CN103237704A - 混合动力车辆的急减速控制装置 - Google Patents

混合动力车辆的急减速控制装置 Download PDF

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CN103237704A
CN103237704A CN2011800578798A CN201180057879A CN103237704A CN 103237704 A CN103237704 A CN 103237704A CN 2011800578798 A CN2011800578798 A CN 2011800578798A CN 201180057879 A CN201180057879 A CN 201180057879A CN 103237704 A CN103237704 A CN 103237704A
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power
mentioned
deceleration
transfer clutch
anxious
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CN103237704B (zh
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松井弘毅
土川晴久
下山广树
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Nissan Motor Co Ltd
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    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
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    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
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    • F02N11/00—Starting of engines by means of electric motors
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Abstract

混合动力车辆构成为，将电动发电机（5）置于发动机（1）和自动变速器（3）之间，并且，发动机（1）与电动发电机（5）经由第1离合器（6）连结，在电动发电机（5）和驱动轮（2）之间安装有第2离合器（7）。在第1离合器（6）接合的HEV模式下，如果判定为车辆的减速度是大于或等于阈值的急减速，则将第1离合器（6）断开，并且，同时通过发动机控制器（21）停止发动机（1）的燃料供给。即使在急减速时由于第1离合器（6）的断开延迟而使发动机转速小于或等于怠速转速，由于不会发生燃烧爆炸，因此也不会产生地板振动。

Description

混合动力车辆的急减速控制装置
技术领域
本发明涉及作为动力源而具有发动机和电动机，并且，在二者之间设有离合器的混合动力车辆在急减速时的控制技术。
背景技术
在专利文献1等中公开了一种混合动力车辆，其作为车辆驱动系统而将电动机（通常是电动发电机）设置在发动机和变速器之间，并且，经由离合器使该电动机和发动机以可接合/断开的方式连结。
在专利文献1中公开了一种上述混合动力车辆在急减速时的控制，其中，对车辆的减速度进行检测，在该减速度为大于或等于规定值的急减速时，将电动机与发动机之间的离合器断开，使发动机与电动机、进而与驱动轮断开。即，通过预先基于车辆减速度将离合器断开，从而避免伴随车速降低、发动机转速过低而失速。
