CN103517840B - The engine start control device of motor vehicle driven by mixed power - Google Patents

The engine start control device of motor vehicle driven by mixed power Download PDF

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Publication number
CN103517840B
CN103517840B CN201180070570.2A CN201180070570A CN103517840B CN 103517840 B CN103517840 B CN 103517840B CN 201180070570 A CN201180070570 A CN 201180070570A CN 103517840 B CN103517840 B CN 103517840B
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engine
torque
target
dynamotor
power
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CN103517840A (en
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田川雅章
伊藤芳辉
斋藤正和
大熊仁
细江幸弘
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Suzuki Motor Corp
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Suzuki Motor Corp
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    • 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
    • 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
    • B60K6/22—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 apparatus, components or means specially adapted for HEVs
    • B60K6/36—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 apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—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 apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • 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
    • B60K6/44—Series-parallel type
    • B60K6/445—Differential gearing distribution type
    • 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
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/192—Mitigating problems related to power-up or power-down of the driveline, e.g. start-up of a cold engine
    • 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
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/20—Reducing vibrations in the driveline
    • 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
    • B60K6/22—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 apparatus, components or means specially adapted for HEVs
    • B60K6/26—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 apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B60K2006/268—Electric drive motor starts the engine, i.e. used as starter motor
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0638—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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal 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
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/083—Torque
    • B60W2710/085—Torque change rate
    • 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
    • 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
    • Y02T10/72—Electric energy management in electromobility

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

Abstract

A kind of engine start control device (1) of motor vehicle driven by mixed power, utilize the output from driving engine (2) and multiple dynamotor (4,5) to carry out drived control to vehicle and possess the mechanism (39) of the output shaft (3) of stationary engine (2), when making driving engine (2) start, after the torque of the output shaft (3) acting on driving engine (2) is slowly reduced, motor torque is made slowly to change to torque needed for the shake of driving engine (2).Thus, avoiding stair-stepping torque change when applying the torque needed for engine starting, therefore can suppress the sharply variation of propulsive effort, reduce impact during engine starting.

Description

The engine start control device of motor vehicle driven by mixed power
Technical field
The present invention relates to the engine start control device of motor vehicle driven by mixed power, in particular to the power from multiple propulsion source being synthesized by Poewr transmission mechanism (differential gear train) and is carrying out axle drive shaft in the vehicle of input and output, the engine start control device of the motor vehicle driven by mixed power of propulsion source during control engine starting.
Background technology
In vehicle, have and the output from driving engine and multiple dynamotor (electrical motor) is used as drive source carries out drived control motor vehicle driven by mixed power to vehicle.
In this motor vehicle driven by mixed power, (driving engine is only for making generator rotation series system, drive the mode of all being undertaken by dynamotor: straight column mode), parallel way (driving engine and dynamotor configure side by side, and respective power is used to the mode of driving: juxtaposition).
In addition, in motor vehicle driven by mixed power, except this series system, parallel way, also has alternate manner.
prior art document
patent documentation
Patent documentation 1: Unexamined Patent 9-170533 publication
Patent documentation 2: Unexamined Patent 10-325345 publication
Patent documentation 3: patent No. 3578451 publication
Patent documentation 4: JP 2002-281607 publication
Patent documentation 5: JP 2010-95051 publication
Patent documentation 6: JP 2005-81931 publication
The motor vehicle driven by mixed power of patent documentation 1,2 is as under type: as the Poewr transmission mechanism of 3 shaft types, utilize 1 sun and planet gear (there is the differential gear train of 3 rotating members) and 2 dynamotor (the first dynamotors: MG1 as dynamotor, second dynamotor: MG2) power of driving engine is divided into electrical generator and axle drive shaft, utilize the driven by power sent by electrical generator to be located at the dynamotor of axle drive shaft, thus torque transfer is carried out to the power of driving engine.Thus, the operating point of driving engine (driving engine operating point) can be set as the arbitrary point comprising stopping, improve fuel efficiency.
In the motor vehicle driven by mixed power of patent documentation 3,4, in the Poewr transmission mechanism of 4 shaft types, each rotating member of the Poewr transmission mechanism (differential gear train) with 4 rotating members is connected with to the axle drive shaft as output link be connected with the output shaft of driving engine, the first dynamotor (MG1), the second dynamotor (MG2) and drive wheel, the power coupling of the power of driving engine and the first dynamotor (MG1), the second dynamotor (MG2) is outputted to axle drive shaft.
The motor vehicle driven by mixed power of patent documentation 5,6 is provided with the stop mechanism of the revolution of the output shaft utilizing brake-power control driving engine, the output shaft of energy stationary engine.
Summary of the invention
the problem that invention will solve
But, in the past, in above-mentioned patent documentation 1,2, although not as good as series system, in order to obtain the torque of enough axle drive shafts, need to have the dynamotor of larger torque, and the handing-over amount of electric power in low gear ratio region between electrical generator and electrical motor increases, therefore electric losses can become large, also has room for improvement.
In order to eliminate this problem, at such as above-mentioned patent documentation 3, in motor vehicle driven by mixed power disclosed in 4, to the output shaft of the rotating member configuration driving engine of inner side and axle drive shaft in alignment chart, to rotating member configuration first dynamotor (MG1) of engine side in outside and second dynamotor (MG2) of drive shaft side in alignment chart, the ratio that the first dynamotor (MG1) the power transmitted from driving engine to axle drive shaft and the second dynamotor (MG2) can be made thus to bear tails off, therefore the first dynamotor (MG1) can be made, second dynamotor (MG2) miniaturization and improve the transmission efficiency of power.
In addition, also proposed following method: in the Poewr transmission mechanism of this 4 shaft types, increase the 5th rotating member further, be provided with the drg that the rotation of these rotating members is stopped.
In the Poewr transmission mechanism of 3 shaft types of above-mentioned patent documentation 1 record, when being judged as start the engine, driving engine is driven with the first dynamotor (MG1), and control the second dynamotor (MG2) to offset with its antagonistic force etc. the propulsive effort produced in axle drive shaft, the cogging of the axle drive shaft thus during suppression engine starting.
And, in above-mentioned patent documentation 2, when being judged as start the engine, control the first dynamotor (MG1) to make the rotative speed of the first dynamotor (MG1) for target rotational speed, start the engine thus, and with the cogging that the driving that the second dynamotor (MG2) corrects the first dynamotor (MG1) brings, the cogging of the axle drive shaft thus during suppression engine starting.
