CN113330234B - 车辆用驱动装置以及混合动力车辆 - Google Patents

车辆用驱动装置以及混合动力车辆 Download PDF

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CN113330234B
CN113330234B CN202080008454.7A CN202080008454A CN113330234B CN 113330234 B CN113330234 B CN 113330234B CN 202080008454 A CN202080008454 A CN 202080008454A CN 113330234 B CN113330234 B CN 113330234B
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clutch
engine
state
travel
output
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CN113330234A (zh
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铃木隆广
渡边忠明
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Aisin Co Ltd
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Aisin Co Ltd
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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
    • B60W20/50—Control strategies for responding to system failures, e.g. for fault diagnosis, failsafe operation or limp mode
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
    • B—PERFORMING OPERATIONS; TRANSPORTING
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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
    • 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
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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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    • B60K6/42—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
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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
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/52—Driving a plurality of drive axles, e.g. four-wheel drive
    • 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
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
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    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2054—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed by controlling transmissions or clutches
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  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Control Of Fluid Gearings (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Control Of Transmission Device (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

本发明的车辆用驱动装置具有：变速机构，具有由发动机驱动的输入构件、以及与车轮驱动连接的输出构件，该变速机构能够对输入构件与输出构件之间的变速比进行变更；离合器SSC，介于发动机的输出轴与输入构件之间，能够使发动机的输出轴与变速机构的输入构件的动力传递连接或切断；以及控制部，通过电指令控制离合器SSC的接合或分离。控制部在输出电指令以使离合器SSC变为分离状态时判定为离合器SSC产生拖曳状态的情况下(t2)，输出电指令以使离合器SSC变为完全接合状态(t3～t4)。

Description

车辆用驱动装置以及混合动力车辆
技术领域
该技术涉及例如搭载于汽车等车辆的车辆用驱动装置以及混合动力车辆。
背景技术
近年来，所谓的单马达并联式的混合动力车辆的开发不断发展，该单马达并联式的混合动力车辆具有发动机、电动发电机(下面，简称为“马达”)、介于发动机与马达之间的发动机连接用离合器、具有对发动机、马达与车轮的动力传递的连接以及切断进行切换的离合器的变速机构(例如，参照专利文献1)。
在这样的混合动力车辆中搭载有用于通过油压控制变速机构等的油压控制装置。油压控制装置例如具有线性电磁阀，其能够输出被该线性电磁阀调压后的油压。发动机连接用离合器根据从油压控制装置供给的油压，自由地控制接合状态、扭矩容量。
现有技术文献
专利文献
专利文献1：国际公开第2014/051107号
发明内容
发明要解决的问题
然而，在专利文献1所述的混合动力车辆中，例如，在发生了油压控制装置的线性电磁阀无法停止油压的输出而持续输出的故障的情况下，即使要将发动机连接用离合器变为分离状态，也可能在接合状态下粘住。在该情况下，例如，推测为发动机连接用离合器在完全接合状态下粘住，考虑执行与其相对应的控制，但以往从未考虑发动机连接用离合器在如打滑接合状态那样产生拖曳的状态下粘住的情况，不会执行与其相对应的控制。
在此，在发动机连接用离合器在打滑接合状态下粘住的情况下，由于发动机的输出轴与变速机构的输入构件之间的旋转差会导致离合器板彼此产生拖曳状态，长时间持续该拖曳状态，会导致离合器板发热而变为过热状态。
因此，本发明的目的在于，提供一种车辆用驱动装置以及混合动力车辆，在能够使发动机与变速机构的动力传递连接或切断的离合器在拖曳状态下粘住的情况下，能够避免离合器的过热。
解决问题的手段
本发明的车辆用驱动装置，具有：变速机构，具有由发动机驱动的输入构件、以及与车轮驱动连接的输出构件，该变速机构能够对所述输入构件与所述输出构件之间的变速比进行变更；离合器，介于所述发动机的输出轴与所述输入构件之间，能够使所述发动机的所述输出轴与所述变速机构的所述输入构件的动力传递连接或切断；以及控制部，通过电指令控制所述离合器的接合或分离，所述控制部在输出电指令以使所述离合器变为分离状态时判定为所述离合器产生拖曳状态的情况下，输出电指令以使所述离合器变为完全接合状态。
另外，本发明的混合动力车辆具有：上述的车辆用驱动装置，在所述离合器与所述输入构件之间的动力传递路径上具有第一旋转电机；第二旋转电机；前轮以及后轮，所述前轮以及所述后轮中的一方与所述输出构件驱动连接，所述前轮以及所述后轮中的另一方与所述第二旋转电机驱动连接，所述变速机构具有能够使所述输入构件与所述输出构件的动力传递连接或切断的接合构件，能够使所述接合构件变为分离状态来驱动所述发动机，并利用由所述第一旋转电机产生的电力驱动所述第二旋转电机来进行行驶。
发明效果
根据本发明的车辆用驱动装置以及混合动力车辆，在能够使发动机与变速机构的动力传递连接或切断的离合器在拖曳状态下粘住的情况下，能够避免离合器的过热。
附图说明
图1是表示实施方式的混合动力车辆的简图。
图2是表示实施方式的混合动力车辆的ECU的控制框图。
图3是表示实施方式的混合动力车辆的动作的时序图。
具体实施方式
下面，基于图1～图3说明本发明的混合动力车辆100的实施方式。在本实施方式中，驱动连接是指，彼此的旋转构件以能够传递驱动力的方式连接的状态，并且作为包括这些旋转构件以一体旋转的方式连接的状态，或者这些旋转构件经由离合器等以能够传递驱动力的方式连接的状态的概念使用。
如图1所示，混合动力车辆100具有发动机(E/G)2、以及与发动机2的输出轴2a连接的混合动力驱动装置(车辆用驱动装置)3，作为左右的前轮(车轮)11的驱动系统，并且具有后置马达(M/G)20，作为左右的后轮12的驱动系统。由此，前轮11能够进行所谓的单马达并联式的混合动力行驶，后轮12能够进行EV行驶，通过同时驱动前轮11以及后轮12还能够进行四轮驱动。
