CN108082173B - 用于车辆的控制装置和用于车辆的控制方法 - Google Patents

用于车辆的控制装置和用于车辆的控制方法 Download PDF

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CN108082173B
CN108082173B CN201711063223.2A CN201711063223A CN108082173B CN 108082173 B CN108082173 B CN 108082173B CN 201711063223 A CN201711063223 A CN 201711063223A CN 108082173 B CN108082173 B CN 108082173B
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torque
vehicle
engine
rotating
motor
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CN108082173A (zh
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後藤田研二
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Toyota Motor Corp
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Toyota Motor Corp
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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
    • 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
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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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    • B60K6/38—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 driveline clutches
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  • General Health & Medical Sciences (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
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Abstract

本发明公开了用于车辆的控制装置和用于车辆的控制方法。提供了一种用于车辆的控制装置。所述车辆包括发动机、第一电动机、旋转构件和旋转锁定机构。所述旋转构件被设置在所述发动机和所述第一电动机之间。所述旋转锁定机构被构造为防止所述旋转构件的在发动机侧的联接部在至少一个方向上旋转。所述控制装置包括电子控制单元。所述电子控制单元被配置为在所述旋转锁定机构防止所述联接部旋转的状态下，通过由所述第一电动机向所述旋转构件施加转矩并且测量所述旋转构件的扭转角，来学习与所述旋转构件的输入转矩相关联的特性。

Description

用于车辆的控制装置和用于车辆的控制方法
技术领域
本发明涉及用于车辆的控制装置和用于车辆的控制方法。
背景技术
已知如下的一种车辆，其配备有发动机、电动机以及设置在发动机和电动机之间的旋转构件，并且旋转构件具有与输入转矩相关联的特性。在此应当注意，例如，旋转构件是吸收发动机、具有预定刚性的动力传递轴等的旋转振动的减振设备。该旋转构件的特性包括：刚性，其对应于扭转角相对于输入转矩的变化的变化；滞后，其作为扭转角增大时的输入转矩与转矩角减小时的输入转矩之间的差值；间隙尺寸，其作为输入转矩的符号反转时扭转角的变化量；等。另外，旋转构件的特性可能影响动力性能、振动性质、噪声性质等。因此可以考虑既采取硬件方式的措施又采取软件方式的措施，从而基于该特性改善动力性能、振动性质、噪声性质等。例如，日本专利申请公开第2016-107673(JP 2016-107673 A)号提出了如下现有技术：当车辆使用电动机作为驱动力源行驶时，改变电动机的转矩以基于减振设备的输入转矩和减振设备的刚性值之间的关系来改变减振设备的刚性值。从而，防止了车辆由于减振设备的刚性而导致的共振。
