CN105980187A - 车辆用控制装置以及变速装置的控制装置 - Google Patents
车辆用控制装置以及变速装置的控制装置 Download PDFInfo
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- CN105980187A CN105980187A CN201580007469.0A CN201580007469A CN105980187A CN 105980187 A CN105980187 A CN 105980187A CN 201580007469 A CN201580007469 A CN 201580007469A CN 105980187 A CN105980187 A CN 105980187A
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- gear
- speed change
- speed
- torque
- output
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Classifications
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- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
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Abstract
本发明提供即使在以空档状态行驶的车辆的行驶速度变化的情况下,也减少接合装置的接合冲击并使变速装置形成变速档的车辆用控制装置。变速装置根据变速档对与内燃机驱动连结的变速输入部件的旋转进行变速,并传递到与车轮驱动连结的变速输出部件,车辆用控制装置在车轮的旋转中并且从空档行驶状态使变速装置形成变速档的情况下,基于变速装置的输出同步旋转速度ωout的时间变化、和输入同步旋转速度ωin的时间变化,至少在用于形成变速档的接合装置的接合时te,执行使内燃机的输出转矩Teg低于与加速器开度对应的内燃机的转矩亦即要求转矩的转矩降低处理。
Description
技术领域
本发明涉及以具备作为车轮的驱动力源的内燃机和变速装置的车辆用驱动装置为控制对象的车辆用控制装置、以及以与作为车轮的驱动力源的内燃机驱动连结,并与该内燃机一起构成车辆用驱动装置的变速装置为控制对象的变速装置的控制装置。
背景技术
在具备内燃机以及变速装置的汽车中,有在停车前、在较缓的下坡行驶时驾驶员释放加速器使汽车惯性行驶的情况。在惯性行驶时,若变速装置的接合装置接合,则产生针对行驶的抵抗力。例如,在较缓的下坡持续地行驶的情况下等,导致使燃料消耗增加。因此,在这样的情况下,有时变速装置控制为不形成变速档的空档状态(解除内燃机与车轮之间的动力传递的状态)。这里,为了由驾驶员操作加速器,而使车辆加速,需要使空档状态的变速装置形成与车辆的行驶速度、转矩对应的适当的变速档。
这样,在为了使变速装置形成变速档而使接合装置接合时,优选该接合装置的内燃机侧的旋转部件的旋转速度与车轮侧的旋转部件的旋转速度在规定的范围内一致。并且,为了减少此时的接合冲击,有时实施在接合装置的接合时使内燃机的输出转矩瞬间降低的转矩降低。若车辆的行驶速度(车轴的旋转速度)恒定,则使变速装置的输入轴的旋转速度与车辆的行驶速度一致,以使接合装置的两侧的旋转部件的旋转速度一致的状态实施转矩降低那样的控制比较容易。但是,在车辆的行驶速度变化的情况下,在变速装置的输入轴的旋转速度与车辆的行驶速度一致的时刻实施转矩降低较难,存在产生由于转矩降低的时刻不合适而产生接合冲击、进行转矩降低的期间较长而到形成变速档为止花费时间等问题的可能性。
另外,近年来,作为驱动力源,安装有内燃机和旋转电机的混合动力汽车被实用化。在这样的混合动力汽车中,还有构成为由内燃机驱动车辆的前轮以及后轮的任意一方,由旋转电机驱动另一方的混合动力汽车。在这样的汽车中,通过仅驱动前轮以及后轮的一方,能够进行使用内燃机的发动机行驶,或者使用旋转电机的EV(Electric Vehicle:电动汽车)行驶,在驱动双方的混合动力行驶时能够进行四轮驱动行驶。在日本特开2013-180611号公报(专利文献1)中,作为这样的车辆的一个例子,公开了在发动机行驶时为前轮驱动,在EV行驶时为后轮驱动,在混合动力行驶时为四轮驱动的混合动力车辆(图1、图2、第19段等)。
当然,在这样的车辆中,产生从发动机行驶移至混合动力行驶、从EV行驶移至混合动力行驶这样的驱动方式的迁移。在EV行驶时,变速装置为空档状态。在从EV行驶移至混合动力行驶时,与上述相同,需要使变速装置形成与车辆的行驶速度、转矩对应的适当的变速档。但是,例如在EV行驶中在加速中,产生转矩不足等,而移至混合动力行驶那样的情况下,当然车辆的行驶速度也变化。因此,在这样的混合动力汽车中,也可能产生与上述相同的问题。
专利文献1:日本特开2013-180611号公报
发明内容
鉴于上述背景,期望即使在以变速装置未形成变速档的空档状态行驶的车辆的行驶速度变化的情况下,也能够减少接合装置的接合冲击使变速装置形成变速档的技术的提供。
鉴于上述的车辆用控制装置作为一个优选的方式,
是以具备作为车轮的驱动力源的内燃机和变速装置的车辆用驱动装置为控制对象的车辆用控制装置,
上述变速装置具备:变速输入部件,其与上述内燃机驱动连结;变速输出部件,其与上述车轮驱动连结;以及变速机构,其具备多个接合装置并且根据该多个接合装置的接合的状态而有选择地形成变速比不同的多个变速档,该变速机构以与上述变速档对应的变速比对上述变速输入部件的旋转进行变速并传递到上述变速输出部件,
在为了从上述车轮的旋转中且上述变速装置未形成上述变速档的空档行驶状态使上述变速装置形成上述变速档的情况下,基于上述变速输出部件或者与上述变速输出部件同步旋转的部件的旋转速度亦即输出同步旋转速度的时间变化、和上述变速输入部件或者与上述变速输入部件同步旋转的部件的旋转速度亦即输入同步旋转速度的时间变化,在用于形成上述变速档的接合装置的接合时,执行使上述内燃机的输出转矩低于与加速器开度对应的上述内燃机的转矩亦即要求转矩的转矩降低处理。
