CN112977409A - 混合动力车辆的控制装置 - Google Patents
混合动力车辆的控制装置 Download PDFInfo
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- CN112977409A CN112977409A CN202011463040.1A CN202011463040A CN112977409A CN 112977409 A CN112977409 A CN 112977409A CN 202011463040 A CN202011463040 A CN 202011463040A CN 112977409 A CN112977409 A CN 112977409A
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- engine
- clutch
- state
- torque
- transmission shaft
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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
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- 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
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- B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
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- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
- B60W20/11—Controlling the power contribution of each of the prime movers to meet required power demand using model predictive control [MPC] strategies, i.e. control methods based on models predicting performance
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Abstract
本发明提供一种在混合动力车辆中能平稳地进行伴随发动机起动的行驶模式的切换的混合动力车辆的控制装置。该混合动力车辆的控制装置具备根据规定的模式切换需求,进行用于从停止发动机且以电动马达产生的动力驱动驱动轮的第一行驶模式向以发动机以及电动马达产生的动力驱动驱动轮的第二行驶模式转变的模式切换控制的模式切换控制部;模式切换控制部包含离合器控制部;离合器控制部在接到模式切换需求的情况下,通过使离合器为半离合状态来利用传递轴的旋转起动发动机,在发动机被判定为已起动的情况下,使离合器从半离合状态暂时转换为半离合状态和断开状态之间的状态且不传递发动机的驱动力的状态的待机状态,之后使离合器转换为结合状态。
Description
技术领域
本公开涉及具备发动机以及电动马达作为行驶驱动源的混合动力车辆的控制装置。
已知具备发动机以及电动马达作为行驶驱动源的混合动力车辆。混合动力车辆根据电池余量等交替切换在发动机停止的状态下驱动电动马达行驶的行驶模式(第一行驶模式)和驱动发动机以及电动马达的行驶模式(第二行驶模式)等而行驶。
为了从发动机停止的第一行驶模式转变至需要发动机的驱动的第二行驶模式,必须要使发动机起动。在以往使用某些起动马达(starter motor)的起动方法中,存在根据使用频率的大小需要比以往大的电池,或起动马达的寿命较短等问题。
与此相对,也存在利用电动马达的驱动力带来的车辆的惯性使发动机起动(也就是说推车起动)的形式(参考下述专利文献1等)。通过推车起动的发动机的起动方法由于起动马达并非必要,可考虑作为伴随发动机的起动的行驶模式的切换方法适用。
现有技术文献:
专利文献
专利文献1:日本特开2017-65384号公报。
发明内容
发明要解决的问题:
