CN103180190A - 车辆的动力传递控制装置 - Google Patents

车辆的动力传递控制装置 Download PDF

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Publication number
CN103180190A
CN103180190A CN2011800511834A CN201180051183A CN103180190A CN 103180190 A CN103180190 A CN 103180190A CN 2011800511834 A CN2011800511834 A CN 2011800511834A CN 201180051183 A CN201180051183 A CN 201180051183A CN 103180190 A CN103180190 A CN 103180190A
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output shaft
reduction ratio
power
transmission
axle
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CN103180190B (zh
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井上大贵
宫崎刚枝
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Aisin AI Co Ltd
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Aisin AI Co Ltd
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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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    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2054—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed by controlling transmissions or clutches
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    • Y10S903/00—Hybrid electric vehicles, HEVS
    • Y10S903/902—Prime movers comprising electrical and internal combustion motors

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Power Engineering (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Abstract

该动力传递控制装置，适用于具备内燃机E/G和电动机M/G作为动力源的混合动力车，具备手动变速器M/T、摩擦离合器C/T、和减速比切换机构。减速比切换机构能改变“与M/T的输出轴相连接的第2轴”相对于“与M/G的输出轴相连接的第1轴”的减速比。通过改变第2轴相对于第1轴的减速比来改变驱动轮相对于M/G的输出轴的减速比。在驾驶员操作离合器踏板CP期间，发生减速比变更操作。也就是说，驾驶员是在进行某种操作期间受到伴随着减速比变更操作而带来的震动，从而驾驶员不易感知到该震动。

Description

车辆的动力传递控制装置
技术领域
本发明涉及车辆的动力传递控制装置，特别涉及适用于具有内燃机和电动机作为动力源的车辆、并具备手动变速器和摩擦离合器的车辆的动力传递控制装置。
背景技术
一直以来，具备发动机、电动机(电动马达、电动发电机)作为动力源的所谓混合动力车而广为知晓(例如，参照专利文献1)。近年来，开发出了适用于混合动力车且具备手动变速器和摩擦离合器的动力传递控制装置(以下称为“HV-MT车用动力传递控制装置”)。这里所说的“手动变速器”是指不具备根据驾驶员操作的变速杆的换挡位置来选择变速档的扭矩转换器的变速器(所谓的手动变速器、MT)。另外，这里所说的“摩擦离合器”是指安装于内燃机的输出轴和手动变速器的输入轴之间，根据驾驶员操作的离合器踏板的操作量而使摩擦板的离合状态变化的离合器。
