WO2011042951A1 - 車両用駆動装置の制御装置 - Google Patents
車両用駆動装置の制御装置 Download PDFInfo
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- WO2011042951A1 WO2011042951A1 PCT/JP2009/067364 JP2009067364W WO2011042951A1 WO 2011042951 A1 WO2011042951 A1 WO 2011042951A1 JP 2009067364 W JP2009067364 W JP 2009067364W WO 2011042951 A1 WO2011042951 A1 WO 2011042951A1
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- Prior art keywords
- engine
- differential
- drive
- wheel
- differential limiting
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- 230000005540 biological transmission Effects 0.000 claims abstract description 68
- 230000037361 pathway Effects 0.000 abstract 1
- 230000001276 controlling effect Effects 0.000 description 13
- 239000000446 fuel Substances 0.000 description 13
- 238000010586 diagram Methods 0.000 description 9
- 230000007246 mechanism Effects 0.000 description 9
- 230000002159 abnormal effect Effects 0.000 description 7
- 238000002347 injection Methods 0.000 description 6
- 239000007924 injection Substances 0.000 description 6
- 239000000463 material Substances 0.000 description 4
- 230000008859 change Effects 0.000 description 3
- 230000001105 regulatory effect Effects 0.000 description 3
- 238000006243 chemical reaction Methods 0.000 description 2
- 238000002485 combustion reaction Methods 0.000 description 2
- 239000000498 cooling water Substances 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 238000004880 explosion Methods 0.000 description 2
- 239000007858 starting material Substances 0.000 description 2
- 230000001133 acceleration Effects 0.000 description 1
- 230000008878 coupling Effects 0.000 description 1
- 238000010168 coupling process Methods 0.000 description 1
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- 238000013016 damping Methods 0.000 description 1
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- 238000000034 method Methods 0.000 description 1
- 238000010248 power generation Methods 0.000 description 1
- 230000010349 pulsation Effects 0.000 description 1
- 230000008929 regeneration Effects 0.000 description 1
- 238000011069 regeneration method Methods 0.000 description 1
- 230000004044 response Effects 0.000 description 1
- 239000000243 solution Substances 0.000 description 1
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
- F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
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- 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
- B60W10/12—Conjoint control of vehicle sub-units of different type or different function including control of differentials
- B60W10/14—Central differentials for dividing torque between front and rear axles
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- 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
- B60W10/12—Conjoint control of vehicle sub-units of different type or different function including control of differentials
- B60W10/16—Axle differentials, e.g. for dividing torque between left and right wheels
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- 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
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/192—Mitigating problems related to power-up or power-down of the driveline, e.g. start-up of a cold engine
Definitions
- the present invention relates to a control device for a vehicle drive device that suppresses an abnormal noise generated when a running engine is started.
- Patent Document 1 discloses a four-wheel drive hybrid vehicle in which an output from a driving force source having an engine and an electric motor is distributed to a front drive wheel and a rear drive wheel via a transfer.
- a soundproofing material is provided between the vehicle drive device and the vehicle compartment space in order to suppress transmission of rattling noise generated in the vehicle drive device into the vehicle compartment space, or
- a solution such as operating an electric motor provided in the vehicle drive device so as to reduce the drive torque fluctuation at the start of the engine can be considered.
- the soundproofing material when the soundproofing material is provided, there are disadvantages that the number of parts is increased and the cost is increased. In addition, it is difficult to control the operation of the electric motor, and the rattling sound cannot be completely eliminated.
- the present invention has been made against the background of the above circumstances, and an object of the present invention is to provide a control device for a vehicle drive device that can easily suppress low-cost and abnormal noise generated when the engine is running. Is to provide.
- the gist of the invention according to claim 1 for achieving such an object is as follows: (1) a first driving wheel and a second driving wheel that are respectively driven to rotate by transmission of an engine output; In a vehicle drive device having a differential limiting device that limits differential rotation between a first drive wheel and a second drive wheel, a predetermined engine automatic start condition is satisfied while the engine is stopped. An engine automatic start determination means for determining whether the engine has been satisfied, and an engine automatic start control means for automatically starting the engine when it is determined that the engine automatic start condition is satisfied. (2) When the engine is automatically started by the engine automatic start control means, the differential limiting device causes the differential between the first drive wheel and the second drive wheel. It lies in including the engine starting time differential limiting means for limiting the rotation.
- the gist of the invention according to claim 2 is that, in the invention according to claim 1, (1) the first driving wheel and the second driving wheel are driven by the engine via a central differential gear device. (2) The differential limiting device is provided in the central differential gear device and limits differential rotation between the front and rear driving wheels. It is to be.
- the gist of the invention according to claim 3 is that, in the invention according to claim 1, (1) the first driving wheel and the second driving wheel are driven by the engine via a differential gear device. (2) The differential limiting device is provided in the differential gear device and limits differential rotation between the pair of left and right driving wheels.
- the engine starting differential limiting means has the engine automatic start control based on a previously stored relationship.
- the differential rotation between the first drive wheel and the second drive wheel is limited based on the drive torque that varies when the engine is started by the means.
