CN103442958B - The control system of vehicle - Google Patents

The control system of vehicle Download PDF

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Publication number
CN103442958B
CN103442958B CN201180069369.2A CN201180069369A CN103442958B CN 103442958 B CN103442958 B CN 103442958B CN 201180069369 A CN201180069369 A CN 201180069369A CN 103442958 B CN103442958 B CN 103442958B
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CN
China
Prior art keywords
torque
mentioned
power
clutch
engine
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Expired - Fee Related
Application number
CN201180069369.2A
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Chinese (zh)
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CN103442958A (en
Inventor
高桥知也
丰良幸男
村上香治
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Toyota Motor Corp
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Toyota Motor Corp
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Expired - Fee Related legal-status Critical Current
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60K23/00—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/082—Selecting or switching between different modes of propelling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60K6/48—Parallel type
    • B60K2006/4808—Electric machine connected or connectable to gearbox output shaft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60K26/00—Arrangements or mounting of propulsion unit control devices in vehicles
    • B60K26/02—Arrangements or mounting of propulsion unit control devices in vehicles of initiating means or elements
    • B60K2026/025—Input devices for controlling electric drive motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/14—Clutch pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/16—Ratio selector position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/215—Selection or confirmation of options
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/02—Clutches
    • B60W2710/021—Clutch engagement state
    • B60W2710/023—Clutch engagement rate
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/02—Clutches
    • B60W2710/027—Clutch torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0644—Engine speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/083—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2400/00—Special features of vehicle units
    • B60Y2400/70—Gearings
    • B60Y2400/71—Manual or semi-automatic, e.g. automated manual transmissions
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Human Computer Interaction (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

A kind of control system of vehicle, possesses driving engine (10), dynamotor (20), driving engine (10) and dynamotor (20) and drive wheel (WL can be realized, the hand-operated transmission (30) etc. of the transmission of torque WR), the speed-changing operation device (81) of hand-operated transmission (30), can by between driving engine (10) and dynamotor (20) and driving engine (10) and drive wheel (WL, WR) power-transfer clutch (50) that the transmission of torque between disconnects or connects, with pedal of clutch (51), when passing through to operate speed-changing operation device (81) and pedal of clutch (51) in the process of moving, when joint action based on power-transfer clutch (50) makes the driving engine (10) in stopping start, making dynamotor (20) export size is the assist torque not allowing chaufeur feel deceleration/decel, if the rotation that the torque capacity of power-transfer clutch (50) is increased to driving engine (10) starts detent torque, dynamotor (20) is then made to export the little assist torque of torque/mass ratio capacity.

Description

The control system of vehicle
Technical field
The present invention relates to a kind of control system of vehicle, possess with mechanical energy be power mechanical power source and be power by mechanical energy converted for electric energy electrodynamic source and configuration power make and break device between which, the hybrid power pattern switching the engine running mode employing mechanical power source, the EV driving mode employing electrodynamic source by the M/C of chaufeur to power make and break device and driving mode shifter and employ mechanical power source and electrodynamic source.
Background technology
In the past, be known to a kind ofly to possess as the mechanical power source of the propulsion source of drive wheel and electrodynamic source and the vehicle being configured in the power make and break device between this mechanical power source and electrodynamic source.About this vehicle, such as, in following patent documentation 1 and 2, it is disclosed.Following technology is described: in this vehicle in above-mentioned patent documentation 1, when making driving engine (mechanical power source) start in driving process, by torque capacity value during the automatic Engagement Control of power-transfer clutch (power make and break device) is added with target drive torque, and this addition value is carried out the drived control of electrical motor (electrodynamic source) as target motor torque, reduce impact when power-transfer clutch engages thus.In addition, following technology is recorded: in this vehicle in patent documentation 2, when switching from EV driving mode to engine running mode in driving process, in order to export the target motor torque being set to and absorbing engine inertia amount, and electrical motor is utilized to carry out auxiliary control to make engine starting.
Patent documentation 1: Japanese Unexamined Patent Publication 2010-202151 publication
Patent documentation 2: Japanese Unexamined Patent Publication 2002-349309 publication
But, in the vehicle of above-mentioned patent documentation 1, engage to look like with there being pilotless power-transfer clutch and independently carry out automatic control clutch by electronic control package.Therefore, when the engine starting of this vehicle, in order to not give incongruity to chaufeur, preferably by export consider the torque capacity value of power-transfer clutch electrical motor assist torque to make power-transfer clutch engage time impact minimizing, make chaufeur be difficult to recognize power-transfer clutch joint action.But, the clutch operating with chaufeur together manually carry out engine running mode, EV driving mode switching vehicle in, if apply the technology of above-mentioned patent documentation 1, then when start the engine in the process of moving, although transmit motor torque by the power-transfer clutch bonding operation of self to driving engine and achieve the rising of engine speed, but chaufeur cannot feel the deceleration sense that to engage vehicle together with power-transfer clutch and can feel inharmonious, producing thus cannot the situation of start the engine.
Summary of the invention
Given this, the object of the invention is to, a kind of unfavorable condition improved this conventional example and have is provided, eliminate the incongruity of the chaufeur accompanied with the operation of power make and break device when making mechanical power source start in the process of moving, thus reliably can start the control system of the vehicle of mechanical power source.
