CN1730330A - 混合动力车辆的动力切换装置 - Google Patents
混合动力车辆的动力切换装置 Download PDFInfo
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Abstract
本发明提供一种混合动力车辆的动力切换装置,能够以简单且增重少的结构顺利地进行动力切换。在时刻t1开始进行目标Ne跟踪控制,在时刻t2,当发动机转速Ne达到起动离合器(40)的连接离合器速度时,无级变速器(23)的输入轴开始旋转,输出轴的转速Np2随之开始慢慢上升。在时刻t3,当发动机转速Ne达到目标Ne时,开始进行变速比上升控制,即根据驱动轴(60)的转速Nm与从动侧皮带轮(62)的转速Np2的微分来提高变速比Rm。在时刻t4,驱动电动机(21b)的转速Nm与从动侧皮带轮(62)的转速Np2一致,并且当所述单向离合器(44)处于连接状态时,停止变速比的上升控制而进行正常控制。
Description
技术领域
本发明涉及一种动力切换装置,在机械连接发动机的驱动轴与电动机的驱动轴的并联式或者串并联兼用式的混合动力车辆中,利用所述动力切换装置从电动机向发动机切换动力。
背景技术
以电动机为动力的电动汽车,与以发动机为动力的现有汽车相比,没有大气污染、噪音公害小、加减速的响应性良好,但是由于现阶段受电池能力所限,连续行驶距离很短。因而开始应用装载电动机和发动机的混合动力车辆。
这种混合动力车辆一般有如下3种公知的形式:仅以电动机为动力,仅将发动机用作对电池进行充电的发电机的动力“串联混合动力方式”;同时采用电动机和发动机作为车辆动力,并且根据行驶条件等而使用两者的“并联混合动力方式”;根据行驶状况分别使用上述2种方式的“串并联兼用式”。
由于与发动机相比,在低速转矩的情况下电动机性能优良,并且在低旋转区域电动机的效率优良,因而在上述并联混合方式或串并联兼用式的混合动力车辆中,可以进行动力切换控制,在低速区域以电动机为动力,在中高速区域以发动机为动力。
但是,在进行动力切换时,如果简单地将发动机的转矩累加到电动机的转矩上,则由于车辆的驱动转矩急剧变化而产生切换冲击。此外,当发动机与电动机的转速不一致时,也同样由会因车辆的驱动转矩急剧变化而产生切换冲击。
为了降低这种动力切换时的冲击,专利文献1公开了如下技术:在发动机与驱动电动机之间配置电磁粉末离合器,控制电动机的输出,使得动力切换时两者的转速和输出力矩一致,并且在一致的时刻向离合器供给励磁电流而使两者相连。
专利文献1:特开2000-23311号公报
在上述现有技术中,在发动机与驱动电动机之间必须设置电磁式离合器,并且还必须设置向上述电磁离合器供给电流的供电线和用于控制励磁电流的控制装置,因而导致结构复杂,并且重量增加。
发明内容
本发明的目的在于提供一种混合动力车辆的动力切换装置,能够解决上述现有的技术难题,可以利用简单且增重少的结构顺利地进行动力切换。
为了达到上述目的,本发明的混合动力车辆的动力切换装置,在发动机的曲轴与自动变速器之间设置起动离合器,具有介于所述自动变速器与驱动轴之间的单向离合器和连接在所述驱动轴上的驱动电动机,在起动时将电动机作为动力而使所述单向离合器空转,之后,连接该单向离合器而将动力切换到发动机,其特征在于,具有如下设备。
(1)包括:目标转速设定设备,在从电动机向发动机切换动力时,设定发动机的目标转速;和控制设备,根据所述目标转速控制发动机转速和自动变速器的变速比;所述控制设备,包括:使发动机转速跟踪所述目标转速的设备,和在所述发动机转速跟踪至目标转速的状态下提高所述自动变速器的变速比直至将发动机的动力传递给驱动轴的设备。
