JP2013139223A - 車両の制御装置 - Google Patents
車両の制御装置 Download PDFInfo
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- JP2013139223A JP2013139223A JP2012000764A JP2012000764A JP2013139223A JP 2013139223 A JP2013139223 A JP 2013139223A JP 2012000764 A JP2012000764 A JP 2012000764A JP 2012000764 A JP2012000764 A JP 2012000764A JP 2013139223 A JP2013139223 A JP 2013139223A
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- driving force
- vehicle
- engine
- control
- driving
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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
- 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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- B60K6/445—Differential gearing distribution type
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- F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
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- F02D11/105—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the function converting demand to actuation, e.g. a map indicating relations between an accelerator pedal position and throttle valve opening or target engine torque
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- F02D41/00—Electrical control of supply of combustible mixture or its constituents
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- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N11/00—Starting of engines by means of electric motors
- F02N11/08—Circuits or control means specially adapted for starting of engines
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Abstract
【解決手段】ECU100は、走行中にハイブリッドシステムの停止があった後、Dポジションの状態でハイブリッドシステムを再起動する際にアクセルオン状態である場合に、駆動力源が駆動輪6L,6Rに出力する駆動力を徐々に増加させる第1制御を実行する。また、ECU100は、走行中にハイブリッドシステムの停止があった後、Nポジションの状態でハイブリッドシステムを再起動し、Dポジションへと切り替えられる際にアクセルオン状態である場合に、駆動力源が駆動輪6L,6Rに出力する駆動力を増加させる第2制御を実行する。そして、第1制御による駆動力の増加量は、第2制御による駆動力の増加量よりも小さい。
【選択図】図6
Description
図1は本発明を適用する車両の一例を示す概略構成図である。
エンジン1は、ガソリンエンジンやディーゼルエンジンなどの燃料を燃焼させて動力を出力する公知の動力装置(内燃機関)であって、吸気通路11に設けられたスロットルバルブ13のスロットル開度(吸入空気量)、燃料噴射量、点火時期などの運転状態を制御できるように構成されている。また、燃焼後の排気ガスは排気通路12を経て図示しない酸化触媒による浄化が行われた後に外気に放出される。
第1モータジェネレータMG1は、インプットシャフト21に対して相対回転自在に支持された永久磁石からなるロータMG1Rと、3相巻線が巻回されたステータMG1Sとを備えた交流同期発電機であって、発電機として機能するとともに電動機(電動モータ)としても機能する。また、第2モータジェネレータMG2も同様に、インプットシャフト21に対して相対回転自在に支持された永久磁石からなるロータMG2Rと、3相巻線が巻回されたステータMG2Sとを備えた交流同期発電機であって、電動機(電動モータ)として機能するとともに発電機としても機能する。