以与作为车轮的驱动力源的内燃机驱动连结,并与该内燃机一起构成车辆用驱动装置的变速装置为控制对象的变速装置的控制装置作为一个优选的方式,
上述变速装置具备:变速输入部件,其与上述内燃机驱动连结;变速输出部件,其与上述车轮驱动连结;以及变速机构,其具备多个接合装置并且根据该多个接合装置的接合的状态而有选择地形成变速比不同的多个变速档,以与上述变速档对应的变速比对上述变速输入部件的旋转进行变速并传递到上述变速输出部件,
在从上述车轮的旋转中且上述变速装置未形成上述变速档的空档行驶状态使上述变速装置形成上述变速档的情况下,基于上述变速输出部件或者与上述变速输出部件同步旋转的部件的旋转速度亦即输出同步旋转速度的时间变化、和上述变速输入部件或者与上述变速输入部件同步旋转的部件的旋转速度亦即输入同步旋转速度的时间变化,在用于形成上述变速档的接合装置的接合时,向上述内燃机的控制装置或者上述车辆用驱动装置的控制装置输出使上述内燃机的输出转矩低于与加速器开度对应的上述内燃机的转矩亦即要求转矩的转矩降低要求。
另外,“与变速输入部件同步旋转的部件”是指不经由接合要素与变速输入部件连结的部件,其旋转速度(与变速输入部件同步旋转的部件的旋转速度)与被同步旋转部件(变速输入部件)的旋转速度成比例。同样地,“与变速输出部件同步旋转的部件”是指不经由接合要素与变速输出部件连结的部件,其旋转速度(与变速输出部件同步旋转的部件的旋转速度)与被同步旋转部件(变速输出部件)的旋转速度成比例。输入同步旋转速度只要是与变速输入部件同步旋转的部件的旋转速度,则可以是任何地方的旋转速度,同样地,输出同步旋转速度只要是与变速输出部件同步旋转的部件的旋转速度,则可以是任何地方的旋转速度。
根据上述构成,基于输出同步旋转速度的时间变化、和输入同步旋转速度的时间变化,在用于形成变速档的接合装置的接合时,从变速装置的控制装置向内燃机的控制装置或者车辆用驱动装置的控制装置输出转矩降低要求。然后,通过内燃机的控制装置或者车辆用驱动装置的控制装置(车辆用控制装置),执行转矩降低处理。此时,通过考虑输出同步旋转速度的时间变化、和输入同步旋转速度的时间变化,即使在车辆的行驶速度变化的情况下,内燃机的控制装置或者车辆用控制装置也能够与接合装置接合的时刻配合地适当地执行转矩降低处理。其结果为,即使在空档行驶状态的车辆的行驶速度变化的情况下,也能够减少接合装置的接合冲击并使变速装置形成变速档。
附图说明
图1是示意地表示车辆用驱动装置以及车辆用控制装置的构成例的框图。
图2是车辆用驱动装置的骨架图。
图3是变速装置(变速机构)的工作表。
图4是表示变速机构的各旋转构件间的旋转速度的关系的速度线型图(共线图)。
图5是表示进行转矩降低处理的时刻的一个例子的时序图。
图6是表示转矩降低处理的一个例子的流程图。
具体实施方式
以下,基于附图对本发明的实施方式进行说明。作为本发明所涉及的车辆用控制装置的控制对象的车辆用驱动装置构成为至少具备内燃机(发动机)作为车轮的驱动力源和变速装置。另外,作为本发明所涉及的变速装置的控制装置的控制对象的变速装置至少与成为车轮的驱动力源的内燃机(发动机)一起构成车辆用驱动装置。这里,以车辆用驱动装置作为车轮的驱动力源还具备旋转电机(马达)的混合动力汽车为例对本发明的优选的实施方式进行说明。换句话说,以变速装置除了内燃机之外,还与成为车轮的驱动力源的旋转电机一起构成车辆驱动装置的混合动力汽车为例对本发明的优选的实施方式进行说明。
如图1所示,车辆100具备驱动装置10(车辆用驱动装置),该驱动装置10(车辆用驱动装置)具有作为车轮W的驱动力源的发动机E(内燃机)、同样作为车轮W的驱动力源的马达M(旋转电机)、变速装置20。发动机E是通过汽油、轻油、乙醇、天然气等烃类燃料、氢等的爆炸燃烧来输出动力的内燃机。马达M为交流旋转电机,逆变器71在从未图示的电池供给的直流电力与马达M的交流电力之间转换电力。另外,马达M还能够作为发电机发挥作用。在本实施方式中,使用发动机E作为后轮Wr的驱动力源,使用马达M作为前轮Wf的驱动力源。即,车辆100能够进行使用了发动机E的发动机行驶(后轮驱动行驶)、使用了马达M的EV行驶(前轮驱动行驶)、以及使用了双方的混合动力行驶(四轮驱动行驶)。作为驱动力源的马达M的驱动力经由作为动力传递装置的马达接合装置75以及马达用差动齿轮装置76传递到前轮Wf。
如图1以及图2所示,变速装置20通过具备安装于发动机E的输出轴14的流体传动装置22、经由流体传动装置22与发动机E驱动连结的变速输入部件31、经由齿轮机构48以及差动齿轮49(输出用差动齿轮装置)与车轮W驱动连结的变速输出部件32、变速机构30、以及油压电路50而构成。油压电路50向流体传动装置22、变速机构30供给工作油。
详细后述,变速机构30具备多个接合装置(C1、C2、C3、B1、B2、F1)并且与根据该多个接合装置的接合的状态而有选择形成变速比不同的多个变速档。变速装置20以各变速档的变速比,对变速输入部件31的旋转速度进行变速并且转换转矩,并传递到变速输出部件32。从变速装置20传递到变速输出部件32的转矩经由差动齿轮49分配并传递给左右两个车轴,并传递到与各车轴驱动连结的车轮W(这里是后轮Wr)。这里,变速比是在变速机构30中形成各变速档的情况下的、变速输入部件31的旋转速度相对于变速输出部件32的旋转速度的比(例如“变速输入部件31的旋转速度/变速输出部件32的旋转速度”)。换句话说,变速输出部件32的旋转速度为“变速输入部件31的旋转速度/变速比”。另外,从变速机构30传递到变速输出部件32的转矩为“从变速输入部件31传递到变速机构30的转矩×变速比”。
这里,“驱动连结”是指两个旋转构件以能够传递驱动力(转矩)的方式连结的状态,是包括该两个旋转构件以一体地旋转的方式连结的状态,或者该两个旋转构件经由一个或者两个以上的传动部件以能够传递驱动力的方式连结的状态的概念。作为这样的传动部件,包括以同速或者变速地传递旋转的各种部件,例如,包括轴、齿轮机构、传动带、链等。另外,作为这样的传动部件,也可以包括有选择地传递旋转以及驱动力的接合装置,例如摩擦离合器(摩擦接合装置)等。因此,在本实施方式中,变速输入部件31经由流体传动装置22与发动机E驱动连结,变速输出部件32经由差动齿轮49与车轮W驱动连结。
