WO2007102420A1 - 車両および駆動装置並びにこれらの制御方法 - Google Patents
車両および駆動装置並びにこれらの制御方法 Download PDFInfo
- Publication number
- WO2007102420A1 WO2007102420A1 PCT/JP2007/054014 JP2007054014W WO2007102420A1 WO 2007102420 A1 WO2007102420 A1 WO 2007102420A1 JP 2007054014 W JP2007054014 W JP 2007054014W WO 2007102420 A1 WO2007102420 A1 WO 2007102420A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- speed
- power
- axle
- change
- output
- Prior art date
Links
Classifications
-
- 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
- B60K6/44—Series-parallel type
- B60K6/445—Differential gearing distribution type
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- 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
- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/30—Control strategies involving selection of transmission gear ratio
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L50/00—Electric propulsion with power supplied within the vehicle
- 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
- B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
- B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
- B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- 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
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- 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
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- 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
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- 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
- B60W20/00—Control systems specially adapted for hybrid vehicles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2220/00—Electrical machine types; Structures or applications thereof
- B60L2220/10—Electrical machine types
- B60L2220/14—Synchronous machines
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/42—Drive Train control parameters related to electric machines
- B60L2240/423—Torque
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/48—Drive Train control parameters related to transmissions
- B60L2240/486—Operating parameters
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- 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
- B60W2540/00—Input parameters relating to occupants
- B60W2540/10—Accelerator pedal position
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- 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
- B60W2710/06—Combustion engines, Gas turbines
- B60W2710/0666—Engine torque
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- 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
- B60W2710/08—Electric propulsion units
- B60W2710/083—Torque
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- 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
- B60W2710/10—Change speed gearings
- B60W2710/105—Output torque
-
- 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
- F16H61/66—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 specially adapted for continuously variable gearings
- F16H2061/6602—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 specially adapted for continuously variable gearings with at least two dynamo-electric machines for creating an electric power path inside the transmission device, e.g. using generator and motor for a variable power torque path
- F16H2061/6603—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 specially adapted for continuously variable gearings with at least two dynamo-electric machines for creating an electric power path inside the transmission device, e.g. using generator and motor for a variable power torque path characterised by changing ratio in the mechanical gearing
-
- 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
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
-
- 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
- Y02T10/62—Hybrid vehicles
-
- 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
- Y02T10/64—Electric machine technologies in electromobility
-
- 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
-
- 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
- Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
-
- 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
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10S903/00—Hybrid electric vehicles, HEVS
- Y10S903/902—Prime movers comprising electrical and internal combustion motors
- Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
- Y10S903/93—Conjoint control of different elements
-
- 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
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10S903/00—Hybrid electric vehicles, HEVS
- Y10S903/902—Prime movers comprising electrical and internal combustion motors
- Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
- Y10S903/945—Characterized by control of gearing, e.g. control of transmission ratio
Definitions
- the present invention relates to a vehicle, a drive device, and a control method thereof.
- this type of vehicle is attached to an engine, a planetary gear mechanism in which a carrier is connected to the crankshaft of the engine and a ring gear is connected to the axle side, and a sun gear of this planetary gear mechanism.
- a first motor generator and a second motor generator attached to the axle side via a transmission (for example, see Patent Document 1).
- the power of the engine power is converted into driving power by the planetary gear mechanism, the first motor generator, and the second motor generator accompanied by the shift of the transmission with charging and discharging of the battery. Run and go.
- Patent Document 1 Japanese Patent Laid-Open No. 2002-225578
- the transmission when shifting the gear position of the transmission when the driving force required for traveling is small, the transmission is set to the neutral position in order to reduce torque shock that may occur at the time of shifting. It is also possible to change the speed by synchronizing the rotational speed by the second motor generator with the motor generator disconnected from the axle side. If the driver depresses the accelerator pedal while the second motor generator is disconnected and gears are being shifted, torque output from the second motor generator cannot be performed. Cannot obtain the required driving force. In this case, it is conceivable to increase the driving force transmitted to the axle side via the planetary gear mechanism out of the motive power output by driving the first motor generator, but the driving required for traveling is also conceivable. Since the force is small, energy is used to increase the engine speed, and the driving force required by the driver cannot be output quickly.
- One of the objects of the vehicle, the drive device, and the control method thereof according to the present invention is to quickly respond to a sudden change in the driving force required while changing the speed of the transmission.
- the Another object of the present invention is to reduce the torque shock that may occur when shifting the speed of the transmission.
- the vehicle, the drive device, and the control method of the present invention employ the following means.
- the vehicle of the present invention is connected to the internal combustion engine, the first axle as one of the axles of the vehicle, and the output shaft of the internal combustion engine, and the first axle with input and output of electric power and power.
- Power power input / output means capable of inputting / outputting power to / from the output shaft; an electric motor capable of inputting / outputting power; the second axle which is either the first axle or an axle different from the first axle; Transmission means connected to the rotating shaft of the electric motor for transmitting power between the second axle and the rotating shaft with a plurality of shift speeds, the electric power power input / output means and the electric motor
- Power storage means capable of exchanging electric power, required drive force setting means for setting the required drive force required for traveling, and the speed of the internal combustion engine when the speed of the speed change means is not changed.
- the electric power drive input / output means and the electric motor are controlled so as to travel by the driving force based on The internal combustion engine and the electric power power input / output means so that the shift stage of the transmission means is shifted with a change within a second change speed smaller than the speed and travels with a driving force based on the set required driving force.
- a control means for controlling the electric motor and the speed change means are provided.
- the vehicle when the speed of the speed change means is not changed, the vehicle is based on the required driving force required for traveling with a change within the first change speed of the rotational speed of the internal combustion engine.
- the electric power input / output means and the motor are controlled so as to travel by the driving force, and the gear stage of the speed change means is changed, the second change speed smaller than the first change speed of the engine speed.
- the internal combustion engine, the power input / output means, the electric motor, and the speed change means are controlled so that the speed change of the speed change means shifts and the drive force is based on the required drive force required for travel. To do.
- the speed of change of the rotational speed of the internal combustion engine is made smaller when the speed is not changed when the speed of the speed change means is changed.
- the required driving force suddenly increases during the shift of the gear stage of the transmission means.
- the energy used to increase the rotational speed of the internal combustion engine can be reduced to increase the power output to the first axle, and the vehicle can travel with a greater driving force.
- the first change speed and the second change speed may be the maximum change speed when the rotational speed of the internal combustion engine is increased.
- the control means shifts the speed of the speed change means when the set required drive force is in a predetermined low drive force range including a value of 0.
- the transmission means and the electric motor are controlled so that the speed of the transmission means is changed so that torque from the electric motor is not output to the second axle via the transmission means, and the electric power is controlled.