(2)所述目标转速设定设备,在从电动机向发动机切换动力时设定发动机的第一目标转速和低于该第一目标转速的第二目标转速;所述控制设备,使发动机转速跟踪第二目标转速,在使所述发动机转速跟踪至第二目标转速的状态下提高所述自动变速器的变速比,直至将发动机的动力传递给驱动轴;在将所述发动机的动力传递给驱动轴后,使发动机转速跟踪第一目标值,并且控制所述自动变速器的变速比,使得驱动轴转速与发动机转速提高无关而保持恒定。
(3)用于提高所述自动变速器的变速比的设备,在单向离合器达到连接状态时提高变速比。
(4)用于提高所述自动变速器的变速比的设备,根据所述自动变速器的输出轴和所述驱动轴的转速差判断所述单向离合器的断开或连接。
(5)用于提高所述自动变速器的变速比的设备,在发动机转速达到目标转速时开始提高变速比。
(6)用于提高所述自动变速器的变速比的设备,在连接所述起动离合器时开始提高变速比。
(7)用于提高所述自动变速器的变速比的设备,在所述发动机转速达到第二目标转速时开始提高变速比。
发明效果
根据本发明,能够达到如下效果。
(1)根据方案1的发明,从驱动电动机向发动机切换动力时,在维持发动机转速恒定的状态下,只控制自动变速器的变速比而将发动机的动力传递到驱动轴,因而可以减少发动机周围的惯性质量的影响。
(2)根据方案2的发明,由于所设定的第二目标转速低于第一目标转速,因而能够迅速提高自动变速器的变速比,其结果是,能够缩短动力切换所需的时间。
(3)根据方案3的发明,由于在单向离合器连接完毕后才开始动力切换,因而能够顺利地进行动力切换。
(4)根据方案4的发明,能够简便地检测出单向离合器的连接状态。
(5)根据方案5、方案7的发明,由于在发动机转速达到目标转速后开始提高变速比,因而能够在将发动机转速可靠地维持在目标转速的状态下进行动力切换。
(6)根据方案6的发明,当连接起动离合器时,即使发动机转速没有达到目标转速变速比也开始提高,因而能够缩短动力切换所需的时间。
附图说明
图1是本发明的混合动力车辆的一个实施例的二轮车的侧视图。
图2是表示图1所示的二轮车的系统结构的方框图。
图3是图1所示的二轮车的动力单元的剖视图。
图4是图3的主要部分放大图。
图5是表示动力切换方法的第一实施方式的顺序的流程图。
图6是动力切换方法的第一实施方式的时间图。
图7是表示动力切换方法的第二实施方式的顺序的流程图。
图8是动力切换方法的第二实施方式的时间图。
图9是表示动力切换方法的第三实施方式的顺序的流程图。
图10是动力切换方法的第三实施方式的时间图。
图11是表示动力切换方法的第四实施方式的顺序的流程图。
图12是动力切换方法的第四实施方式的时间图。
具体实施方式
下面,参照附图说明本发明的优选实施方式。图1是应用本发明的混合动力车辆的一个实施方式的侧视图。
混合动力车辆,在车体前方具有轴支承前轮WF的前叉1,该前叉1枢轴支承在头管2上,并且可以通过手柄3进行转向。从头管2朝向后下方地安装有下行管4,从该下行管4的下端大致水平地延伸设置有中间车架5。此外,从中间车架5的后端向后上方形成有后部车架6。
在这样构成的车体架10上枢轴固定包含动力源的动力单元11的一端。动力单元11,在其后方的另一端侧可旋转地安装有作为驱动轮的后轮WR,并且通过安装在后部车架6上的后减震器进行悬挂。
车体架10的外周覆盖有车体罩13,车体罩13的后上方固定有乘员就座的座椅14。在座椅14的前方形成有乘员放置脚的踏板15。在座椅14的下方设置用于存放头盔和行李等的具有实用空间功能的储物箱100。