如图2所示,流体传动装置22构成为带锁止离合器的流体式扭矩转换器。流体传动装置22具备泵轮23、涡轮24、定子25、单向离合器26、以及锁止离合器28。作为输入侧流体传动要素的泵轮23经由前盖18与发动机E的输出轴14(曲轴)连接。作为输出侧流体传动要素的涡轮24经由涡轮机毂与变速机构30的变速输入部件31连接。定子25配置在泵轮23以及涡轮24的内侧并对从涡轮24向泵轮23的工作油的流动进行整流。单向离合器26单向地限制定子25的旋转方向。锁止离合器28通过接合,实现连结泵轮23(前盖18)与涡轮24(涡轮机毂)的锁止。
流体传动装置22在泵轮23与涡轮24的旋转速度之差较大时通过定子25的作用作为转矩放大器发挥作用,在泵轮23与涡轮24的旋转速度之差较小时作为液力耦合器发挥作用。若通过锁止离合器28锁止泵轮23与涡轮24,则来自发动机E的动力被机械地且直接地传递到变速输入部件31。另外,在锁止离合器28设有减振机构,在锁止时由该减振机构吸收传递到变速输入部件31的转矩的变动。
变速装置20(变速机构30)构成为能够有选择地形成变速比不同的六个前进变速档和一个倒档。如图2所示,在本实施方式中,变速机构30如后述那样具备具有三个旋转构件(S1、R1、CA1)的单小齿轮式的第一行星齿轮机构35、具有四个旋转构件(S2、S3、R2、CA2)的腊文瑙式的第二行星齿轮机构37、三个离合器(C1、C2、C3)、两个制动器(B1、B2)、以及单向离合器F1。
第一行星齿轮机构35通过具备作为外齿轮的太阳齿轮S1、与该太阳齿轮S1配置在同心圆上的作为内齿轮的齿圈R1、与太阳齿轮S1啮合并且与齿圈R1啮合的多个小齿轮P1、以及以能够自转并且公转的方式保持多个小齿轮P1的行星架CA1而构成。太阳齿轮S1固定于作为非旋转部件的外壳CS。行星架CA1通过第三离合器C3有选择地以一体旋转的方式与第二行星齿轮机构37的第二太阳齿轮S3驱动连结,并且通过第一离合器C1有选择地以一体旋转的方式与第二行星齿轮机构37的第一太阳齿轮S2驱动连结,并通过第一制动器B1有选择地固定于外壳CS。齿圈R1以一体旋转的方式与变速输入部件31驱动连结。
第二行星齿轮机构37通过具备外齿轮的两个太阳齿轮(S2、S3)、内齿轮的齿圈R2、与第一太阳齿轮S2啮合的多个短小齿轮P2、与第二太阳齿轮S3以及多个短小齿轮P2啮合并且与齿圈R2啮合的多个长小齿轮P3、以及连结多个短小齿轮P2以及多个长小齿轮P3并以能够自如地自转并且公转的方式进行保持的行星架CA2而构成。第二行星齿轮机构37的第一太阳齿轮S2通过第一离合器C1有选择地以一体旋转的方式与第一行星齿轮机构35的行星架CA1驱动连结。第二太阳齿轮S3通过第三离合器C3有选择地以一体旋转的方式与第一行星齿轮机构35的行星架CA1驱动连结,并且通过第一制动器B1有选择地固定于外壳CS。行星架CA2通过第二离合器C2有选择地以一体旋转的方式与变速输入部件31驱动连结,并且通过第二制动器B2或者单向离合器F1有选择地固定于作为非旋转部件的外壳CS。
单向离合器F1在作为一个方向的第一方向(这里是正转方向)允许行星架CA2相对于外壳CS的相对旋转,在作为相反方向的第二方向(这里是负转方向)进行限制从而有选择地将行星架CA2固定于外壳CS。即,单向离合器F1是在相对旋转的两个部件的该相对旋转的方向为第一方向的情况下成为释放状态,在相对旋转的方向为与第一方向相反的第二方向的情况下成为接合状态的单向接合装置。齿圈R2以一体旋转的方式与变速输出部件32驱动连结。
在本实施方式中,变速装置20(变速机构30)具有的除了单向离合器F1之外的多个接合装置(C1、C2、C3、B1、B2)均为摩擦接合装置。这些接合装置例如,由通过油压进行动作的多板式离合器、多板式制动器构成。摩擦接合装置是通过其接合部件间的摩擦,在接合部件间传递转矩的动力传递机构。摩擦接合装置能够通过摩擦传递的最大的转矩(传递转矩容量)的大小与摩擦接合装置的接合压成比例地变化。接合压是相互按压输入侧接合部件(摩擦板)与输出侧接合部件(摩擦板)的压力。接合压(接合的状态)由经由油压电路50供给的油压控制。另外,马达接合装置75也是摩擦接合装置。
在本实施方式中,接合状态(接合的状态)是在接合装置产生传递转矩容量的状态,包括在输入侧接合部件与输出侧接合部件之间产生旋转速度差(滑动)的状态(滑动接合状态)、和未产生旋转速度差的状态(直接连结接合状态)。非接合状态(释放状态)是在接合装置未产生传递转矩容量的状态。另外,非直接连结接合状态是直接连结接合状态以外的接合状态,包括释放状态和滑动接合状态。
图3表示变速装置20(变速机构30)的各变速档与离合器(C1、C2、C3、F1)、制动器(B1、B2)的工作状态的关系。在图3中,“○”表示各接合装置处于接合状态,“无标记”表示各接合装置处于释放状态。“(○)”表示在进行发动机制动的情况下等,接合装置为接合的状态。另外,“△”表示在向一个方向旋转的情况下成为释放的状态,在向另一方向旋转的情况下成为接合的状态。
如图3的工作表所示,该变速机构30能够通过离合器(C1、C2、C3、F1)的接合或者释放(非接合)、和制动器(B1、B2)的接合或者释放(非接合)的组合来切换前进一档(第一档:1st)~前进六档(第六档:6th)、倒档(REV)、以及空档(N)。另外,空档是变速机构30未形成任何变速档(第一档~第六档、倒档)的状态(以后有时适当地称为“空档状态”)。另外,各前进变速档按变速比(减速比)较大的顺序,为第一档(1st)、第二档(2nd)、第三档(3rd)、第四档(4th)、第五档(5th)、第六档(6th)。图4例示构成变速机构30的旋转构件间的旋转速度的关系。
如图1所示,驱动装置10被控制装置1(车辆用控制装置)驱动控制。以驱动装置10为控制对象的控制装置1通过具备发动机ECU(Electronic Control Unit:电子控制单元)16、制动器ECU17、马达ECU70、以及变速装置ECU80等而构成。各ECU以微型计算机等逻辑处理器为核心构成,通过包含周边电路(存储器等)的硬件与在该处理器上执行的程序等软件的配合,实现其功能。