To achieve these goals, the invention is characterized in, possess: the mechanical power source taking mechanical energy as power, with the electrodynamic source being power by mechanical energy converted for electric energy, the torque transmitter of above-mentioned mechanical power source and the transmission of torque between above-mentioned electrodynamic source and drive wheel can be carried out, change the first handling device of the transmission of torque mode of above-mentioned torque transmitter with M/C for chaufeur, the torque make and break device that the transmission of torque between above-mentioned mechanical power source with above-mentioned electrodynamic source and between this mechanical power source with above-mentioned drive wheel can be made to disconnect or be connected, the second handling device when carrying out M/C with the disconnecting action of chaufeur to above-mentioned torque make and break device, when operating above-mentioned first handling device and above-mentioned second handling device in the process of moving, when making this mechanical power source in stopping start to above-mentioned mechanical power source transmission of torque along with the joint action of above-mentioned torque make and break device thus, making above-mentioned electrodynamic source export size is the assist torque not allowing chaufeur feel deceleration/decel, if the rotation that the torque capacity of above-mentioned torque make and break device is increased to above-mentioned mechanical power source starts detent torque, above-mentioned electrodynamic source is then made to export the assist torque less than this torque capacity.
At this, preferred above-mentioned torque capacity than above-mentioned rotation start detent torque little time assist torque be the size corresponding with above-mentioned torque capacity.
The control system of the vehicle that the present invention relates to due to the rotation reaching mechanical power source in the torque capacity of torque make and break device start detent torque before during, the assist torque that exported by electrodynamic source is utilized to feel to make imperceptible decelerations of chaufeur, so the incongruity of the chaufeur that the generation that starts the deceleration/decel before rising with the rotating speed of mechanical power source is accompanied can be eliminated.In addition, if the rotation that the torque capacity due to torque make and break device reaches mechanical power source starts detent torque, then by making electrodynamic source export the assist torque less than this torque capacity, can rise with the rotating speed of mechanical power source and together make chaufeur obtain to slow down to feel, so this control system can not make chaufeur feel incongruity.Like this, according to this control system, due to incongruity can not be given to chaufeur, so reliably engine starting can be made.
Accompanying drawing explanation
Fig. 1 is the figure of the example representing the motor vehicle driven by mixed power applying the vehicle control system that the present invention relates to.
Fig. 2 is the figure of the neutral state of the example representing speed-changing operation device and EV driving mode shifter when selecting.
Fig. 3 is the figure of the EV driving mode of the example representing speed-changing operation device and EV driving mode shifter when selecting.
Fig. 4 carries out for other examples of speed-changing operation device the figure that represents.
Fig. 5 is the figure be described for the relation between detent torque and engine speed.
Fig. 6 is the figure be described for the relation between amount of pedal operation and clutch torque capacity.
Fig. 7 is the diagram of circuit that the computing action involved by assist torque when restarting for driving engine is described.
Fig. 8 is the time diagram of driving engine when restarting.
Fig. 9 is the figure be described for the relation between clutch torque capacity and assist torque.
Figure 10 is the diagram of circuit that other modes of the calculation process action involved by assist torque when restarting for driving engine are described.
Detailed description of the invention
Below, be described in detail with reference to the embodiment of accompanying drawing to the vehicle control system that the present invention relates to.Wherein, the present invention does not limit by this embodiment.
［ embodiment ］
Based on Fig. 1 to Figure 10, the embodiment of the vehicle control system that the present invention relates to is described.
Vehicle as the application of the control system that the present invention relates to is that to possess with mechanical energy be the mechanical power source of power, with the electrodynamic source being power by mechanical energy converted for electric energy, the torque transmitter of this mechanical power source and the transmission of torque between electrodynamic source and drive wheel can be carried out, change the first handling device of the transmission of torque mode of this torque transmitter with M/C for chaufeur, the torque make and break device that the transmission of torque between mechanical power source with electrodynamic source and between mechanical power source with drive wheel disconnects or is connected can be made, and the motor vehicle driven by mixed power of the second handling device during the disconnecting action of chaufeur M/C torque make and break device.
First, Fig. 1 is used to be described this motor vehicle driven by mixed power example.The Reference numeral 1 of this Fig. 1 represents the motor vehicle driven by mixed power of the present embodiment.Be configured to can only to use the engine running mode of the power of mechanical power source by chaufeur manual switchover at this illustrative motor vehicle driven by mixed power 1, only use the hybrid power pattern of the power of the EV driving mode of the power of electrodynamic source and use mechanical power source and these both sides of electrodynamic source.
This motor vehicle driven by mixed power 1 possess from output shaft (bent axle) 11 export mechanical power (motor torque) driving engine 10 as mechanical power source.As this driving engine 10, combustion engine or external combustion engine etc. can be considered.The action of this driving engine 10 is controlled by the electronic control package (hereinafter referred to as " Engine ECU ") 101 of driving engine.
In addition, this motor vehicle driven by mixed power 1 possesses electrical motor, can carry out traction-driven electrical generator or can carry out the dynamotor of the driving drawing and regenerate these both sides as electrodynamic source.At this, be described for dynamotor 20.This dynamotor 20 is such as the dynamotor being configured to permanet magnet type autosynchronous motor, and its action is controlled by the electronic control package (hereinafter referred to as " dynamotor ECU ") 102 of dynamotor.When traction drive, play function as electrical motor (motor), convert the electric energy supplied via secondary battery 25 and inverter 26 to mechanical energy, export mechanical power (electrical motor pull-up torque) from S. A. 21.On the other hand, when regenerative drives, play function as electrical generator, converted mechanical energy to electric energy when have input mechanical power (electrical motor regenerative torque) from S. A. 21, and accumulate in secondary battery 25 as electric power via inverter 26.