图2是表示上述混合动力车辆的系统结构的方框图,上述动力单元11由以下部件构成:发动机20;ACG起动电动机21a,作为发动机起动器和发电机而发挥作用;无级变速器(传动设备)23,连接在曲轴22上,并将发动机20的动力传递到后轮WR;变速电动机77,改变上述无级变速器23的变速比;起动离合器40,切断或连接曲轴22与无级变速器23的输入轴之间的动力传递;驱动电动机21b,作为发动机或发电机而发挥作用;单向离合器(单向传动设备)44,虽然可以将动力从发动机20和驱动电动机21b传递到后轮WR侧,但是不能将动力从后轮WR传递到发动机20侧;以及减速机构69,将无级变速器23的输出减速后传递到后轮WR。通过发动机转速传感器36检测出发动机20的转速Ne。
发动机20的动力,从曲轴22经由起动离合器40、无级变速器23、单向离合器44、驱动轴60和减速机构69传递到后轮WR。另一方面,驱动电动机21b的动力经由驱动轴60和减速机构69传递到后轮WR。即,在本实施方式中,驱动轴60兼作驱动电动机21b的输出轴。
在ACG起动电动机21a和驱动电动机21b上连接有电池74。当驱动电动机21b作为发动机而发挥作用,并且ACG起动电动机21a作为起动机而发挥作用时,上述电池74向这些电动机21a、21b供给电力;当ACG起动电动机21a和驱动电动机21b作为发电机而发挥作用时,向上述电池74填充再生电力。
在发动机20的吸气管16内可自由转动地设置用于控制空气量的节气门17。所述节气门17根据乘员操纵节气门把手(未图示)的操作量而转动。此外,在本实施方式中,装载了DBW(drive by wire:索控式)系统12,上述节气门17与乘员的操作无关,可以根据发动机转速和车速等进行自动控制。在节气门17与发动机20之间设有喷射燃料的喷射器18和检测吸气管内的负压的负压传感器19。
控制单元7包括:目标转速决定部7a,决定将动力从驱动电动机21b切换到发动机20时的发动机的目标转速;发动机转速控制部7b,在动力切换时控制发动机转速;以及变速比控制部7c,在动力切换时控制无级变速器23的变速比。
接着,参照图3说明包括发动机20和驱动电动机21b的动力单元11的结构。
发动机20具有活塞25,该活塞25通过连杆24连接在曲轴22上。活塞25可以在设于气缸体26上的气缸27内滑动,并且使气缸27的轴线大致水平地配置气缸体26。在气缸体26的前表面上固定有气缸盖28,由该气缸盖28、气缸27以及活塞25形成燃烧混合气的燃烧室20a。
在气缸盖28上配置用于控制混合气向燃烧室20a的进气或排气的阀(未图示)以及火花塞29。通过轴支承在气缸盖28上的凸轮轴30的旋转来控制阀的开闭。凸轮轴30的一端侧具有从动链轮31,在从动链轮31与设在曲轴22一端的驱动链轮32之间架设环形凸轮链条33。在凸轮轴30的一端设置用于冷却发动机20的水泵34。安装上述水泵34,使其旋转轴35能够与凸轮轴30一体旋转。因此,当凸轮轴30旋转时,可以使水泵34运转。
在轴支承曲轴22的曲轴箱48的车宽方向右侧连接有定子壳体49,其内部收容有ACG起动发动机21a。该ACG起动发动机21a是所谓的外转子形式的电动机,该定子由将导线卷绕在丁字钢50上的线圈51构成,所述丁字钢50固定在定子壳体49上。另一方面,外转子52固定在曲轴22上,其大致形成覆盖定子外周的圆筒形状。此外,在外转子52的内周面上设有磁铁53。
在外转子52上安装了用于冷却ACG起动电动机21a的风扇54a,当该风扇54a与曲轴22同步转动时,从定子壳体49的罩55的侧面55a上所形成的冷却风导入口,导入冷却用的空气。
在曲轴箱48的车宽方向左侧连接有传动箱59,其内部收容有:固定在曲轴22左端部上的风扇54b、驱动侧通过起动离合器40连接在曲轴22上的无级变速器23以及连接在无级变速器23的从动侧的驱动电动机21b。风扇54b用于冷却收容于传动箱59内的无级变速器23和驱动电动机21b,并且相对于无级变速器23与驱动电动机21b为同侧,即,在本实施例中,都配置在车宽方向左侧。