发明内容
然而，如果由于旋转构件的个体差异等而导致特性变化，则基于预先确定的特性的控制可能不会产生期望的结果。
本发明提供了用于车辆的控制装置和用于车辆的控制方法，不管由于旋转构件的个体差异等而导致特性变化，其都确保恰当地执行基于旋转构件的特性的控制。
本发明的第一方案是用于车辆的控制装置。所述车辆包括发动机、第一电动机、旋转构件和旋转锁定机构。所述旋转构件被设置在所述发动机和所述第一电动机之间。所述旋转构件具有与输入转矩相关联的特性。所述旋转锁定机构被构造为防止所述旋转构件的在发动机侧的联接部在至少一个方向上旋转。所述控制装置包括电子控制单元。所述电子控制单元被配置为在所述旋转锁定机构防止所述联接部旋转的状态下，通过由所述第一电动机向所述旋转构件施加转矩并且测量所述旋转构件的扭转角来学习所述旋转构件的特性。所述电子控制单元被配置为基于所学习的所述旋转构件的所述特性来执行预定控制。
在所述控制装置中，所述车辆可以进一步包括第二电动机，所述第二电动机被配置为用作驱动力源。在所述旋转锁定机构防止所述联接部旋转的状态下，当所述第一电动机向所述旋转构件施加所述转矩时，由于所述旋转锁定机构引起的反作用力，可以产生所述车辆的驱动力。所述电子控制单元可以被配置为当由所述第一电动机向所述旋转构件施加所述转矩以学习所述特性时，控制所述第二电动机的转矩以抵消由所述反作用力产生的所述驱动力。
通过这种构造，控制第二电动机的转矩以抵消通过由电动机向旋转构件施加转矩产生的驱动力，以便学习旋转构件的特性。因此，在抑制乘客由于驱动力的波动而产生违和感的同时，能够学习旋转构件的特性。
在所述控制装置中，所述旋转构件可以是减振设备。
在所述控制装置中，所述车辆可进一步包括驱动轮和差动机构。所述差动机构可以被构造为将所述发动机的输出分配到第一电动机侧和驱动轮侧。所述减振设备可以被设置在所述发动机和所述差动机构之间。在所述旋转锁定机构防止所述联接部旋转的状态下当转矩由所述第一电动机经由所述差动机构施加至所述减振设备时，由所述旋转锁定机构引起的所述反作用力可以经由所述差动机构传递至所述驱动轮侧，并且所述电子控制单元可以被配置为使用所述第一电动机作为驱动力源。
通过这种构造，旋转构件是减振设备。该减振设备具有诸如下述的特性：刚性，其对应于扭转角相对于输入转矩的变化的变化；滞后，其作为扭转角增大时的输入转矩与转矩角减小时的输入转矩之间的差值；间隙尺寸，其作为输入转矩的符号反转等时的扭转角的变化量。当车辆以施加至减振设备的转矩行驶时，当发动机起动时以及停止时，或者当发动机制动器被操作时等，所述特性可影响动力性能、振动性质、噪声性质等。能够基于这些特性执行用于改善响动力性能、振动性质、噪声性质的控制。在这种情况下，电子控制单元学习所述特性，因此，不管由减振设备的个体差异等导致的特性的变动如何，基于实际的特性恰当地执行其控制。
在该控制装置中，所述特性可以是关于刚性的特性，所述刚性对应于所述扭转角相对于所述减振设备的所述输入转矩的变化的变化。所述特性可以配备有具有不同刚性值的多个输入转矩范围。所述电子控制单元可以被配置为在由所述旋转锁定机构防止所述联接部旋转的状态下，当所述车辆使用所述第一电动机作为驱动力源来行驶时，基于所述刚性值和所述输入转矩之间的关系来控制所述第一电动机的转矩从而获得抑制所述车辆共振的刚性值。
在用于车辆的这种控制装置中，在通过旋转锁定机构防止旋转构件的在发动机侧的联接部旋转的状态下，通过由电动机向旋转构件施加转矩并测量旋转构件的扭转角来学习旋转构件的特性，并且基于学习的特性执行预定控制。因此，不管由旋转构件的个体差异等导致的特性的变动如何，能够基于实际的特性恰当地执行预定控制。
通过该构造，当减振设备的刚性值在多个输入转矩范围内具有不同的值且基于关于刚性的特性来控制电动机的转矩从而抑制车辆共振时，通过特征学习单元来学习关于刚性的特性。从而，不管减振设备的个体差异等如何，都基于准确的特性控制电动机的转矩，并且能够恰当地抑制共振。
本发明的第二方案是一种用于车辆的控制方法。所述车辆包括发动机、第一电动机、旋转构件、旋转锁定机构和电子控制单元。所述旋转构件被设置在所述发动机和所述第一电动机之间。所述旋转构件具有与输入转矩相关联的特性。所述旋转锁定机构被构造为防止所述旋转构件的在发动机侧的联接部在至少一个方向上旋转。所述控制方法包括：在所述旋转锁定机构防止所述联接部旋转的状态下，由所述电子控制单元通过由所述第一电动机向所述旋转构件施加转矩并且从而由所述电子控制单元测量所述旋转构件的扭转角来学习所述旋转构件的所述特性；以及由所述电子控制单元基于所学习的所述旋转构件的所述特性来执行预定控制。
