JP2010208520A - 車両の動力伝達制御装置 - Google Patents
車両の動力伝達制御装置 Download PDFInfo
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Abstract
【解決手段】この装置は、電動機出力軸の接続状態を、変速機の入力軸と電動機出力軸との間で動力伝達系統が形成される「IN接続状態」、変速機出力軸と電動機出力軸との間で動力伝達系統が形成される「OUT接続状態」、いずれの間にも動力伝達系統が形成されない「ニュートラル状態」の3つの状態の何れかに選択可能な切替機構を備える。この選択は、車速Vと要求駆動トルクTとの組み合わせ(領域)に基づいてなされる。係る選択の際、電池温度が高いほど、電動機温度が高いほど、又は、電池残量が大きいほど、ニュートラル領域が拡大されて、ニュートラル状態が選択され易くなる。
【選択図】図8
Description
図1は、本発明の実施形態に係る動力伝達制御装置(以下、「本装置」と称呼する。)を搭載した車両の概略構成を示している。この車両は、動力源として内燃機関とモータジェネレータとを備え、且つ、トルクコンバータを備えない多段変速機を使用した所謂オートメイティッド・マニュアル・トランスミッションを備えた車両に適用されている。
次に、M/G40の出力軸A4の接続状態の選択について説明する。M/G40の出力軸A4の接続状態は、車速Vと要求駆動トルクTとの組み合わせと、図8に示すマップと、に従って、自動的に選択される。
本装置では、バッテリBの温度(以下、「バッテリ温度」と呼ぶ)、M/G40の温度(以下、「M/G温度」と呼ぶ)、又は、バッテリBに蓄積されている化学エネルギの量(以下、「バッテリ残量」と呼ぶ)に応じて、移動量DL3,DL4が決定される。図8に示したように、DL3が正の場合、境界線L3及びL3’の位置が、図8に示した基準位置から車速Vの減少方向(図8において左方向)にDL3だけ移動され、DL3が負の場合、境界線L3及びL3’の位置が、図8に示した基準位置から車速Vの増加方向(図8において右方向)に|DL3|だけ移動される。DL4が正の場合、境界線L4及びL4’の位置が、図8に示した基準位置から要求駆動トルクTの減少方向(図8において下方向)にDL4だけ移動され、DL4が負の場合、境界線L4及びL4’の位置が、図8に示した基準位置から要求駆動トルクTの増加方向(図8において上方向)に|DL4|だけ移動される。以下、移動量DL3,DL4をDL*と表記することもある。
Claims (8)
- 動力源として内燃機関と電動機とを備えた車両に適用される車両の動力伝達制御装置であって、
前記内燃機関の出力軸との間で動力伝達系統が形成される入力軸と、前記車両の駆動輪との間で動力伝達系統が形成される出力軸とを備え、前記出力軸の回転速度に対する前記入力軸の回転速度の割合である変速機減速比を調整可能な変速機と、
前記電動機の出力軸の接続状態を、前記電動機の出力軸と前記変速機の入力軸との間で動力伝達系統が形成される入力側接続状態と、前記電動機の出力軸と前記駆動輪との間で前記変速機を介することなく動力伝達系統が形成される出力側接続状態と、前記電動機の出力軸と前記変速機の入力軸との間も前記電動機の出力軸と前記変速機の出力軸との間も動力伝達系統が形成されない非接続状態と、のうちで前記非接続状態を含む2以上の状態に切り替え可能な切替機構と、
前記電動機に電気エネルギを供給する電池の温度、前記電動機の温度、及び、前記電池に蓄積されているエネルギの量である電池残量のうちの1つ以上を状態量として取得する状態量取得手段と、
前記状態量と、前記状態量以外の前記車両の走行状態を表すパラメータとに基づいて、前記状態量に応じて前記非接続状態の選択のされ易さが変化するように前記電動機の出力軸の接続状態を選択し、前記電動機の出力軸の接続状態が前記選択された状態になるように前記切替機構を制御する制御手段と、
を備えた車両の動力伝達制御装置。 - 請求項1に記載の車両の動力伝達制御装置において、
前記制御手段は、
前記パラメータとしての前記車両の速度に相関する値が増大しながら閾値を通過したことに基づいて前記電動機の出力軸の接続状態を前記非接続状態以外の接続状態から前記非接続状態に切り替えるとともに、
前記電池の温度が高いほど、前記電動機の温度が高いほど、又は、前記電池残量が大きいほど、前記閾値がより小さい値になるように前記閾値を調整するように構成された車両の動力伝達制御装置。 - 請求項1に記載の車両の動力伝達制御装置において、