- the internal combustion engine and the electric power drive input / output means are controlled so as to travel by outputting a driving force based on the set required driving force to the first axle via the input / output means. You can also By so doing, it is possible to further reduce the torque shock that can occur during the shift of the shift stage of the speed change means.
- the control means causes the torque from the electric motor to be transmitted through the transmission means.
- the transmission means and the electric motor are controlled so as to continue the shift of the shift stage of the transmission means as being not output to the axle, and the sudden increase in demand for the first axle via the electric power drive input / output means
- It may be a means for controlling the internal combustion engine and the electric power drive input / output means so that the vehicle travels by outputting a driving force based on the driving force.
- the speed change means is means for changing the shift speed by changing the engagement state of the plurality of clutches
- the control means is configured to change the speed change speed of the speed change means when the speed change speed of the speed change means is changed.
- the electric motor may be a means for shifting through a state where the electric motor is disconnected from the second axle side.
- the power drive input / output means is connected to three shafts of the first axle, the output shaft of the internal combustion engine, and a rotatable third shaft, and any one of the three shafts. Or based on the power input / output to / from 2 axes! / 3 axis power input / output to input / output power to the remaining shaft
- This means includes means and a generator capable of inputting and outputting power to the third shaft.
- a drive device is a drive device mounted on a vehicle together with an internal combustion engine and chargeable / dischargeable power storage means, and is capable of exchanging electric power with the power storage means, which is any axle of the vehicle.
- An electric power / power input / output means connected to an axle and an output shaft of the internal combustion engine and capable of inputting / outputting power to / from the first axle and the output shaft with input / output of electric power and power;
- a plurality of shifts connected to an electric motor capable of exchanging electric power and capable of inputting / outputting power, a second axle which is either the first axle or an axle different from the first axle, and a rotating shaft of the electric motor
- a speed change means for transmitting power between the second axle and the rotation shaft with a speed change, and a speed change speed of the speed change means is changed!
- the speed of the internal combustion engine is changed when the speed of the speed change means is changed.
- Control of the internal combustion engine so that the shift stage of the transmission means is shifted with a change within a second change speed that is smaller than the first change speed and travels with a driving force based on the required driving force.
- the drive device of the present invention when the speed of the speed change means is not changed, the drive based on the required drive force required for traveling is accompanied by a change within the first change speed of the rotational speed of the internal combustion engine.
- the power power input / output means and the electric motor are controlled, and a second speed smaller than the first change speed of the rotational speed of the internal combustion engine is changed when shifting the speed stage of the speed change means.
- the speed of the speed change means is changed with a change within the change speed, and the power and power input / output means, the motor, and the speed change are performed together with the control of the internal combustion engine so that the speed is changed based on the required drive force required for travel. Control means.
- the speed of change of the rotational speed of the internal combustion engine is made smaller when the speed is not changed.
- the energy used for increasing the rotational speed of the internal combustion engine By reducing the gear, the power output to the first axle can be increased and the vehicle can travel with a larger driving force.
- the vehicle control method of the present invention is connected to the internal combustion engine, the first axle as one of the axles of the vehicle, and the output shaft of the internal combustion engine, and includes the input and output of electric power and power.
- a power input / output means capable of inputting / outputting power to / from the axle and the output shaft; an electric motor capable of inputting / outputting power; and a second axle which is either the first axle or an axle different from the first axle.
- Transmission means connected to the axle and the rotating shaft of the electric motor to transmit power between the second axle and the rotating shaft with a plurality of shift speeds; and the electric power input / output means.
- an electric storage means capable of exchanging electric power with the electric motor, wherein the speed of the internal combustion engine is within a first change speed when the speed of the speed change means is not changed.
- Driving force based on the required driving force required for traveling with changes The first change speed of the rotational speed of the internal combustion engine is controlled when the internal combustion engine, the power power input / output means, and the electric motor are controlled so as to travel and the speed of the speed change means is changed.
- the internal combustion engine, the electric power drive input / output unit, and the electric motor so that the speed change stage of the speed change means is shifted with a change within a smaller second change speed and travels with a drive force based on the required drive force.
- the transmission means are controlled.
- the required driving force required for traveling is accompanied by a change within the first change speed of the rotational speed of the internal combustion engine.
- a second change smaller than the first change speed of the internal combustion engine speed when the internal combustion engine, the power power input / output means and the motor are controlled so as to travel by the driving force based on the speed change speed of the speed change means.
- the internal combustion engine, the power drive input / output means, the electric motor, and the speed change means are controlled so that the speed of the speed change means is changed with a change within the speed and travels with a drive force based on the required drive force required for travel. .
- the speed of change of the rotational speed of the internal combustion engine is made smaller than when not changing the speed stage.
- the required drive during the shifting of the gear stage of the transmission means is performed. Even if the power increases rapidly, the energy used to increase the rotational speed of the internal combustion engine can be reduced to increase the power output to the first axle, and the vehicle can travel with a larger driving force. As a result, it is possible to quickly cope with a sudden change in driving force required during shifting of the transmission gear. Needless to say, torque shock that may occur when shifting the gear stage of the transmission means can be reduced.
- a method for controlling a drive device includes a first axle that is mounted on a vehicle together with an internal combustion engine and chargeable / dischargeable power storage means, and that can exchange power with the power storage means and is one of the axles of the vehicle.
- Power power input / output means connected to the output shaft of the internal combustion engine and capable of inputting / outputting power to and from the first axle and the output shaft with power and power input / output, and exchange of power with the power storage means
- a plurality of shift stages connected to an electric motor capable of inputting / outputting power and a second axle which is either the first axle or an axle different from the first axle and the rotating shaft of the motor.
- a transmission means for transmitting a dynamic force between the second axle and the rotary shaft, wherein the internal combustion engine is shifted when the gear position of the transmission means is not changed.
- Change within 1st change speed of engine speed In addition to controlling the internal combustion engine, the power power input / output means and the electric motor are controlled so as to travel by a driving force based on the required driving force required for traveling with the shift, and the gear stage of the transmission means is shifted.
- the speed of the transmission means is changed with a change within a second change speed smaller than the first change speed of the rotation speed of the internal combustion engine, and the drive based on the required drive force is performed.
- the power power input / output means, the electric motor, and the speed change means are controlled together with the control of the internal combustion engine so as to travel by force.
- the speed of change of the rotational speed of the internal combustion engine is made smaller when the gear position is not changed when the gear position of the transmission means is changed.
- the energy used to increase the rotational speed of the internal combustion engine is reduced and the power output to the first axle is increased.