動力分割機構3は、図1に示すように、複数の歯車要素の中心で自転する外歯歯車のサンギヤS3と、サンギヤS3に外接しながらその周辺を自転しつつ公転する外歯歯車のピニオンギヤP3と、ピニオンギヤP3と噛み合うように中空環状に形成された内歯歯車のリングギヤR3と、ピニオンギヤP3を支持するとともに、このピニオンギヤP3の公転を通じて自転するプラネタリキャリアCA3とを有する遊星歯車機構によって構成されている。プラネタリキャリアCA3はインプットシャフト21及びダンパ2を介してエンジン1のクランクシャフト(出力軸)10に連結されている。
リダクション機構4は、図1に示すように、複数の歯車要素の中心で自転する外歯歯車のサンギヤS4と、プラネタリキャリア(トランスアクスルケース)CA4に回転自在に支持され、サンギヤS4に外接しながら自転する外歯歯車のピニオンギヤP4と、ピニオンギヤP4と噛み合うように中空環状に形成された内歯歯車のリングギヤR4とを有する遊星歯車機構によって構成されている。リダクション機構4のリングギヤR4と、上記動力分割機構3のリングギヤR3と、カウンタドライブギヤ51とは互いに一体となっている。また、サンギヤS4は第2モータジェネレータMG2のロータMG2R(回転軸)と回転一体に連結されている。
この例のハイブリッド車両HVには、図3に示すようなシフト操作装置8が設けられている。シフト操作装置8にはシフトレバー81が変位可能に設けられている。この例のシフト操作装置8には、前進走行用のドライブポジション(Dポジション)、アクセルオフ時の制動力(エンジンブレーキ)が大きな前進走行用のブレーキポジション(Bポジション)、後進走行用のリバースポジション(Rポジション)、中立のニュートラルポジション(Nポジション)が設定されており、ドライバが所望のポジションへシフトレバー81を変位させることが可能となっている。これらDポジション、Bポジション、Rポジション、Nポジションの各位置はシフトポジションセンサ105によって検出される。シフトポジションセンサ105の出力信号はECU100に入力される。
ハイブリッド車両HVには、ハイブリッドシステムの起動と停止とを切り替えるためのパワースイッチ107(図2及び図3参照)が設けられている。パワースイッチ107は、例えば、跳ね返り式のプッシュスイッチある。ここで、ハイブリッドシステムとは、エンジン1及びモータジェネレータMG1,MG2を走行用の駆動力源とし、そのエンジン1の運転制御、モータジェネレータMG1,MG2の駆動制御、エンジン1及びモータジェネレータMG1,MG2の協調制御などを含む各種制御を実行することによってハイブリッド車両HVの走行を制御するシステムである。
ECU100は、上記したハイブリッドシステムを実行する電子制御装置であって、CPU(Central Processing Unit)、ROM(Read Only Memory)、RAM(Random Access Memory)及びバックアップRAMなどを備えている。
本実施形態に係るハイブリッド車両HVにおいては、発進時や低速走行時等であってエンジン1の運転効率が悪い場合には、第2モータジェネレータMG2のみにより走行(以下、「EV走行」ともいう)を行う。また、車室内に配置された走行モード選択スイッチによって運転者がEV走行モードを選択した場合にもEV走行を行う。
図4及び図5を参照して、走行中にハイブリッドシステム停止後の再起動要求時の制御の一例について説明する。なお、以下の各ステップはECU100により実行される。
この式(1)において、Acc(i)は実際のアクセル開度(図6の例では一定)、Accs1(i-1)は前回のアクセル開度なまし値である。「K1」は第1制御でのなまし係数であり、このなまし係数K1が大きいほどアクセル開度なまし値Accs1の平滑化度合い、つまり、要求駆動力(走行用の駆動力)の増加度合い(駆動力の増加率)が小さくなる。なお、上記式(1)は微小時間(例えば、数msec)で反復して実行される。
この式(2)において、Acc(i)は実際のアクセル開度(図6の例では一定)、Accs2(i-1)は前回のアクセル開度なまし値である。「K2」は第2制御でのなまし係数であり、第1制御でのなまし係数「K1」よりも小さい値である。なお、上記式(2)は微小時間(例えば、数msec)で反復して実行される。
次に、上記した[実施形態1]の変形例について説明する。
次に、上記した[実施形態1]の他の変形例について説明する。
上記した[実施形態1]では、2つのモータジェネレータMG1,MG2が搭載されたハイブリッド車両HVに本発明を適用した例について説明したが、本発明はこれに限られることなく、1つのモータジェネレータが搭載されたハイブリッド車両にも適用可能である。その一例について図8を参照して説明する。
図9は本発明を適用する車両の別の例を示す概略構成図である。
図10及び図11を参照して、走行中にエンジン停止後の再始動要求時の制御の一例について説明する。なお、以下の各ステップはECU600により実行される。
以上の[実施形態1]では、ハイブリッドシステムの起動と停止とを操作する操作部として、跳ね返り式のプッシュスイッチであるパワースイッチ107を用いた例を示したが、本発明はこれに限定されない。例えば、レバースイッチ、スライドスイッチ、または、シリンダにキーを挿入して回転させるキースイッチなど、操作を受け付けることが可能な操作部であれば、他の任意の構成のものを用いてもよい。
6L、6R、406L、406R、505L、505R 駆動輪
100、410、600 ECU(制御装置)
403 モータジェネレータ(駆動力源)
500 車両
MG1 第1モータジェネレータ(駆動力源)
