CN103029700A - 混合动力车辆的控制装置 - Google Patents
混合动力车辆的控制装置 Download PDFInfo
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- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- 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
- B60K6/20—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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
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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
本发明公开一种混合动力车辆的控制装置,用以避免行驶用马达的大型化,抑制发动机起动时的振动。电动发电机(13)和驱动轮(25)通过动力传递路径(26)连接。而且,发动机(12)和动力传递路径(26)通过摩擦离合器(19)连接。通过分离摩擦离合器(19),实施使用电动发电机(13)的EV模式,并通过结合摩擦离合器(19),实施使用电动发电机(13)和发动机(12)的HEV模式。在EV模式中的行驶过程中起动发动机(12)而转移到HEV模式时,通过启动马达(50)旋转发动机(12),从电动发电机(13)输出制振扭矩Tm2。然后,通过变成滑动状态的摩擦离合器(19)向发动机(12)传递制振扭矩Tm2’。据此,避免行驶用马达的大型化,抑制发动机起动时的振动。
Description
技术领域
本发明涉及利用发动机以及行驶用马达驱动驱动轮的混合动力车辆的控制装置。
背景技术
通过在发动机的动力传递路径上装配离合器,由此仅使用行驶用马达就能够行驶的混合动力车辆正被开发。这种混合动力车辆中,基于车速或油门开度判断行驶状态,并根据行驶状态控制发动机或行驶用马达。例如,在油门开度小的低车速区域,为了抑制发动机的燃料消耗量,使用行驶用马达驱动驱动轮,并使离合器分离,且使发动机停止。另外,在油门开度大的高车速区域,为了确保充分的动力性能,通过启动发动机并结合离合器,使用发动机和行驶用马达这两者驱动驱动轮。
在这种混合动力车辆中,发动机根据行驶状态频繁地起动,因此从提高车辆品质的观点来看,抑制发动机起动时的振动变得重要。因此,开发有如下的混合动力车辆(例如,参照专利文献1),即,在依靠马达行驶的过程中发动机起动时,通过缓缓地结合行驶用马达和发动机之间的离合器,使发动机开动,并在发动机的转速达到可起动的转速时维持离合器的结合力。通过如此地控制离合器,能够借助离合器阻断开动过程中的发动机的振动,能够抑制自发动机通过驱动系统传播至车体的振动。
但是,构成发动机起动时的问题的振动,不仅包含从发动机通过驱动系统传播到车体的振动,还包含自发动机通过发动机支架传播到车体的振动。即,为了充分抑制发动机起动时的振动,不仅要阻断针对车体的发动机振动的传递路径,还要抑制发动机振动本身。而且,如专利文献1的混合动力车辆,为了使用行驶用马达开动发动机,应避免马达行驶过程中的减速感,因此有必要将行驶用马达的输出扭矩加到发动机的起动扭矩上,但这成为了导致行驶用马达大型化的要因。
现有技术文献
专利文献
【专利文献1】日本特开2005-162142号公报
发明内容
本发明的目的在于避免行驶用马达的大型化,且抑制发动机起动时的振动。
本发明的混合动力车辆的控制装置为利用发动机以及行驶用马达驱动驱动轮的混合动力车辆的控制装置,其特征在于,包括:启动马达,用以使所述发动机起动旋转;动力传递路径,用以从所述行驶用马达向所述驱动轮传递动力;摩擦离合器,设置在所述发动机和所述动力传递路径之间,被切换为在将所述发动机连接到所述动力传递路径的结合状态和从所述动力传递路径分离所述发动机的分离状态;制振控制单元,在驱动所述行驶用马达的马达行驶状态下,在驱动所述启动马达而起动所述发动机时,将所述摩擦离合器控制为滑动状态,从所述行驶用马达向所述发动机传递制振扭矩。