In addition, when the Poewr transmission mechanism of 3 shaft types, the torque of the second dynamotor (MG2) can not impact torque balance, as long as therefore outputted to the reaction force torque of axle drive shaft by driving engine and the first dynamotor (MG1) according to the torque calculation of the first dynamotor (MG1) exported in order to start the engine, the torque controlling the second dynamotor (MG2), to offset this reaction force torque, just can eliminate the cogging of axle drive shaft to make engine starting.
But when the Poewr transmission mechanism of 4 shaft types, axle drive shaft and the second dynamotor (MG2) are independent axles, and the torque of the second dynamotor (MG2) also can not have influence on torque balance, therefore cannot use the control method of above-mentioned 3 shaft types.
In addition, the control of the Poewr transmission mechanism of 4 shaft types has following method.
In the output by driving engine, first dynamotor (MG1), the power coupling of the second dynamotor (MG2) drives in the motor vehicle driven by mixed power of the axle drive shaft be connected with drive wheel, to add that the value of the propulsive effort that the power auxiliary quantity of electric power obtains is redefined for the maxim of target drive force, calculate and will speed up device operational ton and the speed of a motor vehicle target drive force as parameter, then target drive power is obtained according to this target drive force and the speed of a motor vehicle, and, charge condition (SOC) based on battery obtains target charge-discharge electric power, to adding that the value that target drive power obtains and the maximum output of starting function to export compare, obtain less value as target engine power, target engine operating point is obtained according to target engine power, the target power of the expected value of the input and output electric power as battery is obtained according to the difference of target drive power and target engine power, according to comprising the torque balance system of target engine torque and comprising the power balance formula computing first dynamotor (MG1) of target power and the control command value (motor torque command value) of the second dynamotor (MG2).
But, in this approach, although the torque of 4 shaft types suitably can be controlled, do not mention the control relevant with engine starting, also have room for improvement.
And the control of the engine starting of motor vehicle driven by mixed power also contemplates the scheme of the following stated.
In the output by driving engine, first dynamotor (MG1), the power coupling of the second dynamotor (MG2) drives in the motor vehicle driven by mixed power of the axle drive shaft be connected with drive wheel, be configured to obtain and will speed up device operational ton and the speed of a motor vehicle target drive force as parameter, target drive power is obtained according to this target drive force and the speed of a motor vehicle, charge condition (SOC) based on battery obtains target charge-discharge electric power, to add that the value that target drive power obtains is obtained as provisional target engine power, when making engine starting, target engine rotative speed when obtaining engine starting according to provisional target engine power and the speed of a motor vehicle, using the torque needed for the shake of driving engine that presets as target engine torque, target engine power is calculated according to target engine rotative speed and target engine torque, the target power of the expected value of the input and output electric power as battery is obtained according to the difference of the target drive power calculated from target drive force and the speed of a motor vehicle and target engine power, according to comprising the torque balance system of target engine torque and comprising the power balance formula computing first dynamotor (MG1) of target power and the basic torque instruction value of the second dynamotor (MG2), and the correction torque of the first dynamotor (MG1) calculate the deviation of based target engine rotary speed and real engine rotative speed and the second dynamotor (MG2) adds above-mentioned basic torque correction value, and calculate target engine rotary acceleration according to target engine rotative speed, to adding that basic torque instruction value that feedback compensation torque obtains adds the driving engine to calculating according to target engine rotary acceleration, first dynamotor (MG1), the respective inertia torque of second dynamotor (MG2) carries out the first dynamotor (MG1) corrected, the inertance correction torque of the second dynamotor (MG2), as the first dynamotor (MG1), the final command torque value of the second dynamotor (MG2).
But, can suitably control the torque of 4 shaft types by this control and make engine starting, but still have room for improvement.
In addition, in the motor vehicle driven by mixed power that above-mentioned patent documentation 4 is recorded, free-wheel clutch being arranged to make driving engine nonreversible to the output shaft of driving engine, and at EV(elec. vehicle) when travelling, the reaction force torque of bearing the second dynamotor (MG2) with free-wheel clutch travels.In this vehicle, when EV travels, the reaction force torque of the second dynamotor (MG2) is born with free-wheel clutch, and at HEV(hybrid power) when travelling, free-wheel clutch does not bear the reaction force torque of the second dynamotor (MG2), therefore in the moment making engine starting, the torque of the first dynamotor (MG1) and the second dynamotor (MG2) changes discontinuously, therefore following problem is had: likely because the difference of the responsibility etc. of motor torque causes propulsive effort to change discontinuously, give uncomfortable impact to chaufeur.
Therefore, the object of the present invention is to provide the sharply variation suppressing propulsive effort, the engine start control device of the motor vehicle driven by mixed power of the generation of impact during reduction engine starting.
for the scheme of dealing with problems
The invention is characterized in, utilizing the output from driving engine and multiple dynamotor drived control carried out to vehicle and possess in the engine start control device of the motor vehicle driven by mixed power of the mechanism of the output shaft of fixing above-mentioned driving engine, when making above-mentioned engine starting, make after the torque of the output shaft acting on above-mentioned driving engine slowly reduces, make motor torque slowly change to torque needed for the shake of above-mentioned driving engine.
invention effect
The engine start control device of motor vehicle driven by mixed power of the present invention can suppress the sharply variation of propulsive effort, the generation of impact during reduction engine starting.
