JP5146919B2 - 動力出力装置 - Google Patents
動力出力装置 Download PDFInfo
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- JP5146919B2 JP5146919B2 JP2008307218A JP2008307218A JP5146919B2 JP 5146919 B2 JP5146919 B2 JP 5146919B2 JP 2008307218 A JP2008307218 A JP 2008307218A JP 2008307218 A JP2008307218 A JP 2008307218A JP 5146919 B2 JP5146919 B2 JP 5146919B2
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- B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
- B60K6/54—Transmission for changing ratio
- B60K6/543—Transmission for changing ratio the transmission being a continuously variable transmission
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- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
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Description
この場合、請求項2のように、変速手段の変速比と遊星ギヤ機構のプラネタリ比と内燃機関の回転速度と駆動軸の回転速度とを用いて動力断続手段の入力側と出力側の回転速度差を算出するようにすると良い。
まず、図1に基づいて電気自動車の駆動システム全体の概略構成を説明する。
Ns ={(1+ρ)×Ne −Np }/ρ
Rcvt*=Ns /Np
ΔNclt =Rcvt ×{(1+ρ)×Ne −Np }/ρ−Np
以下、車両ECU31が実行する図5乃至図9の各ルーチンの処理内容を説明する。
図5乃至図7に示す駆動制御メインルーチンは、車両ECU31の電源オン中に所定周期で繰り返し実行される。本ルーチンが起動されると、まず、ステップ101で、初期化処理(例えば各種の制御指令値や制御指令信号をイニシャル値に設定する処理等)を実行する。このステップ101の初期化処理は、車両ECU31の電源オン直後の本ルーチンの1回目の起動時にのみ実行される。
Pe*=0
Pe*=Pus* +Pbt*
Rcvt*=Ne*/Np
Tm*=Tp*−Rcvt*×Te*
Tm*=Pbt* /Np
この後、ステップ134に進み、モータトルク指令値Tm*をモータトルク上限値でガード処理する。
Tbrk*=Tbrk +Tm*
図8に示すクラッチオフ制御ルーチンは、前記図5乃至図7の駆動制御メインルーチンのステップ118で実行されるサブルーチンである。本ルーチンが起動されると、まず、ステップ201で、クラッチ指令フラグNclt を「クラッチオフ指令」を意味する「0」にリセットすることで、クラッチオフ指令を出力してクラッチ20をオフに切り替える。
図9に示すクラッチオン制御ルーチンは、前記図5乃至図7の駆動制御メインルーチンのステップ127で実行されるサブルーチンである。本ルーチンが起動されると、まず、ステップ301で、燃料供給フラグFcdemを「燃料噴射」を意味する「1」にセットすることで、エンジン11の燃料噴射を開始してエンジン11を始動させる。
Ns ={(1+ρ)×Ne −Np }/ρ
Rcvt*=Ns /Np
ΔNclt =Rcvt ×{(1+ρ)×Ne −Np }/ρ−Np
Claims (7)
- 内燃機関と、該内燃機関と車両の駆動軸との間の動力伝達経路に設けられた動力調整機構と、前記駆動軸と動力を授受可能な電動発電機と、該電動発電機と電力を授受可能な蓄電手段と、車両の運転状態に基づいて前記内燃機関、前記動力調整機構及び前記電動発電機を制御する制御手段とを備え、
前記動力調整機構は、前記内燃機関の動力を第1の動力伝達経路と第2の動力伝達経路に分割する遊星ギヤ機構と、前記第1の動力伝達経路の入力側と出力側の変速比を変化させる変速手段と、前記第1の動力伝達経路又は前記第2の動力伝達経路の動力伝達を断続する動力断続手段とを有し、前記第1の動力伝達経路の出力側と前記第2の動力伝達経路の出力側が共通の出力軸に連結されることで、前記動力断続手段が動力伝達状態のときに前記第1の動力伝達経路の入力側の回転速度と前記出力軸の回転速度とが前記変速手段の変速比によって拘束され、前記動力断続手段が動力伝達遮断状態のときに前記変速手段の変速比による拘束が解除されるように構成され、
前記制御手段は、前記内燃機関の要求動力に基づいて前記動力断続手段の状態を変化させ、前記動力断続手段を動力伝達遮断状態から動力伝達状態に切り替える際には、前記内燃機関の回転速度指令値を所定値に設定すると共に、前記遊星ギヤ機構のサンギヤの歯数とリングギヤの歯数との比であるプラネタリ比と前記内燃機関の回転速度と前記駆動軸の回転速度とから求めた前記第1の動力伝達経路の入力側の回転速度と前記駆動軸の回転速度とを用いて前記変速手段の変速比指令値を算出し、前記内燃機関の回転速度が前記回転速度指令値になるように前記内燃機関を制御すると共に、前記変速手段の変速比が前記変速比指令値になるように前記変速手段を制御することで、前記動力断続手段の入力側と出力側の回転速度差が小さくなるように前記内燃機関の回転速度と前記変速手段の変速比を変化させ、前記動力断続手段の入力側と出力側の回転速度差が所定値よりも小さくなったときに、前記動力断続手段を動力伝達遮断状態から動力伝達状態に切り替えることを特徴とする動力出力装置。 - 前記制御手段は、前記変速手段の変速比と前記遊星ギヤ機構のプラネタリ比と前記内燃機関の回転速度と前記駆動軸の回転速度とを用いて前記動力断続手段の入力側と出力側の回転速度差を算出することを特徴とする請求項1に記載の動力出力装置。
- 前記制御手段は、所定の車速以上で前記電動発電機の動力のみで走行するモードから前記内燃機関の動力のみ又は前記内燃機関と前記電動発電機の両方の動力で走行するモードに移行するときに、前記内燃機関のスロットル開度を制御して該内燃機関の回転速度を目標回転速度に制御することで前記動力断続手段の入力側と出力側の回転速度差を減少させる手段を有することを特徴とする請求項1又は2に記載の動力出力装置。
- 前記制御手段は、所定の車速以下でアクセル開度が所定値以上の加速要求のときに、前記内燃機関を始動して前記動力断続手段を半動力伝達状態に制御する手段を有することを特徴とする請求項1乃至3のいずれかに記載の動力出力装置。
- 前記制御手段は、前記動力断続手段の状態が変化した後に前記内燃機関のトルク指令値と前記電動発電機のトルク指令値のうちの一方を0又はそれに近い値にするまで前記内燃機関のトルク指令値と前記電動発電機のトルク指令値を協調して変化させる手段を有することを特徴とする請求項1乃至4のいずれかに記載の動力出力装置。
- 前記制御手段は、前記動力断続手段を動力伝達状態から動力伝達遮断状態に切り替えて前記内燃機関を停止させる過程で前記変速手段の変速比を前記内燃機関の減速度が増大するように設定する手段を有することを特徴とする請求項1乃至5のいずれかに記載の動力出力装置。
- 前記制御手段は、前記動力断続手段を動力伝達状態から動力伝達遮断状態に切り替えて前記内燃機関を停止させる過程で前記変速手段の変速比を大きい側に設定して前記内燃機関の減速度を増大する手段を有することを特徴とする請求項6に記載の動力出力装置。
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