发动机ECU16基于车速传感器98、发动机旋转速度传感器14a、加速器踏板位置传感器94等的检测结果控制发动机E。车速传感器98例如基于车轮W的旋转,检测车辆100的行驶速度(车速)。发动机旋转速度传感器14a安装于发动机E的输出轴14,并检测发动机旋转速度等发动机E的运转状态。加速器踏板位置传感器94检测加速器踏板93的操作量,发动机ECU16基于根据该操作量换算的加速器开度来进行运算。发动机ECU16输出对驱动节流阀(未图示)的节流马达(未图示)的驱动信号、对燃料喷射阀(未图示)的控制信号、对火花塞(未图示)的点火信号等来控制发动机E。
制动器ECU17基于车速传感器98、制动踏板位置传感器96等检测结果,控制未图示的制动器(例如电子控制式油压制动器)。
制动踏板位置传感器96检测制动踏板95的操作量,制动器ECU17基于根据该操作量换算出的制动量进行运算。马达ECU70基于车速传感器98、加速器踏板位置传感器94、制动踏板位置传感器96、解析器等马达旋转速度传感器73、检测在马达M的定子线圈流通的电流的电流传感器74等的检测结果,经由逆变器71控制马达M。
变速装置ECU80基于车速传感器98、加速器踏板位置传感器94、制动踏板位置传感器96、检测变速杆91的操作位置的档位传感器92、检测变速输入部件31等变速装置20的输入侧的旋转的输入侧旋转速度传感器31a、检测变速输出部件32等变速装置20的输出侧的旋转的输出侧旋转速度传感器32a等的检测结果,来控制变速装置20。如图1以及图2所示,变速装置ECU80通过控制油压电路50来控制流体传动装置22、变速机构30。
控制装置1还具备统合控制功能。统合控制功能是将对发动机E、马达M、变速装置20、以及马达接合装置75等进行的各种控制作为车辆整体进行统合的控制功能。控制装置1既可以与发动机ECU16、制动器ECU17、马达ECU70、变速装置ECU80等独立地,具备未图示的统合控制ECU构成,也可以是控制装置1构成统合控制ECU,且在统合控制ECU中包含发动机ECU16、制动器ECU17、马达ECU70、以及变速装置ECU80等的方式。总之,控制装置1具有执行统合控制处理的处理器,并通过该处理器等硬件与在该处理器上执行的程序等软件的配合实现统合控制功能。
控制装置1根据加速器开度、车速、以及电池的充电量等,计算为了车轮W的驱动所要求的转矩(车辆要求转矩Trq),决定使用发动机E以及马达M的行驶模式。作为行驶模式,如上述那样,有仅将马达M作为驱动力源行驶的EV行驶模式、使用发动机E的发动机行驶模式、以及使用双方的混合动力行驶模式。例如,在车辆100的起步时,若电池的充电量充足,则选择EV行驶模式。在以EV行驶模式起步之后,在加速器开度较大的情况下、产生转矩不足的情况下,从EV行驶模式移至混合动力行驶模式。
在EV行驶时,变速装置20被设定为未形成任何变速档的空档状态。而且,在从EV行驶移至混合动力行驶时,需要使空档状态的变速装置20形成与车辆100的行驶速度、转矩对应的适当的变速档。但是,例如在EV行驶时在加速中产生转矩不足等,而移至混合动力行驶的情况下,当然车辆100的行驶速度也变化。期望即使在这样的情况下,也减少接合装置(C1、C2、C3、B1、B2、F1)的接合冲击,并使变速装置20形成变速档。
在本实施方式中,如图5的时序图所示,控制装置1在用于形成变速档的接合装置(这里是单向离合器F1)的接合时,执行使发动机E的输出转矩(发动机输出转矩Teg)相对于与加速器开度对应的发动机E的转矩亦即要求转矩(发动机要求转矩Trq_e)降低的转矩降低处理。例如,控制装置1(发动机ECU16)将从发动机要求转矩Trq_e减去预先规定的降低转矩Trd后的转矩作为发动机扭矩指令Ti_e来控制发动机E。
如图5所示,在本实施方式中,在变速输出部件32的旋转速度(输出同步旋转速度ωout)变化的状况下,从空档行驶状态使变速装置20形成变速档。这里,空档行驶状态是指车轮W为旋转中(车辆100行驶中)的行驶状态,并且变速装置20处于未形成变速档的空档状态的状态。而且,本实施方式所涉及的发明在形成这样的变速档的时刻,即在接合装置(这里时单向离合器F1)的接合时,执行匹配的转矩降低处理的时刻的设定具有特征。虽然详细后述,但控制装置1基于变速输出部件32或者与变速输出部件32同步旋转的部件的旋转速度亦即输出同步旋转速度ωout的时间变化、和变速输入部件31或者与变速输入部件31同步旋转的部件的旋转速度亦即输入同步旋转速度ωin的时间变化,执行转矩降低处理。另外,在图5中,将输出同步旋转速度ωout与输入同步旋转速度ωin之间存在的变速装置20(变速机构30)的齿轮机构的变速比换算为“1”的情况,图示输入同步旋转速度ωin、输出同步旋转速度ωout。
如图5以点划线“L0”所示的那样,若车轮W在旋转中,但变速输出部件32的旋转速度几乎恒定(若输出同步旋转速度ωout几乎恒定),则控制装置1能够简单地基于输入同步旋转速度ωin与输出同步旋转速度ωout的差,来执行转矩降低处理。例如,控制装置1能够进行在“ωout-ωin”成为预先规定的值的情况下,开始转矩降低处理,若经过预先规定的时间则结束转矩降低处理那样的控制。
但是,若车辆100持续加速,则存在即使满足该条件之后,如图5以实线“L1”所示的那样输出同步旋转速度ωout也上升,而输出同步旋转速度ωout与输入同步旋转速度ωin的旋转速度差不如预料那样缩小的可能性。因此,在使变速装置20形成变速档时存在转矩降低处理结束而产生接合冲击的可能性。并且若通过转矩降低处理而输入同步旋转速度ωin降低,则也有扩大输出同步旋转速度ωout与输入同步旋转速度ωin的旋转速度差的可能性。另外,若变速输出部件32的旋转速度降低,则也有与转矩降低处理的开始相比较早地形成变速档而产生接合冲击的可能性。
在本实施方式中,如上述那样,控制装置1基于变速输出部件32或者与变速输出部件32同步旋转的部件的旋转速度亦即输出同步旋转速度ωout的时间变化、和变速输入部件31或者与变速输入部件31同步旋转的部件的旋转速度亦即输入同步旋转速度ωin的时间变化,执行转矩降低处理。在本实施方式中,将由输入侧旋转速度传感器31a检测出的变速输入部件31的旋转速度设为输入同步旋转速度ωin,并将由输出侧旋转速度传感器32a检测出的变速输出部件32的旋转速度设为输出同步旋转速度ωout。但是,输入同步旋转速度ωin也可以是与变速输入部件31同步旋转的部件(不经由接合要素连结的部件,即、一直以与变速输入部件31的旋转速度成比例的旋转速度旋转的部件)的旋转速度。同样地,输出同步旋转速度ωout也可以是与变速输出部件32同步旋转的部件的旋转速度。