- FIG. 1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 equipped with a drive device as one embodiment of the present invention.
- FIG. 2 is an explanatory diagram showing an example of a configuration of a transmission 60.
- FIG. 3 is a flowchart showing an example of a drive control routine at the time of low driving force shift executed by the hybrid electronic control unit 70 of the embodiment.
- FIG. 4 is a flowchart showing an example of a shift process routine.
- FIG. 5 is an explanatory diagram showing an example of a shift map.
- FIG. 6 is an explanatory diagram showing an example of a collinear diagram of the transmission 60 at the time of Lo-Hi shift and Hi-Lo shift.
- FIG. 7 is an explanatory diagram showing an example of a hydraulic sequence in a hydraulic circuit that drives and controls the brakes Bl and B2 of the transmission 60 during the Lo-Hi shift.
- FIG. 8 is an explanatory diagram showing an example of a hydraulic sequence in a hydraulic circuit that drives and controls the brakes Bl and B2 of the transmission 60 during Hi-Lo shift.
- FIG. 9 is an explanatory diagram showing an example of a required torque setting map.
- FIG. 10 is an explanatory diagram showing an example of a collinear diagram showing a dynamic relationship between the rotational speed and torque in the rotating elements of the power distribution and integration mechanism 30 when the required torque Tr * is a driving torque for acceleration. is there.
- FIG. 11 is an explanatory diagram showing an example of a state in which an operation line for efficiently operating the engine 22 and a temporary engine speed Netmp are set.
- FIG. 12 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 of a modified example.
- FIG. 13 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example.
- FIG. 1 is a configuration diagram showing an outline of the configuration of a hybrid vehicle 20 as an embodiment of the present invention.
- the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution and integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, Motor MG1 capable of generating electricity connected to distribution integration mechanism 30; motor MG2 connected to power distribution integration mechanism 30 via transmission 60; drive wheels 39a, 39b and not shown!
- a brake actuator 92 for control and a hybrid electronic control unit 70 for controlling the entire drive system of the vehicle are provided.
- the engine 22 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and inputs various sensor force signals for detecting the operating state of the engine 22 (hereinafter referred to as an engine electronic control unit).
- the engine ECU is under operation control such as fuel injection control, ignition control, and intake air amount adjustment control.
- the engine ECU 24 communicates with the electronic control unit 70 for the hybrid, and controls the operation of the engine 22 by a control signal from the electronic control unit 70 for the hybrid and uses the data regarding the operation state of the engine 22 for the hybrid as necessary. Output to electronic control unit 70.
- the power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 disposed concentrically with the sun gear 31, and a plurality of gears meshed with the sun gear 31 and meshed with the ring gear 3 2.
- a planetary gear mechanism that includes a pinion gear 33 and a carrier 34 that holds a plurality of pinion gears 33 in a rotatable and revolving manner, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements.
- the crankshaft 26 of the engine 22 is connected to the carrier 34
- the motor MG1 is connected to the sun gear 31
- the motor MG2 is connected to the ring gear 32 via the transmission 60.
- the power from 22 and the motor input from the sun gear 31 are combined into the ring gear 32 by integrating the power from the MG1.
- the ring gear 32 is mechanically connected to driving wheels 39a and 39b on the front wheels of the vehicle via a gear mechanism 37 and a differential gear 38. Therefore, the power output to the ring gear 32 is output to the drive wheels 39a and 39b via the gear mechanism 37 and the differential gear 38.
- the three axes connected to the power distribution and integration mechanism 30 when viewed as a drive system are connected to the crankshaft 26 and the sun gear 31 that are the output shaft of the engine 22 connected to the carrier 34, and the rotation shaft of the motor MG1.
- the motor MG1 and the motor MG2 are both configured as well-known synchronous generator motors that can be driven as generators and can be driven as motors, and exchange power with the battery 50 via inverters 41 and 42. .
- the power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive and negative bus shared by the inverters 41 and 42, and other power generated by one of the motors MG1 and MG2 It can be consumed by other motors.
- Both motors MG1 and MG2 are driven and controlled by a motor electronic control unit (hereinafter referred to as motor ECU) 40.
- motor ECU motor electronice control unit
- the motor ECU 40 receives signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown).
- the detected phase current applied to the motors MG1 and MG2 is inputted, and the switching control signal to the inverters 41 and 42 is outputted from the motor ECU40.
- the motor ECU 40 calculates the rotational speeds Nml and Nm2 of the rotors of the motors MG1 and MG2 by a rotational speed calculation routine (not shown) based on the signals input from the rotational position detection sensors 43 and 44.
- the motor ECU 40 communicates with the hybrid electronic control unit 70, and controls the drive of the motors MG1 and MG2 according to the control signal from the hybrid electronic control unit 70 and operates the motors MG1 and MG2 as necessary. Data on the state is output to the hybrid electronic control unit 70.
- the transmission 60 connects and disconnects the rotating shaft 48 of the motor MG2 and the ring gear shaft 32a and reduces the number of rotations of the rotating shaft 48 of the motor MG2 to two stages. It is configured to transmit to the ring gear shaft 32a.
- An example of the structure of the transmission 60 is shown in Fig. 2.
- the transmission 60 shown in FIG. 2 includes a double beon planetary gear mechanism 60a, a single pinion planetary gear mechanism 60b, and two brakes Bl and B2.
- the double gear planetary gear mechanism 60a includes an external gear sun gear 61, an internal gear ring gear 62 arranged concentrically with the sun gear 61, and a plurality of first gears meshed with the sun gear 61.
- the sun gear 61 is configured to freely or stop its rotation by turning on and off the brake B1.
- the single gear planetary gear mechanism 60b includes an external gear sun gear 65, an internal gear ring gear 66 arranged concentrically with the sun gear 65, and a plurality of pins meshed with the sun gear 65 and meshed with the ring gear 66.
- the ring gear 66 can be rotated freely or stopped by turning on and off the brake B2.
- the double beon planetary gear mechanism 60a and the single pion planetary gear mechanism 60b are connected by a ring gear 62 and a ring gear 66, and a carrier 64 and a carrier 68, respectively.
- the transmission 60 can turn off the rotation shaft 48 of the motor MG2 from the ring gear shaft 32a by turning off both the brakes Bl and B2, and turn off the brake B1 and turn on the brake B2 to turn the rotation shaft of the motor MG2.
- the rotation of 48 is reduced with a relatively large reduction ratio and transmitted to the ring gear shaft 32a (hereinafter this state is referred to as the Lo gear state), the brake B1 is turned on and the brake B2 is turned off to rotate the rotating shaft of the motor MG2.
