CN106256640B - 车辆用控制装置 - Google Patents
车辆用控制装置 Download PDFInfo
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- CN106256640B CN106256640B CN201610412580.4A CN201610412580A CN106256640B CN 106256640 B CN106256640 B CN 106256640B CN 201610412580 A CN201610412580 A CN 201610412580A CN 106256640 B CN106256640 B CN 106256640B
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- Automation & Control Theory (AREA)
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Abstract
本发明的车辆用控制装置抑制车辆的过度的减速。是具备发动机和电动机的车辆用控制装置,所述车辆用控制装置具有:离合器,其设置在将发动机与驱动轮连接的动力传递路径上;第一行驶控制部,其释放离合器而使发动机与驱动轮分离,在使发动机停止的状态下,执行通过电动机驱动驱动轮的电机行驶;第二行驶控制部,其在执行电机行驶的状态下,保持使发动机的燃料喷射停止,并将离合器结合(符号Xf),执行在行驶中使发动机转动的曲轴转动行驶;以及电机控制部,其在从电机行驶切换到曲轴转动行驶的情况下,使电动机的输出扭矩增加(符号Xh)。
Description
技术领域
本发明涉及具备发动机和电动机的车辆用控制装置。
背景技术
为了抑制发动机的燃料消耗量,释放设置在发动机与驱动轮之间的离合器,提出了在行驶中使发动机停止的车辆(参照专利文献1)。对于专利文献1中记载的车辆,作为使发动机停止而进行行驶的惯性行驶,执行在保持离合器结合的状态下停止燃料供给的惯性行驶。
现有技术文献
专利文献
专利文献1:国际公开第2014/68719号
发明内容
技术问题
在专利文献1的车辆中,虽然通过停缸来减少发动机的排吸损失,但在保持离合器结合的状态下停止对于发动机的燃料供给。这样,为了抑制发动机的燃料消耗量,单纯地停止对于发动机的燃料供给成为使车辆过度减速的重要原因。
本发明的目的在于抑制车辆的过度的减速。
技术方案
本发明的车辆用控制装置具备发动机和电动机,所述车辆用控制装置具有:离合器,其设置在将上述发动机与驱动轮连接的动力传递路径上;第一行驶控制部,其释放上述离合器而使上述发动机与上述驱动轮分离,在使上述发动机停止的状态下,执行通过上述电动机驱动上述驱动轮的电机行驶;第二行驶控制部,在执行上述电机行驶的状态下,保持使上述发动机的燃料喷射停止的情况下将上述离合器结合,执行在行驶中使上述发动机转动的曲轴转动行驶;以及电机控制部,在从上述电机行驶切换到上述曲轴转动行驶的情况下使上述电动机的输出扭矩增加。
发明效果
根据本发明,在从电机行驶切换到曲轴转动行驶的情况下,由于使电动机的输出扭矩增加,所以能够抑制车辆的过度的减速。
附图说明
图1是表示本发明的一个实施方式的车辆用控制装置的示意图。
图2(a)~图2(c)是表示车辆用控制装置所具备的行驶模式的例子的示意图。
图3是表示与发动机连接的外围设备的示意图。
图4是表示发动机转动处理的一个例子的流程图。
图5是表示在发动机转动处理中执行的发动机转动判定的一个例子的流程图。
图6是表示在发动机转动处理中执行的扭矩余量判定的一个例子的流程图。
图7是表示在发动机转动处理中执行的行驶状况判定的一个例子的流程图。
图8是表示从电机行驶向曲轴转动行驶的切换顺序的一个例子的时序图。
符号说明
10:车辆用控制装置
11:发动机
12:电动发电机(电动机)
16:无级变速器(变速机构)
17:发动机离合器(离合器)
22:驱动轮
30:曲轴
40:动力传递路径
70:发动机控制器(第一行驶控制部,第二行驶控制部)
71:混合动力控制器(第一行驶控制部,第二行驶控制部,电机控制部)
72:任务控制器(第一行驶控制部,第二行驶控制部,变速控制部)
83:真空助力器
94:压缩机