然而,上述般的推车起动中,使用于向由电动马达的驱动力旋转的规定的传递轴(例如变速装置的输入轴)传递发动机的驱动力的离合器单纯地从断开状态向结合状态转换时,发动机起动后的发动机转矩的激增,恐怕会使传递轴的转速激增,存在不能从第一行驶模式向第二行驶模式平稳地转变的问题。这样的问题在例如机动二轮车那样的惯性较小的车辆中尤为显著。
上述专利文献1中,公开了根据离合器的位置进行使离合器的移动速度变化的控制。然而,上述专利文献1的控制中,无法充分抑制离合器结合后产生的传递轴的转速的激增。
本公开目的在于踢动一种混合动力车辆上可以伴随发动机起动平稳地进行行驶模式的切换的混合动力车辆的控制装置。
解决问题的手段:
根据本公开一形态的混合动力车辆的控制装置包含作为行驶驱动源的电动马达以及发动机、用于向驱动轮传递所述电动马达的驱动力的传递轴以及切换是否向所述传递轴传递发动机的驱动力的离合器;所述混合动力车辆的控制装置具备模式切换控制部,所述模式切换控制部根据规定的模式切换需求,进行用于从停止所述发动机且以所述电动马达产生的动力驱动所述驱动轮的第一行驶模式转变至以所述发动机以及所述电动马达产生的动力驱动所述驱动轮的第二行驶模式的模式切换控制;所述模式切换控制部包含使所述离合器在不对所述传递轴传递所述发动机的驱动力的断开状态和向所述传递轴传递的结合状态之间切换的离合器控制部;所述离合器控制部如下控制:在接收到所述模式切换需求的情况下,通过使所述离合器为半离合状态来利用所述传递轴的旋转起动所述发动机,所述半离合状态是从所述断开状态向所述结合状态转换之间的状态且对所述传递轴传递所述发动机的驱动力的状态;在所述发动机被判定为已起动的情况下,使所述离合器从所述半离合状态暂时转换为待机状态,之后使所述离合器转换为所述结合状态,所述待机状态是所述半离合状态与所述断开状态之间的状态且不对所述传递轴传递所述发动机的驱动力的状态。
根据上述结构,从以电动马达产生的动力驱动驱动轮的第一行驶模式转变至以发动机以及电动马达产生的动力驱动驱动轮的第二行驶模式时,使离合器为半离合状态,发动机利用传递轴的旋转起动后,离合器转换为待机状态,为不传递发动机的驱动力的状态。因此,可以抑制发动机转矩的激增导致的发动机起动后的传递轴的转速的激增。因此,可以平稳地执行伴随发动机起动的从第一行驶模式向第二行驶模式的切换。
也可以是所述离合器控制部如下控制:在接收到所述模式切换需求的情况下,使用于使所述离合器动作的执行器的压力为对应所述断开状态的第一压力和对应所述结合状态比所述第一压力高的第二压力之间的第三压力;在所述发动机被判定为已起动的情况下,使所述执行器的压力从所述第三压力暂时为所述第一压力和所述第三压力之间的第四压力,之后为所述第二压力。
根据上述结构,通过使执行器的压力变化可以轻易控制离合器的状态转换。
也可以是所述模式切换控制部包含控制所述发动机的节气门开度的节气门开度控制部;所述节气门开度控制部在所述离合器为所述半离合状态的情况下,使所述节气门开度为基准开度以上的开度。
根据上述结构,使离合器为半离合状态来降低利用电动马达的驱动带来的传递轴的旋转起动发动机时产生的泵送损失(pumping loss),可以使发动机容易起动。
也可以是所述模式切换控制部包含:推定所述传递轴的转矩的传递轴转矩推定部;推定向所述混合动力车辆的负荷转矩的负荷转矩推定部;和执行所述电动马达的输出控制的马达输出控制部;所述马达输出控制部根据所述传递轴的转矩以及所述负荷转矩在所述离合器为所述半离合状态的情况下推定作为所述发动机起动时消耗的所述电动马达的驱动力的发动机损失转矩(engine loss torque),在所述电动马达的需求转矩上加上所述发动机损失转矩的量。
根据上述结构,通过使离合器为半离合状态来利用电动马达的驱动带来的传递轴的旋转起动发动机时,电动马达以在需求转矩上加上推定的发动机损失转矩的量的转矩进行旋转,由此可以抑制发动机起动时的传递轴的转速的下降。因此,可以降低对车辆稳定性的影响。
也可以是所述模式切换控制部包含控制所述发动机的转速的发动机转速控制部;所述发动机转速控制部在所述离合器为待机状态的情况下,执行使伴随着所述发动机的旋转的所述传递轴的转速与伴随着所述电动马达的旋转的所述传递轴的转速一致的转速同步控制;所述离合器控制部通过所述转速同步控制,在伴随着所述发动机的旋转的所述传递轴的转速和伴随着所述电动马达的旋转的所述传递轴的转速之间的差在规定的基准值以内的情况下,使所述离合器转换为所述结合状态。