本发明的混合动力车辆的控制装置,其特征在于,当发动机起动时的所述发动机的振动频率超过具备所述发动机以及所述行驶用马达的动力单元的共振频率和搭载所述动力单元的车体的共振频率中的至少一个共振频率时,所述制振控制单元将所述摩擦离合器控制为滑动状态,以从所述行驶用马达向所述发动机传递制振扭矩。
根据本发明,在驱动启动马达而起动发动机时,将摩擦离合器控制为滑动状态而从行驶用马达向发动机传递制振扭矩。据此,能够借助制振扭矩消除使发动机起动旋转时的反力,并能够抑制发动机的振动而抑制车体振动。而且,由于使用启动马达使发动机起动旋转,并使用行驶用马达抑制发动机的振动,因此能够避免行驶用马达的大型化,且能够抑制发动机起动时的振动。
附图说明
图1为示出搭载于混合动力车辆的动力单元的概略图。
图2的(a)~(c)为从EV马达至HEV马达的切换过程的说明图。
图3为示出开动过程中产生的发动机的变动扭矩、用于消除变动扭矩的制振扭矩、从电动发电机输出的马达扭矩的一例的曲线图。
图4的(a)为示出不实施制振控制的情况下的发动机转数和马达转速的变动状态的说明图,(b)为示出实施制振控制的情况下的发动机转数和马达转数的变动状态的说明图。
主要符号说明
10:混合动力车辆
11:动力单元
12:发动机
13:电动发电机(行驶用马达)
15:车体
19:摩擦离合器
25:驱动轮
26:动力传递路径
50:启动马达
53:控制单元(制振控制单元)
具体实施方式
以下,基于附图详细说明本发明的实施方式。图1为示出搭载于混合动力车辆10的动力单元11的概略图。如图1所示,被称为动力传动系统(powertrain)或动力装置(power plant)的动力单元11具备作为动力源的发动机12和电动发电机(行驶用马达)13。而且,动力单元11上设置有多个支架部件14,通过这些支架部件14,动力单元11被车体15支持。而且,动力单元11具有无级变速器16,该无级变速器16由主动轮17和从动轮18构成。在主动轮17的一侧通过摩擦离合器19连接有发动机12的曲轴20的同时,主动轮17的另一侧连接有电动发电机13的转子21。而且,从动轮18上通过传动轴22、差动机构23、驱动轴24等连接有驱动轮25。
由此,电动发电机13和驱动轮25通过由无级变速器16、传动轴22、差动机构23、驱动轴24等构成的动力传递路径26连接。即,从电动发电机13至驱动轮25,通过动力传递路径26传递动力。而且,发动机12和驱动轮25通过摩擦离合器19以及动力传递路径26连接。即,在发动机12和动力传递路径26之间设置有摩擦离合器19,通过分离摩擦离合器19,能够从动力传递路径26分离发动机12,从而能够仅将电动发电机13作为动力源而连接到驱动轮25。另外,能够通过结合摩擦离合器19而在动力传递路径26上连接发动机12,因此能够将电动发电机13以及发动机12作为动力源连接到驱动轮25。
无级变速器16具有主动轴30和与该主动轴30平行的从动轴31。主动轴30上设置有主动轮17,该主动轮17的背面侧划分有主动油腔32。而且,在从动轴31上设置有从动轮18,该从动轮18的背面侧划分有从动油腔33。并且,主动轮17以及从动轮18上卷挂有驱动链34。通过调整主动油腔32和从动油腔33的油压,使滑轮槽宽变化,由此能够使驱动链34的缠绕直径变化。