在传动箱59的车体前侧和左侧形成有冷却风导入口59a,当风扇54b与曲轴22同步转动时,从位于该风扇54b附近的冷却风导入口59a向传动箱59内导入外部气体,由此强制冷却驱动电动机21b和无级变速器23。
无级变速器23是在驱动侧传动皮带轮58与从动侧传动皮带轮62之间卷绕环形的V型带(环形带)63而构成的皮带转换器,其中,上述驱动侧传动皮带轮58通过起动离合器40安装在从曲轴箱48向车宽方向突出的曲轴箱22的左端部上,上述从动侧传动皮带轮62通过单向离合器44安装在与曲轴22具有平行轴线并被轴支承在传动箱59上的驱动轴60上。
如图4中的主要部分放大图所示,驱动侧传动皮带轮58包括:驱动侧固定皮带轮半体58a,通过该套筒58d可沿周向自由转动地安装在曲轴22上,并固定在套筒58d上;和驱动侧可动皮带轮半体58c,可沿轴向滑动而不能沿着周向旋转地安装在套筒58d上。齿圈57通过轴承56可自由旋转地安装在上述驱动侧可动皮带轮半体58c上。
在上述齿圈57的外周大径部上沿着周向形成齿轮61,并且在其内周沿着轴向形成梯形螺纹65。上述梯形螺纹65与通过轴承66安装在上述套筒58d上的梯形螺纹67相啮合,该梯形螺纹67可沿周向自由转动而不能沿轴向滑动。在上述齿圈57的齿轮61上啮合有蜗轮75,该蜗轮75上啮合有蜗杆76,该蜗杆76连接在控制变速比的变速电动机77的旋转轴上。
此外,从动侧传动皮带轮62包括:从动侧固定皮带轮半体62a,通过套筒62d安装在驱动轴60上,可沿周向自由转动而不能沿着轴向滑动;和从动侧可动皮带轮半体62b,可沿轴向滑动地安装在套筒62d上。
在上述驱动侧固定皮带轮半体58a与驱动侧可动皮带轮半体58c之间,以及上述从动侧固定皮带轮半体62a与从动侧可动皮带轮半体62b之间,分别形成剖面大致为V字型的皮带槽,在该皮带槽上卷绕环形V型带63。
从动侧可动皮带轮半体62b的背面侧(车宽方向左侧)设有弹簧(弹性部件)64,该弹簧64通常由从动侧可动皮带轮半体62b向从动侧固定皮带轮半体62a侧施力。
当改变自动变速器23的变速比时,向变速比上升/下降的相应方向驱动变速电动机77。变速电动机77的驱动力通过蜗杆76和蜗轮75传递给齿圈57的齿轮61,从而使该齿圈57旋转。由于齿圈57通过梯形螺纹65、67与套筒58d啮合,所以当其旋转方向为加速方向时,齿圈57在曲轴22上面向图中的左方移动,并且驱动侧可动皮带轮半体58c随之向驱动侧固定皮带轮半体58a侧滑动。通过上述滑动,驱动侧可动皮带轮半体58c相应地向驱动侧固定皮带轮半体58a靠近,并且驱动侧传动皮带轮58的槽宽变窄,因此,驱动侧传动皮带轮58与V型带63之间的接触位置向驱动侧传动皮带轮58的半径方向外侧偏移,从而使V型带63的卷绕直径增加。由此,在从动侧传动皮带轮62上,由从动侧固定皮带轮半体62a与从动侧可动皮带轮半体62b形成的槽宽增加。即,对应曲轴22的转速,V型带63的卷绕直径(传递节径)连续地变化,使变速比能够自动且无级地进行变化。
起动离合器40由下述部件构成:固定在上述套筒58d上的外壳40a、固定在曲轴22左端部上的外板40b、通过配重40c朝向半径方向外侧地安装在外板40b外周部上的导向板40d以及用于向半径方向对导向板40d施力的弹簧40e。
当发动机转速即曲轴22的转速在规定值(如3000rpm)以下时,利用起动离合器40截断曲轴22与无级变速器23之间的动力传递。当发动机转速上升,使曲轴22的转速超过上述规定值时,作用于配重40c的离心力克服弹簧40e向半径方向内侧施加的弹性力,使上述配重40c向半径方向外侧移动,从而导向板40d以规定值以上的力挤压外壳40a的内周面。由此,曲轴22的旋转通过外壳40a传递给套筒58d,从而驱动固定在该套筒58d上的驱动侧传动皮带轮58。