现有技术文献
专利文献
专利文献1：日本特开2000-224710号公报
发明内容
但是，在HV-MT车用动力传递控制装置中，为稳定地确保基于电动机的驱动转矩的驱动轮的驱动转矩充分，优选地，根据需要使电动机的输出轴的转动相对于驱动轮的转动减速或增速。因此，对于HV-MT车用动力传递控制装置，考虑设置不改变手动变速器的变速档(有别于手动变速器)而改变驱动轮相对于电动机输出轴的减速比(电动机输出轴的转动速度相对于驱动轮的转动速度的比例)的切换机构。
设置该切换机构的情况下，改变所述减速比时，不可避免地需要将由电动机输出轴向驱动轮的转矩传递暂时切断。因此，将不可避免地产生伴随着所述减速比改变而出现的震动(车辆前后方向的加速度变化)。该震动的产生将给驾驶员带来不适感。
本发明的目的在于，提供一种具备改变驱动轮相对于电动机输出轴的减速比的切换机构的HV-MT车用动力传递控制装置，使得驾驶员不易感知到伴随着所述减速比的改变带来的震动。
本发明的车辆的动力传递控制装置，适用于具备内燃机和电动机作为动力源的混合动力车。该动力传递装置具备手动变速器、摩擦离合器、切换机构、和控制装置。
手动变速器是不具备根据驾驶员操作的换挡操作构件的换挡位置来选择变速档的扭矩转换器的变速器，其具备从所述内燃机的输出轴输入动力的输入轴和向所述车辆的驱动轮输出动力的输出轴。所述手动变速器的输入轴或所述输出轴与所述电动机的输出轴相连接。
摩擦离合器，是安装于所述内燃机的输出轴和所述手动变速器的输入轴之间，根据驾驶员操作的换挡操作构件的操作量而改变离合状态的离合器。所述离合器操作构件的操作利用第1检测装置来检测。
切换机构，其不改变所述手动变速器的变速档而改变所述驱动轮相对于所述电动机输出轴的减速比(电动机输出轴的转动速度相对于驱动轮的转动速度的比例)。控制装置，用于控制所述内燃机输出轴的驱动转矩(内燃机驱动转矩)、所述电动机输出轴的驱动转矩(电动机驱动转矩)、及所述切换机构的状态。
具体地，所述切换机构可以是如下机构：安装于在所述电动机的输出轴和所述手动变速器的输出轴之间不经由所述手动变速器而形成的动力传递系统，具备与所述电动机的输出轴相连接的第1轴、和与所述手动变速器的输出轴相连接的第2轴，改变所述第2轴相对于所述第1轴的减速比。这种情况下，所述控制装置构成为，通过改变所述第2轴相对于所述第1轴的减速比来改变所述驱动轮相对于所述电动机输出轴的减速比。
或者，所述切换机构可以是如下机构：安装于在所述电动机的输出轴和所述手动变速器的输出轴之间不经由所述手动变速器而形成的第1动力传递系统、及在所述电动机的输出轴和所述手动变速器的输入轴之间不经由所述手动变速器而形成的第2动力传递系统之间，选择性地实现所述第1动力传递系统确立且所述第2动力传递系统未确立的第1状态、和所述第1动力传递系统未确立且所述第2动力传递系统确立的第2状态。这种情况下，所述控制装置构成为，通过改变所述第1状态和所述第2状态中被实现的状态来来改变所述驱动轮相对于所述电动机输出轴的减速比。
本发明的动力传递控制装置，其特征在于，所述控制装置以如下方式构成，即，在检测所述离合器操作构件的操作期间，控制所述切换机构的状态而改变所述驱动轮相对于所述电动机输出轴的减速比，也就是进行减速比变更操作。
在HV-MT车用动力传递控制装置中，改变手动变速器的变速档时，需要驾驶员在操作离合器操作构件的同时进行换挡操作构件的操作。通常，人在进行某种操作时不易感知到来自外部的震动等。上述结构基于这个观点。
根据上述结构，驾驶员在操作离合器操作构件期间进行减速比变更操作。换言之，驾驶员在操作离合器操作构件期间受到伴随着减速比变更操作而产生的震动。因此，驾驶员不易感知到该震动。
具体地，所述减速比变更操作，能基于对所述离合器操作构件的操作而开始。或者，所述减速比变更操作能基于对所述离合器操作构件的操作及对所述换挡操作构件的操作而开始。优选地，从离合器操作构件操作开始到结束期间(开始踩离合器踏板到复位结束为止的期间)进行所述减速比变更操作比较合适。
附图说明
图1是安装本发明的实施方案的“HV-MT车用动力传递控制装置”的车辆的结构示意图。
图2是表示图1所示的手动变速器的换挡模式的一例的图。
图3是表示切换机构产生的减速比的改变时间与换挡位置的改变时间的关系的一例的图。
图4是表示切换机构产生的减速比的改变时间与换挡位置的改变时间的关系的另一例的图。