另外,优选控制装置1在转矩降低处理的执行时,基于输出同步旋转速度ωout的时间变化和输入同步旋转速度ωin的时间变化,执行推定接合装置的接合正时“te”的接合正时推定处理。例如,如图5所示,控制装置1对表示输出同步旋转速度ωout的线“L1”与表示输入同步旋转速度ωin的线“L2”的交点“P”进行运算。若构成控制装置1的处理器的运算能力足够,则该运算也可以对表示“L1”以及“L2”的函数建立式子来进行运算。
优选控制装置1基于输出同步旋转速度ωout的变化率和输入同步旋转速度ωin的变化率来推定接合正时。控制装置1基于由输出侧旋转速度传感器32a检测出的输出同步旋转速度ωout的时间变化,对输出同步旋转速度ωout的变化率“a”进行运算。由于输出同步旋转速度ωout的变化率等效于车辆100的加速度,所以例如,控制装置1也可以使用由未图示的加速度传感器检测出的车辆100的加速度“a”作为输出同步旋转速度ωout的变化率“a”。另外,控制装置1基于由输入侧旋转速度传感器31a检测出的输入同步旋转速度ωin的时间变化,对输入同步旋转速度ωin的变化率“d”进行运算。此时,控制装置1也可以与发动机ECU16配合地,获取输入同步旋转速度ωin的变化率(发动机E的加速度)。
作为一个方式,求出“ωout+a·t=ωin+d·t”的时间“t”,并确定交点“P”。若确定时间“t”以及交点“P”,则确定出接合正时(时刻)“te”。转矩降低处理需要在接合正时“te”执行。因此,考虑控制的响应性,优选在转矩降低处理中,相对于推定的接合正时“te”,从预先规定的响应富余时间“Tm”前开始使输出转矩(发动机输出转矩Teg)降低。
以下,参照图6的流程图对执行转矩降低处理的情况的一个例子进行说明。这里,例示在从空档行驶状态(车轮W为旋转中并且变速装置20为空档状态的状态)使变速装置20形成变速档时,接合的接合装置为单向离合器F1的情况。由于单向离合器F1不能够如摩擦接合装置那样,经由油压电路50控制接合压,所以优选通过转矩降低处理抑制接合冲击。另外,这里,例示在EV行驶中启动发动机E,在启动之后为了使成为空档状态的变速装置20形成变速档而接合单向离合器F1的方式。另外,图6所示的流程图的工序#1~#7是广义的转矩降低处理,工序#4~#7或者工序#5是狭义的转矩降低处理。
为了经由变速装置20传递发动机E的动力,使接合装置(单向离合器F1)接合,所以首先判定发动机E是否为燃烧中(#1)。在发动机E为燃烧中的情况下,接下来,判定使变速装置20形成的变速档是否为使用单向离合器F1的单向离合器接合档(#2)。在本实施方式中,如图3所示第一档(1st)是使用单向离合器F1的变速档,所以判定变速档是否为第一档。在发动机E不为燃烧中,或者使变速装置20形成的变速档不为第一档的情况下,控制装置1结束广义的转矩降低处理。即,工序#1以及#2是用于判定应用转矩降低处理的条件是否成立的应用条件判定工序。另外,使变速装置20形成的变速档基于车速、加速器开度(或者针对发动机E的要求转矩)等,并根据预先决定的变速图决定。
如图1以虚线所示的那样,例如工序#1以及#2优选通过变速装置ECU80与发动机ECU16的配合来执行。例如,发动机ECU16通过标志、状态信号等至少对变速装置ECU80通知发动机E是否为燃烧中。使变速装置20形成的变速档是通过基于变速装置ECU80的接合装置的控制来实现的,所以变速装置ECU能够判定变速档是否为第一档。即,变速装置ECU80能够判定发动机E是否为燃烧中(#1)以及变速档是否为第一档(#2)。在通过工序#1以及#2,换句话说,通过用于判定应用转矩降低处理的条件是否成立的应用条件判定工序,判定为该条件成立的情况下,例如变速装置ECU80对发动机ECU16,输出要求转矩降低处理的执行的转矩降低要求。即,作为变速装置的控制装置的变速装置ECU80对作为发动机E的控制装置的发动机ECU16输出转矩降低要求。
如上述那样,控制装置1具备将针对发动机E、马达M、变速装置20以及马达接合装置75等进行的各种控制作为车辆整体来统合的统合控制功能。作为具体的构成,如上述那样,控制装置1既可以与发动机ECU16、制动器ECU17、马达ECU70、变速装置ECU80等独立地,具备未图示的统合控制ECU构成,也可以是控制装置1构成统合控制ECU,且在统合控制ECU中包含发动机ECU16、制动器ECU17、马达ECU70、以及变速装置ECU80等的方式。因此,变速装置ECU80(变速装置的控制装置)也可以对控制装置1(车辆用控制装置),输出要求转矩降低处理的执行的转矩降低要求。
在变速档为第一档的情况下,如上述那样,推定接合正时“te”(#3:接合正时推定工序(接合正时推定处理))。接合正时推定工序#3既可以由变速装置ECU80进行,也可以由发动机ECU16进行,也可以由控制装置1进行。在由变速装置ECU80进行接合正时推定工序#3的情况下,优选在输出转矩降低要求时,还一起输出接合正时“te”的信息。
以下,在工序#4以后,是狭义的转矩降低处理,优选以发动机ECU16为核心执行。如上述那样,在转矩降低处理中,相对于推定出的接合正时“te”,从预先规定的响应富余时间“Tm”之前开始使发动机输出转矩Teg降低。因此,判定当前时刻“t”是否达到开始使发动机输出转矩Teg降低的时刻(#4:转矩降低开始判定工序)。若达到开始使发动机输出转矩Teg降低的时刻,则控制装置1(发动机ECU16)将从发动机要求转矩Trq_e减去预先规定的降低转矩Trd后的转矩设定为发动机扭矩指令Ti_e(#5:转矩降低工序)。然后,控制装置1(发动机ECU16)基于抑制的发动机扭矩指令Ti_e控制发动机E。其结果,不管发动机要求转矩Trq_e,而发动机输出转矩Teg降低。
这里,如图5所示,在预先规定的降低期间Tr的期间,抑制发动机要求转矩Trq_e。因此,判定当前时刻“t”是否从转矩降低工序(#5)的开始经过了降低期间Tr(#6:转矩降低结束判定工序)。若判定为经过了降低期间Tr,则控制装置1(发动机ECU16)不从发动机要求转矩Trq_e减去降低转矩Trd,而将发动机要求转矩Trq_e设定为发动机扭矩指令Ti_e(#7:正常处理复原工序)。其结果,发动机E输出与发动机要求转矩Trq_e对应的发动机输出转矩Teg。即,转矩降低处理结束。