Accompanying drawing explanation
Fig. 1 is the System's composition figure of the startup control setup of motor vehicle driven by mixed power.(embodiment)
Fig. 2 is the control block diagram calculating target engine operating point.(embodiment)
Fig. 3 is the control block diagram calculating motor torque command value.(embodiment)
Fig. 4 is the diagram of circuit calculating target engine operating point.(embodiment)
Fig. 5 is the diagram of circuit calculating motor torque command value.(embodiment)
Fig. 6 is the figure of the change of each torque illustrated till engine rotary speed rising.(embodiment)
Fig. 7 is the alignment chart at the time Ta place of Fig. 6.(embodiment)
Fig. 8 is the alignment chart at the time Tb place of Fig. 6.(embodiment)
Fig. 9 is the alignment chart at the time Tc place of Fig. 6.(embodiment)
Figure 10 is the alignment chart at the time Td place of Fig. 6.(embodiment)
Figure 11 is the figure illustrating that target drive force retrieval maps.(embodiment)
Figure 12 is the figure that target charge-discharge electric power key is shown.(embodiment)
Figure 13 is the figure that when startup is shown, motor torque retrieval maps.(embodiment)
Figure 14 is the figure illustrating that subject performance point retrieval maps.(embodiment)
Figure 15 is the alignment chart of situation vehicle being changed at same driving engine operating point.(embodiment)
Figure 16 is the figure of each efficient state illustrated in equipower line.(embodiment)
Figure 17 is the alignment chart of each point (D, E, F) illustrated in equipower line.(embodiment)
Figure 18 is the figure that the optimum line of engine efficiency and the optimum line of whole efficiency are shown.(embodiment)
Figure 19 is the alignment chart of low gear ratio state.(embodiment)
Figure 20 is the alignment chart of middle gear speed ratio state.(embodiment)
Figure 21 is the alignment chart of high gear ratio state.(embodiment)
Figure 22 is the alignment chart of the state that there occurs power cycle.(embodiment)
Detailed description of the invention
The present invention changes by avoiding stair-stepping torque when applying the torque needed for engine starting the sharply variation realizing suppression propulsive effort, the object of the generation of impact during reduction engine starting.
embodiment
Fig. 1 ~ Figure 22 illustrates embodiments of the invention.
In FIG, 1 is the engine start control device of motor vehicle driven by mixed power as elec. vehicle.
Engine start control device 1 possesses: as the output shaft 3 of the driving engine (being designated as on accompanying drawing " ENG ") 2 of the drive source of Driving Torque; As the first dynamotor (being designated as on accompanying drawing " MG1 ") 4 and second dynamotor (being designated as on accompanying drawing " MG2 ") 5 of multiple dynamotor (electrical motor); As the axle drive shaft (being designated as on accompanying drawing " OUT ") 8 by exporting the output link that transmission mechanism 7 is connected with drive wheel 6; And the Poewr transmission mechanism (differential gear train) 9 to connect respectively with output shaft 3, first dynamotor 4, second dynamotor 5 and the axle drive shaft 8 of driving engine 2.Multiple dynamotor comprises the first dynamotor (being designated as on accompanying drawing " MG1 ") 4 and the second dynamotor (being designated as on accompanying drawing " MG2 ") 5.
In the midway of the output shaft 3 of driving engine 2, possesses free-wheel clutch 10 in driving engine 2 side.This free-wheel clutch 10 makes driving engine 2 reverse, in addition at EV(elec. vehicle) bear the reaction force torque of the second dynamotor 5 when travelling.
First dynamotor 4 comprises the first rotor 11 and the first stator 12.Second dynamotor 5 comprises the second rotor 13 and the second stator 14.
In addition, engine start control device 1 possesses: the first inverter 15 controlled the work of the first dynamotor 4, the second inverter 16 controlled the work of the second dynamotor 5 and and the control unit (drive control part: ECU) 17 got in touch with of the first inverter 15 and the second inverter 16.
First inverter 15 is connected with the first stator 12 of the first dynamotor 4.Second inverter 16 is connected with the second stator 14 of the second dynamotor 5.
First inverter 15 is connected with battery (driving with high-voltage battery) 18 with each terminals for power supplies of the second inverter 16.This battery 18 can carry out the exchange of electric power with the first dynamotor 4 and the second dynamotor 5.
In this engine start control device 1, the output from driving engine 2 and the first dynamotor 4, second dynamotor 5 is utilized to carry out drived control to motor vehicle driven by mixed power.
Poewr transmission mechanism 9 is power input output module of so-called 4 shaft types, be configured with output shaft 3 and the axle drive shaft 8 of driving engine 2, in addition, be configured with the first dynamotor 4 of driving engine 2 side and the second dynamotor 5 of axle drive shaft 8 side, the power of the power of driving engine 2, the first dynamotor 4 and the power coupling of the second dynamotor 5 are outputted to axle drive shaft 8, between driving engine 2, first dynamotor 4, second dynamotor 5 and axle drive shaft 8, carries out the handing-over of power.
That is, in Poewr transmission mechanism 9, using comprise driving engine 2, first dynamotor 4, second dynamotor 5 and as the axle drive shaft 8 of output link 4 key elements as Fig. 7 ~ Figure 10 be shown in alignment chart by the first dynamotor (MG1) 4, driving engine (ENG) 2, as the axle drive shaft (OUT) 8, second dynamotor (MG2) 5 of output link order connect form gear mechanism.
The first planet gear mechanism 19 that Poewr transmission mechanism 92 rotating members each other connect and the second sun and planet gear 20 are set up in parallel and form.
First planet gear mechanism 19 possesses: the first sun wheel 21, the first miniature gears 22 engaged with this first sun wheel 21, the first Ring gear 23 engaged with this first miniature gears 22, the first tooth rest 24 connected with the first miniature gears 22 and the output gear 25 connected with the first Ring gear 23.
Second sun and planet gear 20 possesses: the second sun wheel 26, the second miniature gears 27 engaged with this second sun wheel 26, the second Ring gear 28 engaged with this second miniature gears 27 and the second tooth rest 29 connected with the second miniature gears 27.
In Poewr transmission mechanism 9, the first tooth rest 24 of first planet gear mechanism 19 connects with the output shaft 3 of driving engine 2.In addition, the second tooth rest 29 of the second sun and planet gear 20 connects with the first Ring gear 23 of first planet gear mechanism 19 and output gear 25.
For the first sun wheel 21, be connected with the first rotor 11 of the first dynamotor 4 by the first motor output shaft 30.First tooth rest 24, second sun wheel 26 is connected with to the output shaft 3 of driving engine 2.For the first Ring gear 23, second tooth rest 29, be connected with axle drive shaft 8 by output gear 25 and output transmission mechanism 7.For the second Ring gear 28, be connected with the second rotor 13 of the second dynamotor 5 by the second motor output shaft 31.
Second dynamotor 5 is directly connected to drive wheel 6 by the second motor output shaft 31, second Ring gear 28, second tooth rest 29, first Ring gear 23, output gear 25, output transmission mechanism 7 and axle drive shaft 8, only with exporting separately, vehicle is travelled.