附图说明
将在下文参照附图描述本发明的示例性实施例的特性、优势以及技术和工业意义，在附图中，相同附图标记指代相同的元件，并且其中：
图1是图示出应用了本发明的混合动力车辆的驱动系统的概要图，并且是结合控制系统的重要部分示出混合动力车辆的驱动系统的视图；
图2是图1的混合动力车辆的差动机构的列线图；
图3是示出图1的减振设备的输入转矩Tin和扭转角Φ之间的示例性关系的视图；
图4是示范出由图3的关系得到的刚性的变化特性的视图；
图5是示范出由图3的关系得到的滞后B的视图；
图6是示范出由图3的关系得到的间隙尺寸C的视图；
图7是具体地图示出由图1的电子控制单元实施的信号处理的流程图；以及
图8是在图7的步骤S4和S5中在改变减振设备的输入转矩Tin的同时测量扭转角Φ的原理图。
具体实施方式
应用了本发明的车辆的发动机是诸如汽油机、柴油机等通过燃料的燃烧产生动力的内燃机。也被用作发电机的电动发电机优选地用作电动机。例如，具有对于输入转矩的特性的旋转构件是减振设备，其吸收发动机、具有预定刚性的动力传递轴等的旋转振动。该旋转构件的对于输入转矩的特性包括：刚性，其对应于扭转角相对于输入转矩的变化的变化；滞后，其作为扭转角增大时的输入转矩与转矩角减小时的输入转矩之间的差值；间隙尺寸，作为输入转矩的符号反转时的扭转角的变化量；等。本发明应用于基于特性之一来执行用于改善动力性能、振动性质、噪声性质等的预定控制的情况。
液压型等的摩擦制动器或啮合型制动器、单向离合器等优选用作旋转锁定机构，其防止旋转构件的在发动机侧的联接部在至少一个方向上旋转。在单向离合器的情况下，该单向离合器被设置为使得防止发动机例如在反向旋转方向上旋转。在发动机和旋转构件之间的动力传递通过离合器等中断的情况下，其足够能防止发动机在任何一个方向旋转。例如，期望一种学习旋转构件的特性的电子控制单元以在当发动机停止并且车速等于0时的车辆停止期间学习该特性。电子控制单元还可以在发动机停止的状态下在车辆使用第二电动机作为驱动力源行驶的电动机行驶时学习该特性。此外，能够在多种时机下学习该特性。例如，可以在检查车辆时学习该特性，或者可以基于预定行驶距离或预定行驶时间周期性地学习该特性。在老化具有很大影响的情况下，期望在一定的条件下周期性地学习该特性。
当在执行上述学习控制中产生驱动力时，期望通过控制第二电动机的转矩来抵消该驱动力。在车辆停止期间学习该特性的情况下，可以例如在制动器被操作而压下的条件下、变速杆被操作到驻车(P)位置以啮合驻车齿轮的条件下、驻车制动器在运行中的条件下等来学习该特性。在车辆配备有能够自动地控制车轮制动器的制动力的自动制动系统的情况下，可以操作车轮制动器。在包括车辆行驶期间的学习控制的驱动力的波动小或在出厂之前或车辆检查时学习该特性的情况下，可以省略抵消控制。此外，并非绝对要求抵消控制来完全消除驱动力的波动，而只是必须减小驱动力的波动。
例如，本发明应用于具有差动机构的车辆，该差动机构将发动机的输出分配到电动机侧和驱动轮侧。本发明能够应用到多种车辆，诸如发动机和电动机跨过诸如减振设备等的旋转构件而彼此串联连接的车辆、发动机和电动机的输出通过行星齿轮设备等合成并且传递到驱动轮侧等的车辆。如果必要，诸如离合器等的断开/连接装置、调档齿轮等可以设置在发动机和旋转构件之间或旋转构件和电动机之间。在发动机和旋转构件经由联接轴等彼此直接联接的情况下，确定由旋转锁定机构防止了在至少一个方向上的旋转，使得能够防止发动机的反向旋转，并且特性学习单元将反向旋转方向上的转矩施加到旋转构件。然而，在断开/连接装置被设置在发动机和旋转构件之间情况下，并未具体地限定防止发动机旋转的方向。此外，在通过旋转锁定机构防止在这两个方向上旋转的情况下，当特性学习单元学习该特性时不必限制施加到旋转构件的转矩的方向。还能够通过改变在正和反两个方向上的转矩来获得该特性。
下面将参照附图详细描述本发明的实施例。图1是图示出应用了本发明的混合动力车辆10的驱动系统的概略图，并且是结合控制系统的重要部分示出混合动力车辆10的驱动系统的视图。混合动力车辆10具有横向安装的驱动系统，例如发动机前置前轮驱动(FF)的驱动系统等，并且构造为在发动机12与左右一对驱动轮14之间的动力传递路径中配备有第一驱动单元16、第二驱动单元18、主减速设备20、一对左右车轴22等。发动机12是诸如汽油机、柴油机等的内燃机。吸收转矩波动的减振设备26连接到发动机12的曲轴24。减振设备26配备有联接到曲轴24的第一旋转元件26a和经由输入轴28联接到差动机构30的第二旋转元件26b。多种弹簧32和摩擦机构34介于第一旋转元件26a和第二旋转元件26b之间。在减振设备26中，与扭转角Φ相对于输入转矩Tin的变化的变化对应的刚性值(弹簧常数)逐渐变化，并且当扭转角Φ增大/减小时施加预定的滞后。此外，转矩限制器35设置在减振设备26的外周端部处。该减振设备26是具有与输入转矩Tin相关联的特性的旋转构件的示例。第一旋转元件26a是发动机12侧的联接部的示例。