Tm1:输出扭矩
Tm2:目标扭矩
Tc1:曲轴转动扭矩(扭矩容量)
Tmx:预定值(阈值)
具体实施方式
以下,基于附图详细说明本发明的实施方式。图1是表示本发明的一个实施方式的车辆用控制装置10的示意图。如图1所示,车辆用控制装置10具有设有发动机11和电动发电机(电动机)12的功率单元13。功率单元13具有由初级带轮14和次级带轮15构成的无级变速器(变速机构)16。在初级带轮14的一侧,经由扭矩转换器18连结有发动机11。在初级带轮14的另一侧连结有电动发电机12的转子19。另外,在次级带轮15,经由驱动轮输出轴20和差速机构21连结有驱动轮22。
[扭矩转换器]
扭矩转换器18具有泵叶轮32和涡轮34,泵叶轮32经由前盖31与曲轴30连接,涡轮34与泵叶轮32相向并且连接有涡轮轴33。另外,扭矩转换器18具有由离合板35构成的锁止离合器36。在扭矩转换器18内,以离合板35为界划分为作用室37和释放室38。通过使作用室37的油压上升而降低释放室38的油压,离合板35被前盖31压靠,锁止离合器36被切换到结合状态。另一方面,通过使释放室38的油压上升而降低作用室37的油压,从而离合板35与前盖31分离,将锁止离合器36切换到释放状态。
[无级变速器]
在将发动机11与驱动轮22连接的动力传递路径40上设有无级变速器16。无级变速器16具有设置于主轴41的初级带轮14和设置于副轴42的次级带轮15。在初级带轮14和次级带轮15卷绕有在带轮14、15之间传递动力的驱动链43。在初级带轮14设有调整带轮槽宽的主室44,在次级带轮15设有调整带轮槽宽的副室45。通过控制向副室45供给的油压,能够调整次级带轮15对驱动链43的夹紧力,能够调整无级变速器16的扭矩容量。另外,通过控制向主室44和副室45供给的油压,能够使带轮槽宽变化而使驱动链43的卷绕直径变化。应予说明,将发动机11与驱动轮22连接的动力传递路径40由扭矩转换器18、涡轮轴33、主轴41、副轴42、驱动轮输出轴20和差速机构21等构成。
[发动机离合器]
在扭矩转换器18与初级带轮14之间设有发动机离合器(离合器)17。即,在将发动机11与驱动轮22连接的动力传递路径40设有可在结合状态与释放状态之间进行切换的发动机离合器17。发动机离合器17具有与涡轮轴33连接的离合板50和与主轴41连接的离合板51。另外,发动机离合器17具有供给液压油的油压执行器52。通过使油压执行器52内的油压上升,从而离合板50、51相互结合,将发动机离合器17切换到结合状态。另一方面,通过使油压执行器52内的油压降低,从而解除离合板50、51的结合状态,将发动机离合器17切换到释放状态。
[熔断离合器]
在次级带轮15与驱动轮22之间设有能够调整结合力即扭矩容量的熔断离合器55。熔断离合器55具有与副轴42连接的离合板56和与驱动轮输出轴20连接的离合板57。另外,熔断离合器55具有供给液压油的油压执行器58。通过使油压执行器58内的油压上升,从而将离合板56、57相互接合,将熔断离合器55切换到连接状态。另一方面,通过使油压执行器58内的油压降低,从而解除离合板56、57的接合状态,将熔断离合器55切换到释放状态。应予说明,将熔断离合器55的扭矩容量控制为比无级变速器16的扭矩容量低。由此,在向无级变速器16输入大的扭矩的情况下,能够使熔断离合器55先于无级变速器16滑动,能够保护无级变速器16。
[油压控制系统]
由于向扭矩转换器18、无级变速器16、发动机离合器17和熔断离合器55等供给液压油,所以在功率单元13设有被发动机11、主轴41驱动的油泵60。油泵60经由具备单向离合器61的链机构62而与扭矩转换器18的泵壳(Pump shell)63连结。另外,油泵60经由具备单向离合器64的链机构65而与主轴41连结。
在泵壳63与主轴41相比快速转动的情况下,经由链机构62从泵壳63向油泵60传递驱动力。即,在驱动发动机11的情况下,通过发动机动力驱动油泵60。另一方面,在泵壳63与主轴41相比缓慢转动的情况下,经由链机构65从主轴41向油泵60传递驱动力。即,像后述的电机行驶那样,即使在发动机11停止的情况下,也能够在前进行驶时通过主轴41驱动油泵60。