That is, in Poewr transmission mechanism 9, first tooth rest 24 of first planet gear mechanism 19 combines with the second sun wheel 26 of the second sun and planet gear 20 and is connected with the output shaft 3 of driving engine 2, first Ring gear 23 of first planet gear mechanism 19 combines with the second tooth rest 29 of the second sun and planet gear 20 and is connected with axle drive shaft 8, first dynamotor 4 is connected with to the first sun wheel 21 of first planet gear mechanism 19, second dynamotor 5 is connected with to the second Ring gear 28 of the second sun and planet gear 20, at driving engine 2, first dynamotor 4, the handing-over of power is carried out between second dynamotor 5 and axle drive shaft 8.
The engine rotary speed detecting unit 35 that the entering amount that will speed up pedal carries out the accelerator operation amount detection unit 32 detected, the Bus-Speed Monitoring unit 33 detecting the speed of a motor vehicle, the battery charging state detecting unit 34 detecting the charge condition (SOC) of battery 18 and detection engine rotary speed as accelerator operation amount is got in touch with control unit 17.
In addition, air amount adjustment device 36, fuel provide mechanism 37, ignition timing adjusting mechanism 38 and control unit 17 to carry out getting in touch with controlling driving engine 2.
In addition, as shown in Figure 1, also can be configured to possess the mechanism of stop mechanism 39 as the output shaft 3 of stationary engine 2 to replace free-wheel clutch 10 in engine start control device 1.This stop mechanism 39 comprises the brake rotors 40 fixing with output shaft 3 one of driving engine 2 and will clamp near the peripheral part of this brake rotors 40 from both sides thus the brake shoe brake cheek 41 braked output shaft 3.This brake shoe brake cheek 41 is got in touch with control unit 17.
This stop mechanism 39, when the torque of the output shaft 3 acting on driving engine 2 is near zero (0) (Nm), carries out opening operation according to the instruction from control unit 17.
And control unit 17 is got in touch with the Torque test unit 42 of the actual torque for detecting the first dynamotor 4 and the second dynamotor 5.This Torque test unit 42 such as comprises the torque sensor of the torque of direct-detection first dynamotor 4 and the second dynamotor 5.In addition, this Torque test unit 42 also can wait with the following method: arrange current sensor to each coil of the first dynamotor 4 and the second dynamotor 5, calculate torque according to power consumption.
As shown in Figure 1 and Figure 2, control unit 17 possesses: target drive force calculated unit 17A, target drive power calculated unit 17B, target charge-discharge electric power calculated unit 17C, provisional target engine power calculated unit 17D, target engine torque calculated unit 17E, target engine rotative speed calculated unit 17F, target engine power calculated unit 17G, target power calculated unit 17H and motor torque command value arithmetic element 17I.
Target drive force calculated unit 17A calculates target drive force based on the accelerator operation amount detected by accelerator operation amount detection unit 32 and the speed of a motor vehicle that detected by Bus-Speed Monitoring unit 33.
Target drive power calculated unit 17B is based on the accelerator operation amount detected by accelerator operation amount detection unit 32 and the speed of a motor vehicle detected by Bus-Speed Monitoring unit 33, that is, target drive power is calculated based on the target drive force calculated by target drive force calculated unit 17A and the speed of a motor vehicle that detected by Bus-Speed Monitoring unit 33.
Target charge-discharge electric power calculated unit 17C calculates target charge-discharge electric power based on the charge condition of the battery 18 detected by battery charging state detecting unit 34.
Provisional target engine power calculated unit 17D calculates provisional target engine power based on the target drive power calculated by target drive power calculated unit 17B and the target charge-discharge electric power that calculated by target charge-discharge electric power calculated unit 17C.
Target engine torque calculated unit 17E is when making driving engine 2 start, calculate the torque value of the output shaft 3 acting on driving engine 2 when engine start request occurs as target engine torque initial value during engine starting, calculate the torque needed for shake of driving engine 2, make target engine torque slowly change to the torque needed for the shake of driving engine 2 from target engine torque initial value.
Target engine rotative speed calculated unit 17F and target engine torque calculated unit 17E gets in touch with, and calculates target engine rotative speed during engine starting.
Target engine power calculated unit 17G calculates target engine power according to the target engine rotative speed calculated by target engine rotative speed calculated unit 17F and the target engine torque that calculated by target engine torque calculated unit 17E.
Target power calculated unit 17H using the difference of the target drive power calculated by target drive power calculated unit 17B and the target engine power to be calculated by target engine power calculated unit 17G as target power.
Motor torque command value arithmetic element 17I utilizes the torque balance system comprising target engine torque and the power balance formula comprising target power to calculate the command torque value of the first dynamotor, the second dynamotor.
Further, this engine start control device 1, when making driving engine 2 start, after making the torque of the output shaft 3 acting on driving engine 2 slowly reduce, makes motor torque slowly change to torque needed for the shake of driving engine 2.
In addition, in this engine start control device 1, when making driving engine 2 start, first dynamotor 4 makes torque slowly be changed to the torque of torque of the output shaft 3 by being equivalent to finally act on driving engine 2 and the torque needed for the shake of driving engine 2 to be added the torque that obtains and to be exported, in addition, the second dynamotor 5 exports the torque needed for driving of motor vehicle driven by mixed power.
In the present embodiment, during when shaking to driving engine 2 when meaning and occur from engine start request during the startup of driving engine 2.
Namely, in the present embodiment, in the output by driving engine 2, first dynamotor 4, the power coupling of the second dynamotor 5 outputs to axle drive shaft 8 and possesses stop mechanism 39 with in the motor vehicle driven by mixed power of the output shaft 3 of energy stationary engine 2, when making driving engine 2 start, by the initial value of the target engine torque when the torque settings of asking the time point of start the engine to act on the output shaft 3 of driving engine 2 is startup, target engine torque is made slowly to change to torque needed for shake, and calculate target engine power according to target engine rotative speed and target engine torque, the target power of the expected value of the input and output electric power as battery 18 is obtained according to the difference of the target drive power calculated from accelerator operation amount and the speed of a motor vehicle and target engine power, according to comprising the torque balance system of target engine torque and comprising power balance formula computing first dynamotor 4 of target power, the command torque value of the second dynamotor 5.