一体地联接到第一旋转元件26a的曲轴24经由啮合型制动器36联接到壳体38，并且被防止旋转。啮合型制动器36包括：设置在曲轴24上的啮合齿24a、设置在壳体38上的啮合齿38a、以及具有内周表面的啮合套筒36a，该内周表面上设置有能够与啮合齿24a和啮合齿38a二者啮合的啮合齿。啮合套筒36a在轴线方向上移动，因此曲轴24相对不可旋转地与壳体38啮合或从壳体38被释放以能够旋转。例如，设置在油压控制回路58中的电磁切换阀等根据从电子控制单元90供给的油压控制信号Sac而被切换，使啮合套筒36a经由液压缸等而在轴线方向上移动以接合/释放啮合型制动器36。啮合套筒36a也可以通过使用诸如电动进给螺杆机构等的其它驱动设备而在轴线方向上移动。如果需要，该啮合型制动器36设置有锥型等的同步机构。啮合型制动器36是旋转锁定机构的示例。代替啮合型制动器36，也可以采用仅防止发动机12沿反方向旋转的单向离合器或摩擦制动器作为旋转锁定机构。也可以在发动机12和啮合齿24a之间设置能够建立/中断动力传递的发动机断开/连接离合器。
第一驱动单元16构造为包括第一电动发电机MG1和输出齿轮40以及上述发动机12、上述差动机构30和上述啮合型制动器36。差动机构30是单小齿轮型行星齿轮设备，并且配备有三个旋转元件，即太阳轮S、齿圈R和行星架CA以能够进行差动旋转。第一电动发电机MG1联接到太阳轮S，输入轴28联接到行星架CA，并且输出齿轮40联接到齿圈R。于是，从发动机12经由减振设备26传递到差动机构30的行星架CA的转矩通过差动机构30分配到第一电动发电机MG1和输出齿轮40。当通过再生控制等对第一电动发电机MG1的转速(MG1转速)Nmg1进行控制时，发动机12的转速(发动机转速)Ne以无阶梯方式变化，并且从输出齿轮40输出。也就是说，该差动机构30和第一电动发电机MG1用作电动无级变速器。第一电动发电机MG1选择性地用作电动机或发电机，并且经由逆变器60连接到蓄电设备62。
另一方面，在通过啮合型制动器36防止曲轴24旋转的状态下，即在经由减振设备26防止行星架CA旋转的状态下，当第一电动发电机MG1在与发动机12的旋转方向相反的负旋转方向上被旋转地驱动时，与发动机12的旋转方向相同的正旋转方向(车辆前进方向)上的转矩由于通过啮合型制动器36产生的反作用力而被施加到输出齿轮40，并且输出齿轮40在正旋转方向上被旋转地驱动。当第一电动发电机MG1在与发动机12的旋转方向相同的正旋转方向上被旋转地驱动时，与发动机12的旋转方向相反的负旋转方向(车辆后退方向)上的转矩由于通过啮合型制动器36产生的反作用力而被施加到输出齿轮40，并且输出齿轮40在负旋转方向上被旋转地驱动。在这种情况下，第一电动发电机MG1的转矩根据差动机构30的齿数比ρ被放大，并且被施加到联接至行星架CA的减振设备26。第一电动发电机MG1是能够经由差动机构30向减振设备26施加转矩的电动机。
图2是使差动机构30的三个旋转元件(即太阳轮S、齿圈R和行星架C)的转速能够通过直线相互链接的列线图。附图中的向上方向是发动机12的旋转方向，即正旋转方向。各纵轴之间的间隔根据差动机构30的齿数比ρ(＝太阳轮S的齿数/齿圈R的齿数)来确定。然后，例如，将描述输出齿轮40由第一电动发电机MG1在车辆前进方向上被旋转地驱动的情况。在通过啮合型制动器36防止行星架CA旋转的状态下，通过第一电动发电机MG1的动力运行控制，在与发动机12的旋转方向相反的负旋转方向(附图中的向下方向)上旋转的转矩如由箭头A所示地被施加到太阳轮S。然后，当太阳轮S在其负旋转方向上被旋转地驱动时，在与发动机12的旋转方向相同的正旋转方向(附图中的向上方向)上旋转的转矩如由箭头B所示地被传递到与输出齿轮40联接的齿圈R。结果，获得在前进方向上的驱动力。
输出齿轮40与布置在与输入轴28平行的中间轴42上的大直径齿轮44啮合。啮合型离合器43设置在大直径齿轮44和中间轴42之间，并且建立/中断它们之间的动力传输。该啮合型离合器43以与啮合型制动器36相同的方式来构造。设置在油压控制回路58中的电磁切换阀等根据从电子控制单元90提供的油压控制信号Sac而切换。从而，经由液压缸等进行接合状态和释放状态之间的切换，建立/中断大直径齿轮44和中间轴42之间的动力传递。直径小于大直径齿轮44的小直径齿轮46设置在在中间轴42上。小直径齿轮46与主减速设备20的差速器齿圈(differential ring gear)48啮合。于是，输出齿轮40的转速根据输出齿轮40的齿数与大直径齿轮44的齿数之间的比值以及小直径齿轮46的齿数与差速器齿圈48的齿数之间的比值而减小，并被传递到主减速设备20。此外，输出齿轮40的这种旋转经由主减速装置20的差动齿轮机构而从一对车轴22传递到驱动轮14。此外，驻车齿轮45相对不可旋转地设置在前述的中间轴42上。当通过变速杆的操作将驻车档位段选择到用于驻车等的P位置时，驻车锁止爪(未示出)根据弹簧等的推力而压靠着驻车齿轮45并与之啮合。结果，防止了各构件从中间轴42朝向驱动轮14旋转。
