JP2013032137A - 制御装置 - Google Patents
制御装置 Download PDFInfo
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- JP2013032137A JP2013032137A JP2012013257A JP2012013257A JP2013032137A JP 2013032137 A JP2013032137 A JP 2013032137A JP 2012013257 A JP2012013257 A JP 2012013257A JP 2012013257 A JP2012013257 A JP 2012013257A JP 2013032137 A JP2013032137 A JP 2013032137A
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- torque
- state
- control
- rotating electrical
- electrical machine
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- 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
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- 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
- B60W2710/00—Output or target parameters relating to a particular sub-units
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- 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
- B60Y2300/429—Control of secondary clutches in drivelines
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
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- Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
Abstract
【解決手段】内燃機関と車輪とを結ぶ動力伝達経路に、第一摩擦係合装置、回転電機12、第二摩擦係合装置CL2の順に備えた車両用駆動装置を制御対象とする制御装置。制御装置は、第二摩擦係合装置CL2のスリップ係合状態で、回転電機12の回転状態を目標回転状態になるように制御する回転状態制御を実行すると共に、第二摩擦係合装置CL2をスリップ係合状態から直結係合状態に移行させる間に、第一摩擦係合装置が直結係合状態へ移行した後の回転状態制御中における回転電機のトルクに基づいて第二摩擦係合装置CL2へ供給する油圧Pc2を制御する油圧調整制御を実行する。
【選択図】図3
Description
また、「解放状態」は、対象となる摩擦係合装置によって係合される2つの係合部材間で回転及び駆動力が伝達されない状態を意味する。「スリップ係合状態」は、2つの係合部材が回転速度差を有する状態で駆動力を伝達可能に係合されている状態を意味する。「直結係合状態」は、2つの係合部材が一体回転する状態で係合されている状態を意味する。なお、「係合状態」は、これらスリップ係合状態及び直結係合状態の双方を含む概念として用いている。
また、「回転状態」は、回転位置、回転速度、及び回転加速度を含む概念として用いている。従って、「回転状態制御」には、回転電機の回転位置を目標回転位置になるように制御する回転位置フィードバック制御、回転電機の回転速度を目標回転速度になるように制御する回転速度フィードバック制御、或いは、回転電機の回転加速度を目標回転加速度になるように制御する回転加速度フィードバック制御等が含まれる。
この点、上記の特徴構成によれば、油圧調整制御において第二摩擦係合装置への供給油圧を適切に制御することにより、回転状態制御中における回転電機の出力トルクに基づいて、当該出力トルクを、第二摩擦係合装置の直結係合状態への移行後の所定のトルクに近づけることができる。よって、第二摩擦係合装置がスリップ係合状態から直結係合状態へと移行する際のトルク段差の発生を抑制することができる。
また、第二摩擦係合装置の制御方式に関しても、一態様として、本構成のように要求駆動力に基づく供給油圧の制御と、回転速度フィードバック制御の補正トルクに基づく供給油圧の制御とを併用することが可能である。要求駆動力と回転速度フィードバック制御の補正トルクとの双方に基づいて油圧調整制御を実行する構成とすることで、追従性高く第二摩擦係合装置の動作制御を行うことができると共に、トルク段差の発生を有効に抑制することができる。
この点に鑑み、上記の構成によれば、回転変化トルク相当分を除外して算出した補正トルクを算出するので、油圧調整制御において内燃機関のトルクの誤差による定常的な誤差を反映させて第二摩擦係合装置への供給油圧を適切に決定することができ、トルク段差の発生を有効に抑制することができる。