- the differential limiting device when the engine is automatically started by the engine automatic start control means, causes the first drive wheel and the second drive wheel to The engine starting differential limiting means for limiting the differential rotation of the first driving wheel and the second driving when the differential limiting between the first and second driving wheels by the differential limiting device is applied. Since the engine is started with the backlash existing in the power transmission path between the engine and the first and second drive wheels due to the generation of the circulating torque due to the slight difference in the diameter of the wheels, the engine is started while traveling. Abnormal noise that occurs sometimes, that is, rattling noise caused by the above-described rattling, can be easily suppressed at low cost.
- the first drive wheel and the second drive wheel are front drive wheels driven by the engine via a central differential gear device.
- the rear drive wheel, and the differential limiting device is provided in the central differential gear device and limits differential rotation between the front and rear drive wheels.
- the first drive wheel and the second drive wheel are a pair of left and right drives driven by the engine via a differential gear device.
- the differential limiting device is provided on the differential gear device and limits differential rotation between the pair of left and right drive wheels, it is a front wheel drive vehicle or a rear wheel drive vehicle.
- the power transmission path between the engine and the pair of left and right drive wheels is loosened by differential restriction between the pair of left and right drive wheels by the differential limiting device. The noise generated when the engine is started can be easily suppressed at low cost.
- the engine starting differential limiting means is configured to start the engine by the engine automatic start control means from a previously stored relationship. Since the differential rotation between the first driving wheel and the second driving wheel is limited based on the driving force related value that fluctuates in (1), the higher the driving force related value, for example, the driving torque, the first By controlling the differential rotation limiting force (operation limiting torque) of the second driving wheel and the second driving wheel to be large, the engine and the first and second driving wheels are controlled by the minimum differential limitation required by the differential limiting device. The backlash of the power transmission path between the two is reduced, so that the drivability and the fuel consumption are suppressed from being reduced by performing the differential limitation by the differential limiting device more than necessary.
- FIG. 1 is a diagram illustrating a vehicle drive device according to an embodiment of the present invention and an electronic control device corresponding to the control device of the present invention for controlling the vehicle drive device.
- FIG. 2 is a skeleton diagram illustrating configurations of a power transmission device and a transfer illustrated in FIG. 1.
- FIG. 3 is a diagram showing an engagement operation table of clutches and brakes stored in advance for establishing gears in the transmission unit of FIG. 2. It is a functional block diagram explaining the principal part of the control function by the electronic control apparatus shown in FIG. It is a figure which shows the relationship memorize
- FIG. 2 is a flowchart for explaining a main part of the control operation of the electronic control device shown in FIG. 1, that is, a control operation for automatically starting the engine according to an engine automatic start request while the engine is stopped and the motor is running. It is a figure explaining the structure of the vehicle drive device of the other Example of this invention. It is a figure explaining the structure of the vehicle drive device of the other Example of this invention.
- FIG. 1 is a diagram illustrating a vehicle drive device 8 according to an embodiment of the present invention and an electronic control device 10 corresponding to the control device of the present invention for controlling the vehicle drive device 8.
- This vehicle drive device 8 is suitably used for a front and rear wheel drive (four wheel drive) hybrid vehicle based on a front engine rear wheel drive system (FR).
- the vehicle drive device 8 includes an engine 12, a power transmission device 14, a transfer 16, a front propeller shaft 18, a front wheel differential gear device (front differential) 20, and a pair of left and right front wheel axles 22.
- the engine 12 functions as a driving power source for traveling, and is, for example, an internal combustion engine such as a gasoline engine or a diesel engine that generates a driving power by combustion of fuel injected in a cylinder.
- the driving force (torque) generated by the engine 12 is transmitted to the transfer 16 via a power transmission device 14 described in detail later.
- the transfer 16 is a front and rear wheel driving force distribution device that distributes the driving force input from the power transmission device 14 to the front driving wheels 30 and the rear driving wheels 32.
- the driving force transmitted to the transfer 16 is distributed to the front propeller shaft 18 and the rear propeller shaft 24.
- the driving force transmitted to the front propeller shaft 18 is transmitted to the pair of left and right front drive wheels 30 via the front wheel differential gear unit 20 and the front wheel axle 22.
- the front wheel differential gear device 20 is a well-known so-called bevel gear type, and rotationally drives a pair of left and right front wheel axles 22 while allowing a rotational difference.
- the driving force transmitted to the rear propeller shaft 24 is transmitted to the pair of left and right rear driving wheels 32 via the rear wheel differential gear device 26 and the rear wheel axle 28.
- the rear wheel differential gear device 26 is a well-known so-called bevel gear type, and rotationally drives the pair of left and right rear wheel axles 28 while allowing a rotational difference.
- FIG. 2 is a skeleton diagram illustrating the configuration of the power transmission device 14 and the transfer 16 shown in FIG.
- the power transmission device 14 is arranged in series on a common shaft center C in a transmission case 34 (hereinafter referred to as a case 34) as a non-rotating member attached to the vehicle body.
- An electric continuously variable transmission unit 38 having an input shaft 36 directly connected to the shaft or indirectly via a pulsation absorbing damper (vibration damping device) (not shown), and a transmission member 40 to the electric continuously variable transmission unit 38 And a output shaft 44 connected to the speed change portion 42.