第二驱动单元18构造为配备有第二电动发电机MG2和设置在第二电动发电机MG2的电动机轴50上的电动机输出齿轮52。电动机输出齿轮52与大直径齿轮44啮合。于是，第二电动发电机MG2的转速(MG2转速Nmg2)根据电动机输出齿轮52的齿数与大直径齿轮44的齿数之间的比值以及小直径齿轮46的齿数与差速器齿圈48的齿数之间的比值而减小，并且经由一对车轴22来旋转地驱动驱动轮14。该第二电动发电机MG2选择性地用作电动机或发电机，并且经由逆变器60连接到蓄电设备62。第二电动发电机MG2相当于能够用作驱动力源的第二电动机。
混合动力车辆10还配备有自动制动系统66。自动制动系统66根据从电子控制单元90供给的制动控制信号Sb来电气地控制制动力，即设置在驱动轮14和从动轮(非驱动轮)(未示出)中的各个车轮制动器67的制动油压。此外，制动油压通过压下制动踏板(未示出)的操作而经由制动器主缸被供给到每个车轮制动器67。每个车轮制动器67机械地产生制动油压，即对应于制动器操作力的制动力。
具有如上述构造的驱动系统的混合动力车辆10配备有作为控制器的电子控制单元90，该控制器执行多种控制，诸如发动机12的输出控制、电动发电机MG1和MG2的转矩控制、啮合型制动器36和啮合型离合器43的接合/释放控制、由自动制动系统66的自动制动控制等。电子控制单元90构造为配备有具有CPU、RAM、ROM、输入/输出接口等的所谓的微计算机，并且在利用RAM的临时存储功能的同时，通过根据预先存储在ROM中的程序实施信号处理而来执行各种控制。指示控制所需的多条信息的信号，诸如发动机转速Ne、车速V、MG1转速Nmg1、MG2转速Nmg2、加速器操作量Acc、蓄电设备62的剩余蓄电量SOC、变速杆的操作位置Psh等分别从例如发动机转速传感器70、车速传感器72、MG1转速传感器74、MG2转速传感器76、加速器操作量传感器78、变速位置传感器80、SOC传感器64等提供给电子控制单元90。用于前进行驶的D位置、用于后退行驶的R位置、用于驻车的P位置、用于空档的N位置等能够作为变速杆的操作位置Psh。当通过操作到P位置而选择驻车档位段时，驻车锁止爪与设置在中间轴42上的驻车齿轮45啮合，从而机械地防止驻车齿轮45旋转。此外，从电子控制单元90经由例如发动机12的电子节气门、燃料喷射设备、点火设备等输出用于控制发动机输出的发动机控制信号Se、用于控制电动发电机MG1和MG2的转矩(动力行驶转矩和再生转矩)的电动机控制信号Sm、用于经由油压控制回路58的电磁切换阀等对啮合型制动器36和啮合型离合器43的接合和释放进行切换的油压控制信号Sac、用于经由自动制动系统66控制车轮制动器67的制动力的制动控制信号Sb等。
在本发明的当前实施例的描述中，如图1中所示，出于方便起见，由电子控制单元90执行的控制将作为对应控制单元92、特性存储单元94和特性学习单元96的特性来描述。基于作为减振设备26的特性的刚性、滞后或间隙尺寸来执行用于改善动力性能、振动性质、噪声性质等的预定控制。由于弹簧32、摩擦机构34等的操作，减振设备26具有例如图3中所示的输入转矩Tin和扭转角Φ之间的关系。输入转矩Tin和扭转角Φ相对于图3中的原点0对称地变化。然而，也能够采用输入转矩Tin和扭转角Φ相对于原点0非对称地变化的减振设备26。然后，关于图4中所示的刚性的特性、图5中所示的滞后的特性和图6中所示的间隙尺寸的特性能够由输入转矩Tin和扭转角Φ之间的关系而被指定。刚性对应于扭转角Φ相对于输入转矩Tin的变化的变化(梯度)。图4中示出了三个刚性值K1、K2和K3。刚性值在输入转矩Tin具有不同值的两个改变点A1和A2处改变。即，刚性值在输入转矩Tin小于或等于A1的范围内等于K1。刚性值在输入转矩Tin大于A1且小于或等于A2的范围内等于K2。刚性值在输入转矩Tin大于A2的范围内等于K3。图5中的滞后是扭转角Φ增大时的输入转矩Tin与扭转角Φ减小时的输入转矩Tin之间的偏差。在图5中，仅在对应于刚性的值被抵消时提取并示出了该偏差，并且该滞后由尺寸B表示。此外，图6中的间隙尺寸是输入转矩Tin的符号反转时的扭转角Φ的变化量，并且是振动设备26的第一旋转元件26a和第二旋转元件26b之间的游隙。该间隙尺寸由尺寸C表示。三种特性，即，关于刚性的刚性值K1至K3以及点A1和A2、滞后B、以及间隙尺寸C中的至少一种通过实验、仿真等预先获得或者在出厂前等由特性学习单元96学习以存储到特性存储单元94中。