另外,为了控制从油泵60喷出的液压油,在功率单元13设有由多个电磁阀、油路构成的阀体66。从油泵60喷出的液压油经由阀体66被供给到扭矩转换器18、无级变速器16、发动机离合器17和熔断离合器55等。应予说明,即使在伴随发动机停止的低速行驶时和/或伴随发动机停止的后退行驶时,从确保控制油压的观点考虑,除了在功率单元13设有油泵60以外,还在功率单元13设有未图示的电动油泵。
[电子控制系统]
为了控制功率单元13的工作状态,车辆用控制装置10具有多个控制器70~72。作为控制器,设有控制发动机11的发动机控制器70,并设有控制电动发电机12的混合动力控制器71。另外,作为控制器,设有控制无级变速器16、发动机离合器17、锁止离合器36和熔断离合器55等的任务控制器72。发动机控制器70向节流阀、喷油器等输出控制信号,控制发动机11的工作状态。混合动力控制器71向逆变器73、转换器74等输出控制信号,控制电动发电机12的工作状态。此外,任务控制器72向阀体66等输出控制信号,控制无级变速器16、发动机离合器17、锁止离合器36和熔断离合器55等的工作状态。
这些控制器70~72具有由CPU、ROM、RAM等构成的微电脑和/或生成各种执行器的控制电流的驱动电路部等。另外,各控制器70~72经由CAN等车载网络75相互连接。在该车载网络75连接有检测油门踏板的操作状况的油门传感器76、检测制动踏板的操作状况的制动传感器77、检测车速的车速传感器78、对车辆周围进行拍摄的照相机单元79等。这样,向车载网络75上发送表示车辆的行驶状态、行驶环境等的各种信息。
[行驶模式]
图2(a)~图2(c)是表示车辆用控制装置10所具备的行驶模式的例子的示意图。应予说明,在图2(a)~图2(c)中,通过空心的箭头示出各行驶模式中的动力传递状况的一个例子。如图2(a)~图2(c)所示,对于车辆用控制装置10,作为行驶模式,具有电机行驶模式(Motor drive mode)、并联行驶模式(Parallel drive mode)和曲轴转动行驶模式(Cranking drive mode)。电机行驶模式是指执行通过电动发电机12驱动驱动轮22的电机行驶的行驶模式,并联行驶模式是指执行通过发动机11和电动发电机12驱动驱动轮22的并联行驶的行驶模式。另外,曲轴转动行驶模式是指执行在保持发动机11的燃料切断的状态下,将发动机离合器17结合并使发动机11转动的曲轴转动行驶的行驶模式。
如图2(a)所示,在执行电机行驶模式时,将发动机离合器17控制为释放状态,使发动机11与驱动轮22分开。由此,能够在使发动机11停止的状态下利用电动发电机12驱动驱动轮22。另外,如图2(b)所示,在执行并联行驶模式时,将发动机离合器17控制为结合状态,使驱动轮22与发动机11连接。由此,不仅能够通过电动发电机12驱动驱动轮22,还能够通过发动机11驱动驱动轮22。此外,如图2(c)所示,在执行曲轴转动行驶模式时,在维持电机行驶中的发动机11的燃料切断的状态下使发动机离合器17从释放状态切换到结合状态。由此,能够在使发动机11的燃料喷射停止的状态下、即来自于未图示的喷油器的燃料喷射停止的状态下,在行驶中使发动机11转动。
对于设定上述的电机行驶模式、并联行驶模式和曲轴转动行驶模式中的哪一个,是基于车速、油门开度等车辆状态而决定的。例如,在低车速行驶、低油门开度的情况下,设定电机行驶模式作为行驶模式,另一方面,在高车速行驶、高油门开度的情况下,设定并联行驶模式作为行驶模式。并且,设定了在伴随发动机停止的电机行驶模式中,由于后述的真空助力器83的负压不足等而要求发动机转动的情况下,在使对发动机11的燃料供给停止的状态下将发动机离合器17结合并且使发动机11转动的曲轴转动行驶模式。通过实施该曲轴转动行驶模式,能够在使燃料喷射停止的状态下使发动机11转动,能够抑制发动机11的燃料消耗量。
这些行驶模式的切换通过上述的各种控制器70~72进行控制。即,发动机控制器70、混合动力控制器71和任务控制器72作为执行电机行驶的第一行驶控制部发挥作用,并且作为执行曲轴转动行驶的第二行驶控制部发挥作用。另外,混合动力控制器71作为控制电动发电机12的电机控制部发挥作用。任务控制器72作为控制无级变速器16的变速控制部发挥作用。
[发动机外围设备]
