CN101495337B - 车辆传动系及其控制器和用于控制车辆传动系的方法 - Google Patents
车辆传动系及其控制器和用于控制车辆传动系的方法 Download PDFInfo
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Abstract
当混合动力ECU(66)判定发生其中增矩飞轮(42)不能连接到发动机(12)的故障时,ECU(60)将发动机(12)的转速控制为高于正常运转时的值。此外,当混合动力ECU(66)判定发生其中增矩飞轮(42)不能与发动机(12)断开的故障时,执行控制使得第一电动机的转矩与发动机(12)的转矩的比率高于正常运转时的比率。
Description
技术领域
本发明涉及包括飞轮的车辆传动系,所述飞轮连接到发动机的输出轴和与发动机的输出轴断开。具体而言,本发明涉及当发生与飞轮的连接或断开中的至少一者相关的故障时执行的控制。
背景技术
通常,飞轮安装到用作发动机的输出轴的发动机曲轴,以减小发动机旋转的波动。如果使飞轮的惯性矩较大,则发动机旋转的波动减小。具体而言,当发动机怠速运转或者以低转速运转时,减小波动的效果显著。另一方面,当车辆在飞轮的惯性矩较大的同时被加速时,为了使飞轮的旋转加速而消耗由发动机产生的旋转能量,因而劣化了车辆的加速性能。此外,当车辆被减速时,由于储存在飞轮中的旋转能量,发动机制动器不能充分地工作。
已经提出了一种其惯性矩能被改变的飞轮,以在车辆正以低速行驶(发动机正以低转速运转)时减小发动机旋转的波动,并提高车辆的加速响应性。日本专利申请公开No.2003-074641(No.JP-A-074641)描述了一种技术,其中发动机设置有安装到发动机曲轴的第一飞轮、以及能够连接到第一飞轮和与第一飞轮断开的第二飞轮。在此技术中,当发动机正在怠速运转时,第二飞轮连接到第一飞轮,以增大安装到曲轴的第一飞轮的惯性矩。此外,当车辆被加速时,第二飞轮与第二飞轮断开以减小第一飞轮的惯性矩。
在前述日本专利申请公开No.2003-074641(JP-A-2003-074641)中,没有描述当发生故障时(例如,当发生其中第二飞轮不能连接到第一飞轮或不能与第二飞轮断开的故障时)执行的控制。当发生这种故障时,在发动机的旋转系统中产生的惯性矩偏离假定值,因而不能实现所期望的发动机性能。
发明内容
本发明提供了当发生飞轮的故障时根据连接到发动机的输出轴或与发动机的输出轴断开的飞轮的故障内容进行的对传动系的控制。
本发明的第一方面涉及一种车辆传动系,其包括:发动机,其驱动车辆;飞轮,其选择性地在飞轮连接到所述发动机的输出轴的状态和飞轮与发动机的输出轴断开的状态之间切换;以及控制部分,其控制发动机。该车辆传动系的特征在于,控制部分判定是否发生飞轮的故障,并且如果判定发生飞轮的故障,则控制部分根据故障的内容来控制发动机。
在前述车辆传动系中,当发生飞轮未连接到发动机的输出轴的故障时,控制部分可以将发动机的转速控制为比正常运转时的转速更高的值。
在前述车辆传动系中,控制部分控制发动机,使得来自发动机的输出等于正常运转时来自发动机的输出。
前述车辆传动系还可以包括驱动车辆的电动机。控制部分控制电动机。控制部分可以控制发动机和电动机,使得发动机的转矩和电动机的转矩之间的比率是预定值,以产生用于驱动车辆的需求驱动力。当发生飞轮未与发动机的输出轴断开的故障时,控制部分控制发动机和电动机,使得电动机的转矩与发动机的转矩的比率高于正常运转时的比率。
本发明的第二方面涉及一种用于车辆传动系的控制设备,该车辆传动系包括驱动车辆的发动机和飞轮,飞轮选择性在飞轮连接到发动机的输出轴的状态和飞轮与发动机的输出轴断开的状态之间切换。用于车辆传动系的控制设备的特征在于包括:故障判定部分,其判定是否发生飞轮的故障;以及发动机控制部分,当故障判定部分判定发生飞轮的故障时,发动机控制部分根据飞轮的故障的内容来控制发动机。
本发明的第三方面涉及一种用于控制车辆传动系的方法,该车辆传动系包括驱动车辆的发动机和飞轮,飞轮选择性地在飞轮连接到发动机的输出轴的状态和飞轮与发动机的输出轴断开的状态之间切换。该用于控制车辆传动系的方法的特征在于包括以下步骤:判定是否发生飞轮的故障;以及当判定发生飞轮的故障时,根据飞轮的故障的内容来控制发动机。
附图说明
根据参照附图对以下对示例性实施方式的描述,本发明的前述和其它的目的、特征和优点将变得清楚,在附图中,类似的标号用来表示类似的元件,并且其中:
图1是示意性地示出根据实施方式的传动系的构造的视图;并且
图2是示出在正常运转时和当增矩飞轮不能被连接时使用的运转状况(转矩、转速)的视图。
具体实施方式
