器容量(线A)小的容量，根据该线B读取与现在的发动机转速Ne对应的基准离合器容量TCB，计算出部分气缸运行用的基准离合器容量TCB。
然后，从步骤S4和S5前进到步骤S6，判断是否由电动发电机M的驱动进行发动机驱动力的辅助。当进行辅助时，计算出辅助转矩TQ(AS)(电动发电机M的驱动转矩)(步骤S7)，当不进行辅助时，依原样(在辅助转矩TQ(AS)＝0的状态下)前进到步骤S8，计算出控制离合器压力PC。
首先，在由步骤S30计算出怠速运行用基准离合器压力PCB的场合，该基准离合器压力PCB为在发动机输出轴Es上设置起步离合器5的场合所要求的接合控制压力，所以，将其变换成配置到图2所示中间轴2上的起步离合器5所需要的液压，计算出控制离合器压力PC。为此，基准离合器压力PCB使用金属V形皮带机构10和前进后退切换机构20的减速比变换计算，另外，由规定的辅助系数(例如基于油温的修正系数等)进行修正，计算出控制离合器压力PC。
另一方面，在由步骤S4或S5计算基准离合器容量TCB的场合，计算出加上由步骤S7计算出的辅助转矩TQ(AS)后获得的值(但不进行辅助时TQ(AS)＝0)，为了获得成为该转矩值的传递容量，计算出起步离合器5所需要的控制离合器压力PC。该转矩值为在发动机输出轴Es上设置起步离合器5的场合所需要的值，所以，基准离合器压力PCB使用金属V形皮带机构10和前进后退切换机构20的减速比变换成配置于中间轴2上的起步离合器5的转矩值另外，为了获得该转矩值，计算出起步离合器5所需要的控制离合器压力PC。另外，由规定的修正系数(例如基于油温的修正系数等)进行修正，计算出控制离合器压力PC。
当这样计算出控制离合器压力PC时，使用该控制离合器压力PC进行起步离合器5的接合控制。这样进行接合控制时，在全部气缸运行状态下，当进行怠速运行时传递规定的爬行转矩地进行起步离合器5的接合控制，在起步时等与过去同样地进行将与发动机输出对应的规定起步转矩传递到车轮侧的控制。另一方面，在部分气缸运行状态下，当进行怠速运行时，起步离合器5的传递转矩大体为零地释放起步离合器5，防止发动机熄火。另外，在起步时等，成为比全部气缸运行时小的接合容量地进行起步离合器5的接合控制。如图5所示，为在部分气缸运行状态下在发动机转速比全部气缸运行状态高时使起步离合器5接合的控制，当在部分气缸运行下发动机输出下降时，使发动机旋转速度提高，在发动机输出增大了的状态下进行通过驱动力传递器的动力传递，有效地防止发动机熄火，而且可确保所期望的加速行驶性能。
在上述实施形式中，以起步离合器5的接合控制为例，但作为起步离合器5的替代，也可与上述同样地进行前进用离合器25或后退用制动器27的接合控制。另外，虽然以使用金属V形皮带机构10的无级变速器的场合为例，但也可作为其替代，使用其它形式的无级变速器或齿轮式自动变速器。
如以上说明的那样，按照本发明，在部分休筒运行的场合，当驾驶员想要加速时，与全部气缸运行状态相比，在发动机旋转速度提高的状态下获得规定的传递容量地进行摩擦接合部件的接合动作控制，所以，在部分气缸运行下发动机输出降低的场合，使发动机旋转速度提高，在增大发动机输出的状态下通过驱动力传递器进行动力传递，有效地防止发动机熄火，而且可确保所期望的加速行驶性能。
驱动力传递器由具有起步离合器的变速机构构成，在车轮停止的状态下将变速机构设定到行驶挡时，在全部气缸运行状态下通过变速机构将爬行转矩传递到车轮，进行在部分气缸运行状态下使传递到车轮的驱动力转矩大体为零地释放摩擦接合部件的作动控制。这样，在啮合齿轮状态(变速器设定于允动侧的状态)停止车辆时，在全部气缸运行的场合产生爬行转矩，但在部分气缸运行时，可不发生爬行转矩地进行防止发动机熄火的控制。

Claims (6)

1.一种动力传递装置，包括由多个气缸构成的发动机、传递上述发动机的旋转驱动力的驱动力传递器、能够可变设定上述驱动力传递器的传递容量的摩擦接合式的起步离合器、及控制上述起步离合器的接合动作的传递容量控制器；其特征在于：
上述起步离合器在车辆起步时控制上述驱动力传递器传递上述发动机的旋转驱动力的传递容量，从而进行起步控制；
上述传递容量控制器，在上述发动机的部分气缸运行的状态以及全部气缸运行的状态下，都可以对应于上述发动机的转数使上述传递容量增加地控制上述起步离合器的接合动作；而在上述部分气缸运行的状态下，则控制上述起步离合器的接合动作，以获得对应于上述发动机的转数比上述全部气缸运行的场合小的传递容量。
2.根据权利要求1所述的动力传递装置，其特征在于：上述传递容量控制器控制上述起步离合器的接合动作，使得在上述部分气缸运行状态下，可在比上述全部气缸运行的场合高的发动机旋转速度下获得相同的传递容量。
3.根据权利要求1所述的动力传递装置，其特征在于：上述传递容量控制器控制上述起步离合器的接合动作，使得与规定的发动机旋转对应的传递容量在全部气缸运行的场合比部分气缸运行状态的场合大。
4.根据权利要求1所述的动力传递装置，其特征在于：上述起步离合器由液压离合器构成，上述传递容量控制器控制供给到上述液压离合器的工作液压。
5.根据权利要求1所述的动力传递装置，其特征在于：上述驱动力传递器由将上述发动机的旋转驱动力变速后传递的变速机构构成，将由上述变速机构变速后的旋转驱动力传递到车轮地进行行驶驱动；
当在上述车轮停止的状态下将上述变速机构设定到行驶挡时，在上述发动机的全部气缸运行状态的场合，通过上述变速机构将爬行转矩传递到上述车轮地由上述传递容量控制器进行上述起步离合器的接合动作，在上述发动机为部分气缸运行状态的场合，使传递到上述车轮的驱动转矩大体为零地由上述传递容量控制器进行释放上述起步离合器的控制。
6.根据权利要求1所述的动力传递装置，其特征在于：上述驱动力传递器由将上述发动机的旋转驱动力变速后传递的变速机构构成，将由上述变速机构变速后的旋转驱动力传递到车轮地进行行驶驱动；
在怠速运行状态下，当上述发动机处于全部气缸运行状态时，通过上述变速机构向上述车轮传递爬行转矩地由上述传递容量控制器控制上述起步离合器的接合动作，在上述发动机为部分气缸运行状态的场合，使传递到上述车轮的驱动转矩大体为零地由上述传递容量控制器进行释放上述起步离合器的控制。
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