JP2011220374A - Drive control device - Google Patents

Drive control device Download PDF

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Publication number
JP2011220374A
JP2011220374A JP2010086971A JP2010086971A JP2011220374A JP 2011220374 A JP2011220374 A JP 2011220374A JP 2010086971 A JP2010086971 A JP 2010086971A JP 2010086971 A JP2010086971 A JP 2010086971A JP 2011220374 A JP2011220374 A JP 2011220374A
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Prior art keywords
torque converter
vehicle
oil
pressure
oil pump
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Pending
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JP2010086971A
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Japanese (ja)
Inventor
Hirotatsu Kitahata
弘達 北畠
Hideaki Komada
英明 駒田
Hiroaki Ebuchi
弘章 江渕
Hidekazu Nagai
秀和 永井
Naoshi Fujiyoshi
直志 藤吉
Michinobu Suzuki
岐宣 鈴木
Takemasa Hata
建正 畑
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Toyota Motor Corp
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Toyota Motor Corp
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Priority to JP2010086971A priority Critical patent/JP2011220374A/en
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/0021—Generation or control of line pressure
    • 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
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/0021—Generation or control of line pressure
    • F16H61/0025—Supply of control fluid; Pumps therefore
    • F16H61/0028—Supply of control fluid; Pumps therefore using a single pump driven by different power sources
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/14—Control of torque converter lock-up clutches
    • 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
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K2001/001—Arrangement or mounting of electrical propulsion units one motor mounted on a propulsion axle for rotating right and left wheels of this axle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/90—Vehicles comprising electric prime movers
    • B60Y2200/92—Hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2300/00—Purposes or special features of road vehicle drive control systems
    • B60Y2300/42—Control of clutches
    • B60Y2300/421—Control of lock-up type clutches, e.g. in a torque converter
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2400/00—Special features of vehicle units
    • B60Y2400/42—Clutches or brakes
    • B60Y2400/426—Hydrodynamic couplings, e.g. torque converters
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/0021—Generation or control of line pressure
    • F16H2061/0034—Accumulators for fluid pressure supply; Control thereof
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/0021—Transmissions for multiple ratios specially adapted for electric vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2312/00—Driving activities
    • F16H2312/14—Going to, or coming from standby operation, e.g. for engine start-stop operation at traffic lights
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H47/00—Combinations of mechanical gearing with fluid clutches or fluid gearing
    • F16H47/06—Combinations of mechanical gearing with fluid clutches or fluid gearing the fluid gearing being of the hydrokinetic type

Abstract

PROBLEM TO BE SOLVED: To provide a drive control device that improves responsiveness when a vehicle is started without increasing costs.SOLUTION: The drive control device includes: a torque converter 6 connected to a motor/generator 2; an oil pump 9 to be driven by the motor/generator 2; an accumulator 25 for accumulating the oil pressure generated by driving the oil pump 9; a lock-up clutch 12 that uses the oil pressure accumulated by the accumulator 25, so as to prevent differential rotation of the torque converter 6; and an oil-pressure sensor 32 for detecting the oil pressure accumulated by the accumulator 25. If the oil pressure detected when a vehicle is stopped, is below a predetermined value, the oil pump 9 is driven by the motor/generator 2 while the lock-up clutch 12 is released so as to permit differential rotation of the torque converter 6, thereby allowing the accumulator 25 to accumulate the oil pressure therein.

Description

本発明は、駆動源として電動機やモータ・ジェネレータ等の回転電機が設けられた車両の駆動装置に適用される駆動制御装置に関する。   The present invention relates to a drive control device applied to a vehicle drive device provided with a rotating electrical machine such as an electric motor or a motor / generator as a drive source.