将参照附图描述本发明的示例性实施例。图1示意性示出了根据本实施方式的混合动力车辆的传动系10的构造。传动系10包括发动机12以及产生电力的第一和第二电动机14、16。发动机12以及第一和第二电动机14、16用作驱动发动机的原动机。发动机12以及第一和第二电动机14、16分别连接到行星齿轮机构的三个元件,并且行星齿轮机构构成动力分割/组合机构18。即,发动机12连接到行星齿轮机构的行星轮架20,第一电动机14连接到太阳轮22,并且第二电动机16连接到齿圈24。此外,输出齿轮26连接到齿圈24。通过将来自发动机12和电动机14、16的全部输出组合而产生的动力从输出齿轮26通过减速齿轮系28、差速单元30和驱动轴32传递到驱动轮34。
传动系10设置有动力分割/组合机构18,并通过控制发动机12以及第一和第二电动机14、16的转速和输出转矩来使用发动机12和/或第二电动机16驱动车辆。发动机12驱动第一电动机14以产生电力。此外,传动系10能在各种模式下运转。例如,第二电动机16使用从通过车辆的惯性而旋转的驱动轮34传递的旋转力来再生电力。
第一电动机14和太阳轮22通过第一电动机14的输出轴直接连接到彼此。第二电动机16通过减速机构36连接到齿圈24。可以在减速机构36中采用行星齿轮机构,并且在此情况下,第二电动机16的输出轴连接到太阳轮,并且动力分割/组合机构18的齿圈24连接到行星齿轮机构的齿圈。由于减速机构36的行星轮架固定到减速机构36,行星轮架不能旋转。以此方式,第二电动机16的旋转被减速,并且减速后的旋转被传递到输出齿轮26。
发动机12和行星轮架20通过扭转减振器38连接到彼此。飞轮42通过离合器44在发动机12和扭转减振器38之间的位置处设置在发动机输出轴40上。飞轮42与固定在发动机的曲轴上并在曲轴旋转时与曲轴一体旋转的传统飞轮不同。为了将飞轮42与传统的飞轮区别开,以下将飞轮42称为增矩飞轮42。增矩飞轮42可以被构造成,离合器设置在通常使用的飞轮与曲轴之间,并且离合器与曲轴啮合以将飞轮连接到发动机输出轴或者与曲轴解除啮合以将飞轮与发动机输出轴断开。
离合器44被啮合和解除啮合,使得增矩飞轮42被连接到发动机输出轴40和与发动机输出轴40断开。当发动机12正在旋转时,离合器44被啮合以将增矩飞轮42连接到发动机输出轴40,使得增矩飞轮42通过原动机(例如,发动机12)或者车辆的惯性而旋转。以此方式,增矩飞轮42用作旋转能量的储存器。当发动机12的转速低于预定值或者发动机将要停止时,离合器44解除啮合以保持增矩飞轮42旋转。储存在增矩飞轮42中的旋转能量用于再起动发动机12。即,离合器44被啮合以使发动机输出轴40旋转,以再起动发动机12。此时,第一电动机14也可以用于使发动机12旋转。
当增矩飞轮42连接到发动机输出轴40时,发动机12的旋转系统中的惯性矩增大,并发动机12的旋转的波动减小,因而有助于降低发动机12的振动噪声。当增矩飞轮42与发动机输出轴40断开时,发动机12的惯性力矩减小,因而有助于提高例如使发动机12加速的响应性。
第一和第二电动机14、16分别通过第一和第二逆变器46、48连接到电池50。储存在电池50中电力由第一和第二逆变器46、48转换成AC电力,并且将该AC电力分别供应到第一和第二电动机14、16以驱动第一和第二电动机14、16。由第一和第二电动机14、16产生的电力由第一和第二逆变器46、48转换成DC电力或脉动电流电力,并将该DC电力或脉动电流电力供应到电池50。电池50储存所供应的电力。
发动机12、第一和第二电动机14、16和增矩飞轮42分别设置有转速传感器52、54、56、58。转速传感器52、54、56、58检测发动机12、第一和第二电动机14、16以及增矩飞轮42的各自的转速。发动机12的转速传感器52将表示发动机12的转速的信号发送到发动机电子控制单元(以下“发动机ECU”)60。发动机ECU 60基于该信号和发送到发动机ECU 60的与发动机控制有关的其它信号来控制发动机12的转速和输出转矩。第一和第二电动机14、16的转速传感器54、56将表示第一和第二电动机14、16的转速的各个信号发送到电动机电子控制单元(“电动机ECU”)62。电动机ECU 62基于所发送的信号等控制第一和第二电动机14、16的转速和输出转矩。此外,传动系10设置有控制电池50所储存的电量等的电池电子控制单元(“电池ECU”)64。ECU60、62、64连接到混合动力电子控制单元(“混合动力ECU”)66。混合动力ECU 66接收反映通过操作设备(诸如,点火开关68、加速器踏板70、制动踏板72和换档杆74)表达的例如使车辆加速或减速的驾驶员意图的信号。混合动力ECU 66还接收来自检测车辆行驶速度的车速传感器76的信号。来自车速传感器76的信号可以用通过电动机ECU62检测到的、表示第二电动机16的转速的信号来代替。