首先，对前轮11的驱动系统进行说明。混合动力驱动装置3的输出轴5b与未图示的差速装置驱动连接，从差速装置经由左右的驱动轴11a向左右的前轮11传递驱动力。即，前轮11以及后轮12中的一方即前轮11与变速机构5的输出轴5b驱动连接。发动机2基于来自后述的ECU7的指令，自由地控制发动机转速Ne、发动机扭矩Te。另外，在发动机2的输出轴2a的外周侧设置有检测该输出轴2a的转速即发动机转速Ne的发动机转速传感器41。
混合动力驱动装置3大致构成为具有发动机连接用的离合器SSC、电动发电机(第一旋转电机、M/G)4、变速机构(A/T)5、以及控制它们的ECU(控制部)7。离合器SSC介于发动机2的输出轴2a与电动发电机(下面，简称为“马达”)4的转子轴4a之间，能够使它们摩擦接合。即，离合器SSC介于发动机2的输出轴2a与变速机构5的输入轴5a之间，能够使它们的动力传递连接或切断。离合器SSC基于来自ECU7的指令，根据从油压控制装置(V/B)6供给的离合器油压PSSC，自由地控制接合状态，也自由地控制其扭矩容量。
马达4设置于离合器SSC与变速机构5的输入轴5a之间的动力传递路径。马达4具有省略图示的定子以及转子，该转子连接的转子轴4a与离合器SSC的输出侧驱动连接。马达4基于来自ECU7的指令，自由地控制马达转速Nm、马达扭矩Tm(从马达4输出的扭矩)。另外，在马达4的转子轴4a的外周侧设置有检测该转子轴4a的转速即马达转速Nm的马达转速传感器42。转子轴4a与变速机构5的输入轴5a直接地驱动连接。
马达4经由逆变器(Inverter)22与电池23连接。由此，通过从电池23输出的电力经由逆变器22向马达4供电，来驱动马达4。另外，在通过发动机2行驶时或惯性行驶时，通过使马达4空转，能够产生电力并向电池23充电。
变速机构5具有由发动机2驱动的输入轴(输入构件)5a、以及与前轮11驱动连接的输出轴(输出构件)5b，该变速机构5能够变更输入轴5a与输出轴5b之间的变速比。变速机构5由具有例如将多个行星齿轮组组合而成的齿轮机构的有级式变速器构成，通过基于从油压控制装置6供给的油压变更多个摩擦接合构件(离合器、制动器)的摩擦接合状态，变更传递路径来进行变速比的变更。作为所述多个摩擦接合构件中的一部分，具有第一离合器C1、未图示的第二离合器、制动器等。第一离合器C1构成为自由地进行输入轴5a与输出轴5b之间的动力传递的连接或切断，能够切换为分离状态、打滑接合状态、以及完全接合状态的各状态来进行摩擦接合。即，变速机构5具有能够使输入轴5a与输出轴5b的动力传递连接或切断的第一离合器C1。第一离合器C1基于来自ECU7的指令，根据从油压控制装置6供给的第一离合器油压PC1，自由地控制接合状态，也自由地控制其扭矩容量。
另外，在变速机构5的输入轴5a的外周侧设置有检测该输入轴5a的转速即输入转速(在本实施方式中与马达转速Nm相同)的输入转速传感器43。而且，在变速机构5的输出轴5b的外周侧设置有检测该输出轴5b的转速即输出转速Nout的输出转速传感器44。输出轴5b如上述那样经由差速装置等与前轮11驱动连接，因此，输出转速传感器44也能够用作检测车速V的构件。
此外，在本实施方式中，说明第一离合器C1是通过例如与未图示的单向离合器一起变为接合状态而实现前进1挡的构件，即，是通过仅使一个第一离合器C1接合而实现变速机构5的前进1挡的构件。但并不限定于此，也可以是与例如其他摩擦接合构件一起同时接合而实现前进1挡至前进3挡那样的能够起步的变速挡的构件。
另外，在本实施方式中，将变速机构5作为有级变速器来进行说明，但也可以是例如带式、环式、锥环式等的无级变速器，在该情况下，能够考虑第一离合器C1是内置于无级变速器的能够使动力传递连接或切断的离合器。
另外，上述的离合器SSC以及第一离合器C1等是可传递的扭矩容量的大小根据按压两个以上的摩擦接合构件的油压的大小可变的能够摩擦接合的构件，通常，构成为具有按压这些摩擦接合构件的活塞、按压该活塞的油压缸、对油压缸沿相反方向作用的复位弹簧。但是，并不限定于这样的结构，也可以是活塞以相对气缸的差压进行驱动那样的结构，也可以是利用通过油压促动器移动的臂等按压摩擦接合构件的结构。此外，在本实施方式中，在离合器SSC中设置有用于判定从ECU7输出的SSC油压指令值和实际的离合器油压PSSC是否相同的油压传感器45(参照图2)。此外，在本实施方式中，对离合器SSC、第一离合器C1等为被油压控制的摩擦接合构件的情况进行说明，但并不限定于此，例如也可以应用电磁离合器等。
这些离合器SSC、第一离合器C1的状态如上述那样以油压的大小被控制，被分为摩擦接合构件彼此分离的“分离状态”、一边打滑一边产生传递的扭矩容量的“打滑接合状态”、使油压尽可能变大而使摩擦接合构件彼此紧固连接的“完全接合状态”。此外，“打滑接合状态”能够定义为活塞从分离状态产生行程而变为与摩擦接合构件接触的行程末端后到摩擦接合构件彼此的转速同步为止的期间，“分离状态”能够定义为活塞小于行程末端而与摩擦接合构件分离的状态。在本实施方式中，离合器SSC的打滑接合状态相当于离合器SSC产生拖曳的状态。