特性对应控制单元92基于存储在特性存储单元94中的关于刚性的刚性值K1至K3以及改变点A1和A2、滞后B、以及间隙尺寸C中的至少一个特性执行预定控制用于改善动力性能、振动性质、噪声性质等。例如，将具体地描述基于关于刚性(K1至K3、点A1和A2)的特性的控制。通过使发动机12停止并且将啮合型制动器36接合来锁定曲轴24(防止曲轴24旋转)，能够通过双电动机驱动来使混合动力车辆10前进行驶，在双边电动机驱动中，在负旋转方向上执行第一电动发电机MG1的动力运行控制，并且在正旋转方向上执行第二电动发电机MG2的动力运行控制。在这种情况下，第一电动发电机MG1的动力运行转矩的反作用力被减振设备26接收，所以车辆可能由于减振设备26的刚性而共振。因此，基于第一电动发电机MG1的动力运行转矩来计算减振设备26的输入转矩Tin，由关于刚性(K1至K3、A1和A2)的特性得到减震设备26的刚性值(K1至K3之一)，并且判定车辆是否可能共振。当车辆可能共振时，改变第一电动发电机MG1的动力运行转矩使得输入转矩范围对应于不同的刚性值，并且通过第二电动发电机MG2的动力运行转矩来补偿该改变。而且，即使在车辆使用发动机12作为驱动力源行驶的情况下，也可以考虑到减振设备26的刚性来控制发动机的转矩等。此外，当传递到减振设备26的转矩的方向反向时，即，当发动机12起动或停止时，或者当发动机制动器被操作时等，可以通过例如基于图5和图6中的滞后B和间隙尺寸C执行第一电动发电机MG1的转矩控制来抑制振动、噪声等的产生。
在此应当注意，提前存储在特性存储单元94中的减振设备26的多种特性，即，刚性值K1至K3和改变点A1和A2、滞后B、以及间隙尺寸C中的至少一种可能由于减振设备26的个体差异，即，其部件的尺寸误差、弹簧32的弹簧常数的变动、摩擦机构34的摩擦材料的摩擦系数的变动等而不同，并且可能由于老化而改变。于是，当这些特性变化或改变时，尽管基于预先存储在特性存储单元94中的特性由特性对应控制单元92执行预定控制，也可能不会获得期望的效果。因此，在本发明的本实施例中，设置了特性学习单元96来学习特性。
特性学习单元96根据图7的流程图的步骤S1至S13(以下简称为S1至S13)执行学习控制。该学习控制由电子控制单元90在基于行驶距离、行驶时间等确定的特定条件下周期性地执行。在S1中，判定发动机12是否停止。如果发动机12停止，则执行S2。如果发动机12在运行中，则立即结束学习控制。在S2中，判定是否达到预先确定的学习禁止条件。这些学习禁止条件如下面所示通过例如(a)和(b)等而被确定。
(a)蓄电装置62的剩余蓄电量SOC小于或等于为了发动机12的起动性的确保等而预先确定的下限。
(b)存在起动发动机的请求(打开空调的请求、驾驶员对加速器的操作等)。
如果达到上述学习禁止条件中的至少一个，则学习控制立即结束。如果上述学习禁止条件中没有一个达到，则学习是可能的，所以实施从S3开始的步骤。在S3中，判定混合动力车辆10是否停止，即车速V是否等于0。如果混合动力车辆10停止，则实施从S4开始的步骤。在S4中，啮合型制动器36被接合以不可转动地锁定曲轴24。在S5中，执行第一电动发电机MG1的动力运行控制以向减振设备26施加转矩(输入转矩Tin)并测量扭转角Φ。图8是图示出以这种方式施加输入转矩Tin并测量扭转角Φ的原理的视图。在啮合型制动器36被接合以锁定曲轴24的状态下，执行第一电动发电机MG1的动力运行控制，并且转矩(输入转矩Tin)经由差动机构30而被施加到减振设备26。从而，能够得到如图3中所示的关系。也就是说，在以增大/减小的方式连续地改变第一电动发电机MG1的转矩的同时，通过由诸如分解器(resolver)等的MG1转速传感器74测量MG1的转速Nmg1能够得到如图3中所示的输入转矩Tin和扭转角Φ之间的关系。可以基于差动机构30的齿数比ρ由第一电动发电机MG1的电动机转矩来计算输入转矩Tin，并且可以由MG1转速Nmg1计算扭转角Φ。在本发明的当前实施例中减振设备26的输入转矩Tin与扭转角Φ之间的关系相对于图3中所示原点0对称地改变，所以可以仅测量正侧和负侧之一。在提供单向离合器来代替啮合型制动器36并且仅防止发动机12在反旋转方向上旋转的情况下，在将反旋转方向上的转矩作为输入转矩Tin而施加的同时，可以测量扭转角Φ。