根据上述结构,发动机起动后,离合器为发动机的驱动力不被传递的待机状态期间,调节发动机的转速使之与伴随着电动马达的旋转的传递轴的转速同步,由此可以抑制离合器结合时的传递轴的转速的下降。因此,可以平稳且短时间地执行伴随发动机起动的从第一行驶模式向第二行驶模式的切换。
也可以是所述模式切换控制部包括取得需求转矩,而向所述电动马达以及所述发动机进行所述需求转矩的分配的需求转矩分配部;所述需求转矩分配部在所述离合器转变至所述结合状态后,执行从所述第一行驶模式的所述需求转矩的分配状态向所述第二行驶模式的所述需求转矩的分配状态逐渐转变的跟踪控制。
根据上述结构,通过将需求转矩的分配仅从电动马达3逐渐分配给发动机2,可以抑制发动机起动后的车辆整体的转矩变动。因此,可以平稳地执行从第一行驶模式向第二行驶模式的伴随发动机起动的切换。
也可以是所述待机状态设定为相对于所述半离合状态无间隙的状态。
根据上述结构,可以使离合器在短时间内从待机状态转换至传递发动机的驱动力的结合状态。因此,可以平稳且短时间地执行伴随发动机起动的从第一行驶模式向第二行驶模式的切换。
也可以是所述离合器控制部在所述车辆行驶中接收到所述模式切换需求的情况下,通过使所述离合器为所述半离合状态来利用所述电动马达的驱动或所述车辆的惯性所带来的所述传递轴的旋转起动所述发动机。
也可以是所述混合动力车辆是机动二轮车。
发明效果:
根据本公开,能在混合动力车辆中平稳地进行伴随发动机起动的行驶模式的切换。
附图说明
图1是根据一实施形态的混合动力车辆的框图;
图2是图1所示混合动力车辆的各行驶模式的状态转换图;
图3是图1所示混合动力车辆的控制装置的框图;
图4是示出在本实施形态中从EV模式向HEV模式的切换控制的处理的流程的流程图;
图5是示出图4所示切换控制中各值的时间变化的图表;
图6是示出图3所示马达转矩控制部的马达目标转矩的修正功能的框图;
符号说明:
1 混合动力车辆;
2 发动机;
3 电动马达;
5 离合器;
8 驱动轮;
20 控制装置;
24 需求转矩分配部;
25 模式切换控制部;
28 发动机转速控制部;
29 节气门开度控制部;
30 离合器控制部;
31 传递轴转矩推定部;
32 负荷转矩推定部;
33 马达输出控制部。
具体实施方式
以下,参照附图说明实施形态。
图1是根据一实施形态的混合动力车辆1的框图。本实施形态中,混合动力车辆1是具备作为驱动轮8的后轮和作为从动轮的前轮(未图示)的机动二轮车。机动二轮车是使车身向左右方向倾斜(倾侧;lean)而回转行驶的倾侧车辆的优选例。另,混合动力车辆1可以是三轮车也可以是四轮车。
混合动力车辆1具备:电动马达3以及发动机2、用于将电动马达3的驱动力传递至驱动轮8的传递轴(后述的变速器4的输入轴4a)、切换是否将发动机2的驱动力传递至传递轴的离合器5。
更详细地,如图1所示,混合动力车辆1具备发动机2、电动马达3、变速器4、离合器5、离合器执行器6、输出传递构件7、驱动轮8、高压电池9、充电口10、转换器12、低压电池13、以及控制装置20。
发动机2是内燃机。发动机2是用于驱动驱动轮8的行驶驱动源。电动马达3是与发动机2一起或代替发动机2地用于驱动驱动轮8的行驶驱动源。变速器4对从发动机2输出的旋转动力进行变速。变速器4为例如具有输入轴4a、输出轴4b以及变速齿轮的手动变速器。在本实施形态中,上述传递轴被构成为变速器4的输入轴4a。
离合器5对发动机2和变速器4之间的动力传递进行接合以及断开。离合器执行器6以使离合器5在接合状态和断开状态之间切换动作的形式驱动离合器5。输出传递构件7为将从变速器4的输出轴4b输出的旋转动力传递到驱动轮8的构件。输出传递构件7为例如传动链(drive chain)、传动带(drive belt)、传动轴(drive shaft)等。
高压电池9对供给给电动马达3的高压电(例如48V)进行蓄电。高压电池9与充电口10连接。转换器12将来自高压电池9的直流电进行降压并供给给低压电池13。低压电池13对供给给混合动力车辆1搭载的控制装置20和其它的低压负荷14的低压电力(例如12V)进行蓄电。
控制装置20基于各种传感器类的信息,对发动机2、电动马达3以及执行器(离合器执行器)6进行控制。控制装置20可以是一个控制器,也可以是分散为多个控制器。控制装置20在硬件方面具有:处理器、易失性存储器、非易失性存储器以及I/O接口等。控制装置20的功能方面的详细内容留以后述。