- the rotation of 48 is reduced at a relatively small reduction ratio and transmitted to the ring gear shaft 32a (hereinafter this state is referred to as a Hi gear state).
- the brakes Bl and B2 are turned on, the rotation of the rotary shaft 48 and the ring gear shaft 32a is prohibited.
- the notch 50 is managed by a notch electronic control unit (hereinafter referred to as a notch ECU) 52.
- the notch ECU 52 is connected to a signal required for managing the notch 50, for example, a voltage between terminals of a voltage sensor (not shown) installed between the notch 50 terminals, and an output terminal of the notch 50.
- Current line attached to the power line 54 The charging / discharging current from the sensor, the battery temperature of the temperature sensor (not shown) attached to the battery 50, etc. are input. Output to.
- the notch ECU 52 calculates the remaining capacity (SOC) based on the integrated value of the charge / discharge current detected by the current sensor to manage the battery 50! //.
- the brake actuator 92 responds to the share of the brake in the braking force that is applied to the vehicle by the pressure (brake pressure) of the brake master cylinder 90 and the vehicle speed V generated when the brake pedal 85 is depressed. Regardless of adjusting the hydraulic pressure of the brake wheel cylinders 96a to 96d or depressing the brake pedal 85 so that the braking torque acts on the drive wheels 39a, 39b and the driven wheels, it can be applied to the drive wheels 39a, 39b and the driven wheels. The hydraulic pressure of the brake wheel cylinders 96a to 96d can be adjusted so that the braking torque acts.
- the brake actuator 92 is controlled by a brake electronic control unit (hereinafter referred to as a brake ECU) 94.
- the brake ECU 94 inputs signals such as the wheel speed of the wheel speed sensor force (not shown) and the steering angle of the steering angle sensor force (not shown) attached to the driving wheels 39a, 39b and the driven wheel by a signal line (not shown), Anti-lock brake system function (ABS) that prevents any of the drive wheels 39a, 39b and driven wheels from slipping due to locking when the driver depresses the brake pedal 85, or the driver depresses the accelerator pedal 83 At this time, the traction control (TRC) that prevents the slippage of the drive wheels 39a and 39b due to slipping and the attitude maintenance control (VSC) that holds the attitude when the vehicle is turning are also performed. .
- the brake EC U94 communicates with the hybrid electronic control unit 70, and controls the drive of the brake actuator 92 by the control signal from the hybrid electronic control unit 70, or the brake actuator 92 Data on the status is output to the electronic control unit 70 for the noise bullet.
- the hybrid electronic control unit 70 is configured as a microprocessor centered on a CPU 72. In addition to the CPU 72, a ROM 74 that stores a processing program, a RAM 76 that temporarily stores data, and an input (not shown). An output port and a communication port are provided.
- the hybrid electronic control unit 70 includes an idling switch from idling switch 80.
- the hybrid electronic control unit 70 outputs a drive signal to the actuator (not shown) of the brakes Bl and B2 of the transmission 60 through the output port.
- the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, the battery ECU 52, the brake ECU 94 via the communication port, and the engine ECU 24, the motor ECU 40, the battery ECU 52, the brake. It exchanges various control signals and data with ECU94.
- the hybrid vehicle 20 of the embodiment configured as described above is a request to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver.
- Torque is calculated, and the engine 22, the motor MG1, and the motor MG2 are controlled so that the required power corresponding to the required torque is output to the ring gear shaft 32a.
- Operation control of the engine 22 and motor MG1 and motor MG2 includes controlling the operation of the engine 22 so that the power corresponding to the required power is output from the engine 22, and all the power output from the engine 22 is a power distribution integrated mechanism.
- 30 and motor MG1 and motor MG2 are converted to torque and output to ring gear shaft 32a.
- Torque conversion operation mode for driving and controlling motor MG1 and motor MG2 and required power and power required for charging / discharging battery 50
- the engine 22 is operated and controlled so that the power suitable for the sum is output from the engine 22, and all or part of the power output from the engine 22 with charging / discharging of the battery 50 is part of the power distribution and integration mechanism.
- 30 and motor MG1 and motor MG2 are driven and controlled so that the required power is output to ring gear shaft 32a with torque conversion.
- Charge-discharge drive mode, there is a motor operation mode to stop the operation of the engine 22 is by the Hare operation control to output to the ring gear shaft 32a power commensurate with the required power from the motor MG2.
- FIG. 3 shows the hybrid electronic control unit 70 according to the embodiment when shifting the speed of the transmission 60 when the driver does not depress the accelerator pedal 83 or when the accelerator pedal 83 is depressed but is small.
- FIG. 4 is a flowchart showing an example of a low-driving force shift drive control routine executed more frequently.
- FIG. 4 shows a shift executed by the hybrid electronic control unit 70 when shifting the shift stage of the transmission 60. It is a flowchart which shows an example of a processing routine.
- the gear shift of the transmission 60 will be described.
- the speed change of the transmission 60 is performed by a transmission request execution process (not shown) based on the vehicle speed V and the required torque Tr * required for the vehicle. Based on the determination of whether or not to perform the Lo—Hi shift and the vehicle speed V and the required torque Tr *, the state force of the Hi gear is also changed to the Lo gear state. This is performed when it is determined that any shift is to be performed by determining whether or not to perform.
- FIG. 5 shows an example of a shift map for shifting the shift stage of the transmission 60. In the example shown in FIG. 5, when the transmission 60 is in the Lo gear and the vehicle speed V increases beyond the Lo—Hi shift line Vhi, the transmission 60 shifts the Lo gear state force to the Hi gear state and shifts. Machine 60 is in Hi gear state and vehicle speed V is Hi-Lo shift line VI. When the gear becomes smaller than the upper limit, the transmission 60 is shifted to the Hi gear state force Lo gear state.
- the CPU 72 of the hybrid electronic control unit 70 first changes the shift force o of the gear stage of the transmission 60 to the Hi gear state. — Hi shift force
- the Hi gear state force is also changed to the Lo gear state. It is determined whether it is Hi—Lo shift (step S 500). This determination can be made by determining whether the vehicle speed V force SLo—Hi shift line Vhi has increased or the vehicle speed V has decreased beyond the Hi—Lo shift line Vlo in the shift map of FIG. it can.
- Lo-Hi pre-processing is executed (step S510).
- Lo-Hi pre-processing is required to prevent torque shock during gear shifting, so torque from motor MG2 is set to 0.
- motor MG2 The output drive torque is output from the engine 22 or motor MG1.
- the braking torque is output from the motor MG2
- the braking torque output from the motor MG2 is applied to the drive wheels 39a, 39b and the driven wheels by the brake wheel cylinders 96a to 96d. Processing to replace with torque is performed.