单向离合器44包括:杯状的外离合器44a、同轴地插入该外离合器44a内的内离合器44b以及只能从内离合器44b向外离合器44a单向传递动力的滚筒44c。外离合器44a兼作驱动电动机21b的内转子80,并且与内转子80由相同部件构成。
从发动机20侧传递到无级变速器23的从动侧传动皮带轮62的动力,经由从动侧固定皮带轮半体62a、内离合器44b、外离合器44a即内转子主体、驱动轴60以及减速机构69后传递到后轮WR;与此相反,在车辆倒车或进行再生动作时等,虽然来自后轮WR侧的动力传递至减速机构69、驱动轴60以及内转子主体即外离合器44a,但是由于该外离合器44a相对于离合器44b进行空转,因而上述动力不会传递至无级变速器23和发动机20。
在传动箱59的车体后侧设有将驱动轴60作为电动机输出轴的内转子形式的驱动电动机21b。内转子80,包括:驱动轴60,该驱动轴60还作为无级变速器23的输出轴;和内转子主体即上述内离合器44b,该内转子主体呈杯状,并通过其中央部上所形成的轮毂部80b与驱动轴60花键联接,在该内离合器44b的开口侧外周面上设有磁铁。
参照图3,减速机构69设在与传动箱59的后端部右侧相连的传递室70内,并由以下部件构成:驱动轴60;与后轮WR的车轴68平行地轴支承的中间轴73;分别形成在驱动轴60的右端部和中间轴73的中央部上的第一减速齿轮对71、71;以及分别形成在中间轴73的右端部和车轴68的左端部上的第二减速齿轮对72、72。通过这种结构,可以在将驱动轴60的旋转减速到规定的减速比,并传递给与驱动轴60相平行地轴支承的后轮WR的车轴68。
由上述结构构成的混合动力车辆中,发动机起动时,利用曲轴22上的ACG起动电动机21a使曲轴22旋转。此时,由于没有连接起动离合器40,因而截断从曲轴22到无级变速器23的动力传递。
在本实施方式中,当打开节气门把手时,在节气门的开度θth很小的期间仅有驱动电动机21b产生动力。通过驱动电动机21b驱动的驱动轴60的旋转不能通过单向离合器44传递到从动侧传动皮带轮62,因而不能驱动无级变速器23。由此,只用驱动电动机21b驱动后轮WR行驶时,能够提高能量传递效率。
当加大节气门的开度θth而提高发动机转速,并且曲轴22的转速超过规定值(如3000rpm)时,曲轴22的旋转动力通过起动离合器40传递给无级变速器23,并输入给单向离合器44。当单向离合器44的输入侧的转速与输出侧即驱动轴60的转速一致时,动力从驱动电动机21b切换到发动机20。
图5是表示上述动力切换方法的第一实施方式的顺序的流程图,图6是其时间图。
在步骤S1中,根据车速V、发动机转速Ne和节气门开度θth等的检测结果来判断车辆的行驶状态。在步骤S2中,根据上述行驶状态,判断将动力从驱动电动机21b切换到发动机20的动力切换条件是否成立。此时,如果节气门开度θth在基准开度以上,并且车速V或发动机转速Ne处于上升趋势等动力切换条件成立,则进入步骤S3。
在步骤S3中,由上述目标转速决定部7a根据当前车速V和节气门开度θth来计算出动力切换时的目标发动机转速(目标Ne)。在步骤S4中,开始进行目标Ne跟踪控制,即,对上述发动机转速控制部施力,与节流操作无关而利用DBW系统12来开闭节气门开度θth,并且提高发动机转速直至达到目标Ne。该跟踪控制中采用PID(比例积分)控制。
在图6中的时刻t1开始目标Ne跟踪控制,在时刻t2,当发动机转速Ne达到起动离合器40的连接离合器速度时,无级变速器23的输入轴(驱动侧皮带轮58)开始旋转,输出轴(从动侧皮带轮62)的转速Np2也随之开始逐渐上升。但是,在该时刻,从动侧皮带轮62的转速Np2低于驱动电动机21b的转速Nm,并且上述单向离合器44处于空转状态,因而驱动电动机21b与发动机20之间不能传递动力。