图5是表示通过图1所示的装置来改变离合器踏板操作中切换机构的减速比时的一例的时间图。
图6是安装了本发明的实施方案的变形例的“HV-MT车用动力传递控制装置”的车辆结构示意图。
【部件代表符号说明】
M/T...变速器、E/G…发动机、C/T…离合器、M/G...电动发电机、CP…离合器踏板、AP…油门踏板、S1...离合器操作量传感器、S2…换挡位置传感器、S3...油门操作量传感器、ECU...电子控制单元
具体实施方式
以下参照附图对本发明的车辆的动力传递控制装置的实施方案进行说明。
(结构)
图1表示安装了本发明的实施方案的动力传递控制装置(以下称为“本装置”。)的车辆的结构示意。该车辆是具有内燃机和电动发电机作为动力源的混合动力车，本装置具备：不具有扭矩转换器的手动变速器和摩擦离合器。即，本装置是上述“HV-MT车用动力传递控制装置”。
该车辆具备：发动机E/G、手动变速器M/T、摩擦离合器C/T、电动发电机M/G、和减速比切换机构。发动机E/G是众所周知的内燃机，例如是使用汽油为燃料的汽油发动机、使用轻油为燃料的柴油发动机。
手动变速器M/T是不具备扭矩转换器的变速器(所谓的手动变速器)，所述扭矩转换器根据驾驶员操作的变速杆SL的换挡位置来选择变速档。M/T具备从E/G的输出轴输入动力的输入轴、和向车辆驱动轮输出动力的输出轴。关于M/T，例如，如图2的换挡模式所示，作为选择的变速档具备前进用的四个变速档(1速～4速)、和后退用的一个变速档(R)。
M/T的变速档可以利用将变速杆SL和M/T内部的套筒(未图示)机械地连结的连杆机构等，根据变速杆SL的换挡位置来得到机械地选择、改变，也可以利用基于用来检测变速杆SL的换挡位置的传感器(后述的传感器S2)的检测结果而运作的驱动器的驱动力来得以电动地(用所谓的线控方式)选择、改变。
摩擦离合器C/T安装于E/G的输出轴和M/T的输入轴之间。C/T是根据驾驶员操作的离合器踏板CP的操作量(踩踏量)而使摩擦板的离合状态(更具体地，与M/T的输入轴一体转动的摩擦板的、相对于与E/G的输出轴一体转动的飞轮的轴向位置)改变的众所周知的离合器。
C/T的离合状态(摩擦板的轴向位置)可以利用将离合器踏板CP和C/T(摩擦板)机械地连结的连杆机构等，根据CP的操作量而得以机械地调整，也可以利用根据用于检测CP的操作量的传感器(后述的传感器S1)的检测结果而运作的驱动器的驱动力来得以电动地(用所谓的线控方式)调整。
电动发电机M/G具有一个众所周知的结构(例如交流同步马达)，例如呈转子(未图示)与M/G的输出轴一体转动的状态。M/G的输出轴经由减速比切换机构与M/T的输出轴相连接且能将动力传递至M/T的输出轴。以下将E/G的输出轴的驱动转矩称为“EG转矩”，将M/G的输出轴的驱动转矩称为“MG转矩”。
减速比切换机构具备与M/G的输出轴连接的第1轴、和与M/T的输出轴连接的第2轴，能改变第2轴相对于第1轴的减速比(第1轴的转动速度相对于第2轴的转动速度的比例)。通过改变第2轴相对于第1轴的减速比，将改变驱动轮相对于M/G的输出轴的减速比。第2轴相对于第1轴的减速比能选择性地设定为多个等级。减速比的切换利用驱动器的驱动力来实现。减速比切换机构由众所周知的一种结构所构成，因此这里省略对该结构的详细说明。
本装置具备：用于检测离合器踏板CP的操作量(踩踏量、离合器行程等)的离合器操作量传感器S1；用于检测变速杆SL位置的换挡位置传感器S2；用于检测油门踏板AP操作量(油门大小)的油门操作量传感器S3；用于检测刹车踏板BP操作量(踏力、操作的有无等)的刹车操作量传感器S4。
进而，本装置具备电子控制单元ECU。ECU基于来自上述传感器S1～S4、及其他传感器等的信息等，来控制E/G的燃料喷射量(节流阀的开度)，由此控制EG转矩，通过控制逆变器(未图示)从而控制MG转矩，并通过控制减速比切换机构的驱动器，来选择性地设定第2轴相对于第1轴的减速比为多个等级。以下将改变减速比切换机构减速比的操作称为“MG连接切换操作”。在MG连接切换操作中，维持MG转矩为0。
(MG连接切换操作的时机)
如上述那样，MG连接切换操作时，从M/G的输出轴向驱动轮的转矩传递会暂时被切断。因此，伴随着MG连接切换操作将不可避免地发生震动(车辆前后方向加速度发生变化)。该震动的产生将给驾驶员带来不适感。
在本装置这样的HV-MT车用动力传递控制装置中，改变M/T的变速档时，需要驾驶员在操作离合器踏板CP的同时操作变速杆SL。另一方面，人在进行某种操作时将难以感知到来自外部的震动等。