摩擦离合器19具备连接于发动机12的曲轴20的离合器输入轴40和连接于主动轮17的主动轴30的离合器输出轴41。离合器输入轴40上连接有具备了摩擦板42a的离合器鼓42,在离合器输出轴41上连接有具备摩擦板43a的离合器毂43。而且,在离合器鼓42上设置有活塞44,该活塞44的背面侧划分有结合油腔45。通过向结合油腔45供应工作油,使活塞44向结合方向移动,能够使摩擦板42a、43a相互推压,能够使摩擦离合器19切换到连接状态。另外,通过从结合油腔45排出工作油,借助未图示的弹簧使活塞44向分离方向移动,能够解除摩擦板42a、43a的推压,由此能够将摩擦离合器19切换为分离状态。而且,通过调整被供应至结合油腔45的工作油的压力,能够将摩擦离合器19控制为滑动状态。在此,摩擦离合器19的滑动状态是指所谓的半离合状态,是摩擦板42a、43a之间没有完全结合的状态。即,摩擦离合器19的滑动状态为在产生转数差的同时,使离合器输入轴40和离合器输出轴41旋转的状态。
而且,为了起动旋转(开动)发动机12,动力单元11上设置有启动马达50。发动机12的曲轴20上固定有环形齿轮51,啮合于该环形齿轮51的小齿轮52设置在启动马达50。通过向启动马达50通电,小齿轮52旋转并突出而啮合于环形齿轮51,从而能够通过小齿轮52旋转环形齿轮51。在此,作为启动马达50,也可以采用通过单方向离合器啮合于环形齿轮51的常啮合方式的启动马达。而且,也可以将交流发电机作为启动马达50使其发挥功能。
而且,为了控制发动机12、电动发电机13、摩擦离合器19、启动马达50、无级变速器16等,在混合动力车辆10中设置有控制单元53。控制单元53连接有用于检测变速杆的操作状况的锁定开关54、用于检测油门踏板的操作状况的油门踏板传感器55、用于检测刹车踏板的操作状况的刹车踏板传感器56、用于检测车速的车速传感器57、用于检测曲轴角(曲轴20的旋转角度)的曲轴角传感器58、用于检测发动机转数(曲轴20的旋转速度)的发动机转数传感器59、用于检测电动发电机13的马达转数(转子21的旋转速度)的马达转数传感器60等。而且,控制单元53基于来自各种传感器的信息判断车辆状态,并向发动机12和电动发电机13等输出控制信号。在此,控制单元53具备用于运算控制信号等的CPU的同时,还具备用于存储控制程序、运算公式、地图数据等的只读存储器(ROM)和临时存储数据的随机存储器(RAM)。
在此,为了控制来自未图示的油泵的工作油供应至摩擦离合器19和无级变速器16等,混合动力车辆10上设置有具备多个电磁阀的阀单元61。该阀单元61接收来自控制单元53的控制信号,通过控制单元53控制摩擦离合器19和无级变速器16的动作状态。而且,为了针对电动发电机13控制电力的供应,电动发电机13的定子62上通过逆变器63连接有未图示的高电压电池。该逆变器63接收来自控制单元53的控制信号,通过控制单元53控制电动发电机13的扭矩或转数。并且,为了针对启动马达50控制电力的供应,启动马达50通过驱动电路部64连接有未图示的低电压电池。该驱动电路部64接收来自控制单元53的控制信号,通过控制单元53控制启动马达50的动作状态。并且,为了控制发动机12的扭矩和转数,从控制单元53向未图示的燃料喷射器、点火器、节气阀等输出控制信号。
图2的(a)~(c)为示出从电动车辆(EV)模式至混合动力车辆(HEV)模式的切换过程的说明图。在此,如图2的(a)所示,EV模式为通过将摩擦离合器19切换为分离状态而仅将电动发电机13作为动力源而连接到驱动轮25的行驶模式。该EV模式在驾驶者所要求的驱动力小的低车速区域和低油门开度区域执行,从动力传递路径26分离的发动机12变成被停止的状态。而且,如图2的(c)所示,HEV模式为通过起动发动机12而将摩擦离合器19切换为结合状态,在电动发电机13的基础上增加发动机12作为动力源而连接于驱动轮25的行驶模式。该HEV模式在驾驶者所要求的驱动力大的高车速区域和高油门开度区域执行,发动机12和电动发电机13成为被驱动的状态。在此,在HEV模式中,通过将电动发电机13控制为空转状态,从而还能够仅将发动机扭矩Te传递给驱动轮25。