当在时刻t3发动机转速Ne达到上述目标Ne,并且在步骤S5中被检测出来时,在步骤S6中开始进行变速比上升控制,即,对上述变速比控制部7c施力,根据驱动轴60即电动机转速Nm与从动侧皮带轮62的转速Np2的微分,通过PID控制来提高变速比Rm。
当在时刻t4驱动电动机21b的转速Nm与从动侧皮带轮62的转速Np2一致而使上述单向离合器44处于接合状态,并且在步骤S7中被检测出来时,则停止上述变速比的上升控制。在步骤S9中转换为正常控制,并且动力从驱动电动机21b切换至发动机20。
图7是表示根据本发明第二实施方式的动力切换方法的流程图,图8是其时间图。
在步骤S1中,根据车速V、发动机转速Ne和节气门开度θth等的检测结果来判断车辆的行驶状态。在步骤S2中,根据上述行驶状态,判断将动力从驱动电动机21b切换到发动机20的动力切换条件是否成立。此时,如果节气门开度θth在基准开度以上,并且车速V或发动机转速Ne处于上升趋势等动力切换条件成立,则进入步骤S3。
在步骤S3中,由上述目标转速决定部7a根据当前车速V和节气门开度θth来计算出动力切换时的目标发动机转速(目标Ne)。在步骤S4中,开始进行目标Ne跟踪控制,即,对上述发动机转速控制部施力,与节气门操作无关而利用DBW系统12来开闭节气门开度θth,并且提高发动机转速直至达到目标Ne。在该跟踪控制中采用PID控制。
在图8中,在时刻t1开始进行目标Ne跟踪控制,在时刻t2,当发动机转速达到起动离合器40的连接离合器速度时,无级变速器的输入轴(驱动侧皮带轮58)开始旋转,输出轴(从动侧皮带轮62)的转速Np2也随之开始逐渐上升。但是,在该时刻,从动侧皮带轮62的转速Np2低于驱动电动机21b的转速Nm,并且单向离合器44处于空转状态,因而驱动电动机21b与发动机20之间不能传递动力。
当在步骤S5a中检测出上述起动离合器40连接时,在步骤S6a中开始进行变速比上升控制,即,对上述变速比控制部7c施力,然后根据驱动电动机21b的转速Nm和从动侧皮带轮62转速Np2的微分,通过PID控制来提高变速比。在步骤S8a中,根据驱动电动机21b的转速Nm和从动侧皮带轮62的转速Np2,判断上述单向离合器44是否连接。
在时刻t4,当驱动电动机21b的转速Nm与从动侧皮带轮62的转速Np2一致而使上述单向离合器44处于连接状态,并且在步骤S8a中被检测出来时,在步骤S9a中停止上述变速比的上升控制。在步骤S 10a中转换到正常控制,并且动力从驱动电动机21b切换至发动机20。
图9是表示根据本发明第三实施方式的动力切换方法的流程图,图10是其时间图。
在步骤S1中,根据车速V、发动机转速Ne和节气门开度θth等的检测结果来判断车辆的行驶状态。在步骤S2中,根据上述行驶状态判断动力从驱动电动机21b切换到发动机20的动力切换条件是否成立。此时,如果节气门开度θth在基准开度以上,并且车速V或发动机转速Ne处于上升趋势等动力切换条件成立,则进入步骤S3b。
在步骤S3b中,由上述目标转速决定部7a根据当前车速V和节气门开度θth来计算出动力切换时的目标发动机转速(第一目标Ne)。在步骤S4b中,同样地根据当前车速V和节气门开度θth来计算出比第一目标Ne稍低的第二目标Ne。在步骤S5b中开始进行目标Ne跟踪控制,即,对上述发动机转速控制部7b施力,与节气门操作无关而利用DBW系统12来开闭节气门开度θth,并且提高发动机转速直至达到第二目标Ne。在该跟踪控制中采用PID控制。
在图10中,在时刻t1开始进行目标Ne跟踪控制,在时刻t2,当发动机转速达到起动离合器40的连接离合器速度后,无级变速器的输入轴(驱动侧皮带轮58)开始旋转,输出轴(从动侧皮带轮62)的转速Np2也随之开始逐渐上升。但是,在该时刻,从动侧皮带轮62的转速Np2低于驱动电动机21b的转速Nm,并且单向离合器44处于空转状态,因而驱动电动机21b与发动机20之间不能传递动力。