In addition, in this motor vehicle driven by mixed power, when making driving engine 2 start, by the initial value of the target engine torque when the torque settings of asking the time point of start the engine to act on the output shaft 3 of driving engine 2 is startup, the target engine torque that when being slowly changed to the startup according to Figure 13, target engine torque retrieval map retrieval goes out and calculate target engine power according to target engine rotative speed and target engine torque, the target power of the expected value of the input and output electric power as battery 18 is obtained according to the difference of the target drive power calculated from accelerator operation amount and the speed of a motor vehicle and target engine power, according to comprising the torque balance system of target engine torque and comprising power balance formula computing first dynamotor of target power, the command torque value of the second dynamotor.
And, in this motor vehicle driven by mixed power, when by stop mechanism 39 stationary engine 2 output shaft 3, be rise near zero (0) (Nm) to make stop mechanism 39 carry out opening operation from the torque of the output shaft 3 acting on driving engine 2, the shake of beginning driving engine 2.
Thus, can fix in the motor vehicle driven by mixed power of output shaft 3 of driving engine 2 with 4 shaft types, when travelling the torque needed for the startup applying driving engine 2 from EV, can motor torque be made slowly to change when engine starting avoids stair-stepping torque to change, suppress the sharply variation of propulsive effort, therefore can reduce impact during engine starting.
To illustrate in the present embodiment according to accelerator operation amount and the speed of a motor vehicle the computing of target engine operating point (target engine rotative speed, target engine torque) based on the control block diagram of Fig. 2 and the diagram of circuit of Fig. 4 below.
As shown in Figure 4, when the program of control unit 17 starts (step 101), first obtain the various signals (step 102) for controlling, the target drive force retrieval according to Figure 11 maps and calculates the target drive force (step 103) corresponding to accelerator operation amount and the speed of a motor vehicle.In this case, be set as negative value in the high vehicle-speed region of zero (0) in accelerator operation amount, to become the propulsive effort of the deceleration direction being equivalent to Jake brake, on the other hand, be set in the region that the speed of a motor vehicle is low on the occasion of, so that can traveling of creeping be carried out.
Then, target drive force is multiplied with the speed of a motor vehicle, sets with the target drive power (step 104) needed for target drive force driving motor vehicle driven by mixed power.
And in order to control in usual range of use by the charge condition (SOC) of battery 18, the target discharge and recharge key according to Figure 12 calculates the charge-discharge electric power (step 105) as target.In this case, when the charge condition (SOC) of battery 18 is low, make charge power become the overdischarge preventing greatly battery 18, when the charge condition (SOC) of battery 18 is high, discharge power is become and prevents overcharge greatly.Conveniently, discharge side is treated on the occasion of, charged side is treated to negative value.
According to the provisional target engine power (step 106) that target drive power and target charge-discharge electric power calculation engine 2 should export.The power of the provisional target engine power that this driving engine 2 should export needed for the driving to motor vehicle driven by mixed power adds the value that (in the case of a discharge for deducting) obtains the power that battery 18 charges.At this, charged side is treated to negative value, therefore deducts target charge-discharge electric power from target drive power, calculate provisional target engine power.
Then, judge whether master mode is hybrid power (HEV) pattern (step 107).
When this step 107 is "Yes", calculate the target engine operating point (target engine rotative speed, target engine torque) (step 108) during hybrid power (HEV) pattern.
When above-mentioned steps 107 is "No", judge whether the request (step 109) of engine starting.
When this step 109 is "No", calculate the target engine operating point (target engine rotative speed, target engine torque) (step 110) during elec. vehicle (EV) pattern.Such as be set to target engine rotative speed=0(rpm), target engine torque=0(Nm) etc.
When above-mentioned steps 109 is "Yes", target engine rotative speed (step 111) during startup when calculating the startup of driving engine 2.During this startup, target engine rotative speed is that target engine operating point retrieval according to Figure 14 maps, and correspondingly calculates with provisional target engine power and the speed of a motor vehicle, or the value that presets.
Then, the initial value (step 112) of target engine torque during setting engine starting.The initial value of this target engine torque is the current torque that free-wheel clutch 10 bears.
About the current torque that this free-wheel clutch 10 bears, pass through
The torque of the first dynamotor of torque-(the k1+1) × reality of the second dynamotor of current torque=K2 × reality
Calculate.
In addition, this step 112 only performs when the Status Change of the never request of engine starting is and has the state of the request of engine starting.
Then, the retrieval according to Figure 13 maps, target engine torque (step 113) during startup when correspondingly calculating engine starting with real engine rotative speed.During the startup of this Figure 13, target engine torque retrieval maps is the value preset based on engine friction torque during fuel cut-off in order to driving engine 2 can be made to shake.In addition, be 0(rpm at engine rotary speed) near time, consider coefficient of friction of rest and be set as than engine friction torque by the value of negative (-) side.
Then, the restriction (step 114) of the rate of change of target engine torque is carried out.By carrying out the restriction of the rate of change of target engine torque like this, target engine torque when making target engine torque slowly change to from the initial value of the target engine torque during engine starting obtained by above-mentioned steps 112 startup obtained by above-mentioned steps 113.
After the process of above-mentioned steps 108, after the process of above-mentioned steps 110 or after the process of above-mentioned steps 114, calculate target engine power (step 115), deduct above-mentioned target engine power from above-mentioned target drive power, calculate target power (step 116).This target power in target drive power is than the high-power situation of target engine for meaning the value of the auxiliary power of the electric power of battery 18, on the other hand, when target engine power ratio target driving power is large, for meaning the value of the charging power to battery 18.
Then, program returns (step 117).
As shown in figure 14, in above-mentioned target engine operating point retrieval maps, by selecting by each power in equipower line, the line of some gained that connecting overall efficiency is good is set as subject performance line, and whole efficiency is the efficiency efficiency of driving engine 2 being added the power-transmission system comprising Poewr transmission mechanism 9, first dynamotor 4 and the second dynamotor 5.Further, this subject performance line is by each speed of a motor vehicle setting.This setting value can experimentally be obtained, and also can obtain according to the efficiency calculation of driving engine 2, first dynamotor 4, second dynamotor 5.
In addition, subject performance line is set as uprising along with the speed of a motor vehicle and moving to high rotating speed side.
Its reason is as follows.