在EV模式的行驶过程中,即在马达行驶状态下,当检测到超过预定值的车速的上升或油门开度的增加等时,为了从EV模式转移到HEV模式,启动马达50被驱动,由此发动机12开始开动。而且,发动机12起动后,待发动机转数同步于马达转数之后,摩擦离合器19被切换为结合状态,完成从EV模式至HEV模式的切换。这种行驶模式的切换的判断,例如基于车速或油门开度等执行,由此行驶过程中,发动机12的停止和起动频繁地重复。然而,发动机起动时,根据开动过程中的负载变化,发动机本身产生振动,由此振动从发动机12通过支架部件14等传播到车体15。因此,抑制发动机起动时的振动变得重要。
以下,关于抑制发动机起动时的振动的制振控制进行说明。当判断出从EV模式切换至HEV模式时,如图2的(b)所示,控制单元53向启动马达50输出驱动信号,以借助启动马达50的起动扭矩Ta开动发动机12。然后,作为制振控制单元发挥作用的控制单元53使电动发电机13产生用于传递至驱动轮25的行驶扭矩Tm1和制振扭矩Tm2的同时,将摩擦离合器19控制为滑动状态,以从电动发电机13向发动机12传递制振扭矩Tm2’。
在此,图3为示出开动过程中产生的发动机12的变动扭矩Tb、用于消除变动扭矩Tb的制振扭矩Tm2、从电动发电机13输出的马达扭矩Tm3的一例的曲线图。如图3所示,开动过程中的发动机12上根据曲轴角产生反力,即,变动扭矩Tb。即,在压缩行程中,在抑制开动转速的方向(图3的-方向)产生变动扭矩Tb,而在膨胀行程中,在助长开动转速的方向(图3的+方向)产生变动扭矩Tb。为了消除该变动扭矩Tb,电动发电机13的制振扭矩Tm2设定为相对变动扭矩Tb方向相反。即,压缩行程中,在助长开动的转速的方向(图3的+方向)设定有制振扭矩Tm2,而膨胀行程中,在抑制开动转速的方向(图3的-方向)设定有制振扭矩Tm2。而且,电动发电机13输出将用于传递给驱动轮25的行驶扭矩Tm1和前述的制振扭矩Tm2相加的马达扭矩Tm3,通过变成滑动状态的摩擦离合器19,从电动发电机13向发动机12传递制振扭矩Tm2’。据此,由于能够借助制振扭矩Tm2’消除发动机12的变动扭矩Tb,因此能够减少发动机的起振力,能够抑制发动机振动而抑制车体振动。而且,由于通过启动马达50对发动机12传递起动扭矩Ta,由电动发电机13对发动机12传递制振扭矩Tm2,从而能够防止扭矩不足引起的发动机起动时的减速感的同时,能够避免电动发电机13的大型化。
而且,在制振控制中,通过将摩擦离合器19控制为滑动状态,将马达扭矩Tm3的一部分作为制振扭矩Tm2’从电动发电机13传递给发动机12。因此,电动发电机13中产生的制振扭矩Tm2和通过摩擦离合器19被传递至发动机12的制振扭矩Tm2’的大小不一定相同,但制振扭矩Tm2’的大小会与制振扭矩Tm2相关联而上下变动。因此,能够利用制振扭矩Tm2’消除变动扭矩Tb,能够抑制发动机起动时的发动机振动。在此,为了使通过摩擦离合器19传递的制振扭矩Tm2’消除发动机12起动时的变动扭矩Tb,对于电动发电机13输出的制振扭矩Tm2的大小和时间进行控制是毋庸置疑的。
在此,图4中的(a)为示出不实施制振控制时的发动机转数和马达转数的变动状态的说明图。而且,图4中的(b)为示出实施制振控制时的发动机转数和马达转数的变动状态的说明图。如图4的(a)所示,当不实施通过电动发电机13和摩擦离合器19的制振控制时,即在分离摩擦离合器19状态下起动发动机12的情况下,由于开动过程中产生较大的变动扭矩Tb,因此发动机转数上下变动的同时,发生发动机振动。另外,如图4的(b)所示,当实施通过电动发电机13和摩擦离合器19的制振控制时,即,在使电动发电机13产生制振扭矩Tm2,且将摩擦离合器19控制为滑动状态的情况下,由于能够减少开动过程中的变动扭矩Tb,因此发动机转数顺利上升的同时,发动机振动将会减少。如此,通过减少发动机振动,能够减少从发动机12传播到车体15的振动,从而能够消除伴随发动机起动的乘员的不适感。