The Battery monitoring unit 27 that the charge condition (SOC:stateofcharge) to this secondary battery 25 detects is provided with in this motor vehicle driven by mixed power 1.Signal (in other words, relevant to residual capacity (SOC measures) signal) involved by the charge condition of the secondary battery 25 detected is sent to dynamotor ECU102 by this Battery monitoring unit 27.This dynamotor ECU102 carries out the judgement of the charge condition of secondary battery 25 based on this signal, judge whether this secondary battery 25 will charge.
In addition, this motor vehicle driven by mixed power 1 possess by speed-changing operation device 81 variable speed operation as the first handling device described later by the torque transmitter having the hand-operated transmission 30 etc. of level to form.This torque transmitter as described above, driving engine 10 can be carried out and between drive wheel WL, WR, dynamotor 20 and the transmission of torque between drive wheel WL, WR.The power (motor torque, electrical motor pull-up torque) of this driving engine 10, dynamotor 20 transmits to drive wheel WL, WR as propulsive effort via this torque transmitter.
The input shaft 41 being transfused to motor torque is provided with in hand-operated transmission 30; And with the empty standard width of a room in an old-style house of this input shaft 41 every configured in parallel and to the output shaft 42 of drive wheel WL, WR side Driving Torque.
Via the power-transfer clutch 50 as power make and break device, motor torque is inputted to this input shaft 41.This power-transfer clutch 50 be configured to can at the engagement state making the output shaft 11 of driving engine 10 and input shaft 41 link, and make this output shaft 11 and input shaft 41 discharge the such as friction clutch device switched between the release position (dissengaged positions) of (cut-out) from engagement state.
Engagement state mentioned here refer to can between this output shaft 11 and input shaft 41 state of transmitting torque, be divided into complete engagement state and half engagement state.Complete engagement state refers to the state that output shaft 11 is synchronous with the rotation of input shaft 41.Half engagement state refer to from output shaft 11 engage with input shaft 41 the rotation playing them synchronous before state and power-transfer clutch 50 joint action between state, or from the state the release movement of the state of the synchronous regime of this rotation to output shaft 11 and input shaft 41 complete cut-out and power-transfer clutch 50.In addition, release position refer to the state can not carrying out transmission of torque between this output shaft 11 and input shaft 41.
This power-transfer clutch 50 can realize, via the driving engine 10 of hand-operated transmission 30 grade and the transmission of torque between drive wheel WL, WR, on the other hand, can not realizing the transmission of torque between them in the released state in the engaged condition.In addition, this power-transfer clutch 50 can realize, via the transmission of torque between the driving engine 10 of hand-operated transmission 30 and dynamotor 20, on the other hand, can not realizing the transmission of torque between them in the released state in the engaged condition.This power-transfer clutch 50 according to chaufeur to pedal of clutch 51(second handling device) operation, mechanically carry out the switching action (i.e. the disconnecting action of power-transfer clutch 50) of this engagement state and release position via connecting rod mechanism or cable (wire) etc.
In the present embodiment, this output shaft 42 links with the S. A. 21 of dynamotor 20 via the gear mesh 60 as EV gear.This gear mesh 60 is made up of the first gear 61 and the second gear 62 being in the state of engaging each other.This first gear 61 is installed into and rotates integrally with the S. A. 21 of dynamotor 20.On the other hand, to be configured as diameter larger and be installed into and rotate integrally with the output shaft 42 of hand-operated transmission 30 than this first gear 61 for the second gear 62.Thus, this gear mesh 60, by being carried out action by the S. A. 21 side input torque from dynamotor 20 as speed reduction gearing, on the other hand, carries out action by being inputted rotating torques by output shaft 42 side from hand-operated transmission 30 as boost installation.Therefore, when making this dynamotor 20 traction drive, electrical motor pull-up torque transmits to hand-operated transmission 30 via the gear mesh 60 playing function as speed reduction gearing.On the other hand, when making this dynamotor 20 regenerative drives, play the gear mesh 60 of function by the rotor transmission of the Driving Torque of the output shaft 42 from hand-operated transmission 30 to dynamotor 20 via as boost installation.At this, no matter this gear mesh 60 is that shifter bar 81a described later is positioned at which kind of position on gear shifting device (shiftgauge) 81b, is namely positioned at shift position 1 ~ 5, R, EV driving mode chosen position EV or Neutral Position, is all in the state of being meshed.
And, the change-speed boxs that there is advance 5 grades, retreat the gear of 1 grade at this illustrative hand-operated transmission 30, as the gear of advance, possess the fast gear 32 of the first fast gear 31, second, the 3rd fast gear 33, four-speed gear 34 and the 5th fast gear 35, and, as the gear retreated, possess and retreat gear 39.The gear of advance is configured to converter speed ratio and diminishes by the order of the fast gear 32 of the first fast gear 31, second, the 3rd fast gear 33, four-speed gear 34, the 5th fast gear 35.Wherein, the hand-operated transmission 30 of Fig. 1 is for forming to it change-speed box carrying out simple illustration, about the configuration of each gear, might not being limited to the mode of Fig. 1.
In the torque transfer of the present embodiment, by making power-transfer clutch 50 become engagement state, the motor torque inputing to input shaft 41 is transmitted to output shaft 42 by speed change with any one in each gear (gear 31 ~ 35,39).In addition, in this torque transfer, electrical motor pull-up torque passes to output shaft 42.In this torque transfer, be finally decelerated mechanism 71 from the torque of this output shaft 42 output and slow down, transmit to drive wheel WL, WR as propulsive effort via modified roll mechanism 72.