- the rotation speed Nm2 * of the motor MG2 after shifting is calculated using the following equation (1) based on the current rotation speed Nm2 of the motor MG2 and the gear ratio Glo, Ghi of the transmission 60 (Step S520). Then, a hydraulic sequence is started for a hydraulic drive actuator (not shown) of the transmission 60 for turning off the brake B2 of the transmission 60 and turning on the brake B1 (step S530).
- the motor MG2 torque command Tm2 * is set and transmitted to the motor ECU 40 using equation (2) so that the motor MG2 rotates at the speed Nm2 * after the shift until the speed Nm2 reaches the vicinity of the speed Nm2 * after the shift.
- the process is repeated (steps S540 to 560).
- Equation (2) is a relational expression in feedback control in which the rotation speed of the motor MG2 is the rotation speed Nm2 * after the shift.
- the first term kl on the right side is the gain of the proportional term, and the second term on the right side.
- k2 is the gain of the integral term.
- the set torque command Tm2 * of the motor MG2 is transmitted to the motor ECU 40, and the switching element of the inverter 42 is subjected to switching control so that the motor ECU 40 outputs a torque corresponding to the torque command Tm2 * from the motor MG2.
- Nm2 * Nm2 -Ghi / Glo (1)
- Tm2 * kl (Nm2 * -Nm2) + k2 J (Nm2 * -Nm2) dt (2)
- FIG. 6 shows an example of a collinear diagram of the transmission 60 during Lo-Hi shift and Hi-Lo shift
- FIG. 7 shows an example of the hydraulic sequence of Lo-Hi shift.
- the S1 axis indicates the number of rotations of the sun gear 61 of the planetary gear mechanism 60a of the double pion
- the R1 and R2 axes indicate the planetary gear mechanism 60a of the double beon and the planetary gear of the single pion.
- the rotation speed of the ring gears 62 and 66 of the mechanism 60b is shown, and the CI and C2 axes are the rotation speed of the ring gear shaft 32a, the double beon planetary gear mechanism 60a and the single pion planetary gear mechanism 60b carriers 64 and 68
- the S2 axis indicates the rotation speed of the sun gear 65 of the single gear-on planetary gear mechanism 60b, which is the rotation speed of the motor MG2.
- the brake B2 is on and the brake B1 is off.
- the motor MG2 is disconnected from the ring gear shaft 32a.
- the motor MG2 is controlled to rotate at the rotation speed Nm2 * after shifting, and the brake B1 is turned on when the motor MG2 rotates at the rotation speed Nm2 * after shifting.
- Lo-Hi shift can be performed without outputting torque from 60 to the ring gear shaft 32a as the drive shaft.
- the hydraulic command for brake B1 that is large immediately after the start of the sequence is a fast fill for filling the cylinder with oil until the engagement force is applied to brake B1.
- Hi-Lo preprocessing is executed (step S610).
- Hi-Lo preprocessing it is necessary to prevent torque shock at the time of gear shift. Processing to set the torque from the motor MG2 to 0, for example, when driving torque is output from the motor MG2, output from the motor MG2.
- the braking torque output from the motor MG2 is output from the motor MG2, the braking torque output from the motor MG2 is driven by the brake wheel cylinders 96a to 96d. A process of replacing the brake torque applied to the wheels 39a, 39b and the driven wheel is performed.
- the speed is changed using the current rotation speed Nm2 of the motor MG2 and the gear ratio Glo of the transmission 60 in the Lo gear state and the gear ratio Ghi in the Hi gear state. Then, the speed Nm2 * as the speed of the motor MG2 when the transmission 60 is in the state of the Hi gear and the state of the Lo gear is also calculated by the following equation (3) (Step S620).
- step S630 a hydraulic sequence is started for the hydraulically driven actuator of transmission 60 (step S630), and motor MG2 speed Nm2 is the speed after speed change Nm2 * Near Ranging from motors
- the torque command Tm2 * of the motor MG2 is set by the above equation (2) so that the MG2 rotates at the rotation speed Nm2 * after the shift, and the process of transmitting to the motor ECU 40 is repeated (steps S640 to 660).
- Nm2 * Nm2 -Glo / Ghi (3)
- FIG. 8 shows an example of a hydraulic sequence when the transmission 60 is shifted to the state of the Hi gear and the state of the Lo gear.
- the hydraulic pressure command for brake B2 is large immediately after the start of the sequence, which is a fast fill for filling the cylinder with oil before the engagement force is applied to brake B2.
- step S100 the rotational speed Ne of the engine 22 is calculated based on a signal from a crank position sensor (not shown) attached to the crankshaft 26 and is input by engine ECU 24 power communication.
- the rotation speeds Nml and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotation positions of the rotors of the motors MG1 and MG2 detected by the rotation position detection sensors 43 and 44. It was supposed to be.
- the ring gear as the drive shaft connected to the drive wheels 39a, 39b as the torque required for the vehicle based on the input accelerator opening Acc, brake pedal position BP, and vehicle speed V.
- the required torque Tr * to be output to the shaft 32a is set (step S110), and whether or not the set required torque Tr * is 0 or more, that is, the braking torque for force deceleration that is the driving torque for acceleration (Step S120).
- the required torque Tr * is stored in the ROM 74 as a required torque setting map by predetermining the relationship between the accelerator opening Acc, the brake pedal position BP, the vehicle speed V, and the required torque Tr *.
- the corresponding required torque Tr * was derived and set.
- Figure 9 shows an example of the required torque setting map.
- the required torque Tr * is a braking torque for force deceleration, which is a driving torque for acceleration, basically no power from the engine 22 is required when outputting braking torque for deceleration. Power is also.
- FIG. 10 is a collinear diagram showing the dynamic relationship between the rotational speed and torque of the rotating elements of the power distribution and integration mechanism 30 when the required torque Tr * is the driving torque for acceleration.
- the left S-axis indicates the rotation speed of the sun gear 31 which is the rotation speed Nml of the motor MG1
- the C-axis indicates the rotation speed of the carrier 34 which is the rotation speed Ne of the engine 22
- the R-axis indicates the rotation speed of the motor MG2.
- the rotation speed Nr of the ring gear 32 obtained by multiplying the rotation speed Nm2 by the gear ratio Gr of the transmission 60 is shown.
- the bold arrow on the R axis indicates the torque acting on the ring gear shaft 32a via the power distribution / integration mechanism 30 by outputting torque from the motor MG1 or the ring gear shaft via the power distribution / integration mechanism 30 by outputting torque from the engine 22.
- the torque applied to 32a is shown. Equation (4) can be easily derived from the alignment chart of FIG.
