JP5096552B2 - 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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- JP5096552B2 JP5096552B2 JP2010291784A JP2010291784A JP5096552B2 JP 5096552 B2 JP5096552 B2 JP 5096552B2 JP 2010291784 A JP2010291784 A JP 2010291784A JP 2010291784 A JP2010291784 A JP 2010291784A JP 5096552 B2 JP5096552 B2 JP 5096552B2
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- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
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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
- B60K6/48—Parallel type
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- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
- B60L15/2054—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed by controlling transmissions or clutches
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- B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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- 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
- F16H61/04—Smoothing ratio shift
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/68—Inputs being a function of gearing status
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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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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- General Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Automation & Control Theory (AREA)
- Hybrid Electric Vehicles (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Control Of Transmission Device (AREA)
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、動力源としてエンジンE/GとモータジェネレータM/Gとを備えたハイブリッド車両であり、且つ、トルクコンバータを備えない手動変速機M/Tと摩擦クラッチC/Tとを備える。即ち、この車両は、上述したHV−MT車である。
ところで、上述のようにMGトルクをMGトルク最終基準値に一致するように調整することによって適切な駆動力(例えば、変速ショックが小さい駆動力)が得られるのは、クラッチペダル操作が適切である場合に限られる。換言すれば、例えば、クラッチペダルの操作に未熟な(不慣れな)運転者が、変速操作等のために適切でないクラッチペダル操作を行った場合、クラッチ戻しストロークに基づいて決定されるMGトルク制限値(従って、MGトルク最終基準値)の変化パターンが適切なパターンと異なるパターンに決定され得る。この結果、MGトルクをMGトルク最終基準値に調整し続けると、適切な駆動力が得られ難くなる(例えば、変速ショックが大きくなる)等の問題が発生し得る。
図5に示す例では、主として、車両がMGトルクのみを利用して(MGトルク>0、EGトルク=0)走行している場合が想定される。この例では、摩擦クラッチC/Tが、完全接合状態から半接合状態へと移行するタイミング(時刻t2)、半接合状態から完全分断状態へと移行するタイミング(時刻t3)、完全分断状態から半接合状態へと移行するタイミング(時刻t4)、及び、半接合状態から完全接合状態へと移行するタイミング(時刻t5)のそれぞれについて、対応するタイミングを含む微小期間だけMGトルクがMGトルク最終基準値から変移した値に調整される。なお、各タイミングは、クラッチ戻しストロークの検出結果に基づいて取得・予測・推定され得る。