图2是图1所示混合动力车辆的各行驶模式的状态转换图。如图2所示,混合动力车辆1具有:使发动机2、电动马达3以及离合器5的至少一个的状态互相不同的多个行驶模式。详细而言,该行驶模式包含EV模式(第一行驶模式)、HEV模式(第二行驶模式)以及过渡模式。
EV模式(第一行驶模式)是停止发动机2且以电动马达3产生的动力驱动驱动轮8的模式。EV模式中,在电动马达3驱动时以发动机2不为阻力的形式使离合器5为断开状态。EV模式中,在加速行驶时电动马达3为驱动状态,且减速行驶时电动马达3为再生状态。
HEV模式(第二行驶模式)是以电动马达3以及发动机2产生的动力驱动驱动轮8的模式。HEV模式中,以发动机2的旋转动力介由变速器4传递至驱动轮8的形式使离合器5为接合状态。HEV模式中,加速行驶时电动马达3为驱动状态,而减速行驶时电动马达3为再生状态。过渡模式是介于从EV模式向HEV模式转变的过程中的切换控制模式。
另,存在从HEV模式向EV模式转变的过程中也断开离合器5,之后发动机2停止的过渡状态。又,虽然图2未作示出,但混合动力车辆1的行驶模式也可以包含不驱动电动马达3而驱动发动机2,仅以发动机2的旋转动力驱动驱动轮8的EGV模式(发动机车模式)。
图3是图1所示的混合动力车辆1的控制装置20的框图。如图3所示,控制装置20包含需求转矩计算部21、需求转矩调停部22、模式切换需求生成部23、需求转矩分配部24以及模式切换控制部25。控制装置20的各部21~25构成为基于非易失性存储器中保存的程序,处理器利用易失性存储器进行运算处理来实现的功能块。
需求转矩计算部21根据加速器开度、车身姿态、SOC(充电状态;State OfCharge)、车速、发动机转速以及马达转速等,计算与混合动力车辆1的行驶状态对应的各种需求转矩。例如,各种需求转矩包括用户(骑手)需求转矩、车身控制需求转矩、充电需求转矩、动力单元(power unit)保护需求转矩、以及非常时期需求转矩等。
用户需求转矩为根据加速器开度等基于用户希望的输出状态而计算得出的转矩。加速器开度意味着用户的加速器操作量,可以从加速器开度传感器的输出中取得。
车身控制需求转矩为例如翻倒抑制控制等根据车身姿态、车速、发动机转速以及马达转速等不论用户的加速器操作的程度如何而从车身侧观察时需要的转矩。车速由例如从动轮(例如前轮)的转速传感器的检测值计算得出,但也可以由GPS信息等计算得出。马达转速例如根据设置于电动马达3的旋转轴的转速传感器的检测值计算得出,但也可以由电动马达3的控制信号计算得出。发动机转速可以由检测发动机2的曲柄轴的曲柄角的曲柄角传感器的输出计算得出。
车身姿态包含例如侧倾角、俯仰角、滑移率、操舵角、方向指示器信息、车辆位置信息、前方相机信息的至少任意一个。侧倾角以及俯仰角根据例如车载的陀螺仪传感器(gyro-sensor)的检测值计算得出,但也可以由侧倾角传感器以及俯仰角传感器的检测值计算得出。俯仰角也可以由前悬架以及后悬架的行程量计算得出。
滑移率例如通过(驱动轮转速-从动轮转速)/从动轮转速的式子计算得出,但也可以是驱动轮转速的增加率等。操舵角例如由操舵角传感器的检测值计算得出。方向指示器信息基于用户操作方向指示器的信号作为左回转或右回转的指示器动作信息而被取得。车辆位置信息是基于GPS传感器的检测值以及地图信息,示出混合动力车辆1行驶于地图上何处的信息。前方相机信息是由拍摄混合动力车辆1的前方的车载相机得到的图像信息。
充电需求转矩是为了根据示出高压电池9的充电状态的SOC(%)使电动马达3发电,对高压电池9进行充电而计算出的转矩。即,需求转矩计算部21在高压电池9的余量减少后,计算在对高压电池9进行充电所需要的电动马达3的发电转矩作为充电需求转矩。SOC可以由电池余量传感器的输出计算得出。
动力单元保护需求转矩是为了保护发动机2以及电动马达3不过度发热等而从发动机转速以及马达转速等计算得出的转矩。非常时期需求转矩为在翻倒时等非常时期计算出的转矩。
需求转矩调停部22基于需求转矩计算部21计算出的各种需求转矩的优先度等计算行驶驱动源(发动机2以及电动马达3)整体应输出的转矩作为合计需求转矩。
模式切换需求生成部23基于合计需求转矩、车速、传递轴转速(变速器4的输入轴4a的转速)以及马达输出转矩,在掌握当前的行驶状态后,从上述多个行驶模式之中决定最优的行驶模式。另外,传递轴转速由设置于输入轴4a的转速传感器的检测值计算得出。模式切换需求生成部23在现状的行驶模式和决定的行驶模式不同的情况下,生成用于切换行驶模式的模式切换需求。