内燃機関と回転電機とを駆動源として備えたハイブリッド車両に適用され、内燃機関及び回転電機の動力をロックアップクラッチ付きトルクコンバータを介して伝達する駆動制御装置において、電動ポンプを駆動してロックアップクラッチに油圧を供給することによってトルクコンバータの差回転を阻止し、その状態で回転電機の駆動力により車両を発進させるものが知られている（特許文献１）。また、ロックアップクラッチの作動にアキュムレータに蓄圧された油圧を利用するとともに、変速機のニュートラル及びパーキングの各ポジションではロックアップクラッチの係合を禁止する駆動制御装置がある（特許文献２）。更に、車両停止時に電動オイルポンプを駆動してロックアップクラッチを係合させる駆動制御装置も知られている（特許文献３）。その他、本発明に関連する先行技術文献として、特許文献４が存在する。   Applied to a hybrid vehicle equipped with an internal combustion engine and a rotating electrical machine as a drive source, in a drive control device that transmits the power of the internal combustion engine and the rotating electrical machine via a torque converter with a lockup clutch, the electric pump is driven to lock up There is known a technique in which differential rotation of a torque converter is prevented by supplying hydraulic pressure to a clutch, and a vehicle is started by the driving force of a rotating electrical machine in that state (Patent Document 1). In addition, there is a drive control device that uses the hydraulic pressure accumulated in the accumulator for the operation of the lockup clutch and prohibits the engagement of the lockup clutch at each position of the neutral and parking of the transmission (Patent Document 2). Furthermore, a drive control device that drives an electric oil pump and engages a lock-up clutch when the vehicle is stopped is also known (Patent Document 3). In addition, there is Patent Document 4 as a prior art document related to the present invention.

特開２００９−１０３２２２号公報JP 2009-103222 A 特開平７−２９３６８０号公報JP-A-7-293680 特開２０００−１７０８８８号公報JP 2000-170888 A 特開昭６２−２２１８０６号公報Japanese Patent Laid-Open No. 62-221806

特許文献１の駆動制御装置は、電動ポンプに専用のモータを設けているため、コストが増大するおそれがある。また、この電動ポンプの代わりに特許文献２のようにアキュムレータを用いた場合には、車両停車中においてアキュムレータの圧力が十分でないと発進時にロックアップクラッチを操作できないおそれがある。   Since the drive control device of Patent Document 1 is provided with a dedicated motor for the electric pump, the cost may increase. In addition, when an accumulator is used as in Patent Document 2 instead of this electric pump, the lock-up clutch may not be operated at the start if the accumulator pressure is not sufficient while the vehicle is stopped.

そこで、本発明は、コストの増加を伴わずに車両発進時の応答性を向上させることが可能な駆動制御装置を提供することを目的とする。   Therefore, an object of the present invention is to provide a drive control device capable of improving the responsiveness when starting a vehicle without increasing the cost.

本発明の駆動制御装置は、駆動源として回転電機が設けられた車両の駆動装置に適用される駆動制御装置において、前記回転電機に接続されたトルクコンバータと、前記回転電機にて駆動されるオイルポンプと、前記オイルポンプの駆動にて生成された油圧を蓄える蓄圧手段と、前記蓄圧手段が蓄えた油圧を利用して前記トルクコンバータの差回転を阻止できるロックアップクラッチと、前記蓄圧手段が蓄えた油圧を検出する蓄圧検出手段と、前記車両の停車時に前記蓄圧検出手段にて検出された油圧が所定値以下である場合、前記ロックアップクラッチを解放操作して前記トルクコンバータの差回転を許容した状態で前記回転電機にて前記オイルポンプを駆動させることにより前記蓄圧手段に油圧を蓄えさせる蓄圧制御手段と、を備えるものである（請求項１）。   The drive control device of the present invention is a drive control device applied to a vehicle drive device provided with a rotating electrical machine as a drive source, a torque converter connected to the rotating electrical machine, and an oil driven by the rotating electrical machine. A pump, a pressure accumulating means for storing the hydraulic pressure generated by driving the oil pump, a lockup clutch capable of preventing differential rotation of the torque converter using the hydraulic pressure stored by the pressure accumulating means, and the pressure accumulating means When the hydraulic pressure detected by the pressure accumulation detecting means when the vehicle is stopped is equal to or less than a predetermined value, the lockup clutch is released to allow differential rotation of the torque converter. Pressure accumulation control means for storing hydraulic pressure in the pressure accumulation means by driving the oil pump with the rotating electrical machine in a state of being Is (claim 1).

本発明の駆動制御装置によれば、オイルポンプを作動させる専用のモータの代わりに蓄圧手段を用いているためコストの増大を抑制できるとともに、停車中における回転電機によるオイルポンプの駆動によって蓄圧手段の圧力を所定値以上に維持することが可能であるので、車両発進時の応答性が向上する。また、トルクコンバータの差回転が許容された状態で回転電機にてオイルポンプが駆動されるので、オイルポンプの駆動に要する損失を低減できる。   According to the drive control device of the present invention, since the pressure accumulating means is used instead of the dedicated motor for operating the oil pump, an increase in cost can be suppressed, and the pressure accumulating means is driven by the oil pump driven by the rotating electric machine while the vehicle is stopped. Since the pressure can be maintained at a predetermined value or more, the responsiveness when starting the vehicle is improved. Further, since the oil pump is driven by the rotating electrical machine in a state where the differential rotation of the torque converter is allowed, loss required for driving the oil pump can be reduced.