如上所述,曲轴转动行驶模式基于真空助力器83的负压不足等而执行。在此,图3是表示与发动机11连接的外围设备的示意图。如图3所示,在构成制动器装置80的制动踏板81与主缸82之间设有使制动操作力增大的真空助力器83。在真空助力器83中,以功率活塞84为界被划分为负压室85与大气压室86,在真空助力器83的负压室85,经由负压配管87连接有发动机11的进气管88。另外,在真空助力器83的大气压室86连接有给排配管89,在给排配管89,经由控制阀90连接有开放配管91和负压配管87。
驾驶员踩踏制动踏板81时,经由控制阀90将开放配管91与给排配管89连通,因此从开放配管91向真空助力器83的大气压室86导入大气压。并且,通过负压室85与大气压室86的压力差对功率活塞84进行加压,因此通过功率活塞84辅助驾驶员的制动操作。另一方面,解除驾驶员进行的制动踏板81的踩踏时,经由控制阀90将负压配管87与给排配管89连通,由此消除负压室85与大气压室86的压力差。由此,功率活塞84被复位弹簧92推回。
由此,在解除制动踏板81的踩踏时,空气从大气压室86流入到真空助力器83的负压室85。因此,在使发动机11停止的电机行驶中,在反复进行制动操作时,负压室85的助力器负压(Booster negative pressure)减少。换言之,在电机行驶模式中,在重复进行制动操作时,负压室85的压力上升。这样,由于真空助力器83的助力器负压减少是导致制动操作力降低的重要因素,所以寻求通过利用曲轴转动行驶等使发动机11转动来确保真空助力器83的助力器负压。
作为要求发动机转动的外围设备,不限于上述的真空助力器83,例如,有构成空气调节器,即空调装置93的压缩机94。如图3所示,在发动机11的曲轴30,经由带轮机构95连结有压缩机94。通过驱动压缩机94将制冷剂气体压缩,从而能够在未图示的制冷循环内使制冷剂循环,能够利用空调装置93将车室内冷却。即,在使发动机11停止的电机行驶中,由于被发动机11驱动的压缩机94也停止,所以假定有对于空调装置93的设定温度而言车室温度上升的情况。这样,在车室温度相对于设定温度上升的情况下,寻求通过利用曲轴转动行驶等使发动机11转动,从而驱动压缩机94而使车室温度降低。
[流程图概要]
接下来,对基于助力器负压的减少等要求发动机转动的情况的处理顺序,即对电机行驶中的发动机转动处理的执行顺序进行说明。图4是表示发动机转动处理的一个例子的流程图。另外,图5是表示在发动机转动处理中执行的发动机转动判定的一个例子的流程图。图6是表示在发动机转动处理中执行的扭矩余量判定的一个例子的流程图。图7是表示在发动机转动处理中执行的行驶状况判定的一个例子的流程图。在以下的说明中,对发动机转动判定、扭矩余量判定和行驶状况判定进行说明,之后对电机行驶时的发动机转动处理进行说明。应予说明,发动机转动处理、发动机转动判定、扭矩余量判定和行驶状况判定通过发动机控制器70、混合动力控制器71和任务控制器72执行。
[发动机转动判定]
如图5所示,在步骤S101中,检测真空助力器83的助力器负压P1。在后续步骤S102中,判定助力器负压P1是否低于预定值Px。在步骤S102中,在判定为助力器负压P1低于预定值Px的情况下,即在判定为助力器负压P1不足的情况下,由于需要确保助力器负压P1,所以进入步骤S103,判定为需要发动机11的转动。应予说明,助力器负压P1是指从大气压中减去了负压室85的压力而得的值,负压室85的压力上升而越接近大气压,则该值越小,负压室85的压力减少而越远离大气压,则该值越大。
在步骤S102中,在判定为助力器负压P1为预定值Px以上的情况下,即在确保了助力器负压P1的情况下,进入步骤S104,判定空调装置93是否处于工作状态,即空调是否打开(ON)。在步骤S104中,在判定为空调装置93处于工作中的情况下,进入步骤S105,从当前的室内温度中减去设定温度而计算冷却温度差T1。接下来,进入步骤S106,判定冷却温度差T1是否超过预定值Tx。在步骤S106中,在判定为冷却温度差T1超过预定值Tx的情况下,即在判定为室内温度上升的情况下,由于需要驱动压缩机94而使室内温度降低,所以进入步骤S103,判定为需要发动机11的转动。