又,模式切换需求生成部23根据决定的行驶模式对电动马达3以及发动机2执行合计需求转矩的分配。因此,模式切换需求生成部23具备需求转矩分配部24。需求转矩分配部24根据决定的行驶模式以及合计需求转矩,决定并输出发动机2应输出的目标转矩(发动机目标转矩)以及电动马达3应输出的目标转矩(马达目标转矩)。
模式切换控制部25根据模式切换需求进行EV模式以及HEV模式的切换,在切换后的行驶模式中进行与各自对应的目标转矩相应的发动机2以及电动马达3的控制。发动机2的控制中,模式切换控制部25除了目标转矩还基于发动机转速对发动机2的节气门开度进行控制。为了如此的控制,模式切换控制部25包括马达转矩控制部(马达控制部)26、发动机转矩控制部27、发动机转速控制部28、节气门开度控制部29、以及离合器控制部30。
马达转矩控制部26以根据从模式切换需求生成部23输出的马达目标转矩,向电动马达3(的变频器)发送变频器指令值,使电动马达3的输出转矩为马达目标转矩的形式驱动电动马达3。
发动机转矩控制部27基于从模式切换需求生成部23输出的发动机目标转矩以及发动机转速决定节气门开度的目标值(第一节气门目标开度)。发动机转速控制部28基于发动机转速以及马达转速决定使发动机转速与马达转速同步那样的节气门开度的目标值(第二节气门目标开度)。节气门开度控制部29基于第一节气门目标开度以及第二节气门目标开度决定向发动机2输出的最终的节气门开度指令值。此外,控制装置20将与节气门开度指令值对应的燃料喷射信号输出至发动机2的燃料喷射装置,且将发动机点火信号输出至发动机2的点火装置。
离合器控制部30根据模式切换需求,将用于在不将发动机2的驱动力传递至变速器4的输入轴(传递轴)4a的断开状态和传递至输入轴(传递轴)4a的结合状态之间切换离合器5的离合器位置指令值输出至离合器执行器6。本实施形态中,离合器位置指令值包含除了使离合器5为断开状态的断开位置以及使离合器5为结合状态的结合位置,还有使其位于后述的半离合器位置以及待机位置作为离合器5的控制位置(停止位置)的指令值。
以下,对行驶模式从EV模式切换至HEV模式的情况的处理的流程进行说明。图4是示出在本实施形态中从EV模式向HEV模式的切换控制的处理的流程的流程图。又,图5是示出图4所示切换控制中各值的时间变化的图表。
图5中从上依次示出有:示出发动机2以及电动马达3的各目标转矩的图表、示出发动机2以及电动马达3的各转速的图表、示出离合器5的位置的图表、示出离合器5的执行器6产生的压力(离合器压力)的图表、以及示出节气门开度的图表。另外,图5的图表中,各目标转矩以及各转速是各目标转矩以及各转速的传递轴(变速器4的输入轴4a)中的换算值。
如前所述, EV模式中,离合器5为断开状态,以电动马达3产生的动力驱动驱动轮8。混合动力车辆1的EV模式的行驶中,模式切换需求生成部23在决定向HEV模式切换时,对离合器控制部30输出从EV模式向HEV模式的模式切换需求(步骤S1)。
离合器控制部30在接收到该模式切换需求的情况下,使离合器5从断开状态变为半离合状态,由此利用传递轴(变速器4的输入轴4a)的旋转起动发动机2,进行所谓的推车起动(步骤S2)。离合器5的半离合状态是从断开状态向结合状态转换之间的状态,且发动机2的驱动力被传递至输入轴4a的状态。如图5所示、本实施形态中半离合状态下的离合器位置与结合状态下的离合器位置几乎不变。然而,半离合状态中,离合器压力为比结合状态下的离合器压力低的压力。
即、离合器控制部30在接收到上述模式切换需求的情况下,使用于使离合器5动作的执行器6的压力从对应断开状态的第一压力P1,向第一压力与对应结合状态比第一压力高的第二压力之间的第三压力P3变化。如此,通过使执行器6的压力变化能容易地控制离合器5的状态转换。
EV模式的行驶中,离合器5为半离合状态,由此电动马达3的驱动或混合动力车辆1的惯性(驱动轮8的旋转)所带来的输入轴4a的旋转动力被传递至发动机2的曲柄轴,通过曲柄轴旋转来起动发动机2。
在本实施形态中,在该推车起动时补充进行节气门开度的控制以及电动马达3的控制。
更详细地,节气门开度控制部29在离合器5为半离合状态的情况下,使节气门开度为基准开度以上的开度(步骤S3)。本实施形态中,基准开度以上的开度(指令值)设定为全开(节气门开度100%)。又,节气门开度控制部29在接收到上述模式切换需求的情况下,与离合器5的动作并行地使节气门开度上升。