油压控制装置6由例如阀体构成，具有根据从未图示的机械式油泵、电动油泵供给的油压生成主压等的未图示的初级调节器阀等，能够基于来自ECU7的控制信号供排用于分别控制第一离合器C1、离合器SSC、后述的马达断开离合器CM等的油压。因此，油压控制装置6具有用于向各接合构件供排油压的线性电磁阀。
接着，对后轮12的驱动系统进行说明。后置马达(第二旋转电机)20经由逆变器24与电池23连接，并通过基于来自ECU7的驱动指令由逆变器24进行电力控制而自由地驱动以及再生。即，前轮11以及后轮12中的另一方即后轮12与后置马达20驱动连接。后置马达20经由马达断开离合器CM与齿轮箱21驱动连接。在齿轮箱21中内置有未图示的规定减速比的减速齿轮机构以及差速装置，在马达断开离合器CM接合时，利用齿轮箱21的减速齿轮机构对后置马达20的旋转进行减速，并且一边利用差速装置吸收左右的车轴12a的旋转差，一边向左右的后轮12传递。
如图2所示，ECU7例如具有CPU71、存储处理程序的ROM72、暂时地存储数据的RAM73、以及输入输出电路(I/F)74，并输出向油压控制装置6的控制信号、向逆变器22、24的控制信号等各种电指令。为了检测离合器SSC等的接合状态，ECU7连接有：检测发动机2的输出轴2a的转速的发动机转速传感器41、检测马达4的转子轴4a的转速的马达转速传感器42、检测变速机构5的输入轴5a的转速的输入转速传感器43、检测变速机构5的输出轴5b的转速的输出转速传感器44、用于判定从ECU7输出的SSC油压指令值和实际的离合器油压PSSC是否相同的油压传感器45等。
ECU7经由未图示的发动机控制部向发动机2发送指令，自由地控制发动机转速Ne、发动机扭矩Te。另外，ECU7通过向油压控制装置6发送指令来对离合器油压PSSC进行调压控制，自由地控制离合器SSC的摩擦接合状态。即，ECU7通过电指令控制离合器SSC的接合或分离。另外，ECU7经由逆变器22对马达4进行电力控制，自由地进行基于转速控制的马达转速Nm的控制、基于扭矩控制的马达扭矩Tm的控制。另外，ECU7经由逆变器24对后置马达20进行电力控制，自由地进行基于转速控制的马达转速的控制、基于扭矩控制的马达扭矩的控制。
ECU7以如下方式进行控制：基于例如车速、油门开度选择判断变速挡，向油压控制装置6发送指令，对各摩擦接合构件(离合器、制动器)进行油压控制，来进行变速控制(变速比的变更)。另外，ECU7通过上述那样地向油压控制装置6发送指令，对第一离合器油压PC1进行调压控制，自由地控制多个摩擦接合构件中的一个即第一离合器C1的接合状态(分离、打滑接合、接合完成等)。
以上那样构成的混合动力车辆100在使用了发动机2和/或马达4的驱动力的行驶中，从混合动力驱动装置3输出的动力向前轮11传递，并且马达断开离合器CM被分离，从而后置马达20变为与后轮12分离的状态。然后，在变速机构5中，通过由ECU7根据换挡范围、车速、油门开度判断最佳的变速挡，对油压控制装置6进行电子控制，形成基于该变速判断而形成的变速挡。另外，在从混合动力驱动装置3输出的动力向前轮11传递时，通过使马达断开离合器CM接合而驱动后置马达20，能够实现四轮驱动。
接着，基于图3的时序图说明在本实施方式的混合动力车辆100的发动机行驶中，在离合器SSC中产生在打滑接合状态下粘住的故障的情况的动作。在此，说明在从通过发动机2的驱动力进行行驶的HV行驶切换为通过马达4的驱动力进行行驶的EV行驶时，ECU7输出电指令，以使离合器SSC变为分离状态的情况。在此，说明从HV行驶切换为EV行驶的情况，但并不限定于此，本实施方式也能够适用于在其他情况下在离合器SSC中发生在打滑接合状态下粘住的故障的情况。
如图3所示，在时刻t0，使离合器SSC变为完全接合状态而通过发动机2的驱动处于发动机行驶中，马达4未驱动，马达断开离合器CM为分离的状态。此时，SSC扭矩限制值设定为最大。
然后，在时刻t1，为了使离合器SSC分离，降低SSC要求扭矩、AT输入要求扭矩、发动机扭矩，在时刻t2，在它们变为0时，为了使离合器SSC变为分离状态，开始降低SSC油压指令值。通过使SSC油压指令值降低，使SSC油压传感器值降低，从而使SSC油压指令值变为0，由此离合器SSC从完全接合状态转变为分离状态。
在此，在图3所示的时序图中，假设产生离合器SSC从完全接合状态变为打滑接合状态引起拖曳而粘住的故障。作为该情况的故障的发生原因可列举，例如向离合器SSC供给油压的油压控制装置6的线性电磁阀中的油压的输出状态下的卡死、离合器SSC自身的粘住。此时，尽管SSC油压指令值为0，但油压传感器45的检测值不是0的情况下，ECU7判定为发生了故障。在该情况下，在离合器SSC中产生输入侧(发动机2的输出轴2a侧)与输出侧(变速机构5的输入轴5a侧)的旋转差，存在继续行驶会使离合器SSC变为过热状态而损伤的可能性。