因此，在本装置中，为改变M/T的变速档，驾驶员进行操作期间进行MG连接切换操作。具体地，在操作离合器踏板CP期间(开始踩下到复位结束为止的期间)进行MG连接切换操作。以下，作为一个例子，对在减速比切换机构中，能将第2轴相对于第1轴的减速比选择性地设定为Low(减速比大)和High(减速比小)两个等级的情况进行说明。
此时，例如，如图3所示，从1速向2速(或3速、4速)加挡时，减速比会从Low变为High，从3速(或4速)向2速(或1速)减挡时，减速比会从High变为Low。或者，如图4所示，从2速(或1速)向3速(或4速)加挡时，减速比会从Low变为High，从2速(或3速、4速)向1速减挡时减速比会从High变为Low。与图3所示的模式相比，在图4所示的模式中，能使减速比改变的频度降低，从而减少驱动减速比切换机构的驱动器所需的电力。
如图3、图4所示，换挡位置位于低速侧(高速侧)时，选择Low(High)是基于以下情况：换挡位置位于低速侧时车速低(驱动轮的转动速度小)，因而需要使M/G的输出轴的转动增速，换挡位置位于高速侧时，车速高(驱动轮的转动速度大)，因而需要使M/G的输出轴的转动减速。
图5表示根据本装置而在离合器踏板CP的操作中进行MG连接切换操作时的一例。在该例中，表示了换挡位置从2速加档至3速时(参照图2的箭头)，减速比切换机构的减速比从Low变为High的情况。
具体地，在时间点t1，开始离合器踏板CP的操作(开始踩踏)，时间点t1以后，离合器踏板CP的踩踏量增大，且在时间点t2离合器C/T变为完全分离状态。从时间点t2前后开始，开始进行变速杆SL的2速到3速的操作。变速杆SL的2速到3速的操作完成后，离合器踏板CP的踩踏量减少而离合器C/T调整为半离合状态，其后，离合器踏板CP的踩踏量进一步减少。在时间点t5，离合器踏板CP的操作结束(复位结束)。
在该例中，在时间点t1～t5之间的时间点t3～t4，进行MG连接切换操作，即“减速比切换机构的减速比从Low改变至High的操作”。此外，至少在时间点t3～t4期间，维持MG转矩为0。时间点t3以前、及时间点t4以后将MG转矩调整为大于0即可。
在该例中，时间点t3与变速器M/T的变速档从空挡位置向3速变化的时间点(具体地，M/T内的套筒与用于固定3速齿轮的齿开始花键嵌合的时间点)相对应。也就是说，时间点t3是能经过空挡位置确定接下来的换挡位置的时间点(在该例中，是确定2速向3速换挡的时间点)。
由于无法弄清到确定接下来的换挡位置为止，此次的换挡操作是减档还是加档，因此并不清楚此次的换挡操作是否为进行MG连接切换操作的时机。与此相对，在该例中，将确定了接下来的换挡位置这一情况作为开始MG连接切换操作的条件，因而就不会发生不是进行MG连接切换操作的时机却进行MG连接切换操作的情况。
如上所述，在该例中，MG连接切换操作的开始条件为(离合器踏板CP被操作且)确定了接下来的换挡位置，但也可以在确定接下来的换挡位置之前开始MG连接切换操作。此时，作为MG连接切换操作的开始条件，可以采用“(离合器踏板CP被操作且)变速杆SL开始移动”(图5中，时间点t2之后)、“(离合器踏板CP被操作且)离合器踏板CP的踩踏量超过一定量”(图5中，时间点t1～t2之间的任意时间点)。另外，也可以采用“(离合器踏板CP被操作且)变速器M/T的输入轴的转动速度的变化梯度在规定值以上”。
这样，在确定接下来的换挡位置之前开始MG连接切换操作的情况下，需要推定接下来的换挡位置(即，需要推定此次的换挡操作是减档还是加档)。该推定，例如可以根据车速、车辆的前后加速度、刹车踏板BP的操作状态、油门踏板AP的操作状态等而进行。
作为MG连接切换操作的开始时间点，可以只使用上述各种时间点中的一个，也可以根据车辆的行驶状态来选择、改变上述各种时间点中用作MG连接切换操作开始的时间点。另外，减速比切换机构的减速比为Low的情况和为High的情况下，也可以使上述各种时间点中用作MG连接切换操作开始的时间点不同。
(作用/效果)
如上所述，在本装置中，在驾驶员为改变M/T的变速档而操作期间，发生MG连接切换操作。具体地，在操作离合器踏板CP期间(开始踩到复位结束为止的期间)发生MG连接切换操作。即，驾驶员在操作离合器踏板CP期间受到伴随着MG连接切换操作的震动。因此，驾驶员不易感知到该震动。
本发明不限于上述实施方案，在本发明的范围内可以采用各种变形例。例如，在上述实施方案中，作为“切换机构”，采用用于改变第2轴相对于第1轴的减速比的减速比切换机构。与此相对，如图6所示，作为“切换机构”也可以采用连接切换机构。