另外,基准开度以上的开度也可以不一定是全开。例如,也可以是将基准开度设定为比怠速时的开度大的规定的开度,将节气门开度控制为这以上的开度。
又,马达转矩控制部26推定作为上述发动机2的推车起动时消耗的电动马达3的驱动力的发动机损失转矩,在电动马达3的马达需求转矩上加上该发动机损失转矩来修正马达目标转矩(步骤S4)。
图6是示出图3所示马达转矩控制部的马达目标转矩的修正功能的框图。如图6所示,马达转矩控制部26为了执行马达目标转矩的修正功能,包含:传递轴转矩推定部31、负荷转矩推定部32、以及马达输出控制部33。
传递轴转矩推定部31取得作为传递轴的变速器4的输入轴4a的转速(传递轴转速),从该转速变化推定输入轴4a生成的转矩(传递轴合计转矩)。离合器5的半离合状态以及结合状态中,传递轴合计转矩包含发动机2与输入轴4a连接而产生的转矩的增减。负荷转矩推定部32取得车速,从车速变化计算驱动轮8的驱动轴的负荷转矩,将驱动轴的负荷转矩换算为传递轴的负荷转矩。负荷转矩是将空气阻力等行驶阻力换算为驱动轴的转矩得到的,行驶阻力在车速越大时越大。因此,负荷转矩也在车速越大时越大。
马达输出控制部33将马达目标转矩变换为变频器指令值进行电动马达3的输出控制。马达输出控制部33从模式切换需求生成部23取得马达目标转矩(修正前的目标转矩)。此外,马达输出控制部33从传递轴转矩推定部31取得传递轴合计转矩,从负荷转矩推定部32取得负荷转矩。又,马达输出控制部33取得马达输出转矩,换算为传递轴的马达输出转矩。
马达输出控制部33从传递轴的马达输出转矩中扣除传递轴合计转矩而计算出传递轴因发动机2而损失的转矩量。本实施形态中,进一步,马达输出控制部33将从该值扣除负荷转矩得到的值决定为推定得到的传递轴的发动机损失转矩。发动机损失转矩在离合器5为半离合状态的情况下为发动机2起动时消耗的电动马达3的驱动力的推定值。马达输出控制部33将传递轴的发动机损失转矩换算为电动马达3的输出轴的发动机损失转矩。
马达输出控制部33通过将得到的发动机损失转矩(电动马达3的输出轴的值)加至从模式切换需求生成部23输出的马达目标转矩(电动马达3的输出轴的值),修正马达目标转矩。即,马达输出控制部33在电动马达3的需求转矩(修正前的马达目标转矩)上加上推定得到的发动机损失转矩的量。由此,以发动机2的推车起动对传递轴转矩的影响越大则马达目标转矩越大的形式进行修正。
另外,本实施形态中,如上所述,虽然将传递轴合计转矩以及马达输出转矩的差加上负荷转矩的值作为发动机损失转矩,但负荷转矩也可以不包含于发动机损失转矩。这种情况下,也可以是在其它马达目标转矩上加上负荷转矩造成的影响并在发动机损失转矩的修正的前后进行与负荷转矩对应的修正。
马达输出控制部33将修正后的马达目标转矩变换为变频器指令值输出。电动马达3根据变频器指令值受到变频器控制,受到输出(转矩)控制。
离合器控制部30判定发动机2是否已起动(步骤S5)。离合器控制部30通过在发动机转速为规定的起动基准值以上的值来判定发动机2已起动。
离合器控制部30在判定发动机2已起动的情况下(步骤S5中为是),使离合器5从半离合状态暂时转换为待机状态(步骤S6)。待机状态为半离合状态和断开状态之间的状态,且不向传递轴(输入轴4a)传递发动机2的驱动力的状态。
如图5所示、本实施形态中待机状态下的离合器位置位于靠近结合状态中的离合器位置的位置。但是,待机状态中,离合器压力为比半离合状态的离合器压力低的压力。即,离合器控制部30判定发动机2推车起动的情况下,使执行器6的压力从第三压力P3暂时变为第一压力P1和第三压力P3之间的第四压力P4。待机状态被设定为相对于半离合状态无空隙的状态(可以马上转变到半离合状态以及结合状态的状态)。
发动机转速控制部28在离合器5为待机状态的情况下,执行使伴随着发动机2的旋转的传递轴转速(发动机转速的传递轴换算值)与伴随着电动马达3的旋转的传递轴转速(马达转速的传递轴换算值)一致的转速同步控制(步骤S7)。发动机转速控制部28设定并输出使发动机转速等于马达转速那样的第二节气门目标开度。与此相伴地,节气门开度控制部29输出与第二节气门目标开度对应的节气门开度指令值。节气门开度控制部29由PID控制器构成,节气门开度被PID控制。
另外,转速同步控制中,发动机转速控制部28不仅对节气门开度,还可以执行燃料喷射量、或者点火时期的控制。