在步骤S104中,在判定为空调装置93处于停止状态,即在判定为空调关闭(OFF)的情况下,或者在步骤S106中,在判定为冷却温度差T1为预定值Tx以下的情况下,进入步骤S107,基于制动踏板81的踩踏等计算驾驶员的要求减速度G1。例如,在制动踏板81的踩踏量大的情况下,较大地设定要求减速度G1,另一方面,在制动踏板81的踩踏量小的情况下,较小地设定要求减速度G1。另外,进入步骤S108,基于电池96的充电状态SOC等,计算通过电动发电机12的动力再生制动而得到的电机减速度Gx。例如,在充电状态SOC低的情况下,由于能够进行充分的动力再生制动,所以较大地设定电机减速度Gx,另一方面,在充电状态SOC高的情况下,由于难以进行充分的动力再生制动,所以较小地设定电机减速度Gx。进入步骤S109,判定要求减速度G1是否超过电机减速度Gx。在步骤S109中,在判定为要求减速度G1超过电机减速度Gx的情况下,由于难以得到足够的减速度,所以同时使用发动机制动器,因此进入步骤S103,判定为需要发动机11的转动。另一方面,在步骤S109中,在判定为要求减速度G1为电机减速度Gx以下的情况下,进入步骤S110,判定为不需要发动机11的转动。
[扭矩余量判定]
如图6所示,在步骤S201中,计算从电动发电机12输出中的输出扭矩Tm1,在后续步骤S202中,推断在曲轴转动行驶时产生的曲轴转动扭矩Tc1。在此,曲轴转动扭矩Tc1是指在将发动机离合器17结合而将发动机11曲轴转动时作用于电动发电机12、驱动轮22的发动机11的负载扭矩。由于不存在该曲轴转动扭矩Tc1超过发动机离合器17的扭矩容量被传递的情况,所以发采用动机离合器17的扭矩容量作为曲轴转动扭矩Tc1。应予说明,发动机离合器17的扭矩容量被存储在任务控制器72中,但也可以不使用该存储的扭矩容量的数据,而基于发动机离合器17的油压等计算扭矩容量。应予说明,在上述的步骤S201中,在将输出扭矩Tm1输出到动力运转侧的情况下,输出扭矩Tm1被计算为正的值,在将输出扭矩Tm1输出到动力再生侧的情况下,输出扭矩Tm1被计算为负的值。
接着,在步骤S203中,将输出扭矩Tm1与曲轴转动扭矩Tc1相加,计算电动发电机12的目标扭矩Tm2。即,将电动发电机12的输出扭矩Tm1与发动机离合器17的扭矩容量相加,计算电动发电机12的目标扭矩Tm2。接下来,进入步骤S204,计算目标扭矩Tm2是否低于预定值(阈值)Tmx。在步骤S204中,在判定为目标扭矩Tm2低于预定值Tmx的情况下,可以通过电动发电机12输出目标扭矩Tm2,因此进入步骤S205,判定为用于进行曲轴转动行驶的输出扭矩,即电机扭矩有富余。另一方面,在步骤S204中,在判定为目标扭矩Tm2为预定值Tmx以上的情况下,难以通过电动发电机12输出目标扭矩Tm2,因此进入步骤S206,判定为用于进行曲轴转动行驶的输出扭矩,即电机扭矩没有富余。
[行驶状况判定]
如图7所示,在步骤S301中,基于前后加速度传感器等的检测信号,判定预定的下坡是否持续预定时间。在步骤S301中,在判定为持续下坡的情况下,进入步骤S302,判定为车辆的行驶状况处于没有立即加速的非加速状况。另一方面,在步骤S301中,在判定为未持续有下坡的情况下,进入步骤S303,基于制动传感器77等的检测信号,判定预定的制动操作是否持续预定时间。在步骤S303中,在判定为持续制动操作的情况下,进入步骤S302,判定为车辆的行驶状况处于非加速状况。
在步骤S303中,在判定为未持续制动操作的情况下,进入步骤S304,基于车速传感器78等的检测信号,判定预定的减速状态是否持续预定时间。在步骤S304中,在判定为持续减速状态的情况下,进入步骤S302,判定为车辆的行驶状况处于非加速状况。另一方面,在步骤S304中,在判定为未持续减速状态的情况下,进入步骤S305,基于车辆前方的图像信息、行驶地点的地图信息,判定预定的下坡是否持续预定时间。在步骤S305中,在判定为持续下坡的情况下,进入步骤S302,判定为车辆的行驶状况处于非加速状况。
在步骤S305中,在判定为未持续下坡的情况下,进入步骤S306,基于车辆前方的图像信息,判定是否为使车辆减速的行驶环境。例如,在车辆前方的预定距离内存在前行车辆、显示停止的信号、或者暂时停止线等的情况下,判定为处于使车辆减速的行驶环境。在步骤S306中,在判定为处于使车辆减速的行驶环境的情况下,进入步骤S302,判定为车辆的行驶状况处于非加速状况。另一方面,在步骤S306中,在判定为未处于使车辆减速的行驶环境的情况下,不判定为处于非加速状况而退出程序。