本発明の一形態に係る駆動制御装置が組み込まれた駆動装置の全体構成を模式的に示した図。The figure which showed typically the whole structure of the drive device with which the drive control apparatus which concerns on one form of this invention was integrated. 駆動装置のオイル供給経路を模式的に示した図。The figure which showed typically the oil supply path | route of a drive device. 蓄圧制御の制御ルーチンの一例を示したフローチャート。The flowchart which showed an example of the control routine of pressure accumulation control.

図１は本発明の一形態に係る駆動制御装置が組み込まれた駆動装置の全体構成を模式的に示している。駆動装置１は回転電機としてのモータ・ジェネレータ２を駆動源として備えている。駆動装置１が車両に搭載されることにより、その車両は電気自動車として構成される。モータ・ジェネレータ２は電動機としての機能と発電機としての機能を兼備しており、ロータ軸４と一体回転するロータ２ａと、ロータ２ａの外周に配置されてケース５に固定されたステータ２ｂとが設けられている。   FIG. 1 schematically shows the overall configuration of a drive apparatus in which a drive control apparatus according to an embodiment of the present invention is incorporated. The drive device 1 includes a motor / generator 2 as a rotating electrical machine as a drive source. By mounting the drive device 1 on a vehicle, the vehicle is configured as an electric vehicle. The motor / generator 2 has both a function as an electric motor and a function as a generator, and includes a rotor 2a that rotates integrally with the rotor shaft 4, and a stator 2b that is disposed on the outer periphery of the rotor 2a and fixed to the case 5. Is provided.

駆動装置１はモータ・ジェネレータ２の動力をトルクコンバータ６及び変速機構７を介して車両の駆動輪１０に伝達するように構成されている。トルクコンバータ６は流体式の周知のトルクコンバータであり、その入力部６ａはモータ・ジェネレータ２のロータ軸４に連結されており、出力部６ｂは変速機構７に連結されている。トルクコンバータ６の入力部６ａはワンウエイクラッチ８にて回転方向が一方向に制限されているとともに、回転機械式のオイルポンプ９に連結されている。これにより、オイルポンプ９はモータ・ジェネレータ２にて駆動される。トルクコンバータ６の入力部６ａと出力部６ｂとの間にはロックアップクラッチ１２が設けられている。このロックアップクラッチ１２が係合操作されると入力部６ａと出力部６ｂとが一体となるためトルクコンバータ６の差回転が阻止される。反対に、ロックアップクラッチ１２が解放操作されると入力部６ａと出力部６ｂとの拘束が解放されてトルクコンバータ６の差回転が許容される。   The drive device 1 is configured to transmit the power of the motor / generator 2 to the drive wheels 10 of the vehicle via the torque converter 6 and the transmission mechanism 7. The torque converter 6 is a well-known fluid type torque converter, and its input portion 6 a is connected to the rotor shaft 4 of the motor / generator 2 and its output portion 6 b is connected to the speed change mechanism 7. The input portion 6 a of the torque converter 6 is limited to one direction of rotation by a one-way clutch 8 and is connected to a rotary mechanical oil pump 9. As a result, the oil pump 9 is driven by the motor / generator 2. A lockup clutch 12 is provided between the input portion 6 a and the output portion 6 b of the torque converter 6. When the lock-up clutch 12 is engaged, the input portion 6a and the output portion 6b are integrated, so that the differential rotation of the torque converter 6 is prevented. On the contrary, when the lockup clutch 12 is released, the constraint between the input portion 6a and the output portion 6b is released, and the differential rotation of the torque converter 6 is allowed.