- a portion of the power transmission device 14 and the transfer 16 arranged in series on the axis C are configured symmetrically with respect to the axis C, so that in the skeleton diagram of FIG. The side is omitted.
- the electric continuously variable transmission 38 is integrated with the power distribution mechanism 46, the first electric motor M ⁇ b> 1 that is connected to the power distribution mechanism 46 so as to be able to transmit power, and controls the differential state of the power distribution mechanism 46, and the transmission member 40. And a second electric motor M2 connected to the transmission member 40 so as to rotate in a continuous manner, and a gear ratio which is a rotation speed ratio of the transmission member 40 to the input shaft 36 is continuously changed.
- the transmission member 40 is an output side rotation member of the electrical continuously variable transmission unit 38, but also corresponds to an input side rotation member of the transmission unit 42.
- the first electric motor M1 and the second electric motor M2 are functions as a motor that generates mechanical driving force from electric energy and mechanical driving force. This is a so-called motor generator having a function as a generator for generating electric energy.
- the second electric motor M2 functions as a driving force source (sub driving force source) that generates driving force for traveling together with the engine 12 as an alternative to the engine 12 that is the main driving force source.
- the first electric motor M1 generates electric energy by regeneration and supplies the electric energy to another electric motor M through the inverter 48 (see FIG. 1) or stores the electric energy in the power storage device 50 (see FIG. 1). To do.
- the power distribution mechanism 46 is a differential gear mechanism that is coupled to the engine 12 so as to be able to transmit power, and is configured as, for example, a single pinion type differential unit planetary gear device, and is input to the input shaft 36. Is mechanically distributed to the first electric motor M1 and the transmission member 40.
- the power distribution mechanism 46 includes a differential unit sun gear S0, a differential unit planetary gear P0, a differential unit carrier CA0 that supports the differential unit planetary gear P0 so as to rotate and revolve, and a differential unit planetary gear P0.
- a differential ring gear R0 that meshes with the differential sun gear S0 is provided as a rotating element.
- the differential carrier CA0 is connected to the input shaft 36, that is, the engine 12, the differential sun gear S0 is connected to the first electric motor M1, and the differential ring gear R0 is connected to the transmission member 40. ing.
- the rotating elements are allowed to rotate relative to each other and are brought into a differential state in which a differential action works, whereby the output of the engine 12 is transmitted to the first electric motor M1.
- a part of the output of the distributed engine 12 is stored with electric energy generated from the first electric motor M1, and the second electric motor M2 is rotationally driven.
- the rotation speed of the first electric motor M1 is controlled and the rotation of the transmission member 40 is continuously changed regardless of the predetermined rotation of the engine 12, so that the speed ratio ⁇ 0 (the input shaft 36 of the input shaft 36) of the power / power distribution mechanism 46 is changed.
- the continuously-variable shifting state in which the rotational speed N 40 of the rotational speed N iN / transmitting member 40) functions as the electrically controlled continuously variable transmission is caused to continuously change from a minimum value ⁇ 0min to a maximum value Ganma0max.
- the transmission unit 42 includes, for example, a single-pinion type first planetary gear unit 54 and a single-pinion type second planetary gear unit 56, and a stepped automatic type in which a plurality of gear ratios are mechanically set in stages.
- This is a planetary gear type multi-stage automatic transmission that functions as a transmission.
- the first planetary gear unit 54 includes a first sun gear S1, a first planetary gear P1, a first carrier CA1 that supports the first planetary gear P1 so as to rotate and revolve, and a first sun gear via the first planetary gear P1.
- a first ring gear R1 meshing with S1 is provided.
- the second planetary gear unit 56 includes a second sun gear S2, a second planetary gear P2, a second carrier CA2 that supports the second planetary gear P2 so that it can rotate and revolve, and a second sun gear via the second planetary gear P2.
- a second ring gear R2 meshing with S2 is provided.
- the first sun gear S1 is selectively connected to the transmission member 40 via the third clutch C3 and the case 34 via the first brake B1.
- the first carrier CA1 is provided integrally with the second ring gear R2.
- the first carrier CA1 and the second ring gear R2 are selectively connected to the transmission member 40 via the second clutch C2, and are selectively connected to the case 34 via the second brake B2.
- the first carrier CA1 and the second ring gear R2 are connected to a case 34, which is a non-rotating member, via a one-way clutch F1, allowing rotation in the same direction as the engine 12 and prohibiting rotation in the reverse direction.
- the first ring gear R1 is provided integrally with the second carrier CA2.
- the first ring gear R1 and the second carrier CA2 are coupled to the output shaft 44.
- the second sun gear S2 is selectively connected to the transmission member 40 via the first clutch C1.
- the first clutch C1, the second clutch C2, the third clutch C3, the first brake B1, and the second brake B2 are well-known hydraulic types. It is a friction engagement device.
- the hydraulic actuator operates according to the hydraulic pressure supplied from the hydraulic control circuit 58 shown in FIG.
- the transfer 16 includes a central differential gear device (center differential) 60 that distributes the driving force output from the transmission unit 42 to the front propeller shaft 18 and the rear propeller shaft 24, and the front propeller shaft 18 and the rear propeller.
- a differential limiting clutch CL is provided as a differential limiting device that limits differential rotation with the shaft 24, that is, differential of the central differential gear device 60 to control the front-rear driving force distribution.