図6に示す例では、車両がEGトルク及びMGトルクを共に利用して(EGトルク>0、MGトルク>0)走行している場合が想定される。この例では、「摩擦クラッチC/Tが半接合状態から完全接合状態へと移行するとき(時刻t5の直前)のクラッチ戻しストロークの変化速度(変化勾配)が所定値以上である」との判定に基づいて、摩擦クラッチC/Tが半接合状態から完全接合状態に移行した後(時刻t5以降)において、MGトルクが、MGトルク最終基準値に「カウンタ振動パターン」を重畳して得られる値に調整される。
図7に示す例では、車両がEGトルク及びMGトルクを共に利用して(EGトルク>0、MGトルク>0)走行している場合が想定される。この例では、「摩擦クラッチC/Tが完全分断状態から半接合状態へと移行するとき(時刻t4の直前)のクラッチ戻しストロークの変化速度(変化勾配)が所定値以上である」との判定に基づいて、摩擦クラッチC/Tが完全分断状態から半接合状態に移行した後(時刻t4以降)において、MGトルクの増加勾配がMGトルク最終基準値の増加勾配より小さくなるようにMGトルクが調整される。
図8に示す例では、車両がMGトルクのみを利用して(MGトルク>0、EGトルク=0)走行している場合が想定される。この例では、「摩擦クラッチC/Tが完全分断状態から半接合状態へと移行するとき(時刻t4の直前)のクラッチ戻しストロークの変化速度(変化勾配)が所定値以上である」との判定に基づいて、摩擦クラッチC/Tが完全分断状態から半接合状態に移行した後(時刻t4以降)において、MGトルクの増加勾配がMGトルク最終基準値の増加勾配より大きくなるようにMGトルクが調整される。
図9に示す例では、車両がMGトルクのみを利用して(MGトルク>0、EGトルク=0)、又は、EGトルク及びMGトルクを共に利用して(EGトルク>0、MGトルク>0)走行している場合が想定される。また、この例では、走行モードとして、ノーマルモード(第1モード)と、ノーマルモードより車両がより加速されるスポーツモード(第2モード)とを備え、且つ、走行モードを切り替える手段(切替スイッチ等)を備えた車両が想定される。
図10に示す例では、車両がMGトルクのみを利用して(MGトルク>0、EGトルク=0)、又は、EGトルク及びMGトルクを共に利用して(EGトルク>0、MGトルク>0)走行している場合が想定される。この例では、摩擦クラッチC/Tが完全接合状態から、半接合状態、及び完全分断状態へと移行する際、MGトルク最終基準値の減少勾配が所定値を超える場合、MGトルクの減少勾配が前記所定値になる(制限される)ようにMGトルクが調整される。
図11に示す例では、車両がMGトルクのみを利用して(MGトルク>0、EGトルク=0)、又は、EGトルク及びMGトルクを共に利用して(EGトルク>0、MGトルク>0)走行している場合が想定される。この例では、摩擦クラッチC/Tが完全接合状態から、半接合状態、及び完全分断状態へと移行する際、MGトルクが「MGトルク最終基準値に遅延処理を施した値」に調整される。ここにおいて、「遅延処理」とは、例えば、むだ時間を付与する処理、一次遅れ処理等を指す。
図12に示す例では、車両がEGトルクのみを利用して(MGトルク=0、EGトルク>0)走行している場合が想定される。この例では、摩擦クラッチC/Tが、完全接合状態から、半接合状態、完全分断状態、及び半接合状態を経て完全接合状態に戻る過程において、「C/Tが完全分断状態から半接合状態へと移行した」との判定に基づいて、先ず、車両が加速方向にあるか減速方向にあるかが判定される。この判定は、例えば、アクセル開度に基づいて実行される。
Claims (2)
- 第1動力源と第2動力源とを備えた車両に適用され、
前記第1動力源の出力軸から動力が入力される入力軸と前記車両の駆動輪へ動力を出力する出力軸とを備え、前記入力軸又は前記出力軸に前記第2動力源の出力軸が接続された変速機と、
前記第1動力源の出力軸と前記変速機の入力軸との間に介装されて、運転者により操作されるクラッチ操作部材の操作がなされていないときに滑りを伴わずに動力が伝達される完全接合状態を実現し、前記クラッチ操作部材の操作量に応じて滑りを伴いながら動力が伝達される半接合状態、又は動力が伝達されない状態である完全分断状態を実現する摩擦クラッチと、
運転者により操作される前記車両を加速させるための加速操作部材の操作量を検出する第1検出手段と、
前記クラッチ操作部材の操作量を検出する第2検出手段と、
前記第1動力源の出力軸の駆動トルクである第1トルク、及び前記第2動力源の出力軸の駆動トルクである第2トルク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であって、
前記制御手段は、
前記加速操作部材の操作量と前記第2トルクの基準である第2トルク基準値との間の記憶された第1関係と、前記検出された加速操作部材の操作量と、前記加速操作部材の操作量以外のパラメータと、に基づいて第2トルク基準値を決定する第1決定手段と、
前記クラッチ操作部材の操作量と前記第2トルクの上限を規定する第2トルク制限値との間の記憶された第2関係と、前記検出されたクラッチ操作部材の操作量と、に基づいて第2トルク制限値を決定する第2決定手段と、
を備え、
前記制御手段は、