変速機構７はトルクコンバータ６の出力部６ｂに連結された入力軸１５と、これと平行に延びている出力軸１６と、これら入力軸１５及び出力軸１６間に設けられたギア列１７とを有している。ギア列１７は入力軸１５に固定された入力ギア１８と、入力ギア１８に噛み合うとともに出力軸１６に固定された中間ギア１９と、出力軸１６に固定された出力ギア２０とを備えている。出力ギア２０は左右の駆動輪１０に連結された差動機構２１のケースに設けられたリングギア２２と噛み合っている。変速機構７はその変速比が入力軸１５に対して出力軸１６が減速されるように設定されている。   The transmission mechanism 7 includes an input shaft 15 connected to the output portion 6 b of the torque converter 6, an output shaft 16 extending in parallel with the input shaft 15, and a gear train 17 provided between the input shaft 15 and the output shaft 16. Have. The gear train 17 includes an input gear 18 fixed to the input shaft 15, an intermediate gear 19 that meshes with the input gear 18 and is fixed to the output shaft 16, and an output gear 20 that is fixed to the output shaft 16. The output gear 20 meshes with a ring gear 22 provided in a case of a differential mechanism 21 connected to the left and right drive wheels 10. The speed change mechanism 7 is set so that the speed ratio of the output shaft 16 is decelerated with respect to the input shaft 15.

ロックアップクラッチ１２は油圧にて操作される。図２は駆動装置のオイル供給経路を模式的に示している。図２に示すように、オイルポンプ９の駆動にて生成された油圧は蓄圧手段としてのアキュムレータ２５に蓄えられる。アキュムレータ２５は油圧制御を行うバルブボディ２６に接続されている。バルブボディ２６には多数の油路が形成されるとともに、これら油路の所定箇所に不図示の電磁弁が複数個設けられた周知のものである。バルブボディ２６の各電磁弁が適宜操作されることにより、各油路に接続された制御対象への油圧の供給と停止とを切り替えることができる。バルブボディ２６の特定の油路は制御対象であるトルクコンバータ６及びロックアップクラッチ１２にそれぞれ接続されており、また他の油路は冷却対象であるモータ・ジェネレータ２や潤滑対象である駆動装置１の各部Ｘにそれぞれ接続されている。   The lockup clutch 12 is operated by hydraulic pressure. FIG. 2 schematically shows an oil supply path of the drive device. As shown in FIG. 2, the hydraulic pressure generated by driving the oil pump 9 is stored in an accumulator 25 as a pressure accumulating means. The accumulator 25 is connected to a valve body 26 that performs hydraulic control. The valve body 26 is a well-known one in which a large number of oil passages are formed, and a plurality of electromagnetic valves (not shown) are provided at predetermined positions of the oil passages. By appropriately operating each solenoid valve of the valve body 26, it is possible to switch between supply and stop of hydraulic pressure to the controlled object connected to each oil passage. The specific oil passages of the valve body 26 are connected to the torque converter 6 and the lockup clutch 12 that are the objects of control, and the other oil passages are the motor / generator 2 that is the object of cooling and the drive device 1 that is the object of lubrication. Are connected to each part X.

バルブボディ２６に設けられた各制御弁に対する制御は、駆動装置１の制御を行うコンピュータとして構成された制御ユニット３０にて行われる。制御ユニット３０はバルブボディ２６に対する制御の他、駆動装置１を適正に動作させるためにモータ・ジェネレータ２の動作制御等も行っている。制御ユニット３０には各種制御に使用するパラメータを取得するため各種センサからの信号が入力される。本発明に関連するセンサとしては、車速に応じた信号を出力する車速センサ３１及びアキュムレータ２５の油圧に応じた信号を出力する蓄圧検出手段としての油圧センサ３２がそれぞれ設けられている。   Control of each control valve provided in the valve body 26 is performed by a control unit 30 configured as a computer that controls the drive device 1. In addition to controlling the valve body 26, the control unit 30 also performs operation control of the motor / generator 2 in order to operate the driving device 1 appropriately. Signals from various sensors are input to the control unit 30 in order to acquire parameters used for various controls. As sensors related to the present invention, a vehicle speed sensor 31 that outputs a signal according to the vehicle speed and a hydraulic pressure sensor 32 as a pressure accumulation detecting means that outputs a signal according to the hydraulic pressure of the accumulator 25 are provided.