- the central differential gear device 60 is mainly composed of a single-pinion type planetary gear device arranged in series with the power transmission device 14 on the axis C. That is, the central differential gear device 60 has a third sun gear S3, a third ring gear R3 disposed concentrically with the third sun gear S3, and a third gear engaged with the third sun gear S3 and the third ring gear R3.
- a planetary gear P3 and a third carrier CA3 that supports the third planetary gear P3 so as to rotate and revolve are provided.
- the third carrier CA3 is connected to the output shaft 44, and the third ring gear R3 is connected to the rear propeller shaft 24.
- the third sun gear S3 is connected to a rotary shaft 64 provided concentrically with the front propeller shaft 18 and capable of transmitting power via a transmission device 62.
- the transmission device 62 includes a drive gear 66 coupled to the third sun gear S3, a driven gear 68 coupled to the rotary shaft 64, and the drive gear 66 and the drive gear 66 wound around the outer periphery of the drive gear 66 and the driven gear 68.
- a transmission belt 70 that transmits driving force to and from the driven gear 68 is provided.
- the rotational elements of the planetary gear device are brought into a differential state in which they can rotate relative to each other, so that the drive input from the transmission unit 42 to the third carrier CA3.
- the force is distributed to the third sun gear S3 and the third ring gear R3.
- the differential limiting clutch CL selectively connects the third carrier CA3 of the central differential gear device 60 and the drive gear 66.
- the differential limiting clutch CL is a hydraulic friction engagement device similar to the clutch C and the brake B, and is, for example, a wet multi-plate type in which a plurality of friction plates stacked on each other are pressed by a hydraulic actuator. belongs to.
- the hydraulic actuator operates according to the hydraulic pressure supplied from the hydraulic control circuit 58 shown in FIG.
- the torque capacity that is, the differential limiting torque TL is continuously controlled by controlling the hydraulic pressure of the hydraulic actuator.
- the electronic control device 10 is for controlling the operation of the vehicle drive device 8, and corresponds to the control device for the vehicle drive device of the present invention.
- the electronic control device 10 includes a plurality of so-called microcomputers including a CPU, a ROM, a RAM, an input / output interface, and the like.
- the electronic control device 10 uses a temporary storage function of the RAM, and signals according to a program stored in the ROM in advance.
- Various controls are executed by performing the processing.
- the various controls include, for example, hybrid drive control that calculates the required output of the engine 12 and each electric motor M and gives commands to each device so as to obtain the required output, and engine output that controls the output of the engine according to the command.
- the electronic control device 10 of the present embodiment executes an engine output control unit 72 composed of a so-called engine control computer E / G ECU for executing the engine output control and the like, and the hybrid drive control and the motor output control.
- a hybrid control unit 74 composed of a so-called hybrid control computer HV ECU and a so-called four-wheel drive control unit 76 composed of a so-called four-wheel drive control computer 4WD ECU for executing the above-described differential limiting torque control and the like. , So that they can communicate with each other.
- each sensor or switch provided in the vehicle for example, signals indicative of engine rotational speed N E is the rotational speed of the engine 12, the cooling water temperature T W of the engine 12 signals , A signal representing the rotational speed NM1 of the first electric motor M1 , a signal representing the rotational speed NM2 of the second electric motor M2 , a signal representing the vehicle speed V, a signal representing the shift position, and an accelerator pedal corresponding to the driver's required output amount
- Various signals such as a signal representing the accelerator opening Acc, which is an operation amount of the power, a signal representing the charge capacity (charged state) SOC of the power storage device 50, and a signal representing the battery temperature of the power storage device 50 are supplied.
- Various signals such as a drive command signal for actuating the pump, are output.
- FIG. 4 is a functional block diagram for explaining the main part of the control function by the electronic control unit 10.
- the hybrid controller 74 is provided with hybrid control means 88.
- the hybrid control means 88 is based on various signals supplied to the electronic control unit 10 from each sensor, switch, etc.
- the operation of the electric motor M is controlled. For example, while commanding the engine output control unit 72 to operate the engine 12 in an efficient operating range, the distribution of driving force between the engine 12 and the second electric motor M2 and the reaction force due to the power generation of the first electric motor M1
- the gear ratio ⁇ 0 of the electric continuously variable transmission unit 38 as an electric continuously variable transmission is controlled by changing it optimally.
- the engine output control unit 72 is instructed so as to obtain an engine rotational speed NE and an engine torque at which a driver's requested output calculated from the accelerator opening Acc and the vehicle speed V is obtained.
- the transmission ratio of the transmission 38 and the transmission unit 42 is controlled.
- the hybrid control unit 88 drives the second electric motor M2 with the electric power from the power storage device 50 while the engine 12 is stopped, and uses only the second electric motor M2 as a driving force source for traveling (electric traveling, EV traveling). ) Can be performed.
- the engine cooling water temperature is such that the charging capacity SOC of the power storage device 50 is equal to or greater than a predetermined value, the vehicle speed V is equal to or smaller than a predetermined value, T W is performed when the motor travel permission condition etc. is greater than or equal to a predetermined value is met.