S6与上述S5并行地实施。在S6中，抑制车辆的行为使得不管第一电动发电机MG1的动力运行控制如何车辆都保持停止。也就是说，当执行第一电动发电机MG1的动力运行控制以向减振设备26施加转矩时，转矩由于减振设备26的反作用力而传递到输出齿轮40，并且产生驱动力。因此，抑制了由驱动力导致的车辆的行为。具体而言，例如，当选择驻车档位段并且推动驻车锁止爪以与驻车齿轮45啮合时，通过执行第二电动发电机MG2的动力运行控制以稍微地旋转中间轴42，驻车锁止爪可靠地啮合驻车齿轮45。作为另一种手段，可以通过自动制动系统66使车轮制动器67产生制动力。此外，啮合型离合器43被释放以中断动力向驱动轮14侧的传递，并且控制第二电动发电机MG2的转矩以防止输出齿轮40旋转。从而，预定的输入转矩Tin被施加到减振设备26。换句话说，控制第二电动发电机MG2的转矩以抵消通过第一电动发电机MG1的动力运行控制而产生的驱动力。即使当啮合型离合器43保持接合时，也可以执行转矩控制。转矩控制也适用于没有配备啮合型离合器43的车辆。附带一提的是，当选择驻车档位段时，驻车锁止爪与驻车齿轮45啮合以防止驱动轮14旋转，因此也可以省略S6中的车辆的行为抑制控制。
如果在前述S3中的判定结果为否(否定)，即，如果车辆行驶而不是停止，则实施S7至S9以获得输入转矩Tin和扭转角Φ之间的关系。具体来说，在S7和S8以及前述的S4和S5中，在通过啮合型制动器36不可转动地锁定曲轴24的状态下，执行第一电动发电机MG1的动力运行控制以施加转矩(输入转矩Tin)到减振设备26并测量扭转角Φ。在这种情况下，输出齿轮40根据图2中所示的车速V而旋转，此外，第一电动发电机MG1在负旋转方向上旋转，因此以与所去除的转速对应的值计算扭转角Φ。附带一提的是，在通过使用第一电动发电机MG1作为驱动力源的双电机驱动的行驶中，暂时地做出向车辆仅使用第二电动发电机MG2作为驱动力源来行驶的单电机驱动的切换。从而，在以增大/减小的方式连续地改变第一电动发电机MG1的转矩的同时，能够通过诸如分解器等的MG1转速传感器74测量扭转角Φ。此外，在S9中，通过以增大/减小的方式控制第二电动发电机MG2的转矩从而抵消通过第一电动发电机MG1的动力运行控制产生的驱动力，抑制车辆的驱动力的改变。当混合动力车辆10惯性滑行时，啮合型离合器43可以被释放以中断向驱动轮14侧的动力传递，并且可以对第二电动发电机MG2的转矩进行控制以抵消通过第一电动发电机MG1的动力运行控制产生的驱动力。即使在以预定的驱动力行驶的同时，在以相同的方式释放啮合型离合器43而中断向驱动轮14侧的动力传递的状态下，可以控制第二电动发电机MG2的转矩以抵消通过第一电动发电机MG1的动力运行控制产生的驱动力。
在继S6或S9之后实施的S10中，判定是否达到预先确定的学习中止条件。这些学习中止条件如下面所示地通过例如(a)至(g)等确定。
(a)蓄电装置62的剩余蓄电量SOC小于或等于为了发动机12的起动性的确保等而预先确定的下限。
(b)存在起动发动机的请求(打开空调的请求、驾驶员的加速器的操作等)。
(c)存在使车辆共振的条件(轮胎输入浪涌，以大驱动力行驶等)。
(e)由于其他要求(电动机按压转矩、发动机起动等)而需要产生电动机转矩。
(f)车辆处于电动机齿槽转矩大的低转速范围(低车速范围)。
(g)在车辆停止的状态下进行测量时车辆移动。
如果达到上述学习中止条件中的至少一个，则在S13中中止并结束学习控制。如果上述学习中止条件中没有一个达到，则实施S11。在S11中，判定通过实施S5或S8的一系列测量是否已经结束。重复执行S10直到测量结束。在如果在没有达到S10中的学习中止条件的情况下结束了测量，则S11中的判定结果为是(肯定)。然后，实施S12以指定减振设备26的旋转特性，并将指定的旋转特性存储(重写)到特性存储单元94中。也就是说，通过从已经通过实施S5或S8得到的图3中所示的输入转矩Tim和扭转角Φ之间的关系提取图4中的刚性值K1至K3和改变点A1和A2、提取图5中所示的滞后B或提取图6中所示的间隙尺寸C，该特性被存储到特性存储单元94中。从而，特性对应控制单元92基于存储在特性存储单元94中的新特性进行以下控制。
如到现在所述，在根据本发明的本实施例的混合动力车辆10中，在由啮合型制动器36锁定曲轴24的旋转的状态下，通过第一电动发电机MG1的动力运行控制将转矩Tin施加到减振设备26，并测量扭转角Φ，来学习诸如刚性等的特性，并且基于所学习的特性执行预定控制。因此，不管由于减振设备26等的个体差异或老化导致的特性的变化如何，基于实际的特性恰当地执行预定控制。即，当在将转矩施加至减振设备26的状态下车辆行驶时、当发动机12起动时、或者当发动机制动器被操作时等，作为减振设备26的特性的刚性值K1至K3和改变点A1和A2、滞后B或间隙尺寸C可能影响动力性能、振动性质、噪声性质等。然而，可以由特性对应控制单元92基于这些特性执行用于改善动力性能、振动性质、噪声性质的控制。在这种情况下，通过特性学习单元96来学习特性，因此，不管由减振设备26的个体差异等或老化导致的特性的变动如何，都基于实际的特性恰当地执行其控制。