在时刻t3,当发动机转速Ne达到上述第二目标Ne,并且在步骤S6b中被检测出来时,在步骤S7b中开始变速比上升控制,即,对上述变速比控制部7c施力,根据驱动电动机21b的转速Nm与从动侧皮带轮62的转速Np2的微分来提高变速比。
当在步骤S8b中检测出单向离合器44处于接合状态时,在步骤S9b中将上述目标Ne跟踪控制中的发动机转速的目标值由上述第二目标值改为第一目标值。当发动机转速Ne开始上升时,为了使驱动电动机21b的转速Nm与从动侧皮带轮62的转速Np2一致,变速比Rm随之开始减少。
在时刻t5,当发动机转速Ne达到上述第一目标Ne,并且在步骤S10b中被检测出来时,在步骤S11b中转换到正常控制,并将动力从驱动电动机21b切换到发动机20。
图11是表示根据本发明第四实施方式的动力切换方法的流程图,图12是其时间图。
在步骤S1中,根据车速V、发动机转速Ne和节气门开度θth等的检测结果来判断车辆的行驶状态。在步骤S2中,根据上述行驶状态判断动力从驱动电动机21b切换到发动机20的动力切换条件是否成立。此时,如果节气门开度θth在基准开度以上,并且车速V或发动机转速Ne处于上升趋势等动力切换条件成立,则进入步骤S3c。
在步骤S3c中,由上述目标转速决定部7a根据当前车速V和节气门开度θth来计算出动力切换时的目标发动机转速(第一目标Ne)。在步骤S4c中,同样地根据当前车速V和节气门开度θth来计算出比第一目标Ne稍低的第二目标Ne。在步骤S5c中开始目标Ne跟踪控制,即,对上述发动机转速控制部7b施力,与节气门操作无关而利用DBW系统12来开闭节气门开度θth,并且提高发动机转速直至达到第二目标Ne。在该跟踪控制中采用PID控制。
在图12中,在时刻t1开始目标Ne跟踪控制,在时刻t2,当发动机转速达到起动离合器40的连接离合器速度时,无级变速器23的输入轴(驱动侧皮带轮58)开始旋转,输出轴(从动侧皮带轮62)的转速Np2也随之开始逐渐上升。但是,在该时刻,从动侧皮带轮62的转速Np2低于驱动电动机21b的转速Nm,并且单向离合器44处于空转状态,因而驱动电动机21b与发动机20之间不能传递动力。
在步骤S6c中,检测到上述起动离合器40连接时,在步骤S7c中开始变速比上升控制,即,对上述变速比控制部7c施力,根据驱动电动机21b的转速Nm与从动侧皮带轮62转速Np2的微分,通过PID控制来提高变速比。在时刻t3,当发动机转速Ne达到上述第二目标Ne,并且在步骤S8c中被检测出来时,在步骤S9c中,根据驱动电动机21b的转速Nm和从动侧皮带轮62的转速Np2,判断上述单向离合器44是否连接。
在时刻t4,当驱动电动机21b的转速Nm与从动侧皮带轮62的转速Np2一致而使上述单向离合器44处于连接状态,并且在步骤S9c中被检测出来时,在步骤S10c中,将上述目标Ne跟踪控制中的发动机转速的目标值由上述第二目标值改为第一目标值。当发动机转速Ne开始上升时,为了使驱动电动机21b的转速Nm与从动侧皮带轮62的转速Np2一致,变速比Rm随之开始减少。
在时刻t5,当发动机转速Ne达到上述第一目标Ne,并且在步骤S11c中被检测出来时,在步骤S12c中转换到正常控制,并将动力从驱动电动机21b切换到发动机20。
Claims (7)
1.一种混合动力车辆的动力切换装置,在发动机的曲轴与自动变速器之间设置起动离合器,具有介于所述自动变速器与驱动轴之间的单向离合器和连接在所述驱动轴上的驱动电动机,在起动时将电动机作为动力而使所述单向离合器空转,之后,连接该单向离合器而将动力切换到发动机,其特征在于,包括:
目标转速设定设备,在从电动机向发动机切换动力时,设定发动机的目标转速;和