- a rate value N2 smaller than the normal rate value N1 in which the speed change of the transmission 60 is not performed is set to the fluctuation rate Nrt of the rotational speed of the engine 22 (step S140).
- the specified fluctuation rate Nrt is added to the engine speed Ne and the upper speed limit Nmax is set, and the value obtained by subtracting the fluctuation rate Nrt from the engine speed Ne and the idling speed NidU is set as the engine speed.
- the lower speed Nchg is set as the lower limit speed Nmin (step S150). In this way, the upper limit rotation is performed using a rate value N2 that is smaller than the normal rate value N1 when the gear shift of the transmission 60 is not performed.
- the number Nmax is set when the driver depresses the accelerator pedal 83 to output from the engine 22 by suppressing an increase in the engine 22 speed when a large required torque Tr * or power is required. This is to increase the power output to the ring gear shaft 32a.
- the minimum speed Nmin is set to be higher than the minimum speed Nchg when shifting at a higher speed than the idling speed NidU. When the driver demands a large required torque Tr * or power when the accelerator pedal 83 is depressed, This is to output a large power from 22 more quickly.
- the temporary engine speed Netmp is set based on the set target torque Te * and the operation line for efficient operation of the engine 22 (step S160), and the set temporary engine speed Netmp is rotated to the upper and lower limits.
- the target speed Ne * of the motor MG2 is set by limiting with the numbers Nmax and Nmin (step S170).
- Figure 11 shows how the operation line for efficient operation of the engine 22 and the temporary engine speed Netmp are set.
- the torque command Tml * of the motor MG1 is set by the following equation (5) so that the engine 22 rotates at the target rotational speed Ne * (step S 180), and the hydraulic pressure of the brake wheel cylinders 96a to 96d is adjusted.
- Equation (5) is a relational expression in feedback control for rotating the engine 22 at the target rotational speed Ne *, where k3 in the second term on the right side is the gain of the proportional term and the third term on the right side. K4 is the gain of the integral term.
- the engine E CU24 which has received the target speed Ne * and the target torque Te *, controls the intake air amount control, fuel injection control, and ignition so that the engine 22 is operated at the operating point of the target speed Ne * and the target torque Te *. Perform control and so on. Further, the motor ECU 40 that has received the torque command Tml * performs switching control of the switching element of the inverter 41 so that a torque corresponding to the torque command Tml * is output from the motor MG1. Furthermore, the brake ECU 94 that has received the brake torque command Tb * with a value of 0 drives the brake actuator 92 so that the braking force does not act on the drive wheels 39a, 39b and the driven wheels. I will do it.
- Tml * previous Tml * + k3 (Ne * — Ne) + k4 J (Ne * — Ne) dt (5)
- step SI 20 When it is determined in step SI 20 that the required torque Tr * is the braking torque for deceleration, the minimum engine speed Nchg at the time of shifting higher than the idling engine speed NidU of the engine 22 is set as the target engine speed Ne * of the engine 22. (Step S200), set the target torque Te * of the engine 22 and the torque command Tml * of the motor MG1 to 0 (Steps S210, S220), and the required torque Tr * as the braking torque will be the ring gear shaft 32a.
- the brake torque command Tb * is set so that the braking force when applied to the drive wheels 39a, 39b and the driven wheels (step S230), and the target rotational speed Ne * and target torque Te * of the engine 22 are set!
- step S240 Send to engine EC U24, motor MG1 torque command Tml * to motor ECU40, brake torque command Tb * !, and brake to brake ECU94 (step S240). finish.
- the required torque Tr * is the braking torque for deceleration
- the idling speed NidU and the minimum speed Nchg for shifting are set to the target speed Ne * of the engine 22, and then the driver's accelerator pedal 83 is set. This is because the engine 22 can output a large amount of power more quickly when a large required torque Tr * or power is required by stepping on the engine.
- the processing of steps S200 to S230 Is executed and the engine 22 is operated autonomously at the minimum speed Nchg at the time of shifting, and the braking force corresponding to the required torque Tr * is generated by the brakes (hydraulic brakes) of the brake wheel cylinders 96a to 96d. Output to the driven wheel.
- the accelerator pedal 83 When the accelerator pedal 83 is depressed, the accelerator opening Acc increases as the accelerator pedal 83 is depressed, and a large required torque Tr * is set.
- the target torque Te * of the engine 22 and the temporary engine speed Netmp are also set to large values (Steps S130 and S160). Therefore, the target engine speed Ne * is the fluctuation speed when the speed value N2 is smaller than the normal speed value N1 when the gear position of the transmission 60 is not being changed.
- the force set by limiting the temporary engine speed Netmp by Nmax is not set suddenly. For this reason, the increase in the rotational speed of the engine 22 is suppressed, and the engine 22 is operated so that the output torque increases, but the increase in the rotational speed is kept low. As a result, it is possible to reduce the amount of power output from the engine 22 that is used to increase the rotational speed of the engine 22, and to output that amount to the ring gear shaft 32a.
- the engine 22 since the engine 22 is operated at a minimum speed Nchg or more during shifting, it can output a large amount of power more quickly than when it is operated at an idling speed. Large power can be output quickly by the ring gear shaft 32a.
- the speed change process of the transmission 60 is performed with the rotation speed of the motor MG2 in a state where the motor MG2 is disconnected, so that a torque shock that may occur when the speed of the transmission 60 is changed. Can be reduced.
- the transmission 60 is capable of shifting with two speeds of Hi and Lo.
- the power transmission 60 is not limited to two speeds. As the above gears, too.
- the power that the power of the motor MG2 is shifted by the transmission 60 and is output to the ring gear shaft 32a, as illustrated in the hybrid vehicle 120 of the modified example of FIG. Axle connected to wheels 39c and 39d in Fig. 12 is different from the axle (the axle to which drive wheels 39a and 39b are connected) to which the power of MG2 is changed by transmission 60 and ring gear shaft 32a is connected. ) May be connected.
- the power of the engine 22 is output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 39a and 39b via the power distribution and integration mechanism 30.
- an inner rotor 232 connected to the crankshaft 26 of the engine 22 and an outer rotor 234 connected to a drive shaft that outputs power to the drive wheels 39a and 39b are provided.
- a counter-rotor motor 230 that transmits a part of the power of the engine 22 to the drive shaft and converts the remaining power into electric power.
- the power engine described as a form of the hybrid vehicle 20 is chargeable / dischargeable. It is good also as a form of the drive device mounted in a vehicle with a functional battery.
- a control method of a vehicle such as the hybrid car 20 and a control method of a drive device.