如以上那样,根据本实施方式的构成,能够基于输出同步旋转速度ωout的变化率和输入同步旋转速度ωin的变化率高精度地推定接合装置(单向离合器F1)的接合正时,并与该接合正时配合地执行转矩降低处理。由此,即使在车速变化的状况下也能够与转矩降低的时机配合地抑制产生接合冲击,并且能够较短地设定进行转矩降低的期间迅速地形成变速档。这样,根据本发明,即使在空档行驶状态的车辆100的行驶速度变化的情况下,也能够减少接合装置的接合冲击使变速装置20形成变速档。
〔其它的实施方式〕
以下,对本发明的其它的实施方式进行说明。另外,以下进行说明的各实施方式的构成并不限定于分别单独地应用,只要不产生矛盾,也能够与其它的实施方式的构成组合应用。
(1)在上述说明中,例示了驱动装置10除了发动机E之外,还具备马达M的构成。但是,驱动装置10也可以构成为不具备马达M。例如,有在车辆100在较缓的下坡行驶时驾驶员释放加速器而使汽车惯性行驶的情况。在惯性行驶时,若变速装置20形成变速档,则成为由于车轮W而连带发动机E的所谓的发动机制动状态,车辆100的减速方向的转矩作用于车轮W。为了延长惯性行驶的距离减少车辆100的燃料消耗,在这样的情况下,有时将变速装置20控制为空档状态。而且,为了从这样的空档状态,与驾驶员的加速器操作对应地使车辆100加速,需要使空档状态的变速装置20形成与车辆100的行驶速度、转矩对应的适当的变速档。因此,即使是不具备马达M的车辆100,也优选构成为执行上述那样的转矩降低处理。
(2)在上述说明中,例示了驱动装置10除了发动机E之外,还具备马达M,发动机E经由变速装置20与后轮Wr驱动连结,马达M与前轮Wf(其它车轮)驱动连结的构成。但是,也可以构成为发动机E经由变速装置20与前轮Wf驱动连结,马达M与后轮Wr(其它车轮)驱动连结。另外,并不限定于它们那样,马达M与和发动机E经由变速装置20驱动连结的车轮(Wr或者Wf)不同的其它车轮(Wf或者Wr)驱动连结的构成,也可以发动机E与马达M与相同的车轮W驱动连结。但是,为了使变速装置20为空档状态并通过马达M的驱动力驱动车轮W,优选构成为马达M与构成变速输出部件32与车轮W的动力传递路径的旋转部件驱动连结。即,空档行驶状态是变速装置20未形成变速档的空档状态,由马达M的转矩传递到任意一个车轮W的状态实现即可。
(3)在上述说明中,使用在作为用于形成变速档的接合装置的单向离合器F1的接合时,控制装置1执行转矩降低处理的例子进行了说明。但是,用于形成变速档的接合装置并不限定于单向离合器F1,也可以是离合器(C1、C2、C3)、制动器(B1、B2)等摩擦接合装置。摩擦接合装置的情况下,虽然也能够采用通过接合压的控制减少接合冲击的方法,但通过转矩降低处理进一步减少接合冲击也是优选的方式。
(4)在上述说明中,例示了用于从空档行驶状态使变速装置20形成变速档的接合装置(单向离合器F1)是仅在第一方向(这里是正转方向)允许相对于外壳CS的行星架CA2的旋转,在作为相反方向的第二方向(这里是负转方向)进行限制,而有选择地将行星架CA2固定于外壳CS的单向接合装置的方式。即,在上述说明中,例示了单向离合器F1作为制动器发挥作用的方式。但是,在使用单向离合器(F1)作为用于从空档行驶状态使变速装置20形成变速档的接合装置的情况下,该单向离合器(F1)也可以以设在相互旋转的两个旋转部件间,并作为离合器发挥功能的方式使用。
(5)在上述说明中,例示了将由输入侧旋转速度传感器31a检测出的变速输入部件31的旋转速度设为输入同步旋转速度ωin,并将由输出侧旋转速度传感器32a检测到的变速输出部件32的旋转速度设为输出同步旋转速度ωout的方式。但是,输入同步旋转速度ωin只要是与变速输入部件31同步旋转的部件的旋转速度,则可以是任何地方的旋转速度。另外,输出同步旋转速度ωout只要是与变速输出部件32同步旋转的部件的旋转速度,则可以是任何地方的旋转速度。无论在何处检测出同步旋转速度(ωin、ωout),为了判定接合装置的接合正时,优选考虑处于输入同步旋转速度ωin的检测位置与输出同步旋转速度ωout的检测位置之间的动力传递路径的变速比,换算为成为输入同步旋转速度ωin以及输出同步旋转速度ωout的任意一个的基准的旋转部件的旋转速度并进行比较。另外,同步旋转的部件是指不经由接合要素连结的部件,其旋转速度与被同步旋转部件(这里,是变速输入部件31以及变速输出部件32)的旋转速度成比例。
(6)在上述说明中,例示了在转矩降低处理之际,执行推定接合正时“Te”的接合正时推定处理的方式。但是,并不妨碍不推定接合正时“Te”而执行转矩降低处理。例如,也可以基于输出同步旋转速度ωout的时间变化与输入同步旋转速度ωin的时间变化,求出输出同步旋转速度ωout与输入同步旋转速度ωin的旋转速度差在预先规定的值以下的时刻,并从该时刻开始使发动机输出转矩Teg在规定期间(例如“降低期间Tr”的期间)降低。
〔本发明的实施方式的概要〕
以下,对在上述中说明的本发明的实施方式中的车辆用控制装置(1)以及变速装置的控制装置(80)的概要进行简单说明。
以具备作为车轮(W)的驱动力源的内燃机(E)和变速装置(20)的车辆用驱动装置(10)为控制对象的车辆用控制装置(1)作为一个优选的方式,
上述变速装置(20)具备:变速输入部件(31),其与上述内燃机(E)驱动连结;变速输出部件(32),其与上述车轮(W)驱动连结;以及变速机构(30),其具备多个接合装置并且根据该多个接合装置的接合的状态而有选择地形成变速比不同的多个变速档,并使上述变速输入部件(31)的旋转以与上述变速档对应的变速比变速并传递到上述变速输出部件(32),
在从上述车轮(W)的旋转中且上述变速装置(20)未形成上述变速档的空档行驶状态使上述变速装置(20)形成上述变速档的情况下,基于上述变速输出部件(32)或者与上述变速输出部件(32)同步旋转的部件的旋转速度亦即输出同步旋转速度(ωout)的时间变化、和上述变速输入部件(31)或者与上述变速输入部件(31)同步旋转的部件的旋转速度亦即输入同步旋转速度(ωin)的时间变化,在用于形成上述变速档的接合装置的接合时,执行使上述内燃机(E)的输出转矩(Teg)相对于与加速器开度对应的上述内燃机(E)的转矩亦即要求转矩(Trq_e)降低的转矩降低处理。