控制设备,根据所述目标转速控制发动机转速和自动变速器的变速比;
所述控制设备,包括:使发动机转速跟踪所述目标转速的设备,和在所述发动机转速跟踪至目标转速的状态下提高所述自动变速器的变速比直至将发动机的动力传递给驱动轴的设备。
2.如权利要求1所述的混合动力车辆的动力切换装置,其特征在于,所述目标转速设定设备,在从电动机向发动机切换动力时设定发动机的第一目标转速和低于该第一目标转速的第二目标转速;
所述控制设备,使发动机转速跟踪第二目标转速,在使所述发动机转速跟踪至第二目标转速的状态下提高所述自动变速器的变速比,直至将发动机的动力传递给驱动轴;在将所述发动机的动力传递给驱动轴后,使发动机转速跟踪第一目标值,并且控制所述自动变速器的变速比,使得驱动轴转速与发动机转速提高无关而保持恒定。
3.如权利要求1或2所述的混合动力车辆的动力切换装置,其特征在于,用于提高所述自动变速器的变速比的设备,在单向离合器达到连接状态时提高变速比。
4.如权利要求3所述的混合动力车辆的动力切换装置,其特征在于,用于提高所述自动变速器的变速比的设备,根据所述自动变速器的输出轴和所述驱动轴的转速差判断所述单向离合器的断开或连接。
5.如权利要求1所述的混合动力车辆的动力切换装置,其特征在于,用于提高所述自动变速器的变速比的设备,在发动机转速达到目标转速时开始提高变速比。
6.根据权利要求1或2所述的混合动力车辆的动力切换装置,其特征在于,用于提高所述自动变速器的变速比的设备,在连接所述起动离合器时开始提高变速比。
7.根据权利要求2所述的混合动力车辆的动力切换装置,其特征在于,用于提高所述自动变速器的变速比的设备,在所述发动机转速达到第二目标转速时开始提高变速比。
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- 2005-06-29 US US11/168,445 patent/US7303504B2/en active Active
- 2005-07-11 ES ES05254343T patent/ES2313237T3/es active Active
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CN111572770A (zh) * | 2020-05-18 | 2020-08-25 | 河南三和航空工业有限公司 | 一种自带发电机的救援无人机及其救援方式 |
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JP4005062B2 (ja) | 2007-11-07 |
TW200606043A (en) | 2006-02-16 |
BRPI0503136A (pt) | 2006-03-21 |
EP1625962A3 (en) | 2006-05-31 |
EP1625962A2 (en) | 2006-02-15 |
CN100379617C (zh) | 2008-04-09 |
TWI295642B (en) | 2008-04-11 |
BRPI0503136B1 (pt) | 2018-03-27 |
EP1625962B1 (en) | 2008-09-10 |
DE602005009620D1 (de) | 2008-10-23 |
ES2313237T3 (es) | 2009-03-01 |
US7303504B2 (en) | 2007-12-04 |
US20060030454A1 (en) | 2006-02-09 |
JP2006044495A (ja) | 2006-02-16 |
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