前記制御手段は、
前記パラメータとしての前記車両の運転者による加速操作部材の操作に基づいて得られる要求駆動トルクに相関する値が増大しながら閾値を通過したことに基づいて前記電動機の出力軸の接続状態を前記非接続状態以外の接続状態から前記非接続状態に切り替えるとともに、
前記電池の温度が高いほど、前記電動機の温度が高いほど、又は、前記電池残量が大きいほど、前記閾値がより小さい値になるように前記閾値を調整するように構成された車両の動力伝達制御装置。 - 請求項2又は請求項3に記載の車両の動力伝達制御装置において、
前記制御手段は、
前記電池の温度が第1所定値以上の場合、又は、前記電動機の温度が第2所定値以上の場合、前記電動機の出力軸の接続状態を前記非接続状態に常に固定するように構成された車両の動力伝達制御装置。 - 請求項1に記載の車両の動力伝達制御装置において、
前記制御手段は、
前記パラメータとしての前記車両の速度に相関する値が増大しながら第1閾値を通過したことに基づいて前記電動機の出力軸の接続状態を前記入力側接続状態から前記出力側接続状態に切り替え、前記車両の速度に相関する値が増大しながら前記第1閾値よりも大きい第2閾値を通過したことに基づいて前記電動機の出力軸の接続状態を前記出力側接続状態から前記入力側接続状態に切り替え、前記パラメータとしての前記車両の運転者による加速操作部材の操作に基づいて得られる要求駆動トルクに相関する値が第4閾値よりも大きい場合において前記車両の速度に相関する値が増大しながら前記第2閾値よりも大きい第3閾値を通過したこと又は前記車両の速度に相関する値が前記第3閾値よりも大きい場合において前記要求駆動トルクに相関する値が増大しながら前記第4閾値を通過したことに基づいて前記電動機の出力軸の接続状態を前記入力側接続状態から前記非接続状態に切り替えるととともに、
前記電池の温度が高いほど、前記電動機の温度が高いほど、又は、前記電池残量が大きいほど、前記第3、第4閾値がより小さい値になるように前記第3、第4閾値を調整するように構成された車両の動力伝達制御装置。 - 請求項5に記載の車両の動力伝達制御装置において、
前記制御手段は、
前記電池の温度が第1所定値以上の場合、又は、前記電動機の温度が第2所定値以上の場合、前記車両の速度に相関する値が前記第2閾値以上の状態では前記電動機の出力軸の接続状態を前記非接続状態に固定するように構成された車両の動力伝達制御装置。 - 請求項5に記載の車両の動力伝達制御装置において、
前記制御手段は、
前記電池の温度が第1所定値以上の場合、又は、前記電動機の温度が第2所定値以上の場合、前記車両の速度に相関する値及び前記要求駆動トルクに相関する値に依存することなく前記電動機の出力軸の接続状態を前記非接続状態に常に固定するように構成された車両の動力伝達制御装置。 - 請求項1乃至請求項7の何れか一項に記載の車両の動力伝達制御装置であって、
前記内燃機関の出力軸と前記変速機の入力軸との間に、前記内燃機関の出力軸と前記変速機の入力軸との間の動力伝達系統を遮断・接続するクラッチ機構を備え、
前記変速機は、
トルクコンバータを備えておらず、且つ、前記変速機減速比として予め定められた異なる複数の減速比を設定可能な多段変速機であり、
前記制御手段は、
前記車両の運転状態に応じて、前記クラッチ機構の遮断・接続、及び前記変速機の変速段を制御するように構成された車両の動力伝達制御装置。
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JP5999065B2 (ja) * | 2013-10-09 | 2016-09-28 | トヨタ自動車株式会社 | 移動支援装置、移動支援方法、及び運転支援システム |
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US9358981B2 (en) * | 2014-08-21 | 2016-06-07 | Ford Global Technologies, Llc | Methods and system for improving launching of a hybrid vehicle |
US10668801B2 (en) | 2014-11-17 | 2020-06-02 | Alpraaz Ab | Powertrain for a vehicle |
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