但是，作为如上所述在急减速时仅使离合器断开的结构，有时会根据条件不同而造成使用油压的离合器断开延迟，由于离合器打滑而使发动机转速达到小于或等于怠速转速的共振点（包含发动机架在内的振动系统发生共振时的发动机转速），从而可能会发生车体地板的振动。
专利文献1：日本特开2010－149630号公报
发明内容
本发明的急减速控制装置，以将电动机置于发动机与驱动轮之间且上述发动机与上述电动机通过离合器连结的混合动力车辆为前提。并且，具有急减速判定单元，其对车辆的减速度大于或等于规定值的情况进行判定，此外，还具有燃料切断单元，其在上述离合器处于连接状态的行驶中由上述急减速判定单元判定为急减速时，停止上述发动机的燃料供给。
即，在驾驶者进行制动操作等的车辆急减速时，停止发动机的燃料供给。因此，即使由于离合器断开延迟等而使发动机转速达到共振点附近，由于是不会发生发动机燃烧爆炸的状态，因此不会发生车体地板的振动。
根据本发明，能够可靠地避免在车辆急减速时由于发动机转速达到共振点附近而产生的车体振动。
附图说明
图1是表示应用本发明的混合动力车辆的动力传动系的一个实施例的结构说明图。
图2是表示应用本发明的混合动力车辆的动力传动系的变形例的结构说明图。
图3是表示应用本发明的混合动力车辆的动力传动系的另一个变形例的结构说明图。
图4是表示该动力传动系的控制系统的框图。
图5是本发明的急减速控制的一个实施例的流程图。
图6是表示急减速控制时的各部分的动作的时间曲线。
图7是表示急减速控制时的各部分动作的另一个变形例的时间曲线。
具体实施方式
下面，基于附图对本发明的一个实施例详细地进行说明。
首先，对于应用本发明的混合动力车辆的基本结构进行说明。图1作为本发明的一个实施例而示出发动机前置·后轮驱动（FR）式结构的混合动力车辆的动力传动系，1是发动机，2是驱动车轮（后轮）。此外，本发明并不限定于该FR形式，也能够适用于FF形式或RR形式等其他形式。
在图1所示的混合动力车辆的动力传动系中，与通常的后轮驱动车同样地，在发动机1的车辆前后方向的后方，串联配置有自动变速器3，在将来自发动机1（曲轴1a）的旋转向自动变速器3的输入轴3a传递的轴4上，一体地设有电动发电机5。
电动发电机5由在转子上使用永久磁铁的同步型电动机构成，作为电动机起作用（所谓的“动力运行”），并且，也作为发电机起作用（所谓的“再生”），如上所述，其位于发动机1和自动变速器3之间。并且，在该电动发电机5和发动机1之间，更具体地说，在轴4和发动机曲轴1a之间安装第1离合器6，该第1离合器6将发动机1和电动发电机5之间可断开地接合。
其中，上述第1离合器6是使传递扭矩容量可连续变更的结构，例如，通过由常闭型干式单板离合器或湿式多板离合器构成，这些离合器能够通过由比例电磁阀等对离合器动作油压进行连续控制，从而使传递扭矩容量可变。
另外，在电动发电机5与驱动轮2之间，更具体地说，在轴4和变速器输入轴3a之间安装第2离合器7，该第2离合器7使电动发电机5与自动变速器3之间可断开地接合。
上述第2离合器7也与上述第1离合器6同样地，是传递扭矩容量可连续变更的结构，例如，由湿式多板离合器或干式单板离合器构成，这些离合器能够通过由比例电磁阀对离合器动作油压进行连续控制而使传递扭矩容量可变。
自动变速器3通过选择性地使多个摩擦要素（离合器或制动器等）接合或断开，从而通过这些摩擦要素的接合/断开的组合，而实现前进7档后退1档等变速档。即，自动变速器3使从输入轴3a输入的旋转以与选择变速档相对应的齿轮比进行变速，并将其输出至输出轴3b。该输出旋转经由差动齿轮装置8向左右驱动轮（后轮）2分配而传递。此外，作为自动变速器3，不限于上述有级式，也可以是无级变速器。