また、油圧調整制御を行うことによって第二摩擦係合装置の伝達トルク容量が変化するが、補正トルクを徐々に小さくすることで第二摩擦係合装置の伝達トルク容量も徐々に変化させることができる。従って、第二摩擦係合装置の伝達トルク容量の変化に伴って車輪に伝達される駆動力が変化することを抑制することができ、車両の運転者に違和感を与えることを抑制することができる。
本実施形態に係る制御装置4による制御対象となる駆動装置1の構成について説明する。本実施形態に係る駆動装置1は、いわゆる1モータパラレル方式のハイブリッド車両用の駆動装置として構成されている。この駆動装置1は、図1に示すように、内燃機関11に駆動連結される入力軸Iと車輪15に駆動連結される出力軸Oとを結ぶ動力伝達経路上に回転電機12を備えていると共に、回転電機12と出力軸Oとの間に変速機構13を備えている。入力軸Iと回転電機12との間には第一クラッチCL1が設けられている。また、変速機構13には後述するように第一クラッチCL1とは別の変速用の第二クラッチCL2が備えられている。これにより、駆動装置1は、入力軸Iと出力軸Oとを結ぶ動力伝達経路に、内燃機関11及び入力軸Iの側からの順に、第一クラッチCL1、回転電機12、及び第二クラッチCL2、を備えている。これらの各構成は、駆動装置ケース(図示せず)内に収容されている。
本実施形態に係る制御装置4の構成について説明する。図1に示すように、本実施形態に係る制御装置4は、駆動装置制御ユニット40を備えている。駆動装置制御ユニット40は、主に回転電機12、第一クラッチCL1、及び変速機構13を制御する。また、車両6には、駆動装置制御ユニット40とは別に、主に内燃機関11を制御する内燃機関制御ユニット30が備えられている。
内燃機関制御部31は、内燃機関11の動作制御を行う機能部である。内燃機関制御部31は、内燃機関11の出力トルク(内燃機関トルクTe)及び回転速度の制御目標としての目標トルク及び目標回転速度を決定し、この制御目標に応じて内燃機関11を動作させる。本実施形態では、内燃機関制御部31は、車両6の走行状態に応じて内燃機関11のトルク制御及び回転速度制御を切り替えることが可能である。トルク制御は、内燃機関11に目標トルクを指令し、内燃機関トルクTeをその目標トルクに一致させる(追従させる)制御である。回転速度制御は、内燃機関11に目標回転速度を指令し、内燃機関11の回転速度をその目標回転速度に一致させるように出力トルクを決定する制御である。
本実施形態に係る油圧調整制御の内容について説明する。なお、この油圧調整制御は、本例では、第一クラッチCL1の解放状態且つ第二クラッチCL2の係合状態で回転電機12と車輪15との間で駆動力が伝達される状態(電動走行モード)から、第一クラッチCL1の係合状態で内燃機関11と車輪15との間で駆動力が伝達される状態(スリップ走行モードを経てパラレル走行モード)へ移行させる場合に実行される。より具体的には、油圧調整制御は、内燃機関始動制御中において第一クラッチCL1が直結係合状態となった後、第二クラッチCL2をスリップ係合状態から直結係合状態に移行させる間に実行される。本実施形態では、油圧調整制御は、内燃機関始動制御中においてスリップ係合状態にある第一クラッチCL1が直結係合状態となった後、第二クラッチCL2がスリップ係合状態から直結係合状態に移行するまでの間、継続的に実行される。油圧調整制御が実行されている期間では、直結係合状態にある第一クラッチCL1とスリップ係合状態にある第二クラッチCL2とを介して、内燃機関トルクTeが車輪15に伝達される状態となっている。
目標トルク決定部43aには、内燃機関トルク指令Ceと車両要求トルクTdとが入力される。本実施形態では、内燃機関トルク指令Ceは、内燃機関11のトルク制御における目標トルクの指令値であり、内燃機関制御部31により決定される。車両要求トルクTdは、要求トルク決定部42により決定される。目標トルク決定部43aは目標トルク演算器51を備えている。目標トルク演算器51は、車両要求トルクTdから内燃機関トルク指令Ceを減算する演算を行い、その演算結果としての減算値(Td−Ce)を目標トルクTmfとして出力する。
本実施形態に係る内燃機関始動制御及び油圧調整制御の具体例について、図4のタイムチャートを参照して説明する。なお、本例では、電動走行モードでの走行中に内燃機関始動条件が成立して、スリップ走行モード(本例では、第二スリップ走行モード)を経てパラレル走行モードに切り替えられる状況を想定している。
最後に、本発明に係る制御装置の、その他の実施形態について説明する。なお、以下のそれぞれの実施形態で開示される構成は、矛盾が生じない限り、他の実施形態で開示される構成と組み合わせて適用することも可能である。
4 制御装置
11 内燃機関
12 回転電機
15 車輪
43a 目標トルク決定部
43b 回転速度制御部
46 始動制御部
47 油圧調整制御部
I 入力軸
O 出力軸
CL1 第一クラッチ(第一摩擦係合装置)
CL2 第二クラッチ(第二摩擦係合装置)
Td 車両要求トルク(要求駆動力)
Ce 内燃機関トルク指令
Nmt 目標回転速度
Nmr 実回転速度