At this, the first fast gear 31 is made up of the gear mesh of the first speed drive gear 31a and the first fast driven gear 31b that are mutually in engagement.This first speed drive gear 31a is configured on input shaft 41, and the first fast driven gear 31b is configured on output shaft 42.For the second fast gear 32 to the 5th fast gear 35, also there is gear 31 fast with first the second same speed drive gear 32a ~ the 5th speed drive gear 35a and the fast driven gear 35b of the second fast driven gear 32b ~ five.
On the other hand, about retrogressing gear 39, be made up of retrogressing driven wheel 39a, retrogressing driven gear 39b and retrogressing intermediate gear 39c.This moves back driven wheel 39a and is configured on input shaft 41, retreats driven gear 39b and is configured on output shaft 42.In addition, retreat intermediate gear 39c with retreating driven wheel 39a and retreat driven gear 39b and be in engagement, be configured on S. A. 43.
In the formation of this hand-operated transmission 30, any one in the driven wheel of each gear is adapted to and rotates integrally with input shaft 41, and remaining driven wheel is adapted to rotate relative with input shaft 41 on the other hand.In addition, for the driven gear of each gear, wherein any one is adapted to and rotates integrally with output shaft 42, and on the other hand, remaining driven gear is adapted to rotate relative with output shaft 42.
In addition, input shaft 41, output shaft 42 are equipped with the sleeve (omit diagram) of the variable speed operation movement in the axial direction according to chaufeur.Sleeve on input shaft 41 is configured in can between each driven wheel of 2 gears rotated relative to this input shaft 41.On the other hand, the sleeve on output shaft 42 is configured in can between each driven gear of 2 gears rotated relative to this output shaft 42.This sleeve, when driver's operation speed-changing operation device 81, carries out the movement to axis direction via the not shown connecting rod mechanism linked with this speed-changing operation device 81 or Y-piece.And, the sleeve after mobile make to be positioned at mobile after the driven wheel that can relatively rotate in direction or driven gear and input shaft 41 or output shaft 42 rotate integrally.In this hand-operated transmission 30, this sleeve moves along the direction corresponding with the variable speed operation of chaufeur to speed-changing operation device 81, performs the switching to gear corresponding with this variable speed operation or the switching to neutral state (namely can not carry out the state of transmission of torque between input shaft 41 and output shaft 42) thus.
In this motor vehicle driven by mixed power 1, utilize in the selection of EV driving mode by the EV driving mode shifter of driver's operation.At this, speed-changing operation device 81 is made to have function as this EV driving mode shifter.
This speed-changing operation device 81 possesses shifter bar 81a, the so-called gear shifting device 81b guiding this shifter bar 81a by each gear and above-mentioned connecting rod mechanism or the Y-piece etc. of use when chaufeur carries out variable speed operation.Such as, as this speed-changing operation device 81, the mode shown in Fig. 2 and Fig. 3 or Fig. 4 can be considered." 1 ~ 5 " and " R " on the gear shifting device 81b of above-mentioned each figure represents the fast gear 35 of the first fast gear the 31 ~ five respectively and retreats the shift position (chosen position) of gear 39.
Speed-changing operation device 81A, 81B shown in Fig. 2 and Fig. 3 and Fig. 4 is by shifter bar 81a being operated shift position 1 ~ 5, R when power-transfer clutch 50 is in release position by chaufeur, hand-operated transmission 30 being switched to the device of the gear corresponding with this position.
Speed-changing operation device 81A shown in Fig. 2 and Fig. 3 except this shift position 1 ~ 5, R, gear shifting device 81b also possesses the chosen position of the shifter bar 81a same with it, for switching to the EV driving mode chosen position EV of EV driving mode.In the motor vehicle driven by mixed power 1 of the present embodiment, when shifter bar 81a is operated into EV driving mode chosen position EV as shown in Figure 3, driving mode becomes EV driving mode.In this motor vehicle driven by mixed power 1, when shifter bar 81a is operated to EV driving mode chosen position EV, hand-operated transmission 30 becomes neutral state by sleeve etc.In addition, this speed-changing operation device 81A, when shifter bar 81a is operated into the Neutral Position shown in Fig. 2, also makes hand-operated transmission 30 become neutral state.
On the other hand, the speed-changing operation device 81B shown in Fig. 4 possesses EV driving mode chosen position EV unlike speed-changing operation device 81A.In this speed-changing operation device 81B, when shifter bar 81a is operated into the Neutral Position shown in Fig. 4, hand-operated transmission 30 becomes neutral state, driving mode is set to EV driving mode.
This speed-changing operation device 81(81A, 81B) in be provided with EV driving mode chosen position test section 82.This EV driving mode chosen position test section 82 is for detecting whether have selected EV driving mode based on the position of shifter bar 81a on gear shifting device 81b.When speed-changing operation device 81A, such as, can detect that shifter bar 81a is positioned at the location information detecting sensor of this situation of EV driving mode chosen position EV etc. and is used as EV driving mode chosen position test section 82.In addition, when speed-changing operation device 81B, such as, can detect that shifter bar 81a is positioned at the location information detecting sensor of this situation of Neutral Position etc. and is used as EV driving mode chosen position test section 82.The detection signal of this EV driving mode chosen position test section 82 is sent to the unified electronic control package (hereinafter referred to as " hybrid power ECU ") 100 controlled of the action of entire vehicle.