MG2 第2モータジェネレータ(駆動力源)
HV、400 ハイブリッド車両(車両)
Claims (6)
- 走行用の駆動力を駆動輪に出力する駆動力源を備えるとともに、走行ポジションとニュートラルポジションとを切り替え可能に構成された車両の制御装置であって、
前記車両の走行中に前記駆動力源の停止操作がされた後、前記車両の走行が停止する前に走行ポジションの状態で前記駆動力源を再始動する際にアクセルオン状態である場合に、前記駆動輪に出力する駆動力を徐々に増加させる第1制御を実行し、
前記車両の走行中に前記駆動力源の停止操作がされた後、前記車両の走行が停止する前にニュートラルポジションの状態で前記駆動力源を再始動し、走行ポジションへと切り替えられる際にアクセルオン状態である場合に、前記駆動輪に出力する駆動力を増加させる第2制御を実行し、
前記第1制御による駆動力の増加量は、前記第2制御による駆動力の増加量よりも小さいことを特徴とする車両の制御装置。 - 請求項1記載の車両の制御装置において、
前記第1制御および前記第2制御は、実際のアクセル開度になまし処理を施したアクセル開度なまし値に基づいて前記駆動力源の出力駆動力を制御することにより実行されることを特徴とする車両の制御装置。 - 請求項2記載の車両の制御装置において、
実際のアクセル開度が大きい場合には、前記実際のアクセル開度が小さい場合に比べて、前記なまし処理のなまし係数を大きく設定することを特徴とする車両の制御装置。 - 請求項1〜3のいずれか1つに記載の車両の制御装置において、
前記走行用の駆動力源は、エンジンと電動機とを備えていることを特徴とする車両の制御装置。 - 請求項1〜3のいずれか1つに記載の車両の制御装置において、
前記走行用の駆動力源は、エンジンのみを備えていることを特徴とする車両の制御装置。 - 請求項1〜3のいずれか1つに記載の車両の制御装置において、
前記走行用の駆動力源は、電動機のみを備えていることを特徴とする車両の制御装置。
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EP2772630B1 (en) * | 2011-10-27 | 2017-11-22 | Toyota Jidosha Kabushiki Kaisha | Control device for vehicle |
EP2781411B1 (en) * | 2011-11-18 | 2020-05-06 | Toyota Jidosha Kabushiki Kaisha | Traveling environment prediction device, vehicle control device, and methods therefor |
JP5786679B2 (ja) * | 2011-11-25 | 2015-09-30 | マツダ株式会社 | 圧縮自己着火式エンジンの始動制御装置 |
JP5673644B2 (ja) * | 2012-10-11 | 2015-02-18 | トヨタ自動車株式会社 | ハイブリッド車両 |
-
2012
- 2012-01-05 JP JP2012000764A patent/JP5796498B2/ja active Active
- 2012-12-25 WO PCT/JP2012/083410 patent/WO2013103105A1/ja active Application Filing
- 2012-12-25 EP EP12864133.9A patent/EP2801502B1/en not_active Not-in-force
- 2012-12-25 US US14/366,240 patent/US9216639B2/en active Active
- 2012-12-25 CN CN201280064917.7A patent/CN104010906B/zh not_active Expired - Fee Related
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2013229980A (ja) * | 2012-04-25 | 2013-11-07 | Toyota Motor Corp | 車両および車両の制御方法 |
JP2018117442A (ja) * | 2017-01-17 | 2018-07-26 | トヨタ自動車株式会社 | 自動車 |
JP2019031206A (ja) * | 2017-08-08 | 2019-02-28 | トヨタ自動車株式会社 | 車両の制御装置 |
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JP5796498B2 (ja) | 2015-10-21 |
WO2013103105A1 (ja) | 2013-07-11 |
CN104010906A (zh) | 2014-08-27 |
EP2801502B1 (en) | 2017-09-20 |
EP2801502A4 (en) | 2016-10-12 |
CN104010906B (zh) | 2016-08-17 |
US9216639B2 (en) | 2015-12-22 |
US20140365054A1 (en) | 2014-12-11 |
EP2801502A1 (en) | 2014-11-12 |
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