- the hybrid control means 88 functionally includes an engine stop determination means for determining whether or not the engine 12 is stopped, and a motor travel determination means for determining whether or not the vehicle is traveling on a motor. . Then, when it is determined by the engine stop determination means that the engine 12 is stopped and the motor travel determination means determines that the motor is running, it is determined whether or not a predetermined engine automatic start condition is satisfied.
- An engine automatic start determining means 90 for determining is provided. In this embodiment, whether or not the engine automatic start condition is satisfied is determined based on whether or not at least one of the motor travel permission conditions is not satisfied.
- the engine output control unit 72 includes an engine automatic start control unit 92 that automatically starts the engine 12 when the engine automatic start determination unit 90 determines that the engine automatic start condition is satisfied. For example, when the engine 12 is automatically started, the engine automatic start control unit 92 operates the first electric motor M1 while causing the second electric motor M2 to additionally generate a reaction torque at the time of starting the engine, thereby rotating the first electric motor rotation speed. together raise the starting or rotation speed set in advance is possible starting the engine rotational speed N E by raising the N M1, the engine output control unit so as to ignite by the ignition device 86 of the fuel is supplied by fuel injectors 84 72 is commanded.
- the engine automatic start control means 92 determines whether the engine 12 has been started complete, whether the engine rotational speed N E has reached the predetermined start completion determination engine rotation speed N E '.
- the start completion determination engine rotation speed N E ' is a lowest possible engine rotational speed N E of the engine rotational speed which the engine 12 is capable of autonomous rotation, determined experimentally in advance.
- the engine automatic start control means 92 functionally includes an engine complete explosion determination means.
- the engine output control unit 72 is provided with engine output control means 96, and this engine output control means 96 performs engine output control based on a command from the hybrid control means 88.
- engine output control means 96 performs engine output control based on a command from the hybrid control means 88.
- fuel injection control for controlling the fuel injection amount and injection timing by the fuel injection device 84 is performed, and the ignition timing by the ignition device 86 such as an igniter is set. Ignition timing control is performed.
- the four-wheel drive control unit 76 functionally includes a differential limiting torque control unit that controls the differential limiting torque TL of the differential limiting clutch CL.
- the four-wheel drive control unit 76 for example, during a low-friction road, a rough road, and a rough road travels, a relationship between a predetermined hydraulic pressure of the hydraulic actuator of the differential limiting clutch CL and the differential limiting torque TL.
- the differential limiting torque TL is controlled by controlling the hydraulic pressure supplied from the hydraulic control circuit 58 to the hydraulic actuator.
- the four-wheel drive control unit 76 performs differential rotation between the front propeller shaft 18 and the rear propeller shaft 24 by the differential limiting clutch CL, that is, the front drive wheel 30 and the like.
- An engine starting differential limiting means 94 for limiting differential rotation with the rear drive wheel 32 is provided.
- the engine start differential limiting means 94 performs automatic start of the engine 12 by the engine automatic start control means 92 when the engine automatic start determination means 90 determines that the engine automatic start condition is satisfied. Prior to this, differential restriction by the differential restriction clutch CL is temporarily performed.
- the engine starting differential limiting means 94 calculates a vehicle driving force-related value that fluctuates based on the vehicle state when the engine 12 is started by the engine automatic starting control means 92, for example, a driving torque T. For example, FIG. Based on the relationship stored in advance, the differential limitation by the differential limitation clutch CL is performed according to the calculated driving torque T. In the present embodiment, the differential limiting means 94 at the time of engine start is limited so that the differential limiting torque TL by the differential limiting clutch CL increases as the calculated driving torque T increases as shown in FIG. The hydraulic pressure of the hydraulic actuator of the clutch CL is controlled. The engine starting differential limiting means 94 completes (ends) the differential limiting control by the differential limiting clutch CL when the engine automatic starting control means 92 determines that the engine 12 has been started. .
- FIG. 6 is a flowchart for explaining a main part of the control operation of the electronic control unit 10, that is, a control operation for automatically starting the engine 12 according to the engine automatic start request while the engine is stopped and the motor is running.
- This flowchart is repeatedly executed with an extremely short cycle time of, for example, about several milliseconds to several tens of milliseconds when the engine is stopped and the motor is running.
- step S1 corresponding to the engine automatic start determination means 90, it is determined whether or not a predetermined engine automatic start condition is satisfied. In this embodiment, it is determined that the engine automatic start condition is satisfied when at least one of the motor travel permission conditions is not satisfied.
- the engine rotational speed N E which is, for example, be started by the first electric motor speed N M1 is energized to the first electric motor M1 is raised
- the engine 12 is started by being raised to a predetermined rotational speed, for example, an idle rotational speed NEIDL or more, supplied with fuel by the fuel injection device 84 and ignited by the ignition device 86.
- the differential limiting clutch (differential Since the limiting device 94 includes the engine starting differential limiting means 94 that limits the differential rotation between the front driving wheel (first driving wheel) 30 and the rear driving wheel (second driving wheel) 32 by the CL, the differential limiting is included. A state in which the play that exists in the power transmission path between the engine 12 and the front drive wheels 30 and the rear drive wheels 32 is packed due to the differential restriction between the front drive wheels 30 and the rear drive wheels 32 by the clutch CL.