This hybrid power ECU100 can receive and grant the information such as detection signal, control command of various sensor respectively between Engine ECU 101 and dynamotor ECU102.In the present embodiment, at least this hybrid power ECU100, Engine ECU 101 and dynamotor ECU102 become the constitutive requirements of the control system of vehicle.
In addition, this speed-changing operation device 81(81A, 81B) possess which shift position 1 ~ 5, the R that shifter bar 81a are positioned on gear shifting device 81b, namely chaufeur have selected the shift position test section 83 which gear carries out detecting.As long as this shift position test section 83 such as utilizes can detect that shifter bar 81a is positioned at the location information detecting sensor etc. of which shift position 1 ~ 5, R.Its detection signal is sent to hybrid power ECU100.This hybrid power ECU100 judges the gear of gear selected by chaufeur, current state based on this detection signal.Wherein, in this case conveniently, using this shift position test section 83 as with EV driving mode chosen position test section 82 independently parts illustrate, but also can be replaced as the MLP test section (omitting diagram) they being unified into.At this, in this hybrid power ECU100, also can utilize technology well-known in the art, infer current gear according to motor torque, wheel velocity etc.
When shifter bar 81a is operated into shift position 1 ~ 5, R, hybrid power ECU100 selects any one in engine running mode or hybrid power pattern.Such as, the information of the information (SOC amount) of the charge condition of the secondary battery 25 that this hybrid power ECU100 requires (requiring propulsive effort) based on the driving of the chaufeur of setting, send from dynamotor ECU102, vehicle running state information such as () the vehicle transverse acceleration detected by not shown vehicle transverse acceleration detecting device, the slip state of drive wheel WL, WR that detected by wheelslip detecting device, carries out the switching of engine running mode and hybrid power pattern.The control command corresponding with this driving mode is sent to Engine ECU 101 and dynamotor ECU102 by this hybrid power ECU100.
On the other hand, when have selected EV driving mode according to the position of shifter bar 81a on gear shifting device 81b, the control command corresponding with this driving mode is sent to Engine ECU 101 and dynamotor ECU102 by hybrid power ECU100.
In this motor vehicle driven by mixed power 1, such as, by making driving engine 10 stop in driving process in the ev running mode, realize the raising of fuel utilization ratio.Therefore, when switching to the engine running mode or hybrid power pattern that use motor torque from EV driving mode, in this motor vehicle driven by mixed power 1, start the engine 10 is needed.In this situation, from hand-operated transmission 30 side direction driving engine 10 transmitting torque, start by utilizing this torque to make driving engine 10 start.Now, driver's operation pedal of clutch 51, speed-changing operation device 81, transmit the torque of hand-operated transmission 30 side to driving engine 10 via power-transfer clutch 50.Namely, now by after power-transfer clutch 50 releasing operation, shifter bar 81a to be operated in shift position 1 ~ 5 any one and carry out the bonding operation of power-transfer clutch 50, input shaft 41 to hand-operated transmission 30 transmits a part for the torque of output shaft 42 side, can by the output shaft 11 of the transmission of torque of this input shaft 41 to driving engine 10.The torque of this output shaft 42 side is such as the motor torque of the propulsive effort generation of EV driving mode.
At this, such as when switching from EV driving mode to engine running mode, the detent torque employed as driving engine 10 by a part for the motor torque produced by the propulsive effort of this EV driving mode is transmitted, and likely produces and reduces deceleration/decel together with propulsive effort.Now, the generation of this deceleration/decel and detent torque together (namely starts together with the joint of power-transfer clutch 50) to produce.This detent torque uprises (namely along with close to complete engagement state) along with the conjugation grade of power-transfer clutch 50 and increases.On the other hand, engine speed as shown in Figure 5, postpones and starts to rise from generation period of this detent torque.This is because the driving engine 10 of halted state does not start to rotate before more than this detent torque becomes torque involved by the largest static friction of driving engine 10 and the torque sum (hereinafter referred to as " rotating detent torque ") involved by the compression pressure to be determined by engine stop position etc.Therefore, chaufeur likely feels incongruity to the situation producing this deceleration/decel before starting at engine speed to rise.Wherein, the chaufeur of the trend of engine speed owing to feeling this deceleration/decel, and can expect to accompany to come with the rising of engine speed fire an engine 10 not utilize gyroscope etc. to identify.But, when the conjugation grade (hereinafter referred to as " power-transfer clutch conjugation grade ") of power-transfer clutch 50 is at this moment less than the size producing and rotate and start detent torque, if suppose that chaufeur stops the bonding operation of power-transfer clutch 50 in this condition, then cannot fire an engine 10, can not shift to engine running mode.
In the present embodiment, when making the driving engine 10 of halted state start in the process of moving, the motor torque that the motor torque of the torque capacity (hereinafter referred to as " clutch torque capacity ") of power-transfer clutch 50 produces as assist torque and propulsive effort is added, by exporting the motor torque that this addition obtains, realize the rising of engine speed with this assist torque.
This clutch torque capacity Tcl is such as following formula 1, and the outside diameter d of the position that the gross area A of the position that can contact with each other according to the coefficientoffrictionμ of the friction means of each junction surface 50a, 50b of power-transfer clutch 50, this each friction means, the face pressure P between each junction surface 50a, 50b and friction means contact with each other is inferred.
Tcl＝μ*A*P*d/2...（1）
At this, face pressure P is according to the amount of movement between junction surface 50a, 50b of power-transfer clutch 50, the amount of pedal operation of pedal of clutch 51 and changing.On the other hand, being design value beyond the pressure P of face, is constant value.Therefore known, clutch torque capacity Tcl presses the amount of pedal operation of P, amount of movement namely between 50a, the 50b of junction surface, pedal of clutch 51 according to face and changes.That is, this clutch torque capacity Tcl as shown in Figure 6, along with half engagement state of power-transfer clutch 50 increases gradually close to complete engagement state.