离合器控制部30判定伴随着发动机2的旋转的传递轴转速是否为与伴随着电动马达3的旋转的传递轴转速同步的状态(步骤S8)。更具体地,离合器控制部30判定发动机转速的传递轴换算值和马达转速的传递轴换算值之间的差是否在规定的同步基准值以内。
传递轴转速被判定为同步的情况下(步骤S8为是),离合器控制部30将离合器5转换至结合状态(步骤S9)。即,离合器控制部30在传递轴转速被判定为同步地情况下,使执行器6的压力从第四压力变为第二压力。
需求转矩分配部24在离合器5转变至结合状态后,执行从EV模式的需求转矩的分配状态向至HEV模式的需求转矩的分配状态逐渐转变的跟踪控制(步骤S10)。例如,需求转矩分配部24通过在发动机转速的传递轴换算值和马达转速的传递轴换算值之间的差为规定的同步基准值以内来判定离合器5转变至结合状态。
本实施形态中,在EV模式中,由于发动机2停止,因此电动马达3负担合计需求转矩的100%。另一方面,HEV模式中,在稳态时合计需求转矩的100%由发动机2负担。电动马达3在发动机2产生的转矩相对于合计需求转矩不足的情况下,以补足的形式产生转矩。
因此,本实施形态中,从EV模式向HEV模式切换时,马达目标转矩从合计需求转矩的100%变更为大致0%,发动机目标转矩从合计需求转矩的0%变更为大致100%。需求转矩分配部24执行平缓地进行这些各目标转矩的变更的跟踪控制。图5的例子中,作为跟踪控制例示有各目标转矩线性变化的形态,但也可以是在目标转矩逐渐变化的范围内非线性变化。
根据上述结构,从以电动马达3产生的动力驱动驱动轮8的第一行驶模式(EV模式)转变至以发动机2以及电动马达3产生的动力驱动驱动轮8的第二行驶模式(HEV模式)时,使离合器5为半离合状态,发动机2利用传递轴(变速器4的输入轴4a)的旋转起动后,离合器5转换至待机状态,为不传递发动机2的驱动力的状态。
推车起动发动机2后,若使离合器5在半离合状态直接转变至结合状态,则传递轴转速恐怕会急遽上升。尤其是机动二轮车的情况下,与四轮机动车等相比由于发动机2每个汽缸的输出转矩较大,存在易产生传递轴转速的急速上升的倾向。
因此,通过使离合器5从半离合状态暂时转换为待机状态,可以抑制发动机转矩的激增导致的发动机起动后的传递轴的转速的激增,可以使车身稳定。因此,可以平稳地执行伴随发动机起动的从第一行驶模式向第二行驶模式的切换。
此外,由于离合器5的待机状态被设定为相对于半离合状态无间隙的状态,因此离合器5可以从待机状态短时间地转换为传递发动机2驱动力的结合状态。因此,能平稳且短时间地进行从第一行驶模式向第二行驶模式的伴随发动机起动的切换。
又,根据上述结构,离合器5为半离合状态的情况下,节气门开度为基准开度以上的开度。因此,使离合器5为半离合状态来降低利用电动马达3的驱动带来的传递轴的旋转起动发动机2时产生的泵送损失,可以使发动机2容易起动。
又,根据上述结构,通过使离合器5为半离合状态来利用电动马达3的驱动带来的传递轴的旋转起动发动机2时,电动马达3以在需求转矩上加上推定的发动机损失转矩的量的转矩进行旋转。
恐怕会因推车起动发动机2时产生的发动机损失转矩而使马达转速急遽下降,对混合动力车辆1的稳定性产生影响。尤其是,机动二轮车的情况下,与四轮机动车等相比惯性较小,因此与离合器5的传递轴的接触所带来的传递轴的旋转阻力的增大对马达转速的下降产生的影响较大。因此,通过执行上述般加上发动机损失转矩的量那样的电动马达3的转矩控制,可以抑制发动机2起动时传递轴的转速的下降。因此,可以减少推车起动时对混合动力车辆1的稳定性产生的影响。
又,根据上述结构,发动机2起动后,离合器5为发动机2的驱动力不被传递的待机状态期间,进行调节发动机2的转速使之与伴随着电动马达3的旋转的传递轴的转速同步的转速同步控制。由此,可以抑制离合器5结合时的传递轴的转速的下降,在短期间内执行模式切换。
此外,根据上述结构,离合器5转变至结合状态后,执行从第一行驶模式的需求转矩的分配状态逐渐转变至第二行驶模式的需求转矩的分配状态的跟踪控制。如此,通过将需求转矩的分配仅从电动马达3逐渐分配给发动机2,可以抑制发动机起动后的车辆整体的转矩变动。
以上对于本发明一实施形态进行了说明,但本公开不限于上述实施形态,在不脱离去精神的范围内可以进行多种改良、变更、修正。