此外，控制第二电动发电机MG2的转矩以抵消通过由第一电动发电机MG1将转矩施加至减振设备26时产生的驱动力，以便学习减振设备26的特性。因此，能够学习减振设备26的特性，同时抑制乘客由于驱动力的波动而产生违和感。
此外，在通过啮合型制动器36锁定曲轴24的旋转的状态下车辆使用第一电动发电机MG1和第二电动发电机MG2作为驱动力源行驶的双电机驱动时，当基于关于减振设备26的特性(K1至K3、A1和A2)控制第一电动发电机MG1从而抑制车辆由于减振设备26的刚性而共振时，通过特性学习单元96学习该特性。从而，不管减振设备26的个体差异等或老化如何，都基于准确的特性控制第一电动发电机MG1的转矩，并且能够恰当地抑制车辆共振。
尽管上面已经基于附图详细描述了本发明的实施例，但是前面的描述仅仅是本发明的实施例。本发明可以在基于本领域技术人员的知识，进行各种改变和改进的方案中实施。

Claims (5)

1.一种用于车辆的控制装置，
所述车辆包括发动机、第一电动机、旋转构件和旋转锁定机构，所述旋转构件被设置在所述发动机和所述第一电动机之间，所述旋转构件具有与输入转矩相关联的特性，并且所述旋转锁定机构被构造为防止所述旋转构件的在发动机侧的联接部在至少一个方向上旋转，
所述控制装置的特性在于包括：
电子控制单元，其被配置为在所述旋转锁定机构防止所述联接部旋转的状态下，通过由所述第一电动机向所述旋转构件施加转矩并且测量所述旋转构件的扭转角来学习所述旋转构件的特性；并且
所述电子控制单元被配置为基于所学习的所述旋转构件的所述特性来执行预定控制，
所述车辆进一步包括第二电动机，所述第二电动机被配置为用作驱动力源，
在所述旋转锁定机构防止所述联接部旋转的状态下，当所述第一电动机向所述旋转构件施加所述转矩时，由于所述旋转锁定机构引起的反作用力而产生所述车辆的驱动力，并且
所述电子控制单元被配置为当由所述第一电动机向所述旋转构件施加所述转矩以学习所述特性时，控制所述第二电动机的转矩以抵消由所述反作用力产生的所述驱动力。
2.根据权利要求1所述的控制装置，其特性在于
所述旋转构件是减振设备。
3.根据权利要求1所述的控制装置，其特性在于
所述车辆进一步包括驱动轮和差动机构，
所述差动机构被构造为将所述发动机的输出分配到第一电动机侧和驱动轮侧，
所述旋转构件是减振设备，所述减振设备被设置在所述发动机和所述差动机构之间，并且
在所述旋转锁定机构防止所述联接部旋转的状态下当所述转矩由所述第一电动机经由所述差动机构施加至所述减振设备时，由所述旋转锁定机构引起的所述反作用力经由所述差动机构传递至所述驱动轮侧，并且所述电子控制单元被配置为使用所述第一电动机作为驱动力源。
4.根据权利要求3所述的控制装置，其特性在于
所述特性是关于刚性的特性，所述刚性对应于所述扭转角相对于所述减振设备的所述输入转矩的变化的变化，
所述特性配备有具有不同刚性值的多个输入转矩范围，并且
所述电子控制单元被配置为在由所述旋转锁定机构防止所述联接部旋转的状态下，当所述车辆使用所述第一电动机作为驱动力源来行驶时，基于所述刚性值和所述输入转矩之间的关系来控制所述第一电动机的转矩从而获得抑制所述车辆共振的刚性值。
5.一种用于车辆的控制方法，
所述车辆包括发动机、第一电动机、被配置为用作驱动力源的第二电动机、旋转构件、旋转锁定机构和电子控制单元，所述旋转构件被设置在所述发动机和所述第一电动机之间，所述旋转构件具有与输入转矩相关联的特性，并且所述旋转锁定机构被构造为防止所述旋转构件的在发动机侧的联接部在至少一个方向上旋转，
所述控制方法的特性在于包括：
在所述旋转锁定机构防止所述联接部旋转的状态下，由所述电子控制单元通过由所述第一电动机向所述旋转构件施加转矩并且从而由所述电子控制单元测量所述旋转构件的扭转角来学习所述旋转构件的所述特性；以及
由所述电子控制单元基于所学习的所述旋转构件的所述特性来执行预定控制；
所述控制方法的特性在于进一步包括：
在所述旋转锁定机构防止所述联接部旋转的状态下，当所述第一电动机向所述旋转构件施加所述转矩时，由于所述旋转锁定机构引起的反作用力而通过所述旋转锁定机构产生所述车辆的驱动力；并且
当由所述第一电动机向所述旋转构件施加所述转矩以学习所述特性时，通过所述电子控制单元控制所述第二电动机的转矩以抵消由所述反作用力产生的所述驱动力。
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