図３は制御ユニット３０が行う蓄圧制御の制御ルーチンの一例を示したフローチャートである。この制御ルーチンのプログラムは制御ユニット３０の記憶装置に保持されており適時に読み出されて所定周期で繰り返し実行される。ステップＳ１では駆動装置１が搭載された車両が停車中か否かを判定する。この判定は車速センサ３１から取得した車速に基づいて行われる。具体的には、制御ユニット３０は車速が０に維持されている時間を計測し、その時間が所定の判定値を超えた場合に停車中と判定する。なお、車速センサ３１を利用する代わりに、車両に搭載されたスタートスイッチ（不図示）の位置情報に基づいて停車中か否かを判定することも可能である。ステップＳ１で停車中であると判定した場合はステップＳ２に進み、そうでない場合は以後の処理をスキップして今回のルーチンを終える。   FIG. 3 is a flowchart showing an example of a control routine of pressure accumulation control performed by the control unit 30. The program of this control routine is held in the storage device of the control unit 30, is read out in a timely manner, and is repeatedly executed at a predetermined cycle. In step S1, it is determined whether or not the vehicle on which the driving device 1 is mounted is stopped. This determination is made based on the vehicle speed acquired from the vehicle speed sensor 31. Specifically, the control unit 30 measures the time during which the vehicle speed is maintained at 0, and determines that the vehicle is stopped when the time exceeds a predetermined determination value. Instead of using the vehicle speed sensor 31, it is also possible to determine whether or not the vehicle is stopped based on position information of a start switch (not shown) mounted on the vehicle. If it is determined in step S1 that the vehicle is stopped, the process proceeds to step S2, and if not, the subsequent processing is skipped and the current routine is finished.

ステップＳ２では、油圧センサ３２の出力信号を参照して、アキュムレータ２５から得ることができる油圧、即ちアキュムレータ２５の油圧Ｐａｃを取得する。続くステップＳ３ではステップＳ２で取得した油圧Ｐａｃが所定値Ｐ１以下か否かを判定する。所定値Ｐ１はロックアップクラッチ１２を問題なく操作できる油圧範囲の下限値として設定されている。油圧Ｐａｃが所定値Ｐ１以下である場合は、ステップＳ４に進み、そうでない場合は以後の処理をスキップして今回のルーチンを終える。   In step S <b> 2, the hydraulic pressure that can be obtained from the accumulator 25, that is, the hydraulic pressure Pac of the accumulator 25 is acquired with reference to the output signal of the hydraulic pressure sensor 32. In subsequent step S3, it is determined whether or not the hydraulic pressure Pac acquired in step S2 is equal to or less than a predetermined value P1. The predetermined value P1 is set as a lower limit value of a hydraulic pressure range in which the lockup clutch 12 can be operated without any problem. If the hydraulic pressure Pac is less than or equal to the predetermined value P1, the process proceeds to step S4. Otherwise, the subsequent processing is skipped and the current routine is terminated.

ステップＳ４では、ロックアップクラッチ１２を解放操作する。即ちトルクコンバータ６の差回転を許容する状態に切り替える。続くステップＳ５では、モータ・ジェネレータ２を作動させてオイルポンプ９を駆動させる。これにより、オイルポンプ９で生成された油圧がアキュムレータ２５に蓄えられる。   In step S4, the lockup clutch 12 is released. In other words, the torque converter 6 is switched to a state that allows differential rotation. In the subsequent step S5, the motor / generator 2 is operated to drive the oil pump 9. Thereby, the hydraulic pressure generated by the oil pump 9 is stored in the accumulator 25.

図３の制御が繰り返し実行されることにより、停車中におけるアキュムレータ２５の油圧Ｐａｃが所定値Ｐ１以上に維持される。即ち、車両停止中に、アキュムレータ２５の油圧Ｐａｃがロックアップクラッチ１２を問題なく動作できる油圧に保持されるので車両発進時の応答性が向上する。制御ユニット３０は図３の制御ルーチンを実行することにより本発明に係る蓄圧制御手段として機能する。   By repeatedly executing the control of FIG. 3, the hydraulic pressure Pac of the accumulator 25 while the vehicle is stopped is maintained at a predetermined value P1 or more. That is, since the hydraulic pressure Pac of the accumulator 25 is maintained at a hydraulic pressure that allows the lockup clutch 12 to operate without any problem while the vehicle is stopped, the responsiveness when the vehicle starts is improved. The control unit 30 functions as pressure accumulation control means according to the present invention by executing the control routine of FIG.

本形態によれば、オイルポンプ９を作動させる専用のモータの代わりにアキュムレータ２５を用いているためコストの増大を抑制できるとともに、上述した車両発進時の応答性が向上する。また、トルクコンバータ６の差回転が許容された状態でモータ・ジェネレータ２にてオイルポンプ９が駆動されるので、オイルポンプ９の駆動に要する損失を低減できる。   According to this embodiment, since the accumulator 25 is used in place of the dedicated motor for operating the oil pump 9, it is possible to suppress an increase in cost and improve the responsiveness when starting the vehicle described above. Further, since the oil pump 9 is driven by the motor / generator 2 in a state where the differential rotation of the torque converter 6 is allowed, loss required for driving the oil pump 9 can be reduced.