[电机行驶中的发动机转动处理]
以下,对电机行驶中的发动机转动处理进行说明。如图4所示,在步骤S10中,判定当前的行驶模式是否为电机行驶模式。在步骤S10中,在判定为是电机行驶模式的情况下,由于发动机11处于停止的状态,所以进入步骤S11,执行上述的发动机转动判定。在后续步骤S12中,在判定为需要发动机转动的情况下,即在从助力器负压确保、压缩机驱动、或者发动机制动器工作的观点考虑,判定为需要发动机转动的情况下,进入步骤S13,执行上述的电动发电机12的扭矩余量判定。在后续步骤S14中,在判定为输出扭矩有富余的情况下,即,如后所述在判定为能够进行随着输出扭矩的增加的曲轴转动行驶的情况下,进入步骤S15,执行上述的行驶状况判定。
接下来,在步骤S16中,在判定为车辆的行驶状况处于非加速状况的情况下,执行从电机行驶模式向曲轴转动行驶模式的切换,在步骤S17中,将无级变速器16升挡控制到增速侧,即高位侧,在步骤S18中,将发动机离合器17和锁止离合器36结合。此外,进入步骤S19,提高电动发电机12的输出扭矩。这样,通过对无级变速器16进行升挡控制,将发动机离合器17和锁止离合器36结合,提升电动发电机12的输出扭矩,从而能够将行驶模式从电机行驶模式切换到曲轴转动行驶模式。这样,通过执行曲轴转动行驶模式,能够在维持燃料切断的状态下使发动机11转动,能够在抑制燃料消耗量的同时实现助力器负压确保、压缩机驱动或者发动机制动器工作。
并且,在执行曲轴转动行驶模式的情况下,由于与电机行驶模式相比使输出扭矩增加,所以能够通过电动发电机12吸收曲轴转动行驶时的发动机负载。另外,在执行曲轴转动行驶模式的情况下,由于将无级变速器16变速到增速侧,所以能够减少从发动机11传递到驱动轮22的负载扭矩。这样,通过进行输出扭矩的提升和/或无级变速器16的升挡,从而在曲轴转动行驶模式中,即使在发动机离合器17被结合的情况下,也能够抑制伴随着发动机连接的过度的减速,能够抑制乘员的不适感。应予说明,使无级变速器16变速到增速侧意味着减小无级变速器16的变速比。另外,变速比是指无级变速器16的输入轴转动速度与输出轴转动速度之比。
这样,在通过曲轴转动行驶使发动机11转动时,进入步骤S20,再次执行上述的发动机转动判定。在后续步骤S21中,在判定为需要发动机转动的情况下,即在从助力器负压确保、压缩机驱动、或者发动机制动器工作的观点考虑,判定为需要发动机转动的情况下,进入步骤S18,持续曲轴转动行驶。另一方面,在步骤S21中,在判定为不需要发动机转动的情况下,即在从助力器负压确保、压缩机驱动、或者发动机制动器工作的观点考虑,判定为不需要发动机转动的情况下,进入步骤S22,释放发动机离合器17和锁止离合器36,从曲轴转动行驶模式切换到电机行驶模式。
另一方面,在步骤S14中,在判定为输出扭矩无富余的情况下,即在判定为随着输出扭矩的增加而难以进行曲轴转动行驶的情况下,进入步骤S23,从喷油器喷射燃料而启动发动机11。另外,在步骤S16中,在判定为车辆的行驶状况未处于非加速状况的情况下,即在判定为驾驶员踩踏油门踏板的可能性高的情况下,进入步骤S23,从喷油器喷射燃料而启动发动机11。这样,基于电动发电机12的使用状况、车辆的行驶状况而假定曲轴转动行驶中的扭矩不足的情况下,不切换到曲轴转动行驶模式地直接释放发动机离合器17而启动发动机11。
这样,通过燃料喷射使发动机11转动时,进入步骤S24,再次执行上述的发动机转动判定。在后续步骤S25中,在判定为需要发动机转动的情况下,即在从助力器负压确保、压缩机驱动、或者发动机制动器工作的观点考虑,判定为需要发动机转动的情况下,进入步骤S23,持续通过燃料喷射进行的发动机转动。另一方面,在步骤S25中,在判定为不需要发动机转动的情况下,即在从助力器负压确保、压缩机驱动、或者发动机制动器工作的观点考虑,判定为不需要发动机转动的情况下,进入步骤S26,通过燃料切断使发动机11停止。
[从电机行驶向曲轴转动行驶的切换]