因此，在本实施方式中，在这样的离合器SSC在打滑接合状态下粘住的故障时，以抑制离合器SSC的旋转差的方式进行控制。即，ECU7在输出电指令以使离合器SSC变为分离状态时，在判定为离合器SSC产生拖曳状态的情况下，输出电指令以使离合器SSC变为完全接合状态。在本实施方式中，在时刻t3，ECU7在判定为发生了离合器SSC在打滑接合状态下粘住的故障时，使SSC油压指令值从0开始上升，使其上升至与实际的离合器油压PSSC(在图3中为SSC油压传感器值)一致为止。
在本实施方式中，作为判定离合器SSC产生拖曳状态的判定方法，在离合器扭矩推定值与离合器扭矩指令值之差在规定值以上的状态持续了规定时间的情况下，ECU7判定为离合器SSC产生拖曳状态。此外，作为判定的基准，并不限定于离合器扭矩推定值与离合器扭矩指令值之差，例如，也可以应用SSC油压指令值与SSC油压传感器值之差。
另外，在时刻t3，ECU7输出将发动机2的输出扭矩限制为规定扭矩值以下的电指令，以使发动机2的输出轴2a与变速机构5的输入轴5a的旋转差变小，例如，旋转差消失。这里的规定扭矩值被设定为离合器扭矩推定值以下。这是由于，在发动机扭矩超过离合器扭矩推定值时，离合器SSC变为打滑状态的可能性变高。另外，关于规定扭矩值的设定，考虑离合器扭矩推定值的推定精度的误差，可以乘以安全率而设定为比离合器扭矩推定值小规定量的值。另外，这里的电指令的输出为，例如基于AT侧的ECU发生故障时的离合器推定扭矩，向发动机侧的ECU发送发动机扭矩限制值。
在本实施方式中，ECU7通过降低SSC扭矩限制值，进行发动机扭矩限制，使旋转差变小。ECU7对发动机转速传感器41与马达转速传感器42的检测值进行比较来计算离合器SSC的旋转差。即，ECU7在判定为离合器SSC产生拖曳状态的情况下，输出电指令，以维持判定为产生拖曳状态的时刻的离合器SSC的接合状态，直到判定为发动机2的输出轴2a与变速机构5的输入轴5a的旋转差收敛。
在通过发动机扭矩限制来抑制旋转差，且在时刻t4旋转差消失时，ECU7使SSC油压指令值上升为最大值，使离合器SSC再次变为完全接合状态。即，ECU7在判定为旋转差收敛的情况下，输出电指令以使离合器SSC变为完全接合状态。时刻t3～t4的期间T1是用于一边打滑行驶一边等到旋转差收敛的期间。混合动力车辆100在该状态下能够进行故障保护行驶(fail-safe traveling)。此外，根据离合器SSC的故障的发生原因，即使使SSC油压指令值上升为最大值，也可能变为离合器SSC在打滑接合状态粘住的情况。在该情况下，通过以上述那样地使离合器SSC的旋转差变小或消失的方式进行控制，能够以不使离合器SSC过热的方式进行故障保护行驶。
然后，在混合动力车辆100变为低车速的情况下，若基于发动机2的发动机停转防止控制(engine stall prevention control)的发动机扭矩向变速机构5传递，则有可能发生不希望的加速。因此，在时刻t5，混合动力车辆100变为比规定速度低的低车速，在发动机转速降低至空转速度的情况下，使变速机构5的第一离合器C1变为分离状态，使变速机构5变为空挡挡位，从而切断输入轴5a与输出轴5b的驱动连接。即，ECU7在判定为离合器SSC产生拖曳状态而输出电指令以使离合器SSC变为接合状态时，在判定为由输入转速传感器43检测出的输入轴5a的转速变为规定值以下的情况下，输出电指令以使第一离合器C1变为分离状态。由此，即使混合动力车辆100变为低车速，也能够防止基于发动机2的发动机停转防止控制的发动机扭矩向变速机构5传递，从而能够避免发生不希望的加速。即，时刻t4～t5的期间T2是用于使离合器SSC完全接合而避免旋转差，并且利用变速机构5进行行驶的期间。混合动力车辆100在该状态下能够进行故障保护行驶，但在上述那样地相比规定速度进行减速时，使第一离合器C1变为分离状态。
在使第一离合器C1变为分离状态后，为了还继续行驶，能够将后置马达20作为驱动源，并利用后轮12继续行驶。此时，在时刻t6，使发动机转速以及发动机扭矩变得比空转时大，由马达4进行发电，并能够将产生的电力向电池23充电或用于驱动后置马达20。即，在该混合动力车辆100中，能够使第一离合器C1变为分离状态，从而驱动发动机2并利用由马达4产生的电力驱动后置马达20来进行行驶。由此，即使离合器SSC发生上述那样的故障，也能够利用发动机2、马达4以及后置马达20作为串联方式的混合动力车辆100进行故障保护行驶。
如上所述，根据本实施方式的混合动力驱动装置3，ECU7在输出电指令以使离合器SSC变为分离状态时判定为离合器SSC产生拖曳状态的情况下，输出电指令以使离合器SSC变为接合状态。因此，在能够使发动机2与变速机构5的动力传递连接或切断的离合器SSC在拖曳状态下粘住的情况下，能够避免离合器SSC的过热。