将与作为车轮(W)的驱动力源的内燃机(E)驱动连结,并与该内燃机(E)一起构成车辆用驱动装置(10)的变速装置(20)为控制对象的变速装置的控制装置(80)作为一个优选的方式,
上述变速装置(20)具备:变速输入部件(31),其与上述内燃机(E)驱动连结;变速输出部件(32),其与上述车轮(W)驱动连结;以及变速机构(30),其具备多个接合装置并且根据该多个接合装置的接合的状态而有选择地形成变速比不同的多个变速档,并使上述变速输入部件(31)的旋转以与上述变速档对应的变速比变速并传递到上述变速输出部件(32),
在从上述车轮(W)的旋转中并且上述变速装置(20)未形成上述变速档的空档行驶状态使上述变速装置(20)形成上述变速档的情况下,基于上述变速输出部件(32)或者与上述变速输出部件(32)同步旋转的部件的旋转速度亦即输出同步旋转速度(ωout)的时间变化、和上述变速输入部件(31)或者与上述变速输入部件(31)同步旋转的部件的旋转速度亦即输入同步旋转速度(ωin)的时间变化,在用于形成上述变速档的接合装置的接合时,向上述内燃机(E)的控制装置(16)或者上述车辆用驱动装置(10)的控制装置(1)输出使上述内燃机(E)的输出转矩(Teg)低于与加速器开度对应的上述内燃机(E)的转矩亦即要求转矩(Trq_e)的转矩降低要求。
根据上述构成,基于输出同步旋转速度(ωout)的时间变化、和输入同步旋转速度(ωin)的时间变化,在用于形成变速档的接合装置的接合时,从变速装置的控制装置(80)向内燃机(E)的控制装置(16)或者车辆用驱动装置(10)的控制装置(1)输出转矩降低要求。然后,通过内燃机(E)的控制装置(16)或者车辆用驱动装置(10)的控制装置(1)(车辆用控制装置(1)),执行转矩降低处理。此时,通过考虑输出同步旋转速度(ωout)的时间变化、和输入同步旋转速度(ωin)的时间变化,即使在车辆的行驶速度变化的情况下,内燃机(E)的控制装置(16)或者车辆用控制装置(1)也能够与接合装置接合的时刻配合地适当地执行转矩降低处理。其结果为,即使在空档行驶状态的车辆的行驶速度变化的情况下,也能够减少接合装置的接合冲击并使变速装置形成变速档。
作为一个方式,车辆用控制装置(1)在上述转矩降低处理的执行时,执行基于上述输出同步旋转速度(ωout)的时间变化和上述输入同步旋转速度(ωin)的时间变化,推定上述接合装置的接合正时(te)的接合正时推定处理即可。通过推定接合正时(te),能够在更适当的时刻执行转矩降低处理。
若使用输出同步旋转速度(ωout)、输入同步旋转速度(ωin)的变化率推定出上述接合装置的接合正时则带来精度的提高。另外,在转矩降低处理时,存在从控制的开始到实际上内燃机(E)的输出转矩(Teg)降低为止的响应时间。因此,为了在接合装置的接合正时可靠地降低内燃机(E)的输出转矩,优选与推定出的接合正时相比先开始转矩降低处理。即,作为一个方式,优选车辆用控制装置(1)在上述接合正时推定处理中,基于上述输出同步旋转速度(ωout)的变化率(a)和上述输入同步旋转速度(ωin)的变化率(d)推定上述接合正时(te),在上述转矩降低处理中,相对于推定出的上述接合正时(te),从预先规定的响应富余时间(Tm)之前使上述输出转矩(Teg)降低。并且,作为一个方式,优选车辆用控制装置(1)在上述接合正时推定处理中,基于上述输出同步旋转速度(ωout)以及上述输出同步旋转速度(ωout)的变化率(a)、和上述输入同步旋转速度(ωin)以及上述输入同步旋转速度(ωin)的变化率(d),推定上述输出同步旋转速度(ωout)与上述输入同步旋转速度(ωin)一致的时刻(te),并将该时刻(te)作为上述接合正时(te),在上述转矩降低处理中,从与该时刻(te)相比在上述响应富余时间(Tm)之前开始使上述输出转矩(Teg)降低。
然而,接合装置已知有摩擦接合装置、单向接合装置等。在摩擦接合装置中,也能够通过控制接合压来减少接合冲击,但在单向接合装置中那样的控制较困难。因此,在作为接合装置使用单向接合装置的情况下,转矩降低特别有用。即,作为一个方式,作为车辆用控制装置(1)的控制对象的上述车辆用驱动装置(10)优选为了从上述空档行驶状态使上述变速装置(20)形成上述变速档而接合的上述接合装置是在相对旋转的两个部件的该相对旋转的方向为第一方向的情况下成为释放状态,在上述相对旋转的方向为与上述第一方向相反的第二方向的情况下成为接合状态的单向接合装置(F1)。另外,作为一个方式,作为变速装置(20)的控制装置(80)的控制对象的变速装置(20)优选为了从上述空档行驶状态使上述变速装置(20)形成上述变速档而接合的上述接合装置是在相对旋转的两个部件的该相对旋转的方向为第一方向的情况下成为释放状态,在上述相对旋转的方向为与上述第一方向相反的第二方向的情况下成为接合状态的单向接合装置(F1)。
如上述那样,车辆用控制装置(1)执行的转矩降低处理以至少具备内燃机(E)和变速装置(20)的车辆用驱动装置(10)为控制对象。近年,作为驱动力源具备内燃机(E)以及旋转电机(M)的混合动力汽车也被实用化。在这样的汽车中,能够进行使用了内燃机(E)以及变速装置(20)的发动机行驶、使用了旋转电机(M)的EV行驶、以及使用它们双方的混合动力行驶。这里,一般而言,在EV行驶时,变速装置(20)为空档状态,所以在驱动方式从EV行驶移至混合动力行驶时,与上述相同,优选使空档状态的变速装置(20)形成与车辆的行驶速度、转矩对应的适当的变速档。但是,在EV行驶在加速中,在产生转矩不足等,而移至混合动力行驶的情况下,车辆的行驶速度也变化的可能性较高。因此,在这样的混合动力汽车中,也强烈地需求能够减少接合装置的接合冲击,并使空档状态的变速装置(20)形成与车辆的行驶速度、转矩对应的适当的变速档的技术。