In addition, in this Fig. 6, also the clutch torque volumetric displacement of the longitudinal axis can be become power-transfer clutch conjugation grade.Power-transfer clutch conjugation grade can be inferred based on the amount of pedal operation of the amount of movement between junction surface 50a, 50b or pedal of clutch 51.
Hybrid power ECU100 can infer clutch torque capacity Tcl according to the amount of pedal operation of the amount of movement between this junction surface 50a, 50b or pedal of clutch 51.Amount of movement between this junction surface 50a, 50b can be obtained according to the detected value of so-called clutch stroke sensor 52.In addition, the amount of pedal operation of pedal of clutch 51 can be obtained according to the detected value of so-called clutch-pedal travel sensor 53.At this, owing to being provided with so-called play to pedal of clutch 51, so the amount of pedal operation that can remove this play amount is to carry out the deduction (Fig. 6) of clutch torque capacity Tcl.
Owing to not caused the reduction of propulsive effort by above-mentioned assist torque, so chaufeur makes engine speed start to rise by the power-transfer clutch bonding operation of self with imperceptiblely can having the deceleration/decel of incongruity.But by exporting such assist torque corresponding with clutch torque capacity Tcl, chaufeur is also difficult to feel deceleration/decel after engine speed starts rising.Therefore, chaufeur is caused to feel inharmonious in next time to this.
Given this, in the present embodiment, when making the driving engine 10 of halted state start in the process of moving, export the motor torque corresponding with clutch torque capacity Tcl as assist torque Ta, if this clutch torque capacity Tcl is increased to rotate start detent torque Tcr, then export the motor torque less than this clutch torque capacity Tcl as assist torque Ta.That is, in the present embodiment, when making the driving engine 10 of halted state start in the process of moving, the size of assist torque is controlled according to clutch torque capacity Tcl.
Below, based on the diagram of circuit of Fig. 7, the time diagram of Fig. 8, computing action when making the driving engine 10 of halted state start in the process of moving is described.At this, engine starting during engine running mode is switched to be described for from EV driving mode.
When this engine starting, hybrid power ECU100 judges whether the power-transfer clutch 50 released starts to engage (step ST1).As long as such as mapping is as shown in Figure 6 prepared in this judgement in advance, and carries out based on the amount of pedal operation of this mapping and pedal of clutch 51.In addition, this judgement also can be carried out based on the amount of movement between junction surface 50a, 50b detected.Further, after power-transfer clutch 50 has just started to engage, not yet exported assist torque, utilized fore-aft acceleration sensor 91 sense deceleration.Therefore, in this step ST1, also can by when being judged as that power-transfer clutch 50 starts to engage when detecting deceleration/decel.
If power-transfer clutch 50 does not start to engage, then hybrid power ECU100 carries out the judgement of step ST1 repeatedly, until be judged as starting to engage.
On the other hand, when being judged as that power-transfer clutch 50 starts to engage, hybrid power ECU100 infers clutch torque capacity Tcl(step ST2), and judge whether this clutch torque capacity Tcl is less than rotation and starts detent torque Tcr(step ST3).
The maxim sum of torque involved by as long as this rotation starts the torque involved by largest static friction that detent torque Tcr is set to driving engine 10 and presses.In addition, this rotation starts detent torque Tcr and also can set as following.Such as, when driving engine 10 stops under the state being applied in torque, reduce gradually because the air in cylinder disappears to compress to press, even if so apply torque to output shaft 11, this output shaft 11, piston (omitting diagram) also can not get started action.But continue to apply output shaft 11 while output shaft 11 being increased to torque increase by this driving engine 10, this output shaft 11 grade always starts.Given this, when also this output shaft 11 etc. can be started, in order to rotate, detent torque Tcr is started to the torque settings that output shaft 11 applies.
At this, during half engagement state continues, clutch torque capacity Tcl as shown in Figure 8, starts to engage with power-transfer clutch 50 and together constantly becomes large.Therefore, if clutch torque capacity Tcl specific rotation turns beginning, detent torque Tcr is little, then the motor torque corresponding with this clutch torque capacity Tcl is set as assist torque Ta(step ST4 by hybrid power ECU100), make dynamotor 20 export this assist torque Ta(step ST5).
Now, the motor torque that the propulsive effort making dynamotor 20 export EV driving mode produces and assist torque Ta sum.The assist torque Ta corresponding with this clutch torque capacity Tcl and the increase of clutch torque capacity Tcl are together updated, and are continued to export during clutch torque capacity Tcl reaches before rotation starts detent torque Tcr.Thus, in this motor vehicle driven by mixed power 1, during this period, the motor torque that propulsive effort produces transmits to drive wheel WL, WR side, and on the other hand, assist torque Ta transmits to driving engine 10 side.Therefore, in this motor vehicle driven by mixed power 1, as shown in Figure 8, can suppress because propulsive effort reduces the generation of the deceleration/decel caused.That is, according to this control system, can suppress to represent that such engine speed starts the generation of the deceleration/decel before rising as this control front 1 with long and short dash line in fig. 8.Therefore, during clutch torque capacity Tcl reaches before rotation starts detent torque Tcr, not starting to rise with engine speed has nothing to do, and chaufeur can not feel to feel this incongruity of deceleration/decel.