- the engine Since the engine is started at this time, it is possible to easily suppress the noise generated when the engine is running, that is, the rattling noise caused by the rattling, at a low cost. That is, when the differential limiting torque TL is applied to the differential limiting clutch CL when the engine is started, a vehicle driveline (power) is generated by a slight diameter difference, that is, a rotational difference between the front drive wheels 30 and the rear drive wheels 32. As the circulating torque is generated in the transmission path), the backlash of the mesh such as a spline is reduced, so that even if a torque change occurs when the engine is started, the generation of abnormal noise due to the backlash is preferably prevented.
- the engine starting differential limiting means 94 calculates the driving torque T that fluctuates when the engine 12 is started by the engine automatic start control means 92 and is stored in advance. From the above relationship, based on the calculated drive torque T, as the drive torque T increases, the limiting force for differential rotation between the front drive wheel 30 and the rear drive wheel 32, that is, the differential limit torque TL increases. Therefore, the power transmission path between the engine 12 and the front drive wheels 30 and the rear drive wheels 32 is loosened by the minimum necessary differential restriction by the differential restriction clutch CL. Therefore, it is possible to suppress the drivability and the fuel consumption from being lowered by performing the differential limitation by the differential limiting clutch CL more than necessary.
- FIG. 7 is a view showing a vehicle drive device 8 according to another embodiment of the present invention.
- the drive gear 66 connected to the output shaft 44 and the front propeller shaft 18 are connected to the output shaft 44 in order to transmit the power of the output shaft 44 to the front propeller shaft 18.
- the driven gear 68, the drive gear 66, the transmission device 62 having the transmission belt 70 wound around the driven gear 68, and the output shaft 44 integrally connected to the rear propeller shaft 24 are selectively connected to the drive gear 66 of the transmission device 62.
- a differential limiting clutch CL coupled to the.
- the central differential gear device 60 provided in the first embodiment is not provided in the transfer 16 of this embodiment.
- the hydraulic pressure of the hydraulic actuator is set so that a desired differential limiting torque TL is obtained in accordance with a predetermined relationship between the hydraulic pressure of the hydraulic actuator of the differential limiting clutch CL and the differential limiting torque TL.
- the differential limiting torque TL is controlled. For example, as in the first embodiment, as the driving torque T that varies due to the start of the engine 12 increases, the limiting force for differential rotation between the front driving wheel 30 and the rear driving wheel 32, that is, the differential limiting torque. The hydraulic pressure of the hydraulic actuator is controlled so that TL is increased.
- the configuration other than the above is the same as that of the first embodiment, and the engine 12 is automatically started by the engine automatic start control means 92.
- the differential rotation between the front drive wheel (first drive wheel) 30 and the rear drive wheel (second drive wheel) 32 is restricted by a differential restriction clutch (differential restriction device) CL.
- the means 94 is included, the power between the engine 12 and the front drive wheels 30 and the rear drive wheels 32 due to the differential restriction between the front and rear drive wheels by the differential restriction clutch CL when starting the running engine. Since the transmission path is stuffed, it is possible to obtain an effect that it is possible to easily suppress the rattling sound generated at the time of starting the running engine at low cost as in the first embodiment.
- FIG. 8 is a diagram illustrating a vehicle drive device 8 according to another embodiment of the present invention.
- the vehicle drive device 8 of the present embodiment is suitably used for a rear wheel drive (FR) vehicle having a pair of left and right rear drive wheels 32 as drive wheels, and the transfer 16 of the first embodiment described above is used.
- FR rear wheel drive
- the differential gear device for rear wheel 26 is provided with a differential limiting clutch (differential limiting device) CL for selectively connecting the differential case 98 and one of the rear wheel axles 28.
- the differential limiting clutch CL limits the differential rotation of the pair of left and right rear drive wheels 32.
- a desired differential is determined according to a predetermined relationship between the hydraulic pressure of the hydraulic actuator of the differential limiting clutch CL and the differential limiting torque TL.
- the differential limiting torque TL is controlled by controlling the hydraulic pressure of the hydraulic actuator so as to obtain the limiting torque TL. For example, the higher the driving torque T that is changed by starting the engine 12 is, the larger the limiting force for differential rotation between the left and right rear driving wheels 32, that is, the differential limiting torque TL becomes larger.
- the hydraulic pressure of the hydraulic actuator is controlled.
- the configuration other than the above is the same as that of the first embodiment, and the engine 12 is automatically started by the engine automatic start control means 92. Since it includes an engine starting differential limiting means 94 that limits differential rotation between the left and right rear drive wheels (second drive wheels) 32 by a differential limiting clutch (differential limiting device) CL in advance.
- the power transmission path between the engine 12 and the rear drive wheel 32 is loosened by differential restriction between the left and right rear drive wheels by the differential restriction clutch CL.
- the differential restriction clutch CL As in the case of Example 1, it is possible to obtain an effect that it is possible to easily suppress the rattling sound generated at the time of starting the engine while traveling at low cost.
- the differential limiting clutch (differential limiting device) CL is configured by a hydraulic clutch, but not limited thereto, for example, an electromagnetic clutch, a magnetic powder clutch, or the like can be used. .