以下,利用时序图对从电机行驶向曲轴转动行驶的切换顺序进行说明。图8是表示从电机行驶向曲轴转动行驶的切换顺序的一个例子的时序图。应予说明,图8所示的行驶状况是指在电机行驶模式下,在下坡进行行驶的同时从电机行驶模式切换到曲轴转动行驶模式的状况。另外,在图8所示出的转速中,“Ne”为发动机转速。另外,“Ni”为发动机离合器17的输入转速,即为涡轮轴33的转速,“No”为发动机离合器17的输出转速,即为主轴41的转速。应予说明,为了容易理解附图,对于各转速Ne、Ni、No,即使在相互一致的情况下也略微偏差地进行记载。另外,在图8中,将发动机离合器17记为E/G离合器,将锁止离合器36记为L/U离合器。
如图8所示,如果随着制动操作而助力器负压P1减少,助力器负压P1低于预定值Px(符号Xa),则为了确保助力器负压P1,判定为需要发动机转动(符号Xb)。并且,为了判断可否进行曲轴转动行驶,执行电动发电机12的扭矩余量判定。如图8的输出扭矩所示,在输出扭矩Tm1中加上曲轴转动扭矩Tc1,计算曲轴转动行驶中的电动发电机12的目标扭矩Tm2。并且,在目标扭矩Tm2低于预定值Tmx的情况下,判定为输出扭矩有富余(符号Xc),允许向曲轴转动行驶的切换(符号Xd)。应予说明,在目标扭矩Tm2超过预定值Tmx的情况下,判定为输出扭矩无富余,禁止向曲轴转动行驶的切换。
如上所述,如果允许向曲轴转动行驶的切换,则将无级变速器16变速控制到增速侧(符号Xe),将发动机离合器17控制到结合侧(符号Xf),将锁止离合器36控制到结合侧(符号Xg)。此时,以抑制车辆的过度的加速度变化的方式,基于无级变速器16的变速状况、发动机离合器17的结合状况和锁止离合器36的结合状况,提升电动发电机12的输出扭矩Tm1(符号Xh)。并且,如果发动机离合器17和锁止离合器36的结合结束,输入转速Ni和发动机转速Ne收敛于输出转速No(符号Xi),则从电机行驶模式向曲轴转动行驶模式的切换结束。
如上所述,在从电机行驶切换到曲轴转动行驶的情况下,提升电动发电机12的输出扭矩(符号Xh)。由此,即使在随着行驶模式的切换而发动机离合器17等被结合的情况下也能够通过电动发电机12吸收发动机负载,能够抑制车辆的过度的减速。另外,在从电机行驶切换到曲轴转动行驶的情况下,将无级变速器16的变速比控制到增速侧(符号Xe)。由此,即使在随着行驶模式的切换而发动机离合器17等被结合的情况下,也能够减少从发动机11传递到驱动轮22的负载扭矩,能够抑制车辆的过度的减速。
并且,通过将无级变速器16的变速比控制到增速侧,能够降低发动机离合器17的输出转速No(符号Xj),因此能够减小离合器前后的转速差。由此,能够缩短发动机离合器17的结合时间,能够抑制发动机离合器17的发热量。另外,能够将无级变速器16的变速比控制到增速侧,能够降低电动发电机12的转速,能够提升电动发电机12的最大扭矩。由此,能够使输出扭矩有富余,因此能够扩大曲轴转动行驶的机会,能够抑制燃料消耗量。
本发明不限于上述实施方式,当然可以在不脱离其主旨的范围内进行各种改变。在上述的说明中,使发动机控制器70、混合动力控制器71和任务控制器72作为第一行驶控制部和第二行驶控制部发挥功能,但不限于此,也可以将其它控制器作为第一行驶控制部、第二行驶控制部发挥功能。另外,可以不使用多个控制器而利用1个控制器构成第一行驶控制部、第二行驶控制部。
在上述的说明中,使用了经油压控制的发动机离合器17、熔断离合器55作为发动机离合器1、熔断离合器55,但不限于此。例如,也可以使用通过电磁力在结合状态与释放状态进行切换的电磁离合器作为发动机离合器17、熔断离合器55。另外,在上述的说明中,具备无级变速器16作为变速器,但不限于此,可以采用平行轴式、行星齿轮式的变速器。另外,在上述的说明中,将发动机离合器17配置在与无级变速器16相比靠近发动机11侧的位置,但不限于此,也可以将发动机离合器17配置在与无级变速器16相比靠近驱动轮22侧的位置。
Claims (5)
1.一种车辆用控制装置,其具备发动机和电动机,其特征在于,所述车辆用控制装置具有:
离合器,其设置在将所述发动机与驱动轮连接的动力传递路径上;
第一行驶控制部,其释放所述离合器而使所述发动机与所述驱动轮分离,在使所述发动机停止的状态下,执行通过所述电动机驱动所述驱动轮的电机行驶;
第二行驶控制部,在执行所述电机行驶的状态下,保持使所述发动机的燃料喷射停止的情况下将所述离合器结合,执行在行驶中使所述发动机转动的曲轴转动行驶;以及
电机控制部,在从所述电机行驶切换到所述曲轴转动行驶的情况下使所述电动机的输出扭矩增加,