- the present invention can be used in the manufacturing industry of vehicles and drive devices.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Power Engineering (AREA)
- Sustainable Development (AREA)
- Sustainable Energy (AREA)
- Life Sciences & Earth Sciences (AREA)
- Automation & Control Theory (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Hybrid Electric Vehicles (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Control Of Transmission Device (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
Abstract
Description
Claims
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US12/224,383 US8177005B2 (en) | 2006-03-08 | 2007-03-02 | Vehicle, driving device and control method thereof |
DE112007000564.5T DE112007000564B4 (de) | 2006-03-08 | 2007-03-02 | Fahrzeug, Antriebsgerät und Steuerverfahren dafür |
CN2007800082527A CN101400556B (zh) | 2006-03-08 | 2007-03-02 | 车辆、驱动装置以及它们的控制方法 |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2006-063057 | 2006-03-08 | ||
JP2006063057A JP4227998B2 (ja) | 2006-03-08 | 2006-03-08 | 車両および駆動装置並びにこれらの制御方法 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2007102420A1 true WO2007102420A1 (ja) | 2007-09-13 |
Family
ID=38474851
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP2007/054014 WO2007102420A1 (ja) | 2006-03-08 | 2007-03-02 | 車両および駆動装置並びにこれらの制御方法 |
Country Status (5)
Country | Link |
---|---|
US (1) | US8177005B2 (ja) |
JP (1) | JP4227998B2 (ja) |
CN (1) | CN101400556B (ja) |
DE (1) | DE112007000564B4 (ja) |
WO (1) | WO2007102420A1 (ja) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US9393965B2 (en) | 2012-04-27 | 2016-07-19 | Audi Ag | Method for operating a drivetrain of a motor vehicle having a free-wheeling engine-off function, control device and motor vehicle |
Families Citing this family (16)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP4222415B2 (ja) * | 2006-12-19 | 2009-02-12 | トヨタ自動車株式会社 | 車両の制御装置、制御方法およびその制御方法をコンピュータで実現させるプログラムならびにそのプログラムが記録された記録媒体 |
JP4811323B2 (ja) * | 2007-03-30 | 2011-11-09 | トヨタ自動車株式会社 | 車両およびその制御方法 |
JP4569696B2 (ja) * | 2008-10-15 | 2010-10-27 | トヨタ自動車株式会社 | 電動車両およびその制御方法 |
WO2010050046A1 (ja) * | 2008-10-31 | 2010-05-06 | トヨタ自動車株式会社 | 電動車両および電動車両の制御方法 |
JP5189524B2 (ja) * | 2009-02-19 | 2013-04-24 | トヨタ自動車株式会社 | 車両用動力伝達装置の制御装置 |
US20140074334A1 (en) * | 2011-02-25 | 2014-03-13 | Masaaki Tagawa | Engine start control device for hybrid vehicle |
JP5601246B2 (ja) * | 2011-03-03 | 2014-10-08 | トヨタ自動車株式会社 | ハイブリッド自動車 |
JP5455994B2 (ja) * | 2011-08-31 | 2014-03-26 | 本田技研工業株式会社 | 自動車用駆動システム |
JP5761570B2 (ja) * | 2011-11-22 | 2015-08-12 | アイシン・エィ・ダブリュ株式会社 | 制御装置 |
KR101284344B1 (ko) * | 2011-12-09 | 2013-07-08 | 현대자동차주식회사 | 구동모터를 구비한 차량의 전류센서 재설정 방법 |
US9014887B2 (en) * | 2012-01-20 | 2015-04-21 | Textron Inc. | Utility vehicle with parallel operated internal combustion engine and electric motor drivetrains |
JP5682639B2 (ja) * | 2013-01-17 | 2015-03-11 | トヨタ自動車株式会社 | ハイブリッド自動車 |
JP6131922B2 (ja) * | 2014-09-12 | 2017-05-24 | トヨタ自動車株式会社 | 車両 |
JP6458769B2 (ja) * | 2016-05-18 | 2019-01-30 | トヨタ自動車株式会社 | ハイブリッド自動車 |
CN113609624B (zh) * | 2021-08-31 | 2024-03-26 | 奇瑞汽车股份有限公司 | 确定发动机档位的方法、装置、设备和介质 |
CN117957063A (zh) | 2021-09-20 | 2024-04-30 | 弗·哈夫曼-拉罗切有限公司 | 用于形成用于液体样品的吸光度测量的微型板组件的套件 |
Citations (10)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2002130030A (ja) * | 2000-10-18 | 2002-05-09 | Toyota Motor Corp | 冷温始動時排気性状改善型ハイブリッド車 |
JP2004203220A (ja) * | 2002-12-25 | 2004-07-22 | Toyota Motor Corp | ハイブリッド駆動装置の制御装置 |
JP2004203368A (ja) * | 2002-12-12 | 2004-07-22 | Toyota Motor Corp | ハイブリッド自動車 |
JP2004203219A (ja) * | 2002-12-25 | 2004-07-22 | Toyota Motor Corp | ハイブリッド駆動装置の制御装置 |
JP2004217096A (ja) * | 2003-01-15 | 2004-08-05 | Toyota Motor Corp | 変速機の制御装置 |
JP2005039923A (ja) * | 2003-07-18 | 2005-02-10 | Toyota Motor Corp | ハイブリッド車輌の制御装置 |
JP2005061224A (ja) * | 2003-08-08 | 2005-03-10 | Aisin Aw Co Ltd | ハイブリッド車輌の制御装置 |
JP2005304264A (ja) * | 2004-04-15 | 2005-10-27 | Toyota Motor Corp | ハイブリッド車の制御装置 |
JP2005348532A (ja) * | 2004-06-03 | 2005-12-15 | Toyota Motor Corp | 車両用駆動装置の制御装置 |
JP2006056452A (ja) * | 2004-08-23 | 2006-03-02 | Toyota Motor Corp | 動力出力装置およびこれを搭載する自動車並びに駆動装置,動力出力装置の制御方法 |
Family Cites Families (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP3580257B2 (ja) | 2001-02-05 | 2004-10-20 | トヨタ自動車株式会社 | ハイブリッド車 |
US6692406B2 (en) * | 2001-08-29 | 2004-02-17 | Eaton Corporation | Shift control strategy for use with an automated manual transmission coupled to a turbocharged internal combustion engine |