As shown in figure 15, when regardless of the vehicle speed identical driving engine operating point being set to target engine operating point, when the speed of a motor vehicle is low, the rotative speed of the first dynamotor 4 is just, first dynamotor 4 is electrical generator, and the second dynamotor 5 is electrical motor (state of the A of Figure 15).And, along with the speed of a motor vehicle raises, the rotative speed of the first dynamotor 4 is close to zero (0) (state of the B of Figure 15), when the speed of a motor vehicle raises again, the rotative speed of the first dynamotor 4 is negative, when this state is achieved, first dynamotor 4 is as electrical motor work, and the second dynamotor 5 is as generator operation (state of the C of Figure 15).
In the situation (state of the A of Figure 15 and the state of B) that the speed of a motor vehicle is low, can not cause the circulation of power, therefore the subject performance line of the subject performance point speed of a motor vehicle=40km/h is as shown in figure 14 like that substantially close to the good point of engine efficiency.
But when in the situation (state of Figure 15 C) that the speed of a motor vehicle is high, the first dynamotor 4 is as electrical motor work, and the second dynamotor 5, as generator operation, circulating of power occurs, and therefore the efficiency of power-transmission system reduces.
Therefore, as shown in the some C of Figure 16, even if engine efficiency is good, the efficiency of power-transmission system also can reduce, and overall efficiency therefore can be caused to reduce.
Therefore, in order to there is not circulating of power in high vehicle-speed region, as shown in the some E of the alignment chart of Figure 17, as long as although make the rotative speed of the first dynamotor 4 be more than zero (0), but the direction that driving engine operating point can raise to engine rotary speed is like this moved, therefore as shown in the some E of Figure 16, even if the efficiency of power-transmission system is good, engine efficiency also can reduce greatly, and overall efficiency therefore can be caused to reduce.
Therefore, as shown in figure 16, the point that overall engine efficiency is good is some D between the two, as long as this D just can be carried out most effective running as target engine operating point.
In figure 18 above-mentioned some C, some D, these 3 operating points of some E are represented on subject performance point retrieval maps.Known in this Figure 18, when the speed of a motor vehicle is high, the driving engine operating point of whole efficiency optimum moves to high rotating speed side than the operating point of engine efficiency optimum.
Below, based on the diagram of circuit of the control block diagram of Fig. 3 and Fig. 5, propulsive effort for exporting as target be described and make the discharge and recharge of battery 18 become the computing of the first dynamotor 4 of expected value and the target torque of the second dynamotor 5.
As shown in Figure 5, when the program of control unit 17 starts (step 201), first the rotative speed No of the axle drive shaft 8 of first planet gear mechanism 19, second sun and planet gear 20 is calculated according to the speed of a motor vehicle, then, the rotative speed Nmg1t of the first dynamotor 4 when engine rotary speed is target engine rotative speed Net and the rotative speed Nmg2t(step 202 of the second dynamotor 5 is calculated).This rotative speed Nmg1t and rotative speed Nmg2t utilizes following (formula 1), (formula 2) calculates.This arithmetic expression is obtained according to the relation of the rotative speed of first planet gear mechanism 19, second sun and planet gear 20.
Nmg1t=(Net-No) × k1+Net ... (formula 1)
Nmg2t=(No-Net) × k2+No ... (formula 2)
At this, in above-mentioned (formula 1), (formula 2), as shown in Fig. 7 ~ Figure 10,
K1: by the lever ratio between the first dynamotor (the MG1)-driving engine (ENG) when being set to " 1 " between driving engine (ENG)-axle drive shaft (OUT)
K2: by the lever ratio between the axle drive shaft (OUT)-the second dynamotor (MG2) when being set to " 1 " between driving engine (ENG)-axle drive shaft (OUT).That is, this k1, k2 are the values determined by the gear ratio of first planet gear mechanism 19, second sun and planet gear 20.
Then, the basic torque Tmg1i(step 203 of the first dynamotor 4 is calculated according to rotative speed Nmg1t, rotative speed Nmg2t, target power Pbatt, target engine torque Tet).This basic torque Tmg1i is calculated by following formula (3).
Tmg1i=(Pbatt × 60/2 π-Nmg2t × Tet/k2)/(Nmg1t+Nmg2t × (1+k1)/k2) ... (formula 3)
(formula 3) should solve and comprise expression shown below and be input to the balance (formula 4) of the torque of first planet gear mechanism 19, second sun and planet gear 20 and represent that the simultaneous equations that the electric power that sent by the first dynamotor 4 and the second dynamotor 5 or consumed equals (formula 5) of the input and output electric power (Pbatt) of battery 18 derives.
Tet+(1+k1) × Tmg1i=k2 × Tmg2i ... (formula 4)
Nmg1t × Tmg1i × 2 π/60+Nmg2t × Tmg2i × 2 π/60=Pbatt ... (formula 5)
In addition, in torque balance system, as shown in above-mentioned (formula 4), balance multiple dynamotor 4,5 respective target torques and target engine torque according to the lever ratio of the gear ratio based on the Poewr transmission mechanism 9 mechanically connected with the work of multiple dynamotor 4,5 and driving engine 2.
Then following (formula 6) is utilized to calculate the basic torque Tmg2i(step 204 of the second dynamotor 5 according to basic torque Tmg1i and target engine torque).
Tmg2i=(Tet+(1+k1) × Tmg1i)/k2 ... (formula 6)
Should (formula 6) derive from above-mentioned formula (4).
Then, in order to make engine rotary speed close to target, the deviation of engine rotary speed and expected value is multiplied by the feedback gain of the regulation preset, calculates the feedback compensation torque Tmg1fb of the first dynamotor 4 and the feedback compensation torque Tmg2fb(step 205 of the second dynamotor 5).
Then, following (formula 7) is utilized to calculate target engine rotary acceleration (step 206) according to engine rotary speed.
Neta=(Net-Neto)/Tc ... (formula 7)
In this (formula 7),
Neta: target engine rotary acceleration
Net: target engine rotative speed
Neto: target engine rotative speed previous value
Tc: this program performance period.
Then, following (formula 8), (formula 9) is utilized to calculate the inertance correction torque (step 207) of the first dynamotor 4 and the second dynamotor 5 according to this target engine rotary acceleration.