另外，根据本实施方式的混合动力驱动装置3，ECU7在离合器SSC发生上述的故障的情况下，输出将发动机2的输出扭矩限制为规定扭矩值以下的电指令，以使发动机2的输出轴2a与变速机构5的输入轴5a的旋转差变小，例如，旋转差消失。因此，在能够使发动机2与变速机构5的动力传递连接或切断的离合器SSC在拖曳状态下粘住的情况下，与使离合器SSC立即急剧地变为完全接合状态的情况相比，能够减轻振动的产生。
另外，根据本实施方式的混合动力驱动装置3，在混合动力车辆100变为比规定速度低的低车速且发动机转速降低至空转速度的情况下，使变速机构5的第一离合器C1变为分离状态，使变速机构5变为空挡挡位，从而将输入轴5a与输出轴5b的驱动连接切断。由此，即使混合动力车辆100变为低车速，也能够防止基于发动机2的发动机停转防止控制的发动机扭矩向变速机构5传递，从而能够避免不希望的加速的发生。
另外，根据本实施方式的混合动力车辆100，在使第一离合器C1变为分离状态后，为了还继续行驶，能够将后置马达20作为驱动源，利用后轮12继续行驶。此时，使第一离合器C1变为分离状态，驱动发动机2并利用由马达4产生的电力驱动后置马达20来进行行驶。由此，即使离合器SSC发生上述那样的故障，也能够利用发动机2、马达4以及后置马达20，以串联方式的混合动力车辆100那样进行行驶。即，该混合动力车辆100本来是单马达并联式的混合动力车辆，但在因离合器SSC的故障而难以进行单马达并联式的行驶的情况下，能够以串联方式的混合动力车辆100那样进行行驶。
此外，在上述的本实施方式中，说明了ECU7输出将发动机2的输出扭矩限制为规定扭矩值以下的电指令，以使发动机2的输出轴2a与变速机构5的输入轴5a的旋转差变小，例如，旋转差消失，但并不限定于此。例如，也可以不使发动机2的输出轴2a与变速机构5的输入轴5a的旋转差变小至消失为止。在该情况下，在检测到故障后，ECU7例如可以使旋转差变小，即使还未变为0，也可以使离合器SSC完全接合，或者，也可以不使旋转差变小而立即使离合器SSC完全接合。
另外，在上述的本实施方式中，说明了混合动力车辆100具有能够驱动后轮12的后置马达20的情况，但并不限定于此。例如，也可以不具有后置马达20。在该情况下，在图3所示的时刻t5，在使变速机构5变为空挡挡位而切断输入轴5a与输出轴5b的驱动连接后，无法进行行驶，因此，使发动机2停止而结束故障保护行驶。
另外，在上述的本实施方式中，前轮11以及后轮12中的一方即前轮11与变速机构5的输出轴5b驱动连接，前轮11以及后轮12中的另一方即后轮12与后置马达20驱动连接。但并不限定于此，也可以为前轮11与后置马达20驱动连接，后轮12与变速机构5的输出轴5b驱动连接的结构。
另外，在上述的本实施方式中，说明了作为介于发动机2的输出轴2a与变速机构5的输入轴5a之间且能够连接或切断的离合器应用离合器SSC的情况，但并不限定于此。例如，作为上述离合器，也可以应用与液力变矩器一起设置的锁止离合器。
此外，本实施方式至少具有下面的结构。本实施方式的车辆用驱动装置(3)具有：变速机构(5)，具有由发动机(2)驱动的输入构件(5a)、以及与车轮(11)驱动连接的输出构件(5b)，该变速机构(5)能够对所述输入构件(5a)与所述输出构件(5b)之间的变速比进行变更；离合器(SSC)，介于所述发动机(2)的输出轴(2a)与所述输入构件(5a)之间，能够使所述发动机(2)的所述输出轴(2a)与所述变速机构(5)的所述输入构件(5a)的动力传递连接或切断；以及控制部(7)，通过电指令控制所述离合器(SSC)的接合或分离，所述控制部(7)在输出电指令以使所述离合器(SSC)变为分离状态时判定为所述离合器(SSC)产生拖曳状态的情况下，输出电指令以使所述离合器(SSC)变为完全接合状态。
根据该结构，在能够使发动机(2)与变速机构(5)的动力传递连接或切断的离合器(SSC)在拖曳状态下粘住的情况下，能够避免离合器(SSC)的过热。
另外，在本实施方式的车辆用驱动装置(3)中，所述控制部(7)在判定为所述离合器(SSC)产生拖曳状态的情况下，输出电指令以维持判定为产生拖曳状态的时刻的所述离合器(SSC)的接合状态，直到判定为所述发动机(2)的所述输出轴(2a)与所述变速机构(5)的所述输入构件(5a)的旋转差收敛为止，在判定为所述旋转差收敛的情况下，输出电指令以使所述离合器(SSC)变为完全接合状态。
例如，在发动机(2)的输出轴(2a)与变速机构(5)的输入构件(5a)具有旋转差的状态下，输出使离合器(SSC)变为完全接合状态那样的电指令时，有可能导致拖曳状态下的粘住突然解除。在该情况下，离合器急速接合，有可能会使车辆产生接合振动。相对于此，根据本实施方式的车辆用驱动装置(3)的结构，能够减轻那样的接合振动的产生。