前記第2トルクを、前記決定された第2トルク基準値及び第2トルク制限値のうち小さい方の値である第2トルク最終基準値に調整するように構成され、
前記制御手段は、
前記第2トルク最終基準値がゼロに維持されていることにより、前記第2動力源の停止により前記第2トルクがゼロに維持されて前記車両が前記第1動力源の駆動により前記加速操作部材の操作量に応じて発生する前記第1トルクのみを利用して走行している場合において、前記変速機の変速のために前記クラッチ操作部材の操作によって、前記摩擦クラッチが前記完全接合状態から、前記半接合状態、前記完全分断状態、及び前記半接合状態を経て前記完全接合状態に戻る際、
前記摩擦クラッチが前記完全分断状態から前記半接合状態へと移行したと判定されたことに基づいて、前記加速操作部材の操作量に少なくとも基づいて前記車両が加速方向にあるか減速方向にあるかを判定し、前記摩擦クラッチが前記完全分断状態から前記半接合状態へと移行した後において、前記第2トルクを前記判定された方向に対応する向きにゼロより大きい大きさに調整するように構成され、
前記第1動力源は内燃機関であり、前記第2動力源は電動機である、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、
前記第2関係において、
前記クラッチ操作部材の操作量が前記摩擦クラッチが前記完全分断状態から前記半接合状態へと移行するタイミングに対応するミート開始点より前記完全分断状態側の範囲では前記第2トルク制限値がゼロに維持され、前記クラッチ操作部材の操作量が前記摩擦クラッチが前記完全接合状態から前記半接合状態へと移行するタイミングに対応するリリース開始点より前記完全接合状態側の範囲では前記第2トルク制限値が最大値に維持され、前記クラッチ操作部材の操作量が前記ミート開始点と前記リリース開始点との間では前記クラッチ操作部材の操作量が前記ミート開始点から前記リリース開始点に向けて移動するにつれて前記第2トルク制限値がゼロから増大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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DE112011104629T DE112011104629T5 (de) | 2010-12-28 | 2011-08-15 | Leistungsübertragunsvorrichtung für ein Fahrzeug |
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US13/994,920 US8712622B2 (en) | 2010-12-28 | 2011-08-15 | Power transmission control device for vehicle |
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JP5096552B2 (ja) * | 2010-12-28 | 2012-12-12 | アイシン・エーアイ株式会社 | 車両の動力伝達制御装置 |
JP5477319B2 (ja) * | 2011-03-25 | 2014-04-23 | アイシン・エィ・ダブリュ株式会社 | ハイブリッド駆動装置の制御装置 |
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CN103847729B (zh) * | 2012-12-05 | 2016-05-18 | 上海汽车集团股份有限公司 | 新能源汽车混合动力系统中控制干涉扭矩的方法和装置 |
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JP2015205638A (ja) * | 2014-04-22 | 2015-11-19 | トヨタ自動車株式会社 | ハイブリッド車両の制御装置 |
US9415764B2 (en) * | 2014-07-10 | 2016-08-16 | Ford Global Technologies, Llc | Methods and systems for improving hybrid vehicle performance consistency |
KR101588789B1 (ko) * | 2014-08-18 | 2016-01-26 | 현대자동차 주식회사 | 구동 모터를 구비한 차량의 크립 토크 제어 방법 및 장치 |
WO2016141933A1 (de) * | 2015-03-11 | 2016-09-15 | Schaeffler Technologies AG & Co. KG | Hybrid-antriebseinheit |
JP2017020449A (ja) * | 2015-07-14 | 2017-01-26 | 日産自動車株式会社 | 内燃機関の制御装置 |
US10077042B2 (en) * | 2016-06-13 | 2018-09-18 | Ford Global Technologies, Llc | System and method for controlling backlash in a vehicle powertrain |
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