在上述动力传动系中，可实现电动车行驶模式（EV模式）和混合动力行驶模式（HEV模式），其中，该电动车行驶模式仅以电动发电机5的动力作为动力源而行驶，该混合动力行驶模式将发动机1与电动发电机5一起包含在动力源中而行驶。例如，在包含从停车状态起步时等在内的低负载·低车速时要求EV模式，而在该EV模式下，由于不需要来自发动机1的动力，因此预先使该发动机1停止，并且使第1离合器6断开，且预先使第2离合器7接合，并且将自动变速器3置于动力传递状态。在该状态下，仅由电动发电机5实现车辆的行驶。
另外，例如在高速行驶时或大负载行驶时等要求HEV模式，而在该HEV模式下，使第1离合器6及第2离合器7均接合，将自动变速器3置于动力传递状态。在该状态下，来自发动机1的输出旋转及来自电动发电机5的输出旋转这两者均被输入至变速器输入轴3a，成为由两者实现的混合动力行驶。
上述电动发电机5除了能够在车辆减速时对制动能量进行再生而回收以外，在HEV模式下，还能够将发动机1的剩余能量作为电力而回收。
此外，在从上述EV模式变换为HEV模式时，使第1离合器6接合，使用电动发电机5的扭矩进行发动机启动。另外，这时通过使第1离合器6进行滑动接合而对其传递扭矩容量进行可变控制，从而能够实现顺利的模式变换。
另外，上述第2离合器7作为所谓的起步离合器起作用，在车辆起步时，通过使该第2离合器7进行滑动接合而对传递扭矩容量进行可变控制，从而对于不具有扭矩变换器的动力传动系，也能够吸收扭矩变动而实现顺利的起步。
此外，在图1中，位于从电动发电机5至驱动轮2之间的第2离合器7，设置在电动发电机5与自动变速器3之间，但如图2的实施例所示，也可以将第2离合器7设置在自动变速器3和差动齿轮装置8之间。
另外，在图1及图2的实施例中，作为第2离合器而将专用的装置设置在自动变速器3的前方或后方，但也可以取而代之，如图3所示，作为第2离合器7，使用自动变速器3内的现有前进变速档选择用的摩擦要素或倒退变速档选择用的摩擦要素等。此外，在这种情况下，第2离合器7不限定于1个摩擦要素，与变速档相对应的适当的摩擦要素均可以作为第2离合器7。
图4表示按照图1至3的方式构成的混合动力车辆的动力传动系中的控制系统。
该控制系统具有对动力传动系的动作点进行综合控制的综合控制器20。该动力传动系的动作点由目标发动机扭矩tTe、目标电动发电机扭矩tTm（或目标电动发电机转速tNm）、第1离合器6的目标传递扭矩容量tTc1、第2离合器7的目标传递扭矩容量tTc2规定。
另外，该控制系统至少具有：发动机旋转传感器11，其对发动机转速Ne进行检测；电动发电机旋转传感器12，其对电动发电机转速Nm进行检测；输入旋转传感器13，其对变速器输入转速Ni进行检测；输出旋转传感器14，其对变速器输出转速No进行检测；加速器开度传感器15，其对表示发动机1的要求负载状态的加速踏板踏入量（加速器开度APO）进行检测；以及蓄电状态传感器16，其对预先蓄积有电动发电机5用的电力的蓄电池9的蓄电状态SOC进行检测，为了确定上述动作点，上述传感器的检测信号被输入至上述综合控制器20。
此外，发动机旋转传感器11、电动发电机旋转传感器12、输入旋转传感器13、输出旋转传感器14例如按照图1至图3所示的方式配置。
上述综合控制器20根据上述输入信息中的加速器开度APO、蓄电池蓄电状态SOC、变速器输出转速No（车速VSP），选择可以实现驾驶者要求的车辆驱动力的行驶模式（EV模式或HEV模式），并且，分别计算目标发动机扭矩tTe、目标电动发电机扭矩tTm（或目标电动发电机转速tNm）、目标第1离合器传递扭矩容量tTc1、及目标第2离合器传递扭矩容量tTc2。
上述目标发动机扭矩tTe被供给至发动机控制器21，发动机控制器21对发动机1进行控制，以使得实际发动机扭矩Te达到目标发动机扭矩tTe。例如，上述发动机1由汽油发动机构成，经由其节流阀控制发动机扭矩Te。
另一方面，上述目标电动发电机扭矩tTm（或目标电动发电机转速tNm）供给至电动发电机控制器22，该电动发电机控制器22经由逆变器10对电动发电机5进行控制，以使得电动发电机5的扭矩Tm（或转速Nm）达到目标电动发电机扭矩tTm（或目标电动发电机转速tNm）。