另外，在本实施方式的车辆用驱动装置(3)中，所述控制部(7)在输出电指令以使所述离合器(SSC)变为分离状态时判定为所述离合器(SSC)产生拖曳状态的情况下，输出将所述发动机(2)的输出扭矩限制为规定扭矩值以下的电指令，以使所述发动机(2)的所述输出轴(2a)与所述变速机构(5)的所述输入构件(5a)的旋转差变小。
根据该结构，在能够使发动机(2)与变速机构(5)的动力传递连接或切断的离合器(SSC)在拖曳状态下粘住的情况下，与使离合器(SSC)立即急剧地变为完全接合状态的情况相比，能够减轻振动的产生。
另外，在本实施方式的车辆用驱动装置(3)中，所述控制部(7)在输出电指令以使所述离合器(SSC)变为分离状态时判定为所述离合器(SSC)产生拖曳状态的情况下，输出将所述发动机(2)的输出扭矩限制为规定扭矩值以下的电指令，以使所述发动机(2)的所述输出轴(2a)与所述变速机构(5)的所述输入构件(5a)的旋转差消失。
根据该结构，在能够使发动机(2)与变速机构(5)的动力传递连接或切断的离合器(SSC)在拖曳状态下粘住的情况下，与在离合器(SSC)的旋转差消失之前变为完全接合状态的情况相比，能够减轻振动的产生。
另外，在本实施方式的车辆用驱动装置(3)中，所述规定扭矩值被设定为离合器扭矩推定值以下。根据该结构，在发动机扭矩超过离合器扭矩推定值时，离合器(SSC)可能产生打滑，因此，通过将规定扭矩值至少设定为离合器扭矩推定值以下，能够抑制离合器(SSC)的拖曳状态的产生。
另外，在本实施方式的车辆用驱动装置(3)中，所述控制部(7)在输出电指令以使所述离合器(SSC)变为分离状态时，在离合器扭矩推定值与离合器扭矩指令值之差为规定值以上的状态持续规定时间的情况下，判定为所述离合器(SSC)产生拖曳状态。根据该结构，能够容易且合适地判定是否产生拖曳状态。
另外，在本实施方式的车辆用驱动装置(3)中，所述变速机构(5)具有能够使所述输入构件(5a)与所述输出构件(5b)的动力传递连接或切断的接合构件(C1)，所述控制部(7)在判定为所述离合器(SSC)产生拖曳状态而输出电指令以使所述离合器变(SSC)为完全接合状态时，在判定为所述输入构件(5a)的转速变为规定值以下的情况下，输出电指令以使所述接合构件(C1)变为分离状态。
根据该结构，在混合动力车辆(100)变为比规定速度低的低车速，发动机转速降低至空转速度的情况下等，能够防止基于发动机(2)的发动机停转防止控制的发动机扭矩向变速机构(5)传递，从而能够避免不希望的加速的产生。
另外，本实施方式的车辆用驱动装置(3)具有设置于所述离合器(SSC)与所述输入构件(5a)之间的动力传递路径的第一旋转电机(4)，在从通过所述发动机(2)的驱动力进行行驶的HV行驶切换为通过所述第一旋转电机(4)的驱动力进行行驶的EV行驶时，所述控制部(7)输出电指令以使所述离合器(SSC)变为分离状态。根据该结构，车辆用驱动装置(3)能够实现单马达并联式的混合动力行驶。并且，在从HV行驶切换为EV行驶时，在能够使发动机(2)与变速机构(5)的动力传递连接或切断的离合器(SSC)在拖曳状态下粘住的情况下，能够避免离合器(SSC)的过热。
另外，本实施方式的混合动力车辆(100)具有：上述的车辆用驱动装置(3)，在所述离合器(SSC)与所述输入构件(5a)之间的动力传递路径上具有第一旋转电机(4)；第二旋转电机(20)；前轮(11)以及后轮(12)，所述前轮(11)以及所述后轮(12)中的一方与所述输出构件(5b)驱动连接，所述前轮(11)以及所述后轮(12)中的另一方与所述第二旋转电机(20)驱动连接，所述变速机构(5)具有能够使所述输入构件(5a)与所述输出构件(5b)的动力传递连接或切断的接合构件(C1)，能够使所述接合构件(C1)变为分离状态来驱动所述发动机(2)，并利用由所述第一旋转电机(4)产生的电力驱动所述第二旋转电机(20)来进行行驶。
根据该结构，即使在控制部(7)输出电指令以使离合器(SSC)变为分离状态时，判定为离合器(SSC)产生拖曳状态的情况下，也能够利用发动机(2)、第一旋转电机(4)以及第二旋转电机(20)，像串联方式的混合动力车辆(100)那样进行行驶。
工业上的可利用性
本发明的车辆用驱动装置以及混合动力车辆能够搭载于例如汽车等车辆，例如，适用于单马达并联式的混合动力车辆。
附图标记的说明：
2 发动机
2a 输出轴
3 混合动力驱动装置(车辆用驱动装置)
4 电动发电机(第一旋转电机)
5 变速机构
5a 输入轴(输入构件)
5b 输出轴(输出构件)
7 ECU(控制部)
11 前轮(车轮)
12 后轮
20 后置马达(第二旋转电机)
100 混合动力车辆
C1 第一离合器(接合构件)
SSC 离合器

Claims (13)

1.一种车辆用驱动装置，其中，
具有：