JP3650089B2 (ja) * | 2002-08-02 | 2005-05-18 | トヨタ自動車株式会社 | ハイブリッド駆動装置並びにそれを搭載した自動車 |
JP3985766B2 (ja) * | 2003-10-15 | 2007-10-03 | 日産自動車株式会社 | 車両の駆動力制御装置 |
JP4176080B2 (ja) | 2004-03-16 | 2008-11-05 | トヨタ自動車株式会社 | 動力伝達装置および動力出力装置並びにこれを搭載する自動車、動力出力装置の制御方法 |
JP4182028B2 (ja) | 2004-06-23 | 2008-11-19 | トヨタ自動車株式会社 | 動力出力装置およびこれを搭載する自動車,駆動装置,動力出力装置の制御方法 |
JP4826140B2 (ja) | 2005-05-30 | 2011-11-30 | 株式会社デンソー | 流量測定装置 |
-
2006
- 2006-03-08 JP JP2006063057A patent/JP4227998B2/ja not_active Expired - Fee Related
-
2007
- 2007-03-02 DE DE112007000564.5T patent/DE112007000564B4/de not_active Expired - Fee Related
- 2007-03-02 WO PCT/JP2007/054014 patent/WO2007102420A1/ja active Application Filing
- 2007-03-02 CN CN2007800082527A patent/CN101400556B/zh not_active Expired - Fee Related
- 2007-03-02 US US12/224,383 patent/US8177005B2/en active Active
Patent Citations (10)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2002130030A (ja) * | 2000-10-18 | 2002-05-09 | Toyota Motor Corp | 冷温始動時排気性状改善型ハイブリッド車 |
JP2004203368A (ja) * | 2002-12-12 | 2004-07-22 | Toyota Motor Corp | ハイブリッド自動車 |
JP2004203220A (ja) * | 2002-12-25 | 2004-07-22 | Toyota Motor Corp | ハイブリッド駆動装置の制御装置 |
JP2004203219A (ja) * | 2002-12-25 | 2004-07-22 | Toyota Motor Corp | ハイブリッド駆動装置の制御装置 |
JP2004217096A (ja) * | 2003-01-15 | 2004-08-05 | Toyota Motor Corp | 変速機の制御装置 |
JP2005039923A (ja) * | 2003-07-18 | 2005-02-10 | Toyota Motor Corp | ハイブリッド車輌の制御装置 |
JP2005061224A (ja) * | 2003-08-08 | 2005-03-10 | Aisin Aw Co Ltd | ハイブリッド車輌の制御装置 |
JP2005304264A (ja) * | 2004-04-15 | 2005-10-27 | Toyota Motor Corp | ハイブリッド車の制御装置 |
JP2005348532A (ja) * | 2004-06-03 | 2005-12-15 | Toyota Motor Corp | 車両用駆動装置の制御装置 |
JP2006056452A (ja) * | 2004-08-23 | 2006-03-02 | Toyota Motor Corp | 動力出力装置およびこれを搭載する自動車並びに駆動装置,動力出力装置の制御方法 |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US9393965B2 (en) | 2012-04-27 | 2016-07-19 | Audi Ag | Method for operating a drivetrain of a motor vehicle having a free-wheeling engine-off function, control device and motor vehicle |
CN104254469B (zh) * | 2012-04-27 | 2016-12-28 | 奥迪股份公司 | 用于运行具有空转动力装置关闭功能的机动车驱动传动系的方法、控制器以及机动车 |
Also Published As
Publication number | Publication date |
---|---|
DE112007000564T5 (de) | 2009-01-22 |
DE112007000564B4 (de) | 2015-06-18 |
US8177005B2 (en) | 2012-05-15 |
JP4227998B2 (ja) | 2009-02-18 |
US20090008168A1 (en) | 2009-01-08 |
JP2007237923A (ja) | 2007-09-20 |
CN101400556B (zh) | 2012-07-04 |
CN101400556A (zh) | 2009-04-01 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
JP4227998B2 (ja) | 車両および駆動装置並びにこれらの制御方法 | |
WO2007102419A1 (ja) | 車両および駆動装置並びにこれらの制御方法 | |
WO2006028079A1 (ja) | 動力出力装置及びこれを搭載する自動車並びに動力出力装置の装置の制御方法 | |
JP4466635B2 (ja) | 動力出力装置およびその制御方法並びに車両 | |
JP5104010B2 (ja) | 車両およびその制御方法 | |
JP4365354B2 (ja) | 動力出力装置およびこれを搭載する自動車並びに動力出力装置の制御方法 | |
JP4063285B2 (ja) | 動力出力装置およびこれを搭載する自動車並びに状態検出装置,動力出力装置の制御方法 | |
JP2009126449A (ja) | 車両、内燃機関の始動制御装置及び内燃機関の始動方法 | |
JP4248553B2 (ja) | 車両およびその制御方法 | |
JP2007112291A (ja) | 動力出力装置およびこれを搭載する車両並びに動力出力装置の制御方法 | |
JP4277018B2 (ja) | 動力出力装置およびその制御方法並びに車両、駆動装置 | |
JP5036505B2 (ja) | ハイブリッド車およびその制御方法並びに駆動装置 | |
JP4301252B2 (ja) | 動力出力装置およびその制御方法並びに車両 | |
JP4215030B2 (ja) | 動力出力装置およびこれを搭載する自動車並びに動力出力装置の制御方法 | |
JP2007269093A (ja) | 車両およびその制御方法 | |
JP4299287B2 (ja) | 車両およびその制御方法並びに車載用の駆動装置 | |
JP4166237B2 (ja) | 車両およびその制御方法並びに駆動装置 | |
JP4238865B2 (ja) | 車両およびその制御方法 | |
JP3998002B2 (ja) | ハイブリッド自動車およびその制御方法 | |
JP4492605B2 (ja) | 動力出力装置およびその制御方法並びに車両 | |
JP2006063820A (ja) | 動力出力装置およびこれを搭載する自動車並びに動力出力装置の制御方法,駆動装置 | |
JP2006014387A (ja) | 動力出力装置およびこれを搭載する自動車並びに動力出力装置の制御方法 | |
JP4038190B2 (ja) | 動力出力装置およびこれを搭載する自動車並びに動力出力装置の制御方法,駆動装置 | |
JP4462204B2 (ja) | ハイブリッド車両およびその制御方法 | |
JP4324160B2 (ja) | 車両および車載用の駆動装置並びにこれらの制御方法 |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
121 | Ep: the epo has been informed by wipo that ep was designated in this application |
Ref document number: 07737662 Country of ref document: EP Kind code of ref document: A1 |
|
WWE | Wipo information: entry into national phase |
Ref document number: 12224383 Country of ref document: US |
|
WWE | Wipo information: entry into national phase |
Ref document number: 200780008252.7 Country of ref document: CN |
|
RET | De translation (de og part 6b) |
Ref document number: 112007000564 Country of ref document: DE Date of ref document: 20090122 Kind code of ref document: P |
|
122 | Ep: pct application non-entry in european phase |
Ref document number: 07737662 Country of ref document: EP Kind code of ref document: A1 |