另外，上述综合控制器20将分别与目标第1离合器传递扭矩容量tTc1及目标第2离合器传递扭矩容量tTc2相对应的螺线管电流，供给至第1离合器6及第2离合器7的接合控制电磁阀（未图示），分别对第1离合器6及第2离合器7的接合状态进行控制，以使得第1离合器6的传递扭矩容量Tc1与目标传递扭矩容量tTc1一致，且使得第2离合器7的传递扭矩容量Tc2与目标第2离合器传递扭矩容量tTc2一致。
此外，上述控制系统具有制动器行程传感器31，该制动器行程传感器31对由驾驶者操作的制动器踏板的操作量（BS）进行检测，上述综合控制器20基于该制动器操作量BS和车速VSP计算目标减速度。并且，为了使车辆产生与该目标减速度相当的减速度，对电动发电机5的再生制动力进行控制，并且对未图示的各车轮的制动单元进行控制。
在此，在上述结构中，在发动机1与电动发电机5通过第1离合器6结合的HEV模式下的行驶中，如果由于减速而使车速降低，则根据由自动变速器3的齿轮比确定的关系，发动机转速Ne也降低。在本发明中，为了避免发动机转速Ne过度降低以及由此引起的地板振动，而在上述综合控制器20中执行下述急减速控制。
图5是表示上述急减速控制处理的流程的流程图。此外，该处理例如可以在运行中重复执行，或者，也可以以制动器踏板的操作为触发而在制动器踏板的操作中重复执行。
在步骤1中，判定是否是发动机1与电动发电机5通过第1离合器6结合的HEV模式。如果是第1离合器6断开的EV模式，则结束本程序。
然后，在步骤2中，判定安装在电动发电机5与驱动轮2之间的第2离合器7是否是滑动接合状态。由于第2离合器7主要是吸收从电动发电机5至驱动轮2之间的扭矩变化，所以在多种条件下被控制为允许前后的差动旋转的滑动接合状态，而如果第2离合器7在急减速时处于滑动接合状态，则能够通过该第2离合器7的滑动防止发动机转速Ne变为小于或等于怠速转速。因此，为了抑制伴随重新启动的电力消耗，不进行下述处理。
如果第2离合器7处于完全接合状态，则从步骤2进入步骤3，此外，作为用于使发动机1停止的附加条件，根据蓄电池9的蓄电状态SOC或发动机1的暖机状态等条件，判定是否是能够产生发动机1重新启动所需的电动机扭矩的状态。例如，在蓄电池9的蓄电状态SOC不充分等情况下，由于发动机1停止后很难重新启动，因此结束本程序。
然后，在步骤4中，判定车辆的减速度是否大于或等于规定阈值。该减速度例如能够根据变速器输出转速No的变化（换言之车速VSP的变化）进行运算，但也可以设置加速度传感器（G传感器）而直接进行检测。另外，作为上述阈值，除了可以设为例如0.3G（作为加速度为－0.3G）左右的固定值以外，也可以考虑车速VSP等而可变地设定。
在这里，在判定为大于或等于阈值的急减速的情况下，进入步骤5，将行驶模式从HEV模式变更为EV模式。具体地说，将第1离合器6断开，并且同时，经由发动机控制器21停止发动机1的燃料供给（所谓的断油控制）。发动机1例如由汽油发动机构成，设有向缸内或进气口喷射燃料的燃料喷射阀，而该步骤停止从该燃料喷射阀喷射燃料。因此，该燃料供给停止不存在机械延迟或液压变化等的延迟，不会伴随相对于控制信号的实质上的响应延迟，而是立即实现。
在步骤6中，判定车辆减速度是否低于上述阈值，此外，在步骤7中，根据制动器行程BS或制动器踏力（其根据制动器行程BS运算得到）或实际的制动油压等，作为附加条件而判定制动器踏板是否松开。另外，在本实施例中，作为附加条件，在步骤8中，基于加速器开度传感器15的检测，判定是否由驾驶者将加速器踏板踏入，在上述三个条件成立之前，返回步骤5，继续进行EV模式下的运行。
并且，如果步骤6、7、8的三个条件成立，则进入步骤9，将行驶模式重新从EV模式变更为HEV模式。即，一边将第1离合器6逐渐从滑动接合状态接合为完全接合状态，一边由电动发电机5进行曲轴起动，使发动机1重新启动。此外，在进入步骤9时，在根据车速VSP或加速器开度APO确定的目标行驶模式已经变换为EV模式的情况下，当然可以无需向HEV模式切换而继续保持EV模式。