本発明は上記形態に限定されず、本発明の要旨の範囲内において種々の形態にて実施できる。上記形態はモータ・ジェネレータが駆動源として設けられた電気自動車用の駆動装置であるが、本発明の駆動制御装置は、モータ・ジェネレータに加えて内燃機関が駆動源として設けられたハイブリッド車両用の駆動装置に適用することもできる。なお、本発明に係る回転電機は、電動機、発電機及びモータ・ジェネレータのいずれをも含む概念である。例えば、電動機を搭載した電気自動車用の駆動装置に本発明の駆動制御装置を適用することもできる。   This invention is not limited to the said form, It can implement with a various form within the range of the summary of this invention. The above embodiment is a drive device for an electric vehicle provided with a motor / generator as a drive source, but the drive control device of the present invention is for a hybrid vehicle provided with an internal combustion engine as a drive source in addition to the motor / generator. It can also be applied to a drive device. The rotating electrical machine according to the present invention is a concept including any of an electric motor, a generator, and a motor / generator. For example, the drive control device of the present invention can be applied to a drive device for an electric vehicle equipped with an electric motor.

１ 駆動装置
２ モータ・ジェネレータ（回転電機）
３ トルクコンバータ
９ オイルポンプ
１２ ロックアップクラッチ
２５ アキュムレータ（蓄圧手段）
３０ 制御ユニット（蓄圧制御手段）
３２ 油圧センサ（蓄圧検出手段） 1 Drive 2 Motor / Generator (Rotating Electric Machine)
3 Torque converter 9 Oil pump 12 Lock-up clutch 25 Accumulator (pressure accumulation means)
30 Control unit (pressure accumulation control means)
32 Hydraulic sensor (Accumulation detection means)

Claims (1)

駆動源として回転電機が設けられた車両の駆動装置に適用される駆動制御装置において、前記回転電機に接続されたトルクコンバータと、前記回転電機にて駆動されるオイルポンプと、前記オイルポンプの駆動にて生成された油圧を蓄える蓄圧手段と、前記蓄圧手段が蓄えた油圧を利用して前記トルクコンバータの差回転を阻止できるロックアップクラッチと、前記蓄圧手段が蓄えた油圧を検出する蓄圧検出手段と、前記車両の停車時に前記蓄圧検出手段にて検出された油圧が所定値以下である場合、前記ロックアップクラッチを解放操作して前記トルクコンバータの差回転を許容した状態で前記回転電機にて前記オイルポンプを駆動させることにより前記蓄圧手段に油圧を蓄えさせる蓄圧制御手段と、を備える駆動制御装置。   In a drive control device applied to a vehicle drive device provided with a rotating electrical machine as a drive source, a torque converter connected to the rotating electrical machine, an oil pump driven by the rotating electrical machine, and driving of the oil pump Accumulating means for accumulating the oil pressure generated by the pressure accumulator, a lock-up clutch capable of preventing differential rotation of the torque converter using the oil pressure accumulated by the accumulating means, and an accumulation detecting means for detecting the oil pressure accumulated by the accumulating means. And when the hydraulic pressure detected by the pressure accumulation detecting means when the vehicle is stopped is equal to or less than a predetermined value, the rotating electrical machine is operated in a state in which the differential rotation of the torque converter is allowed by releasing the lock-up clutch. And a pressure accumulation control means for causing the pressure accumulation means to store hydraulic pressure by driving the oil pump.
JP2010086971A 2010-04-05 2010-04-05 Drive control device Pending JP2011220374A (en)

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN109555853A (en) * 2017-09-27 2019-04-02 丰田自动车株式会社 Electric vehicle
CN110388436A (en) * 2018-04-20 2019-10-29 本田技研工业株式会社 Electric vehicles torque-converters

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN109555853A (en) * 2017-09-27 2019-04-02 丰田自动车株式会社 Electric vehicle
US10744862B2 (en) 2017-09-27 2020-08-18 Toyota Jidosha Kabushiki Kaisha Electric vehicle
CN110388436A (en) * 2018-04-20 2019-10-29 本田技研工业株式会社 Electric vehicles torque-converters

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