At this, the motor torque that the assist torque Ta set by this step ST4 need not be corresponding with clutch torque capacity Tcl is completely the same.This is because whether deduction precision by clutch torque capacity Tcl consistent with motor torque determines.Therefore, for this assist torque Ta, as long as set its size in the scope that chaufeur does not feel deceleration/decel.
On the other hand, when being judged as that in step ST3 clutch torque capacity Tcl becomes rotation beginning more than detent torque Tcr, the motor torque less than this clutch torque capacity Tcl is set as assist torque Ta(step ST6 by hybrid power ECU100), then enter step ST5, make dynamotor 20 export this assist torque Ta.
The assist torque Ta of this step ST6 is such as indicated by the solid line in Fig. 8 and Fig. 9, have nothing to do with the process of time, be set to rotate start detent torque Tcr, i.e. driving engine 10 largest static friction involved by torque with press involved by torque sum.In this situation, the difference of clutch torque capacity Tcl and assist torque Ta and time through together becoming large, can along with the time through and produce large deceleration/decel.
In addition, this assist torque Ta also as represented with long and short dash line in fig .9, can be configured to its increase gradient increasing gradient ratio clutch torque capacity Tcl little.In this situation, even if due to time process, also can suppress the expansion of the difference of clutch torque capacity Tcl and assist torque Ta compared with above-mentioned illustration, so the change of deceleration/decel diminishes, the adjustment of the deceleration/decel to driving engine 10 proceed-to-send becomes easy.
In addition, this assist torque Ta also can as represented with long and two-short dash line in Fig. 9, with the time through together reducing.In this situation, relative to above-mentioned two examples, can pass through along with the time and produce large deceleration/decel, and the electric power consumption of the secondary battery 25 required for output of assist torque Ta can be reduced.
The assist torque Ta set by this step ST6 as shown in Figure 8, continued to export before driving engine 10 proceed-to-send.Therefore, in this motor vehicle driven by mixed power 1, together deceleration/decel is produced with the rising of engine speed.That is, according to this control system, can avoid in fig. 8 as this control front 2 with long and two-short dash line represent such, rising with engine speed does not independently produce this situation of deceleration/decel.Therefore, chaufeur can not feel incongruity before engine speed starts to rise to driving engine 10 proceed-to-send.
Like this, the incongruity when control system of the present embodiment can not give to make in the process of moving the driving engine 10 of halted state to start to chaufeur, and reliably make engine starting.
Be known in propulsion source be only driving engine and be equipped with in the general vehicle of hand-operated transmission, when shifter bar is in Neutral Position, may inertia traveling under the state that stopped driving engine.In this vehicle, when have selected the gear of advance by the clutch operating of chaufeur and variable speed operation, the torque of driven wheel side is to engine side transmission, and driving engine is restarted.Now, in this vehicle, starting together deceleration/decel with the rising of engine speed increases.The assist torque Ta of step ST6 can apply above-mentioned arbitrary setting, but the increase degree of deceleration/decel preferably with this vehicle when engine starting is corresponding sets.Thus, motor vehicle driven by mixed power 1 can give the deceleration sense equal with this vehicle to chaufeur.Therefore, this control system can eliminate the further incongruity of chaufeur.
In addition, this control system in order to the assist torque Ta of the step ST6 for above-mentioned multiple mode, such as, produces the deceleration/decel that do not have incongruity corresponding with road grade etc., also can from selecting among these.In addition, this control system also can be configured to only application one from the assist torque Ta of the step ST6 of the plurality of mode, always to obtain identical deceleration sense.
Further, this control system utilizes clutch torque capacity Tcl in the setting of assist torque Ta, but also can be configured to not export assist torque Ta with using this clutch torque capacity Tcl.In this situation, owing to not needing to obtain clutch torque capacity Tcl, so also do not need the information of the amount of pedal operation of amount of movement between junction surface 50a, 50b or pedal of clutch 51, clutch stroke sensor 52, clutch-pedal travel sensor 53 can not be set.Therefore, the cost that this control system can realize accompanying with the minimizing of components number reduces.
Such as, when being judged as that power-transfer clutch 50 starts joint, hybrid power ECU100 being replaced and monitors clutch torque capacity Tcl and monitor vehicle fore-aft acceleration, while carrying out controlled reset, setting motor torque, this variation can be suppressed.This motor torque is motor torque and the assist torque Ta sum of propulsive effort generation.As long as this assist torque Ta starts detent torque Tcr increase for higher limit to rotate.Thus, during assist torque Ta arrives till rotation starts detent torque Tcr, owing to suppressing by the variation of vehicle fore-aft acceleration the generation suppressing deceleration/decel, thus the rising that engine speed can be eliminated start before the incongruity of this chaufeur of generation of deceleration/decel.In addition, due to after the rising of engine speed starts, assist torque Ta is suppressed for the upper limit to rotate beginning detent torque Tcr, so together can produce deceleration/decel with the rising of engine speed, can eliminate the incongruity of chaufeur.
In addition, in above-mentioned example, as shown in Figure 7, based on the comparative result that clutch torque capacity Tcl and rotation start detent torque Tcr, the characteristic of set assist torque Ta is changed.Whether whether control system also can be made to replace, and this compares and detection signal based on crank angle sensor 12 monitors engine speed Ne, based on driving engine 10 in rotation or be that chaufeur feels that the engine speed Ne of deceleration/decel makes the characteristic variations of assist torque Ta.