Tmg1ine=(Img1 × (k1+1)) × 2 π/60 × Neta+Ie × (k2+1/k1+k2+1) × 2 π/60 × Neta ... (formula 8)
Tmg2ine=(Img2 × (-k2)) × 2 π/60 × Neta+Ie × (k1/k1+k2+1) × 2 π/60 × Neta ... (formula 9)
In above-mentioned (formula 8), (formula 9),
The inertance correction torque of the Tmg1ine: the first dynamotor
The inertance correction torque of the Tmg2ine: the second dynamotor
The inertia of the Img1: the first dynamotor
The inertia of the Img2: the second dynamotor
Neta: target engine rotary acceleration
Ie: the inertia of driving engine
K1: by the lever ratio between the first dynamotor (the MG1)-driving engine (ENG) when being set to " 1 " between driving engine (ENG)-axle drive shaft (OUT)
K2: by the lever ratio between the axle drive shaft (OUT)-the second dynamotor (MG2) when being set to " 1 " between driving engine (ENG)-axle drive shaft (OUT).
Then, each feedback compensation torque Tmg1fb, Tmg2fb, each inertance correction torque Tmg1ine, Tmg2ine are added each basic torque Tmg1i, Tmg2i, calculates the torque instruction value Tmg2(step 208 of the torque instruction value Tmg1 as the control command value of the first dynamotor 4 and the control command value as the second dynamotor 5).
The torque instruction value Tmg1 of the first dynamotor 4 is calculated by Tmg1=Tmg1i+Tmg1fb+Tmg1ine.
The torque instruction value Tmg2 of the second dynamotor 5 is calculated by Tmg2=Tmg2i+Tmg2fb+Tmg2ine.
Then, torque instruction value Tmg1, Tmg2 of utilizing this to calculate carry out drived control to the first dynamotor 4, second dynamotor 5, the startup of driving engine 2 can be suppressed thus to impact and driving engine 2 is started, and the propulsive effort that can export as target and be set to expected value by the discharge and recharge of battery 18.
Then, program returns (step 209).
Fig. 6 illustrate engine rotary speed rise till target engine torque, the target torque of the first dynamotor 4, the target torque of the second dynamotor 5 and the change of real engine rotative speed.At this, output to the constant torque of axle drive shaft 8.
At the time Ta place of Fig. 6, as shown in the alignment chart of Fig. 7, carry out EV traveling, free-wheel clutch 10 bears the reaction force torque of the second dynamotor 5 and travels.
At the time Tb place of Fig. 6, as shown in the alignment chart of Fig. 8, for asking the timing of start the engine.The while of with this engine start request, the current torque that free-wheel clutch 10 bears is set to the initial value of target engine torque.The torque phase when torque of the first dynamotor 4, second dynamotor 5 gone out according to the calculation of initial value of this target engine torque travels with EV, than constant, does not have the point of discontinuity of torque.
At the time Tc place of Fig. 6, as shown in the alignment chart of Fig. 9, be the midway of target engine torque when slowly changing to startup from the initial value of target engine torque, target engine torque is the timing of zero (0) (Nm).In this timing, for free-wheel clutch 10 does not bear reaction force torque, bear the state of the reaction force torque of the second dynamotor 5 with the torque of the first dynamotor 4.
At the time Td place of Fig. 6, as shown in the alignment chart of Figure 10, be target engine torque when being reduced to startup near target engine torque, engine rotary speed starts the timing of rising.
Figure 19 ~ Figure 22 illustrates the alignment chart under representational operating state.
At this, k1, k2 define as following.
k1＝ZR1/ZS1
k2＝ZS2/ZR2
At this,
The number of teeth of the ZS1: the first sun wheel
The number of teeth of the ZR1: the first Ring gear
The number of teeth of the ZS2: the second sun wheel
The number of teeth of the ZR2: the second Ring gear.
By the alignment chart of Figure 19 ~ Figure 22, each operating state is described.
In addition, in the alignment chart of this Figure 19 ~ Figure 22, rotative speed is that the hand of rotation of driving engine 2 is set to positive dirction, and the torque of each axle input and output is just defined as in the direction of input with the equidirectional torque of torque phase of driving engine 2.Therefore, axle drive shaft torque is positive situation is that output will rearward drive the state of the torque of vehicle (for slowing down during advance, for driving during retrogressing), on the other hand, axle drive shaft torque is negative situation is export the state (for driving during advance, for slowing down during retrogressing) that forwards will drive the torque of vehicle.
Carry out generating electricity at the first dynamotor 4 and the second dynamotor 5, power running, the heating of the first inverter 15, second inverter 16, first dynamotor 4, second dynamotor 5 can cause damage, efficiency when therefore converting between electric energy and mechanical energy is not 100%, but supposes free of losses to be described for the purpose of simplifying the description.
When considering loss in reality, as long as control the electricity for the amount of the multiple energy going out to lose due to loss.
(1), low gear ratio state (with reference to Figure 19)
This utilizes driving engine 2 to travel, and the rotative speed of the second dynamotor 5 is the state of zero (0).Figure 19 illustrates alignment chart now.The rotative speed of the second dynamotor 5 is zero (0), therefore not power consumption.Therefore, when the discharge and recharge not to battery 18, do not need to generate electricity with the first dynamotor 4, therefore the torque instruction value Tmg1 of the first dynamotor 4 is zero (0).In addition, engine rotary speed is (1+k2)/k2 with the ratio of axle drive shaft rotative speed.
(2), middle gear speed ratio state (with reference to Figure 20)
This utilizes driving engine 2 to travel, and the rotative speed of the first dynamotor 4 and the second dynamotor 5 is positive state.Figure 20 illustrates alignment chart now.In this case, when the discharge and recharge not to battery 18, first dynamotor 4 regenerates, and makes the second dynamotor 5 carry out power running (speed of being kept in balance when wheel (drive wheel) accelerates or goes up a slope by transmission of power) with this regenerated electric power.
(3), high gear ratio state (with reference to Figure 21)
This utilizes driving engine 2 to travel, and the rotative speed of the first dynamotor 4 is the state of zero (0).Figure 21 illustrates alignment chart now.The rotative speed of the first dynamotor 4 is zero (0), does not therefore regenerate.Therefore, when the discharge and recharge not to battery 18, do not carry out the power running of the second dynamotor 5, regeneration, the torque instruction value Tmg2 of the second dynamotor 5 is zero (0).In addition, engine rotary speed is k1/(1+k1 with the ratio of axle drive shaft rotative speed).