混合动力ECU 66基于分别与操作设备(诸如由驾驶员操作的加速器踏板70)的操作量相对应的信号来检测由驾驶员作出的请求。同时,混合动力ECU 66基于来自ECU 60、62、64和车速传感器76的信息来确定车辆状况。然后,混合动力ECU 66命令ECU 60、62、64中的每个,使得车辆以适合于车辆状况并适于满足来自驾驶员的请求的方式运转。此外,混合动力ECU 66基于来自驾驶员的请求和车辆状况来执行与增矩飞轮42有关的控制。
将更详细地描述增矩飞轮42的运转。在传动系10中,如果满足使发动机12停止的预定条件(例如,如果在车辆在停止灯处暂时停止或者车辆正以低速行驶并且发动机12的燃料效率较低时、不需要对电池50充电),则使发动机12暂时停止。如果满足再起动发动机12的预定条件(例如,如果车速从前述的车辆暂时停止状态达到预定的速度),则混合动力ECU 66执行再起动发动机12的控制。在前述情况下描述的车辆的起动将被称为“再起动”,以将此处提及的起动与响应于点火开关68的操作执行的起动区别开。在传动系10中,车辆使用储存在增矩飞轮42中的能量和从第一电动机14输出的动力而再起动。
如果混合动力ECU 66判定再起动发动机12的条件得到满足,则混合动力ECU 66分别命令发动机ECU 60和电动机ECU 62以执行发动机12和电动机(具体地,第一电动机14)的预定控制。同时,与发动机12和第一电动机14的控制同步地,混合动力ECU 66控制离合器44以啮合。以此方式,混合动力ECU 66、发动机ECU 60和电动机ECU 62用作控制发动机和电动机的运转、并为了将增矩飞轮42连接到发动机12和与发动机12断开而控制离合器的控制部分。
当车辆被发动机2和/或第二电动机16驱动时,如果(例如,通过下压加速器踏板)作出对车辆的加速请求,则混合动力ECU 66使离合器44解除啮合,以减小发动机12的旋转系统的惯性矩。以此方式,发动机12的转速快速地升高,因而,能以良好的响应性产生使车辆加速所需的输出。
如果发生离合器44等的故障并因而增矩飞轮42不能连接到发动机12,则发动机12的旋转系统中的惯性矩仍然保持较小。在正常运转时,即当增矩飞轮42连接到发动机12时,发动机12的旋转系统具有大的惯性矩。这减小了发动机12的旋转的波动。然而,即使当增矩飞轮42需要被连接到发动机12时(尤其是当发动机12正在怠速运转或者正以低转速运转时),如果增矩飞轮42没有连接到发动机12并因而惯性矩仍然保持较小,则由于发动机12的旋转的波动等引起的振动增大。在根据本实施方式的传动系10中,当增矩飞轮42不能连接到发动机12时,使发动机12的转速高于发动机12在正常运转时(即当增矩飞轮42连接到发动机12时)运转的速度,使得旋转的波动减小。
图2是示出发动机12的转矩与其转速之间关系的曲线图。曲线100表示当发动机12的输出保持在预定值(即,在曲线100上的任何点处发动机12的输出均相同)时发动机12的转矩和转速。曲线102是当发动机12的输出保持在预定值时将各个转速处的最佳效率点连接得到的曲线。在正常运转时,执行控制以在能够实现需求输出各个组合中选择选择能实现发动机12的最佳效率的转矩和转速的最佳组合。即,发动机12由交点104所表示的转矩和转速运转,该交点104是表示需求输出的曲线100与表示最佳效率的曲线102相交的点。交点104处的转速称为“n1”。当发生离合器44等的故障并且增矩飞轮42不能连接到发动机12时,执行控制以实现点106处的转矩和转速n2,其中,点106的转数n2高于转速n1。注意,即使发动机12以点106的状况运转,因为点106是表示相同输出的曲线100上的一个点,所以来自发动机12的输出等于正常运转时的输出。
当发生增矩飞轮42不能连接到发动机12的故障时,能够例如通过监视和比较分别由转速传感器58、52检测到的增矩飞轮42和发动机12的转速来检测到该故障。即,如果增矩飞轮42和发动机12的转速即使在正执行啮合离合器44的控制时也不相符,则判定正发生增矩飞轮42不能连接到发动机12的故障。
在传动系10中,执行控制以处理在期望断开时增矩飞轮42却不能与发动机12断开的故障。如果增矩飞轮42保持连接到发动机12,则大的惯性矩保持在发动机12的旋转系统中。因而,与在正常运转时相比,响应性劣化。为了解决此问题,当再起动发动机12时,用于发动(cranking)的第一电动机14的转矩可以增大,使得发动机12的转速以与正常运转时相同的时间量达到预定速度。此外,当发动机12的转速升高(例如,当使车辆加速时),来自第二电动机16的输出可以增大以补偿发动机12的响应性的降低。