- the differential limiting clutch CL of the transfer 16 used in the front and rear wheel drive vehicle is provided between the third sun gear S3 of the central differential gear device 60 and the carrier CA3. It may be provided between the third sun gear S3 and the third ring gear R3, or between the third carrier CA3 and the third ring gear R3.
- the front propeller shaft 18 and the front wheel differential between the front propeller shaft 18 and the rear propeller shaft 24 are used.
- a control coupling device may be provided between the gear device 20 or between the rear propeller shaft 24 and the rear wheel differential gear device 26.
- the differential limiting clutch CL of the vehicle drive device 8 used for the rear wheel drive vehicle selects either the differential case 98 of the rear wheel differential gear device 26 or one of the rear wheel axles 28.
- the present invention is not limited to this.
- one and the other of the rear wheel axles 28 or the differential case 98 and the other of the rear wheel axles 28 may be selectively connected.
- the differential gear devices 20 and 26 of the vehicle drive device 8 used in the front and rear wheel drive vehicle are differentials that limit the differential rotation of the pair of left and right drive wheels 30 and 32. Although it did not have a limiting function, it may have the differential limiting function.
- the differential limiting function may be realized electrically or may be realized mechanically.
- the differential gear device 20 and 26 have an electric differential limiting function, the differential gear device is added to the differential limiting clutch CL in addition to the differential limiting clutch CL when performing differential limiting control by the engine starting differential limiting means 94. 20 and 26 may be controlled to perform differential limiting. In this case, backlashing is more reliably performed.
- the vehicle drive device 8 uses front and rear wheel drive (four wheel drive) vehicles based on the front engine rear wheel drive system (FR) and the rear drive wheels 32 as drive wheels.
- front and rear wheel drive vehicles based on the front engine front wheel drive system (FF), front wheel drive vehicles using the front drive wheels 30 as drive wheels, and the like Even a vehicle of another driving method can be suitably used.
- the first electric motor M1 is made to function as an engine starter.
- the present invention is not limited to this, and for example, an electric motor dedicated to starting may be provided as an engine starter.
- the engine starting differential limiting means 94 is connected to the front driving wheel 30 and the rear driving wheel 32 by the differential limiting clutch CL prior to the automatic starting of the engine 12 by the engine automatic starting control means 92.
- the present invention is not limited to this.
- the differential rotation control may be performed simultaneously with the automatic start of the engine 12.
- the driving torque T is calculated as the driving force related value by the engine starting differential limiting means 94, and the differential limiting clutch according to the calculated driving torque T from the previously stored relationship.
- the driving force-related value is not limited to the driving torque T, for example, driving force, output torque of the transmission unit 42, engine torque, vehicle acceleration, accelerator opening, throttle Values related to other driving forces such as the opening can be used.
- the differential limiting torque TL by the differential limiting clutch CL may be a constant torque set in advance.
- the electronic control device 10 is composed of three computers, that is, the engine output control unit 72, the hybrid control unit 74, and the four-wheel drive control unit 76, it may include other computers. It may be composed of one computer.
- the power transmission device 14 is provided with the step-variable transmission unit 42.
- the transmission unit 42 is not necessarily provided, and instead it is provided.
- a continuously variable transmission type such as CVT may be provided.
- Vehicle drive device 10 Electronic control device (control device) 12: Engine 20: Differential gear device for front wheels (differential gear device) 26: Differential gear device for rear wheel (differential gear device) 30: Front drive wheel 32: Rear drive wheel 60: Central differential gear unit 90: Engine automatic start determination means 92: Engine automatic start control means 94: Engine start differential limiting means CL: Differential limit clutch (differential limit) apparatus) T: Driving torque (Driving force related value)