(4), there occurs the state (with reference to Figure 22) of power cycle
Under the state that the speed of a motor vehicle is also higher than the high gear ratio state of Figure 22, the first dynamotor 4 is the state of reversion.In this condition, the first dynamotor 4 carries out power running, power consumption.Therefore, when the discharge and recharge not to battery 18, the second dynamotor 5 carries out regenerating and generating electricity.
Above, describe embodiments of the invention, the formation of above-described embodiment is applied to every claim to be described.
First, in the invention that claim 1 is recorded, when making driving engine 2 start, being after the torque of the output shaft 3 acting on driving engine 2 slowly reduces, making motor torque slowly change to torque needed for the shake of driving engine 2.
Thus, stair-stepping torque being avoided to change when applying the torque needed for engine starting, therefore can suppress the sharply variation of propulsive effort, reduce impact during engine starting.
In the invention that claim 2 is recorded, multiple dynamotor comprises the first dynamotor 4 and the second dynamotor 5.Using comprise driving engine 2, first dynamotor 4, second dynamotor 5 and as 4 key elements of the axle drive shaft 8 of output link in alignment chart by the first dynamotor 4, driving engine 2, connect as the order of axle drive shaft 8, second dynamotor 5 of output link the Poewr transmission mechanism 9 formed as gear mechanism.And, when making driving engine 2 start, first dynamotor 4 makes torque slowly be changed to the torque of torque of the output shaft 3 by being equivalent to finally act on driving engine 2 and the torque needed for the shake of driving engine 2 to be added the torque that obtains and to be exported, in addition, the second dynamotor 5 exports the torque needed for driving of vehicle.
Thus, the torque needed for traveling of vehicle can be exported and the torque needed for output engine startup.
In the invention that claim 3 is recorded, control unit 17 possesses: target engine torque calculated unit 17E, it is when making driving engine 2 start, output acts on the torque value of the output shaft 3 of driving engine 2 as target engine torque initial value during engine starting when engine start request occurs, calculate the torque needed for shake of driving engine 2, make target engine torque slowly change to the torque needed for the shake of driving engine 2 from target engine torque initial value; Target engine rotative speed calculated unit 17F, target engine rotative speed when it calculates engine starting; Target engine power calculated unit 17G, it calculates target engine power according to the target engine rotative speed calculated by this target engine rotative speed calculated unit 17F and the target engine torque calculated by target engine torque calculated unit 17E; Target drive power calculated unit 17B, it calculates target drive power based on the accelerator operation amount detected by accelerator operation amount detection unit 32 and the speed of a motor vehicle that detected by Bus-Speed Monitoring unit 33; Target power calculated unit 17H, the target drive power calculated by this target drive power calculated unit 17B and the difference of target engine power that calculated by target engine power calculated unit 17G are set to target power by it; And motor torque command value arithmetic element 17I, it utilizes the torque balance system comprising target engine torque and the power balance formula comprising target power to calculate the command torque value of the first dynamotor 4, second dynamotor 5.
Thus, the target torque of the first dynamotor 4, second dynamotor 5 calculated according to target engine torque initial value during engine starting with calculate compared with former target torque constant, then target torque is made slowly to change, therefore can suppress the sharply variation of propulsive effort, reduce impact during engine starting.
In the invention that claim 4 is recorded, the mechanism of the output shaft 3 of stationary engine 2 is stop mechanisms 39.When the torque of the output shaft 3 acting on driving engine 2 is near zero (0) (Nm), stop mechanism 39 carries out opening operation.
Thus, the generation of the impact to vehicle can be prevented.
description of reference numerals
1 engine start control device
2 driving engines (ENG)
4 first dynamotors (MG1)
5 second dynamotors (MG2)
6 drive wheels
8 axle drive shafts (OUT)
9 Poewr transmission mechanisms
15 first inverters
16 second inverters
17 control units
17A target drive force calculated unit
17B target drive power calculated unit
17C target charge-discharge electric power calculated unit
17D provisional target engine power calculated unit
17E target engine torque calculated unit
17F target engine rotative speed calculated unit
17G target engine power calculated unit
17H target power calculated unit
17I motor torque command value arithmetic element
18 batteries
32 accelerator operation amount detection units
33 Bus-Speed Monitoring unit
34 battery charging state detecting units
35 engine rotary speed detecting units
39 stop mechanisms
42 Torque test unit

Claims (2)

1. an engine start control device for motor vehicle driven by mixed power, utilizes the output from driving engine and multiple dynamotor to carry out drived control to vehicle and possesses the mechanism of the output shaft of fixing above-mentioned driving engine, it is characterized in that,
Be provided with the accelerator operation amount detection unit detecting accelerator operation amount,
Be provided with the Bus-Speed Monitoring unit detecting the speed of a motor vehicle,
Be provided with control unit, it possesses:
Target engine torque calculated unit, it is when making above-mentioned engine starting, calculate the torque value of the output shaft acting on above-mentioned driving engine when engine start request occurs as target engine torque initial value during engine starting, calculate the torque needed for shake of above-mentioned driving engine, make target engine torque slowly change to the torque needed for the shake of above-mentioned driving engine from above-mentioned target engine torque initial value;
Target engine rotative speed calculated unit, target engine rotative speed when it calculates engine starting;
Target engine power calculated unit, it calculates target engine power according to the target engine rotative speed calculated by this target engine rotative speed calculated unit and the target engine torque calculated by above-mentioned target engine torque calculated unit;
Target drive power calculated unit, it calculates target drive power based on the accelerator operation amount detected by above-mentioned accelerator operation amount detection unit and the speed of a motor vehicle that gone out by above-mentioned Bus-Speed Monitoring unit inspection;
Target power calculated unit, the target drive power calculated by this target drive power calculated unit and the difference of the target engine power calculated by above-mentioned target engine power calculated unit are set to target power by it; And
Motor torque command value arithmetic element, it utilizes the torque balance system comprising target engine torque and the power balance formula comprising target power to calculate the command torque value of above-mentioned multiple dynamotor.
2. the engine start control device of motor vehicle driven by mixed power according to claim 1, is characterized in that,
The mechanism of the output shaft of fixing above-mentioned driving engine is stop mechanism,
When the torque of the output shaft acting on above-mentioned driving engine is near zero (Nm), above-mentioned stop mechanism carries out opening operation.
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