此外,为了产生需求输出,可以控制来自发动机12的输出和来自第二电动机16的输出,使得第二电动机16的转矩相对于发动机12的转矩的比率高于正常运转时的比率,并且总体输出不变。
除了前述情况之外,还可以存在如下的情况:发动机12的转速由于发动机12的响应性的劣化而未增大到需求水平。在假定的这种情况下,可以控制发动机12的转速,使得将发动机12的转速的下限设定为高于正常运转时的下限以缩短将转速升高到达到目标转速的时间段。
可以通过监视和比较发动机12和增矩飞轮42的转速来判定是否发生增矩飞轮42不能与发动机12断开的故障。换言之,即使在将增矩飞轮42与发动机12断开的控制下,如果发动机12和增矩飞轮42的转速一致地变化,则也能判定发生该故障。
Claims (8)
1.一种车辆传动系,其特征在于包括:
发动机(12),其驱动车辆;
飞轮(42),其选择性地在所述飞轮(42)连接到所述发动机(12)的输出轴(40)的状态和所述飞轮(42)与所述发动机(12)的所述输出轴(40)断开的状态之间切换;以及
控制部分(66),其控制所述发动机(12),其中
所述控制部分(66)判定是否发生所述飞轮(42)的故障,并且如果判定发生所述飞轮(42)的故障,则所述控制部分(66)根据所述故障的内容来控制所述发动机(12),并且
当发生所述飞轮(42)未连接到所述发动机(12)的所述输出轴(40)的故障时,所述控制部分(66)将所述发动机(12)的转速控制为比正常运转时的转速更高的值。
2.根据权利要求1所述的车辆传动系,其特征在于,当为了将所述飞轮(42)连接到所述发动机(12)的所述输出轴(40)而控制所述飞轮(42),并且所述飞轮(42)的转速与所述输出轴(40)的转速不相符时,所述控制部分(66)判定发生所述飞轮(42)未连接到所述发动机(12)的所述输出轴(40)的故障。
3.根据权利要求1所述的车辆传动系,其中,当发生所述飞轮(42)未连接到所述发动机(12)的所述输出轴(40)的故障时,所述控制部分(66)控制所述发动机(12),使得来自所述发动机(12)的输出等于正常运转时来自所述发动机(12)的输出。
4.根据权利要求1至3中任一项所述的车辆传动系,其特征在于,还包括驱动所述车辆的电动机(14、16),其中:
所述控制部分(66)控制所述电动机(14、16);
所述控制部分(66)控制所述发动机(12)和所述电动机(14、16),使得所述发动机(12)的转矩和所述电动机(14、16)的转矩之间的比率是预定值,以产生用于驱动所述车辆的需求驱动力;并且
当发生所述飞轮(42)未与所述发动机(12)的所述输出轴(40)断开的故障时,所述控制部分(66)控制所述发动机(12)和所述电动机(14、16),使得所述电动机(14、16)的转矩与所述发动机(12)的转矩的比率高于正常运转时的比率。
5.一种用于控制车辆传动系的方法,所述车辆传动系包括驱动车辆的发动机(12)和飞轮(42),所述飞轮(42)选择性地在所述飞轮(42)连接到所述发动机(12)的输出轴(40)的状态和所述飞轮(42)与所述发动机(12)的所述输出轴(40)断开的状态之间切换,所述方法的特征在于包括以下步骤:
判定是否发生所述飞轮(42)的故障;以及
当判定发生所述飞轮(42)的故障时,根据所述飞轮(42)的故障的内容来控制所述发动机(12),其中:
当发生所述飞轮(42)未连接到所述发动机(12)的所述输出轴(40)的故障时,将所述发动机(12)的转速控制为比正常运转时的转速更高的值。
6.根据权利要求5所述的用于控制车辆传动系的方法,其特征在于,当为了将所述飞轮(42)连接到所述发动机(12)的所述输出轴(40)而控制所述飞轮(42),并且所述飞轮(42)的转速与所述输出轴(40)的转速不相符时,判定发生所述飞轮(42)未连接到所述发动机(12)的所述输出轴(40)的故障。
7.根据权利要求5所述的用于控制车辆传动系的方法,其特征在于,当发生所述飞轮(42)未连接到所述发动机(12)的所述输出轴(40)的故障时,控制所述发动机(12),使得来自所述发动机(12)的输出等于正常运转时来自所述发动机(12)的输出。
8.根据权利要求5至7中任一项所述的用于控制车辆传动系的方法,其特征在于,所述车辆传动系还包括驱动所述车辆的电动机(14、16),当发生所述飞轮(42)未与所述发动机(12)的所述输出轴(40)断开的故障时,将所述电动机(14、16)的转矩与所述发动机(12)的转矩的比率控制成高于正常运转时的比率。