即,作为优选的方式,作为车辆用控制装置(1)的控制对象的上述车辆用驱动装置(10)还具备旋转电机(M),且上述旋转电机(M)如以下那样驱动连结,上述空档行驶状态如以下那样实现即可。或者,作为优选的方式,作为变速装置的控制装置(80)的控制对象的变速装置(20)除了上述内燃机(E)之外还与旋转电机(M)一起构成车辆驱动装置(10),且上述旋转电机(M)如以下那样驱动连结,上述空档行驶状态如以下那样实现即可。具体而言,优选上述旋转电机(M)与和上述内燃机(E)经由上述变速装置(20)驱动连结的上述车轮(W(Wr))不同的其它车轮(Wf)驱动连结,上述空档行驶状态是上述变速装置(20)未形成上述变速档的空档状态,以上述旋转电机(M)的转矩传递到上述其它车轮(Wf)的状态实现。或者,优选上述旋转电机(M)与构成上述变速输出部件(32)与上述车轮(W(Wr))的动力传递路径的旋转部件驱动连结,上述空档行驶状态是上述变速装置(20)未形成上述变速档的空档状态,以上述旋转电机(M)的转矩传递到上述车轮(W)的状态实现。
本发明能够利用于以具备作为车轮的驱动力源的内燃机、和变速装置的车辆用驱动装置为控制对象的车辆用控制装置、以及以与作为车轮的驱动力源的内燃机驱动连结,并与该内燃机一起构成车辆用驱动装置的变速装置为控制对象的变速装置的控制装置。
符号说明
1…控制装置(车辆用控制装置),10…驱动装置(车辆用驱动装置),20…变速装置,30…变速机构,31…变速输入部件,32…变速输出部件,80…变速装置ECU(变速装置的控制装置),100…车辆,B1…第一制动器(接合装置),B2…第二制动器(接合装置),C1…第一离合器(接合装置),C2…第二离合器(接合装置),C3…第三离合器(接合装置),E…发动机(内燃机),F1…单向离合器(接合装置、单向接合装置),M…马达(旋转电机),Te…接合正时,Teg…发动机输出转矩(输出转矩),Tm…响应富余时间,Trq_e…发动机要求转矩(要求转矩),W…车轮,Wf…前轮,Wr…后轮,ωin…输入同步旋转速度,ωout…输出同步旋转速度。
Claims (7)
1.一种车辆用控制装置,是以具备作为车轮的驱动力源的内燃机和变速装置的车辆用驱动装置为控制对象的车辆用控制装置,其中,
所述变速装置具备:变速输入部件,其与所述内燃机驱动连结;变速输出部件,其与所述车轮驱动连结;以及变速机构,其具备多个接合装置并且根据该多个接合装置的接合的状态而有选择地形成变速比不同的多个变速档,该变速机构以与所述变速档对应的变速比对所述变速输入部件的旋转进行变速并传递到所述变速输出部件,
在从所述车轮的旋转中且所述变速装置未形成所述变速档的空档行驶状态使所述变速装置形成所述变速档的情况下,基于所述变速输出部件或者与所述变速输出部件同步旋转的部件的旋转速度亦即输出同步旋转速度的时间变化、和所述变速输入部件或者与所述变速输入部件同步旋转的部件的旋转速度亦即输入同步旋转速度的时间变化,在用于形成所述变速档的接合装置的接合时,执行使所述内燃机的输出转矩低于与加速器开度对应的所述内燃机的转矩亦即要求转矩的转矩降低处理。
2.根据权利要求1所述的车辆用控制装置,其中,
在所述转矩降低处理的执行时,执行基于所述输出同步旋转速度的时间变化和所述输入同步旋转速度的时间变化,来推定所述接合装置的接合正时的接合正时推定处理。
3.根据权利要求2所述的车辆用控制装置,其中,
在所述接合正时推定处理中,基于所述输出同步旋转速度的变化率和所述输入同步旋转速度的变化率来推定所述接合正时,
在所述转矩降低处理中,相对于推定而得的所述接合正时,从预先规定的响应富余时间之前使所述输出转矩降低。
4.根据权利要求3所述的车辆用控制装置,其中,
在所述接合正时推定处理中,基于所述输出同步旋转速度以及所述输出同步旋转速度的变化率、和所述输入同步旋转速度以及所述输入同步旋转速度的变化率,来推定所述输出同步旋转速度与所述输入同步旋转速度一致的时刻,并将该时刻作为所述接合正时,
在所述转矩降低处理中,与该时刻相比从所述响应富余时间之前使所述输出转矩降低。
5.根据权利要求1~4中任意一项所述的车辆用控制装置,其中,
为了从所述空档行驶状态使所述变速装置形成所述变速档而接合的所述接合装置是在相对旋转的两个部件的该相对旋转的方向为第一方向的情况下成为释放状态,在所述相对旋转的方向成为与所述第一方向相反的第二方向的情况下成为接合状态的单向接合装置。
6.根据权利要求1~5中任意一项所述的车辆用控制装置,其中,
所述车辆用驱动装置还具备旋转电机,
所述旋转电机与和所述内燃机经由所述变速装置驱动连结的所述车轮不同的其它车轮驱动连结,所述空档行驶状态是所述变速装置未形成所述变速档的空档状态,且在所述旋转电机的转矩传递到所述其它车轮的状态下实现,或者,
所述旋转电机与构成所述变速输出部件与所述车轮的动力传递路径的旋转部件驱动连结,所述空档行驶状态是所述变速装置未形成所述变速档的空档状态,且在所述旋转电机的转矩传递到所述车轮的状态下实现。
7.一种变速装置的控制装置,是以与作为车轮的驱动力源的内燃机驱动连结,并与该内燃机一起构成车辆用驱动装置的变速装置为控制对象的变速装置的控制装置,其中,
所述变速装置具备:变速输入部件,其与所述内燃机驱动连结;变速输出部件,其与所述车轮驱动连结;以及变速机构,其具备多个接合装置并且根据该多个接合装置的接合的状态而有选择地形成变速比不同的多个变速档,该变速机构以与所述变速档对应的变速比对所述变速输入部件的旋转进行变速并传递到所述变速输出部件,
在从所述车轮的旋转中且所述变速装置未形成所述变速档的空档行驶状态使所述变速装置形成所述变速档的情况下,基于所述变速输出部件或者与所述变速输出部件同步旋转的部件的旋转速度亦即输出同步旋转速度的时间变化、和所述变速输入部件或者与所述变速输入部件同步旋转的部件的旋转速度亦即输入同步旋转速度的时间变化,在用于形成所述变速档的接合装置的接合时,向所述内燃机的控制装置或者所述车辆用驱动装置的控制装置输出使所述内燃机的输出转矩低于与加速器开度对应的所述内燃机的转矩亦即要求转矩的转矩降低要求。
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- 2015-02-26 US US15/108,691 patent/US20160325751A1/en not_active Abandoned
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WO2015129811A1 (ja) | 2015-09-03 |
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