图6是表示基于上述急减速控制的各部分的动作的一个例子的时间曲线，如图所示，对比示出各个制动器踏力、车辆减速度、变速器输入转速Ni（其根据车速VSP和齿轮比确定）、发动机转速Ne、与指示第1离合器6断开的指令信号相当的第1离合器断开标志、与指示停止燃料供给的指令信号相当的F/C标志。
该图6的例子与由驾驶者将制动器踏板踏入且保持踏入状态直至车辆停止的情况下的状况相对应，如图所示，制动器踏板被踏入的结果，车辆减速度急剧增加而在T1时刻超过阈值，从而通过上述步骤4判定为急减速。由此，第1离合器断开标志及F/C标志变为ON，第1离合器6断开，并且停止发动机1的燃料供给。
在第1离合器6断开之前，变速器输入转速Ni与发动机转速Ne彼此相等，但通过将第1离合器6断开，变速器输入转速Ni伴随车速VSP而如虚线所示下降，并且，停止燃料供给的发动机1的发动机转速Ne如实线所示下降。因此，发动机转速Ne与变速器输入转速Ni分离，最终通过共振点，在这一阶段，由于发动机1已经处于不会燃烧爆炸的状态，因此不会发生共振引起的地板振动。此外，在该图6的时间曲线中，由于制动器踏板保持踏入状态，因此没有示出上述步骤8中的向HEV模式变换。
图7示出时间曲线不同的例子，其为在急减速后制动器踏板返回一部分，使制动器踏力持续较小而直至车辆停止的例子。因此，在T1时刻判定为急减速，在第1离合器6断开及执行燃料供给停止后，减速度如图中（a）所示，再次低于阈值。但是，由于制动器踏板没有完全松开，因此，根据上述步骤7的判定，继续处于EV模式。即，如图中（b）所示，维持第1离合器6的断开状态和燃料供给停止状态。
如上所述，在制动器踏板被踏入的状态下，即使减速度变小也仍持续发动机1的停止状态，因此在进行将减速度维持在阈值附近的减速操作的情况下，也能够避免重复进行发动机1的停止和重新启动的振荡，抑制由不必要的重新启动引起的电力消耗。
另外，在制动器踏板松开后，由于发动机1在驾驶者对加速器踏板进行踏入操作时重新启动，因此在驾驶者希望重新起步的定时使发动机1重新启动，不会给驾驶者造成不适感。
此外，在上述实施例中，将减速度、制动器松开和加速器踏板踏入这三项设为重新启动的条件，但也可以将其中1项或2项设为条件而允许重新启动。

Claims (6)

1.一种混合动力车辆的急减速控制装置，该混合动力车辆在发动机和驱动轮之间具有电动机，且上述发动机和上述电动机经由离合器连结，
在该混合动力车辆的急减速控制装置中，具有：
急减速判定单元，其判定是否是车辆的减速度大于或等于规定值的急减速；
燃料切断单元，在上述离合器处于连接状态的行驶中，由上述急减速判定单元判定为急减速时，该燃料切断单元停止上述发动机的燃料供给。
2.根据权利要求1所述的混合动力车辆的急减速控制装置，其中，
还具有离合器断开单元，在上述离合器处于连接状态的行驶中，由上述急减速判定单元判定为急减速时，该离合器断开单元使上述离合器断开。
3.根据权利要求1或2所述的混合动力车辆的急减速控制装置，其中，
在上述减速度低于规定值的减速结束后，将驾驶者松开制动器作为条件之一，允许发动机的重新启动。
4.根据权利要求1至3中任一项所述的混合动力车辆的急减速控制装置，其中，
在上述减速度低于规定值的减速结束后，将驾驶者对加速器部件的操作作为条件之一，允许发动机的重新启动。
5.根据权利要求1至4中任一项所述的混合动力车辆的急减速控制装置，其中，
还具有启动能力判定单元，其至少基于蓄电池充电状态，判定是否是能够确保发动机启动所需的电动机扭矩的状态，
上述燃料切断单元将处于能够确保发动机启动所需的电动机扭矩的状态设为附加条件，执行燃料供给的停止。
6.根据权利要求1至5中任一项所述的混合动力车辆的急减速控制装置，其中，
第2离合器安装在从上述电动机至驱动轮之间，
在该第2离合器处于滑动接合状态时，上述燃料切断单元不进行燃料供给的停止。
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