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JP6414031B2 (ja) | 2015-11-20 | 2018-10-31 | トヨタ自動車株式会社 | ハイブリッド自動車 |
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JPS609465Y2 (ja) * | 1976-10-08 | 1985-04-03 | 本田技研工業株式会社 | エンジンのフライホイ−ル装置 |
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JP2687833B2 (ja) * | 1992-02-14 | 1997-12-08 | トヨタ自動車株式会社 | エンジンのクランク角度の時間変換装置 |
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JP4669172B2 (ja) | 2001-09-05 | 2011-04-13 | 株式会社ワイ.ジー.ケー | 可変質量フライホイール |
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JP4135690B2 (ja) * | 2004-07-08 | 2008-08-20 | トヨタ自動車株式会社 | ハイブリッド車両 |
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2006
- 2006-05-24 JP JP2006143649A patent/JP4839960B2/ja not_active Expired - Fee Related
-
2007
- 2007-05-10 DE DE112007001256.0T patent/DE112007001256B4/de not_active Expired - Fee Related
- 2007-05-10 CN CN2007800188606A patent/CN101495337B/zh active Active
- 2007-05-10 WO PCT/IB2007/001209 patent/WO2007138401A2/en active Application Filing
- 2007-05-10 US US12/299,795 patent/US8095258B2/en not_active Expired - Fee Related
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US4126200A (en) * | 1976-03-12 | 1978-11-21 | The Scientific Research Foundation | Vehicle drive system |
US4282947A (en) * | 1978-05-11 | 1981-08-11 | Vadetec Corporation | Hybrid vehicular power system and method |
DE2823225A1 (de) * | 1978-05-27 | 1979-11-29 | Erhard Lauster Entwicklungen G | Hybridantriebsvorrichtung fuer kraftfahrzeuge |
Also Published As
Publication number | Publication date |
---|---|
DE112007001256T5 (de) | 2009-04-23 |
WO2007138401A3 (en) | 2008-12-31 |
CN101495337A (zh) | 2009-07-29 |
DE112007001256B4 (de) | 2021-09-16 |
JP2007315220A (ja) | 2007-12-06 |
US20090182466A1 (en) | 2009-07-16 |
US8095258B2 (en) | 2012-01-10 |
JP4839960B2 (ja) | 2011-12-21 |
WO2007138401A2 (en) | 2007-12-06 |
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