如图6所示的连接切换机构安装于在M/G的输出轴和M/T的输出轴之间形成的第1动力传递系统、和在M/G的输出轴和M/T的输入轴之间形成的第2动力传递系统之间。图6所示的连接切换机构选择性地实现第1动力传递系统确立且第2动力传递系统未确立的OUT连接状态、与第1动力传递系统未确立且第2动力传递系统确立的IN连接状态。通过选择性地改变OUT/IN连接状态，来改变驱动轮相对于M/G的输出轴的减速比。OUT/IN连接状态之间的切换是利用驱动器的驱动力而实现的。图6所示的连接切换机构由众所周知的一种结构构成，此处省略对其结构的详细说明。
采用图6所示的连接切换机构的情况下，进行OUT/IN连接状态之间的切换时，也不可避免地需要将由M/G的输出轴向驱动轮的转矩传递暂时地切断，其结果，不可避免地产生震动(车辆前后方向的加速度变化)。通过在操作离合器踏板CP期间进行OUT/IN连接状态之间的切换，由此使驾驶员不易感知到该震动。
另外，在上述实施方案中，作为M/T的变速档(1速～4速)，只采用了利用EG转矩的普通行驶用(能利用MG转矩带来的辅助)的“在M/T的输入轴和M/T的输出轴之间确立动力传递系统的变速档”(以下称为“EG行驶变速档”)，但除了EG行驶变速档之外，也可以设置用于EV行驶的“在M/T的输入轴和M/T的输出轴之间不确立动力传递系统且在M/G的输出轴和M/T的输出轴之间确立动力传递系统的变速档”(不同于空挡的变速档，以下称为“MG行驶变速档”)。“EV行驶”是指，在维持E/G停止状态(E/G的输出轴停止转动的状态)的同时只利用MG转矩使车辆行驶的状态。
采用图6所示的连接切换机构，且车辆发动用“MG行驶变速档”(例如1速)被设置时，在选择“MG行驶变速档”(例如1速)时能选择OUT连接状态，在选择“EG行驶变速档”(例如2速～4速)时能选择IN连接状态。

Claims (5)

1.一种车辆的动力传递控制装置，适用于具备内燃机和电动机作为动力源的车辆，其具备：
手动变速器，其具备从所述内燃机的输出轴输入动力的输入轴和向所述车辆的驱动轮输出动力的输出轴，所述输入轴或所述输出轴连接有所述电动机的输出轴，且不具备根据驾驶员操作的换挡操作构件的换挡位置来选择变速档的扭矩转换器，
摩擦离合器，其安装于所述内燃机的输出轴和所述手动变速器的输入轴之间，根据驾驶员操作的换挡操作构件的操作量来改变离合状态，
切换机构，其不改变所述手动变速器的变速档而改变所述驱动轮相对于所述电动机输出轴的减速比，
控制装置，用于控制作为所述内燃机输出轴的驱动转矩的内燃机驱动转矩、作为所述电动机输出轴的驱动转矩的电动机驱动转矩、及所述切换机构的状态，
其特征在于，
具备用于检测所述离合器操作构件的操作的第1检测装置，
所述控制装置以如下方式构成，即，在检测所述离合器操作构件的操作期间，控制所述切换机构的状态而改变所述驱动轮相对于所述电动机输出轴的减速比，也就是进行减速比变更操作。
2.如权利要求1所述的车辆的动力传递控制装置，其中，所述控制装置构成为根据所述离合器操作构件的操作来开始所述减速比变更操作。
3.如权利要求2所述的车辆的动力传递控制装置，其中，具备用于检测所述换挡操作构件的操作的第2检测装置，
所述控制装置构成为根据所述离合器操作构件的操作和所述换挡操作构件的操作来使所述减速比变更操作开始。
4.如权利要求1-3任一项所述的车辆的动力传递控制装置，其中，
所述切换机构是如下机构：安装于在所述电动机的输出轴和所述手动变速器的输出轴之间不经由所述手动变速器而形成的动力传递系统，具备与所述电动机的输出轴相连接的第1轴、和与所述手动变速器的输出轴相连接的第2轴，改变所述第2轴相对于所述第1轴的减速比，
所述控制装置，构成为通过改变所述第2轴相对于所述第1轴的减速比来进行所述减速比变更操作。
5.如权利要求1-3任一项所述的车辆的动力传递控制装置，其中，
所述切换机构是如下机构：安装于在所述电动机的输出轴和所述手动变速器的输出轴之间不经由所述手动变速器而形成的第1动力传递系统、及在所述电动机的输出轴和所述手动变速器的输入轴之间不经由所述手动变速器而形成的第2动力传递系统之间，选择性地实现所述第1动力传递系统确立且所述第2动力传递系统未确立的第1状态、和所述第1动力传递系统未确立且所述第2动力传递系统确立的第2状态，
所述控制装置，构成为通过改变所述第1状态和所述第2状态中被实现的状态来进行所述减速比变更操作。
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