变速机构，具有由发动机驱动的输入构件、以及与车轮驱动连接的输出构件，该变速机构能够对所述输入构件与所述输出构件之间的变速比进行变更；
离合器，介于所述发动机的输出轴与所述输入构件之间，能够使所述发动机的所述输出轴与所述变速机构的所述输入构件的动力传递连接或切断；以及
控制部，通过电指令控制所述离合器的接合或分离，
所述控制部在输出电指令以使所述离合器变为分离状态时判定为所述离合器产生拖曳状态的情况下，输出电指令以使所述离合器变为完全接合状态，
所述控制部在判定为所述离合器产生拖曳状态的情况下，输出电指令以维持判定为产生拖曳状态的时刻的所述离合器的接合状态，直到判定为所述发动机的所述输出轴与所述变速机构的所述输入构件的旋转差收敛为止，在判定为所述旋转差收敛的情况下，输出电指令以使所述离合器变为完全接合状态。
2.如权利要求1所述的车辆用驱动装置，其中，
所述控制部在输出电指令以使所述离合器变为分离状态时判定为所述离合器产生拖曳状态的情况下，输出将所述发动机的输出扭矩限制为规定扭矩值以下的电指令，以使所述发动机的所述输出轴与所述变速机构的所述输入构件的旋转差变小。
3.如权利要求1所述的车辆用驱动装置，其中，
所述控制部在输出电指令以使所述离合器变为分离状态时判定为所述离合器产生拖曳状态的情况下，输出将所述发动机的输出扭矩限制为规定扭矩值以下的电指令，以使所述发动机的所述输出轴与所述变速机构的所述输入构件的旋转差消失。
4.如权利要求2所述的车辆用驱动装置，其中，
所述规定扭矩值被设定为离合器扭矩推定值以下。
5.如权利要求3所述的车辆用驱动装置，其中，
所述规定扭矩值被设定为离合器扭矩推定值以下。
6.如权利要求1至5中任一项所述的车辆用驱动装置，其中，
所述控制部在输出电指令以使所述离合器变为分离状态时，在离合器扭矩推定值与离合器扭矩指令值之差为规定值以上的状态持续规定时间的情况下，判定为所述离合器产生拖曳状态。
7.如权利要求1至5中任一项所述的车辆用驱动装置，其中，
所述变速机构具有能够使所述输入构件与所述输出构件的动力传递连接或切断的接合构件，
所述控制部在判定为所述离合器产生拖曳状态而输出电指令以使所述离合器变为完全接合状态时，在判定为所述输入构件的转速变为规定值以下的情况下，输出电指令以使所述接合构件变为分离状态。
8.如权利要求6所述的车辆用驱动装置，其中，
所述变速机构具有能够使所述输入构件与所述输出构件的动力传递连接或切断的接合构件，
所述控制部在判定为所述离合器产生拖曳状态而输出电指令以使所述离合器变为完全接合状态时，在判定为所述输入构件的转速变为规定值以下的情况下，输出电指令以使所述接合构件变为分离状态。
9.如权利要求1至5中任一项所述的车辆用驱动装置，其中，
所述车辆用驱动装置具有设置于所述离合器与所述输入构件之间的动力传递路径的第一旋转电机，
在从通过所述发动机的驱动力进行行驶的HV行驶切换为通过所述第一旋转电机的驱动力进行行驶的EV行驶时，所述控制部输出电指令以使所述离合器变为分离状态。
10.如权利要求6所述的车辆用驱动装置，其中，
所述车辆用驱动装置具有设置于所述离合器与所述输入构件之间的动力传递路径的第一旋转电机，
在从通过所述发动机的驱动力进行行驶的HV行驶切换为通过所述第一旋转电机的驱动力进行行驶的EV行驶时，所述控制部输出电指令以使所述离合器变为分离状态。
11.如权利要求7所述的车辆用驱动装置，其中，
所述车辆用驱动装置具有设置于所述离合器与所述输入构件之间的动力传递路径的第一旋转电机，
在从通过所述发动机的驱动力进行行驶的HV行驶切换为通过所述第一旋转电机的驱动力进行行驶的EV行驶时，所述控制部输出电指令以使所述离合器变为分离状态。
12.如权利要求8所述的车辆用驱动装置，其中，
所述车辆用驱动装置具有设置于所述离合器与所述输入构件之间的动力传递路径的第一旋转电机，
在从通过所述发动机的驱动力进行行驶的HV行驶切换为通过所述第一旋转电机的驱动力进行行驶的EV行驶时，所述控制部输出电指令以使所述离合器变为分离状态。
13.一种混合动力车辆，其中，
具有：
权利要求1至12中任一项所述的车辆用驱动装置，在所述离合器与所述输入构件之间的动力传递路径上具有第一旋转电机；
第二旋转电机；
前轮以及后轮，
所述前轮以及所述后轮中的一方与所述输出构件驱动连接，
所述前轮以及所述后轮中的另一方与所述第二旋转电机驱动连接，
所述变速机构具有能够使所述输入构件与所述输出构件的动力传递连接或切断的接合构件，
能够使所述接合构件变为分离状态，驱动所述发动机并利用由所述第一旋转电机产生的电力驱动所述第二旋转电机来进行行驶。
CN202080008454.7A 2019-01-23 2020-01-23 车辆用驱动装置以及混合动力车辆 Active CN113330234B (zh)

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