而且,为了抑制发动机振动,从开始开动至发动机12达到完全爆发状态为止,可以持续执行制振控制,只要在发动机12的振动频率超过动力单元11或车体15的共振频率时实施制振控制就可以。即,在根据变动扭矩Tb被加振的发动机12的振动频率超过动力单元11的共振频率时,通过实施向发动机12传递制振扭矩Tm2’的制振控制,能够有效地抑制影响车体振动的动力单元11的振动。而且,当发动机12的振动频率超过车体15的共振频率时,通过实施向发动机12传递制振扭矩Tm2’的制振控制,能够有效地抑制给予乘员的不适感的车体振动。在此,根据变动扭矩Tb被加振的发动机12的振动频率与变动扭矩Tb的变动周期,即发动机转数相关联。例如,如图4的(b)所示,当发动机转数N1相当于动力单元11的共振频率时,通过在符号α所示的范围实施制振控制,能够有效地抑制动力单元11的振动。而且,例如,在发动机转数N2相当于车体15的共振频率时,通过在符号β所示的范围实施制振控制,能够有效地抑制车体15的振动。
本发明并不局限于前述实施方式,在不脱离本发明的主旨的范围之内,显然可以进行各种变更。在前述说明中,动力传递路径26由无级变速器16、传动轴22、差动机构23、驱动轴24等构成,但并不局限于此,例如在动力传递路径26中省略无级变速器16等的变速器也可以。而且,图中示出发动机12和摩擦离合器19直连的情形,但并不局限于此,在发动机12和摩擦离合器19之间设置变矩器也可以。而且,作为摩擦离合器19,并不局限于图示的油压离合器,也可以是利用电磁力进行控制的电磁离合器。在此,作为启动马达50使用直流马达,但并不局限于此,也可以将交流马达使用为启动马达50。而且,作为行驶用马达使用交流马达,但并不局限于此,只要能够控制制振扭矩Tm2,将直流马达作为行驶用马达也可以。
Claims (2)
1.一种混合动力车辆的控制装置,利用发动机以及行驶用马达驱动驱动轮,其特征在于,包括:
启动马达,用以使所述发动机起动旋转;
动力传递路径,用以从所述行驶用马达向所述驱动轮传递动力;
摩擦离合器,设置在所述发动机和所述动力传递路径之间,被切换为将所述发动机连接到所述动力传递路径的结合状态和从所述动力传递路径分离所述发动机的分离状态;
制振控制单元,在驱动所述行驶用马达的马达行驶状态下,在驱动所述启动马达而起动所述发动机时,将所述摩擦离合器控制为滑动状态,从所述行驶用马达向所述发动机传递制振扭矩。
2.根据权利要求1的混合动力车辆的控制装置,其特征在于,当发动机起动时的所述发动机的振动频率超过具备所述发动机以及所述行驶用马达的动力单元的共振频率和搭载所述动力单元的车体的共振频率中的至少一个共振频率时,所述制振控制单元将所述摩擦离合器控制为滑动状态,以从所述行驶用马达向所述发动机传递制振扭矩。
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2011
- 2011-09-30 JP JP2011215871A patent/JP2013075591A/ja active Pending
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- 2012-09-24 DE DE102012217210A patent/DE102012217210A1/de not_active Withdrawn
- 2012-09-28 CN CN2012103680756A patent/CN103029700A/zh active Pending
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CN115123246A (zh) * | 2021-03-25 | 2022-09-30 | 本田技研工业株式会社 | 车辆控制装置 |
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JP2013075591A (ja) | 2013-04-25 |
US20130085634A1 (en) | 2013-04-04 |
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