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- General Engineering & Computer Science (AREA)
- Automation & Control Theory (AREA)
- Arrangement And Driving Of Transmission Devices (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Hybrid Electric Vehicles (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
Description
10:電子制御装置(制御装置)
12:エンジン
20:前輪用差動歯車装置(差動歯車装置)
26:後輪用差動歯車装置(差動歯車装置)
30:前側駆動輪
32:後側駆動輪
60:中央差動歯車装置
90:エンジン自動始動判定手段
92:エンジン自動始動制御手段
94:エンジン始動時差動制限手段
CL:差動制限クラッチ(差動制限装置)
T:駆動トルク(駆動力関連値)
Claims (4)
- エンジンの出力が伝達されることによってそれぞれ回転駆動される第1駆動輪および第2駆動輪と、該第1駆動輪と該第2駆動輪との差動回転を制限する差動制限装置とを有する車両用駆動装置において、該エンジンが停止している走行中に予め定められたエンジン自動始動条件が満たされたか否かを判定するエンジン自動始動判定手段と、該エンジン自動始動条件が満たされたと判定された場合に該エンジンを自動始動するエンジン自動始動制御手段とを、備えた車両用駆動装置の制御装置であって、
前記エンジン自動始動制御手段による前記エンジンの自動始動に際して、前記差動制限装置により前記第1駆動輪と前記第2駆動輪との差動回転を制限するエンジン始動時差動制限手段を含むことを特徴とする車両用駆動装置の制御装置。 - 前記第1駆動輪および前記第2駆動輪は、前記エンジンにより中央差動歯車装置を介して駆動される前側駆動輪および後側駆動輪であり、
前記差動制限装置は、該中央差動歯車装置に設けられ、該前側および後側駆動輪間の差動回転を制限するものであることを特徴とする請求項1の車両用駆動装置の制御装置。 - 前記第1駆動輪および前記第2駆動輪は、前記エンジンにより差動歯車装置を介して駆動される左右一対の駆動輪であり、
前記差動制限装置は、該差動歯車装置に設けられ、該左右一対の駆動輪間の差動回転を制限するものであることを特徴とする請求項1の車両用駆動装置の制御装置。 - 前記エンジン始動時差動制限手段は、予め記憶された関係から、前記エンジン自動始動制御手段により前記エンジンが始動されることで変動する駆動トルクに基づいて、前記第1駆動輪と前記第2駆動輪との差動回転を制限することを特徴とする請求項1乃至3のいずれか1の車両用駆動装置の制御装置。
Priority Applications (5)
Application Number | Priority Date | Filing Date | Title |
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JP2011535227A JP5246340B2 (ja) | 2009-10-05 | 2009-10-05 | 車両用駆動装置の制御装置 |
DE112009005300.9T DE112009005300B4 (de) | 2009-10-05 | 2009-10-05 | Steuerungsgerät für ein fahrzeugantriebssystem |
CN200980161837.1A CN102575593B (zh) | 2009-10-05 | 2009-10-05 | 车辆用驱动装置的控制装置 |
PCT/JP2009/067364 WO2011042951A1 (ja) | 2009-10-05 | 2009-10-05 | 車両用駆動装置の制御装置 |
US13/496,715 US8556773B2 (en) | 2009-10-05 | 2009-10-05 | Control apparatus for vehicular drive system |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
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PCT/JP2009/067364 WO2011042951A1 (ja) | 2009-10-05 | 2009-10-05 | 車両用駆動装置の制御装置 |
Publications (1)
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WO2011042951A1 true WO2011042951A1 (ja) | 2011-04-14 |
Family
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PCT/JP2009/067364 WO2011042951A1 (ja) | 2009-10-05 | 2009-10-05 | 車両用駆動装置の制御装置 |
Country Status (5)
Country | Link |
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US (1) | US8556773B2 (ja) |
JP (1) | JP5246340B2 (ja) |
CN (1) | CN102575593B (ja) |
DE (1) | DE112009005300B4 (ja) |
WO (1) | WO2011042951A1 (ja) |
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JP2014108631A (ja) * | 2012-11-30 | 2014-06-12 | Toyota Motor Corp | 四輪駆動車両 |
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JP2021142863A (ja) * | 2020-03-11 | 2021-09-24 | トヨタ自動車株式会社 | 四輪駆動車両 |
JP2021173273A (ja) * | 2020-04-30 | 2021-11-01 | トヨタ自動車株式会社 | 四輪駆動車両 |
JP2021178601A (ja) * | 2020-05-14 | 2021-11-18 | トヨタ自動車株式会社 | 四輪駆動車両 |
US11440548B2 (en) | 2020-06-08 | 2022-09-13 | Toyota Jidosha Kabushiki Kaisha | Four-wheel drive vehicle |
US11932137B2 (en) | 2020-02-27 | 2024-03-19 | Toyota Jidosha Kabushiki Kaisha | Four-wheel-drive vehicle |
US12024062B2 (en) | 2020-01-31 | 2024-07-02 | Toyota Jidosha Kabushiki Kaisha | Simultaneous regenerative braking and yaw rate control for a four-wheel-drive vehicle |
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US8636621B2 (en) * | 2009-07-08 | 2014-01-28 | Toyota Jidosha Kabushiki Kaisha | Control device of vehicle |
US11161403B2 (en) | 2012-02-03 | 2021-11-02 | Ge Hybrid Technologies, Llc | Apparatus and method for delivering power in a hybrid vehicle |
WO2013113103A1 (en) * | 2012-02-03 | 2013-08-08 | Azure Dynamics, Inc. | Apparatus and method for delivering power in a hybrid vehicle |
JP5926113B2 (ja) * | 2012-05-15 | 2016-05-25 | Gknドライブラインジャパン株式会社 | 自動車の駆動系装置 |
DE102013208703A1 (de) * | 2013-05-13 | 2014-11-13 | Robert Bosch Gmbh | Steuervorrichtung für ein rekuperatives Bremssystem eines Fahrzeugs und Verfahren zum Abbremsen eines Fahrzeugs |
JP5907155B2 (ja) * | 2013-12-10 | 2016-04-20 | トヨタ自動車株式会社 | ハイブリッド駆動装置の制御装置 |
US10683836B2 (en) | 2018-07-30 | 2020-06-16 | Ford Global Technologies, Llc | Methods and systems for controlling automatic engine starting |
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Also Published As
Publication number | Publication date |
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US20120190499A1 (en) | 2012-07-26 |
DE112009005300B4 (de) | 2015-01-08 |
DE112009005300T5 (de) | 2013-01-03 |
JPWO2011042951A1 (ja) | 2013-02-28 |
CN102575593B (zh) | 2014-12-10 |
JP5246340B2 (ja) | 2013-07-24 |
US8556773B2 (en) | 2013-10-15 |
CN102575593A (zh) | 2012-07-11 |
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