Tmf 目標トルク
Tmb 補正トルク
Tmi 回転変化トルク
Cc2 第二クラッチトルク容量指令
Claims (10)
- 内燃機関と車輪とを結ぶ動力伝達経路に回転電機が設けられていると共に、前記内燃機関と前記回転電機との間に第一摩擦係合装置、前記回転電機と前記車輪との間に第二摩擦係合装置が設けられた車両用駆動装置を制御対象とする制御装置であって、
前記第一摩擦係合装置の解放状態且つ前記第二摩擦係合装置の係合状態で前記回転電機と前記車輪との間で駆動力が伝達される状態から、前記第一摩擦係合装置の係合状態で前記内燃機関と前記車輪との間で駆動力が伝達される状態へ移行させるときに、
前記第二摩擦係合装置のスリップ係合状態で、前記回転電機の回転状態を目標回転状態になるように制御する回転状態制御を実行すると共に、
前記第二摩擦係合装置をスリップ係合状態から直結係合状態に移行させる間に、前記第一摩擦係合装置が直結係合状態へ移行した後の前記回転状態制御中における前記回転電機のトルクに基づいて前記第二摩擦係合装置へ供給する油圧を制御する油圧調整制御を実行する制御装置。 - 前記車輪を駆動するための要求駆動力と前記内燃機関から前記回転電機に伝達されるトルクとの差分に基づいて前記回転電機の目標トルクを決定する目標トルク決定制御を更に実行し、
前記回転状態制御として、前記目標トルクに対して補正トルクを加えて前記回転電機の回転速度を目標回転速度に一致させるように制御する回転速度フィードバック制御を実行し、
前記要求駆動力と前記回転速度フィードバック制御の前記補正トルクとに基づいて前記油圧調整制御を実行する請求項1に記載の制御装置。 - 前記回転速度フィードバック制御に際して前記目標回転速度に向かって回転速度を変化させるための前記回転電機の回転変化トルク相当分を除外して算出した前記補正トルクに基づいて、前記油圧調整制御を実行する請求項2に記載の制御装置。
- 前記油圧調整制御において、前記補正トルクを時間積分した演算値に基づいて前記第二摩擦係合装置の伝達トルク容量を決定し、当該伝達トルク容量に基づいて前記第二摩擦係合装置へ供給する油圧を決定する請求項2又は3に記載の制御装置。
- 前記回転電機の出力トルクを前記目標トルクに一致させるように制御するトルク制御を更に実行可能であり、
前記油圧調整制御の実行中に前記第二摩擦係合装置が直結係合状態になったと判定した場合に、前記回転電機の制御状態を前記回転速度フィードバック制御から前記トルク制御に移行させる請求項2から4のいずれか一項に記載の制御装置。 - 前記第二摩擦係合装置が直結係合状態になったと判定した際に前記補正トルクがゼロになっていない場合には、前記回転速度フィードバック制御から前記トルク制御への移行に際して、前記回転電機の出力トルクを、前記回転速度フィードバック制御中のトルクから前記目標トルクまで徐々に変化させる移行トルク制御を実行する請求項5に記載の制御装置。
- 前記第二摩擦係合装置のスリップ係合状態から直結係合状態への移行時を含む当該移行時以前の所定期間に、前記油圧調整制御を実行する請求項1から6のいずれか一項に記載の制御装置。
- 前記第一摩擦係合装置が直結係合状態へ移行した後、前記第二摩擦係合装置をスリップ係合状態から直結係合状態に移行させるまでの間、継続的に前記油圧調整制御を実行する
請求項1から7のいずれか一項に記載の制御装置。 - 前記内燃機関の停止状態且つ前記第一摩擦係合装置の解放状態から、前記第一摩擦係合装置を係合状態として前記回転電機のトルクにより前記内燃機関を始動させる内燃機関始動制御を更に実行可能であり、
前記内燃機関始動制御の実行に際して前記回転状態制御を実行し、
前記第一摩擦係合装置がスリップ係合状態を経て直結係合状態となった後に前記油圧調整制御を実行する請求項1から8のいずれか一項に記載の制御装置。 - 前記動力伝達経路に沿って前記回転電機から前記車輪へ向かって車両の前進方向に前記車輪を回転させるための駆動力が伝達される状態を正の駆動伝達状態とし、前記第二摩擦係合装置のスリップ係合状態において前記車輪側の係合部材の回転速度に対して前記回転電機側の係合部材の回転速度が高い状態を正の相対回転状態とし、
前記駆動伝達状態と前記相対回転状態との正負が不一致と判定された場合に、前記油圧調整制御の実行を禁止して前記第二摩擦係合装置へ供給する油圧を実質的にゼロとする請求項1から9のいずれか一項に記載の制御装置。
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CN103562033A (zh) | 2014-02-05 |
JP5807560B2 (ja) | 2015-11-10 |
US8668621B2 (en) | 2014-03-11 |
WO2013005843A1 (ja) | 2013-01-10 |
DE112012001807T8 (de) | 2014-03-06 |
DE112012001807T5 (de) | 2014-01-23 |
US20130012353A1 (en) | 2013-01-10 |
CN103562033B (zh) | 2016-02-17 |
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