Now, hybrid power ECU100 as shown in the flowchart of fig. 10, judge whether the power-transfer clutch 50 after being released starts joint (step ST11), if power-transfer clutch 50 does not start to engage, then repeatedly carry out the judgement of step ST1 until be judged as that joint starts, if be judged as that power-transfer clutch 50 starts joint, then infer clutch torque capacity Tcl or power-transfer clutch conjugation grade (step ST12).Then, does this hybrid power ECU100 judge whether driving engine 10 rotates (Ne > 0?) or engine speed Ne exceed regulation speed alpha (Ne > α?) (step ST13).This regulation speed alpha based on engine speed Ne be whether chaufeur can be made to feel the size of deceleration/decel sets.At this, the higher limit of the engine speed Ne of imperceptible deceleration/decel is set as regulation speed alpha.
When being judged as driving engine 10 non rotating or engine speed Ne does not exceed regulation speed alpha, hybrid power ECU100 sets assist torque Ta(step ST14 according to the clutch torque capacity Tcl inferred or power-transfer clutch conjugation grade), and make dynamotor 20 export this assist torque Ta(step ST15).Setting and the output of this assist torque Ta are repeatedly performed, until driving engine 10 starts rotation or engine speed Ne exceedes regulation speed alpha.
This assist torque Ta is same with previous illustration is the motor torque corresponding with clutch torque capacity Tcl.Therefore, when infer in step ST12 be power-transfer clutch conjugation grade time, obtain the clutch torque capacity Tcl corresponding with this power-transfer clutch conjugation grade, set the motor torque corresponding with this clutch torque capacity Tcl as assist torque Ta.In addition, in this situation, also can prepare the assist torque Ta(=Tcl corresponding with this power-transfer clutch conjugation grade in advance) mapping, based on this power-transfer clutch conjugation grade and map set assist torque Ta.Thus, chaufeur driving engine 10 start rotate before or engine speed Ne exceed regulation speed alpha before during, do not start to rise with engine speed and independently can not feel to feel this incongruity of deceleration/decel.
On the other hand, when being judged as that driving engine 10 is rotating or engine speed Ne exceedes regulation speed alpha, the motor torque corresponding with clutch torque capacity Tcl when this judgement is carried out in hybrid power ECU100 setting is at first as assist torque Ta(step ST16), then enter into step ST15, make dynamotor 20 export this assist torque Ta.That is, be judged as driving engine 10 just in the case of rotation, setting and driving engine 10 start motor torque corresponding to clutch torque capacity Tcl when rotating as assist torque Ta.In addition, when being judged as that engine speed Ne exceedes regulation speed alpha, motor torque corresponding to clutch torque capacity Tcl when setting and engine speed Ne have exceeded regulation speed alpha is as assist torque Ta.By this step ST16 set assist torque Ta before driving engine 10 proceed-to-send by lasting output.Therefore, in this motor vehicle driven by mixed power 1, together deceleration/decel is produced with the rising of engine speed.Therefore, chaufeur can not feel incongruity before engine speed starts to rise to driving engine 10 proceed-to-send.
At this, via gear mesh 60, dynamotor 20 is connected with output shaft 42 in above shown embodiment, but the control system of the present embodiment also can be applied to dynamotor 20 and the direct coupled motor vehicle driven by mixed power of output shaft 42 or the motor vehicle driven by mixed power that is connected with input shaft 41 by dynamotor 20, can obtain the effect same with above-mentioned illustration.
Description of reference numerals
1-motor vehicle driven by mixed power; 10-driving engine; 11-output shaft; 20-dynamotor; 30-hand-operated transmission; 41-input shaft; 42-output shaft; 50-power-transfer clutch; 50a, 50b-junction surface; 51-pedal of clutch; 52-clutch stroke sensor; 53-clutch-pedal travel sensor; 81,81A, 81B-speed-changing operation device; 81a-shifter bar; 81b-gear shifting device; 100-hybrid power ECU; 101-Engine ECU; 102-dynamotor ECU; EV-driving mode chosen position; WL, WR-drive wheel.

Claims (2)

1. a control system for vehicle, is characterized in that, possesses:
Mechanical power source, it take mechanical energy as power;
Electrodynamic source, its with by mechanical energy converted for electric energy for power;
Torque transmitter, it can carry out above-mentioned mechanical power source and the transmission of torque between above-mentioned electrodynamic source and drive wheel;
First handling device, it changes the transmission of torque mode of above-mentioned torque transmitter for chaufeur with M/C;
Torque make and break device, it can make the transmission of torque between above-mentioned mechanical power source and above-mentioned electrodynamic source and between this mechanical power source and above-mentioned drive wheel disconnect or continue; With
Second handling device, it is the handling device of the disconnecting action of chaufeur to above-mentioned torque make and break device when carrying out M/C,
When operating above-mentioned first handling device and above-mentioned second handling device in the process of moving, when making this mechanical power source in stopping start to above-mentioned mechanical power source transmission of torque along with the joint action of above-mentioned torque make and break device thus, above-mentioned electrodynamic source is made to export the assist torque equal with the torque capacity of the described torque make and break device deduced, if the rotation that the torque capacity of this torque make and break device is increased to above-mentioned mechanical power source starts detent torque, then above-mentioned electrodynamic source is made to export the assist torque less than this torque capacity.
2. the control system of vehicle according to claim 1, is characterized in that,
Above-mentioned torque capacity than above-mentioned rotation start detent torque little time assist torque be the size corresponding with above-mentioned torque capacity.
CN201180069369.2A 2011-03-30 2011-03-30 The control system of vehicle Expired - Fee Related CN103442958B (en)

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