所述电机控制部基于所述电动机的输出扭矩和所述离合器的扭矩容量计算所述电动机的目标扭矩,
所述第二行驶控制部在所述目标扭矩低于阈值的情况下,允许所述曲轴转动行驶,另一方面,在所述目标扭矩超过所述阈值的情况下,禁止所述曲轴转动行驶。
2.根据权利要求1所述的车辆用控制装置,其特征在于,还具备:
变速机构,其设置在将所述发动机与所述驱动轮连接的动力传递路径上;以及
变速控制部,在从所述电机行驶切换到所述曲轴转动行驶的情况下,将所述变速机构控制到使所述驱动轮增速的增速侧。
3.根据权利要求1或2所述的车辆用控制装置,其特征在于,
所述车辆用控制装置具有与所述发动机的进气管连接的真空助力器。
4.根据权利要求1或2所述的车辆用控制装置,其特征在于,
所述车辆用控制装置具有与所述发动机的曲轴连接的压缩机。
5.根据权利要求3所述的车辆用控制装置,其特征在于,
所述车辆用控制装置具有与所述发动机的曲轴连接的压缩机。
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US9511761B2 (en) * | 2012-10-19 | 2016-12-06 | Kubota Corporation | Hybrid vehicle |
JP6374431B2 (ja) * | 2016-03-29 | 2018-08-15 | 株式会社Subaru | 駆動制御機構および駆動制御装置 |
JP6491167B2 (ja) * | 2016-10-25 | 2019-03-27 | 株式会社Subaru | ハイブリッド車両の制御装置 |
DE112018004039T5 (de) * | 2017-08-07 | 2020-05-14 | Jatco Ltd | Steuervorrichtung und steuerverfahren für ein fahrzeug |
US10385951B2 (en) * | 2017-10-04 | 2019-08-20 | Schaeffler Technologies AG & Co. KG | Electric axle assembly |
US10900563B2 (en) * | 2018-06-14 | 2021-01-26 | Kawasaki Jukogyo Kabushiki Kaisha | Utility vehicle |
US11607947B2 (en) * | 2019-07-25 | 2023-03-21 | Zhejiang CFMOTO Power Co., Ltd. | Hybrid power train structure in off-road vehicle |
JP7319893B2 (ja) * | 2019-11-06 | 2023-08-02 | 株式会社Subaru | 車両用制御装置 |
JP7352453B2 (ja) * | 2019-11-26 | 2023-09-28 | 株式会社Subaru | 車両の制御装置および車両 |
CN112208514A (zh) * | 2019-12-24 | 2021-01-12 | 长城汽车股份有限公司 | 车辆及其控制方法与装置 |
JP2022149909A (ja) * | 2021-03-25 | 2022-10-07 | 本田技研工業株式会社 | 車両制御装置 |
JP2022149907A (ja) * | 2021-03-25 | 2022-10-07 | 本田技研工業株式会社 | 車両制御装置 |
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JP6106215B2 (ja) | 2017-03-29 |
US9834193B2 (en) | 2017-12-05 |
DE102016110709A1 (de) | 2016-12-22 |
US20160368474A1 (en) | 2016-12-22 |
CN106256640A (zh) | 2016-12-28 |
JP2017007418A (ja) | 2017-01-12 |
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