例如,上述实施形态中,离合器5为半离合状态的情况下,执行节气门开度为基准开度以上的开度的控制以及推定发动机损失转矩修正马达目标转矩的控制,但也可以仅执行任一方的控制,还可以不执行任何一个控制。又,在上述实施形态中,离合器5为待机状态的情况下执行转速同步控制,但也可以是不执行积极的转速同步控制。又,上述实施形态中,离合器5为结合状态的情况下,对目标转矩进行跟踪控制,但也可以不进行跟踪控制。又,也可以是根据行驶状态等切换是否执行这些补充的控制。
Claims (9)
1.一种混合动力车辆的控制装置,其特征在于,
包含作为行驶驱动源的电动马达以及发动机、用于向驱动轮传递所述电动马达的驱动力的传递轴以及切换是否向所述传递轴传递发动机的驱动力的离合器;
所述混合动力车辆的控制装置具备模式切换控制部,所述模式切换控制部根据规定的模式切换需求,进行用于从停止所述发动机且以所述电动马达产生的动力驱动所述驱动轮的第一行驶模式转变至以所述发动机以及所述电动马达产生的动力驱动所述驱动轮的第二行驶模式的模式切换控制;
所述模式切换控制部包含使所述离合器在不对所述传递轴传递所述发动机的驱动力的断开状态和向所述传递轴传递的结合状态之间切换的离合器控制部;
所述离合器控制部如下控制:
在接收到所述模式切换需求的情况下,通过使所述离合器为半离合状态来利用所述传递轴的旋转起动所述发动机,所述半离合状态是从所述断开状态向所述结合状态转换之间的状态且对所述传递轴传递所述发动机的驱动力的状态;
在所述发动机被判定为已起动的情况下,使所述离合器从所述半离合状态暂时转换为待机状态,之后使所述离合器转换为所述结合状态,所述待机状态是所述半离合状态与所述断开状态之间的状态且不对所述传递轴传递所述发动机的驱动力的状态。
2.根据权利要求1所述的混合动力车辆的控制装置,其特征在于,
所述离合器控制部如下控制:
在接收到所述模式切换需求的情况下,使用于使所述离合器动作的执行器的压力为对应所述断开状态的第一压力和对应所述结合状态比所述第一压力高的第二压力之间的第三压力;
在所述发动机被判定为已起动的情况下,使所述执行器的压力从所述第三压力暂时为所述第一压力和所述第三压力之间的第四压力,之后为所述第二压力。
3.根据权利要求1或2所述的混合动力车辆的控制装置,其特征在于,
所述模式切换控制部包含控制所述发动机的节气门开度的节气门开度控制部;
所述节气门开度控制部在所述离合器为所述半离合状态的情况下,使所述节气门开度为基准开度以上的开度。
4.根据权利需求1至3任一项所述的混合动力车辆的控制装置,其特征在于,
所述模式切换控制部包含:
推定所述传递轴的转矩的传递轴转矩推定部;
推定向所述混合动力车辆的负荷转矩的负荷转矩推定部;和
执行所述电动马达的输出控制的马达输出控制部;
所述马达输出控制部根据所述传递轴的转矩以及所述负荷转矩在所述离合器为所述半离合状态的情况下推定作为所述发动机起动时消耗的所述电动马达的驱动力的发动机损失转矩,在所述电动马达的需求转矩上加上所述发动机损失转矩的量。
5.根据权利需求1至4任一项所述的混合动力车辆的控制装置,其特征在于,
所述模式切换控制部包含控制所述发动机的转速的发动机转速控制部;
所述发动机转速控制部在所述离合器为待机状态的情况下,执行使伴随着所述发动机的旋转的所述传递轴的转速与伴随着所述电动马达的旋转的所述传递轴的转速一致的转速同步控制;
所述离合器控制部通过所述转速同步控制,在伴随着所述发动机的旋转的所述传递轴的转速和伴随着所述电动马达的旋转的所述传递轴的转速之间的差在规定的基准值以内的情况下,使所述离合器转换为所述结合状态。
6.根据权利需求1至5任一项所述的混合动力车辆的控制装置,其特征在于,
具备取得车辆整体的合计需求转矩,而向所述电动马达以及所述发动机进行所述合计需求转矩的分配的需求转矩分配部;
所述需求转矩分配部在所述离合器转变至所述结合状态后,执行从所述第一行驶模式的所述需求转矩的分配状态向所述第二行驶模式的所述需求转矩的分配状态逐渐转变的跟踪控制。
7.根据权利需求1至6任一项所述的混合动力车辆的控制装置,其特征在于,
所述待机状态设定为相对于所述半离合状态无间隙的状态。
8.根据权利需求1至7任一项所述的混合动力车辆的控制装置,其特征在于,
所述离合器控制部在所述车辆行驶中接收到所述模式切换需求的情况下,通过使所述离合器为所述半离合状态来利用所述电动马达的驱动或所述车辆的惯性所带来的所述传递轴的旋转起动所述发动机。
9.根据权利需求1至8任一项所述的混合动力车辆的控制装置,其特征在于,
所述混合动力车辆是机动两轮车。
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