WO2011125775A1 - 制御装置 - Google Patents
制御装置 Download PDFInfo
- Publication number
- WO2011125775A1 WO2011125775A1 PCT/JP2011/058089 JP2011058089W WO2011125775A1 WO 2011125775 A1 WO2011125775 A1 WO 2011125775A1 JP 2011058089 W JP2011058089 W JP 2011058089W WO 2011125775 A1 WO2011125775 A1 WO 2011125775A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- rotational speed
- electrical machine
- rotating electrical
- engagement
- clutch
- Prior art date
Links
- 238000002485 combustion reaction Methods 0.000 claims abstract description 122
- 230000005540 biological transmission Effects 0.000 claims abstract description 101
- 238000010248 power generation Methods 0.000 claims description 196
- 230000007246 mechanism Effects 0.000 claims description 61
- 230000008878 coupling Effects 0.000 claims description 4
- 238000010168 coupling process Methods 0.000 claims description 4
- 238000005859 coupling reaction Methods 0.000 claims description 4
- 230000008859 change Effects 0.000 description 44
- 238000001514 detection method Methods 0.000 description 14
- 238000001816 cooling Methods 0.000 description 13
- 230000020169 heat generation Effects 0.000 description 13
- 238000000034 method Methods 0.000 description 13
- 230000007423 decrease Effects 0.000 description 12
- 230000006870 function Effects 0.000 description 12
- 238000003860 storage Methods 0.000 description 12
- 101150043338 Nmt1 gene Proteins 0.000 description 11
- 238000013021 overheating Methods 0.000 description 7
- 238000012545 processing Methods 0.000 description 7
- 238000010586 diagram Methods 0.000 description 5
- 230000007704 transition Effects 0.000 description 5
- 230000003247 decreasing effect Effects 0.000 description 4
- 230000008569 process Effects 0.000 description 3
- 230000015556 catabolic process Effects 0.000 description 2
- 238000006731 degradation reaction Methods 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 238000012544 monitoring process Methods 0.000 description 2
- 230000008901 benefit Effects 0.000 description 1
- 239000003990 capacitor Substances 0.000 description 1
- 239000002826 coolant Substances 0.000 description 1
- 239000000498 cooling water Substances 0.000 description 1
- 230000005347 demagnetization Effects 0.000 description 1
- 230000000994 depressogenic effect Effects 0.000 description 1
- 239000012530 fluid Substances 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 230000002427 irreversible effect Effects 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 238000002360 preparation method Methods 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
- 230000004044 response Effects 0.000 description 1
- 230000002441 reversible effect Effects 0.000 description 1
- 238000012546 transfer Methods 0.000 description 1
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 1
Images
Classifications
-
- 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
- B60W20/20—Control strategies involving selection of hybrid configuration, e.g. selection between series or parallel configuration
-
- 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
-
- 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
- B60K23/00—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for
- B60K23/02—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for main transmission clutches
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/48—Parallel type
-
- 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
- B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
- B60K6/54—Transmission for changing 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
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
- B60L15/2054—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed by controlling transmissions or clutches
-
- 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
- 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
- B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
-
- 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
- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
- B60W20/15—Control strategies specially adapted for achieving a particular effect
-
- 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
- B60W30/18009—Propelling the vehicle related to particular drive situations
- B60W30/18063—Creeping
-
- 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
- B60W30/184—Preventing damage resulting from overload or excessive wear of the driveline
- B60W30/186—Preventing damage resulting from overload or excessive wear of the driveline excessive wear or burn out of friction elements, e.g. clutches
-
- 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
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/02—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of clutch
-
- 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
- B60L2240/10—Vehicle control parameters
- B60L2240/36—Temperature of vehicle components or parts
-
- 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
- B60L2240/485—Temperature
-
- 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
- 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
- B60L2240/50—Drive Train control parameters related to clutches
-
- 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
- B60L2240/50—Drive Train control parameters related to clutches
- B60L2240/507—Operating parameters
-
- 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
- B60L2260/00—Operating Modes
- B60L2260/20—Drive modes; Transition between modes
- B60L2260/32—Auto pilot mode
-
- 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
- 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
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/02—Clutches
- B60W2510/0291—Clutch temperature
-
- 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
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/08—Electric propulsion units
- B60W2510/083—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
- B60W2710/02—Clutches
- B60W2710/025—Clutch slip, i.e. difference between input and output speeds
-
- 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
-
- 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
- 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
- Y02T10/72—Electric energy management 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
- 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
Definitions
- the present invention provides a first engagement device, a rotating electrical machine, and a second engagement on a power transmission path that connects an input member that is drivingly connected to an internal combustion engine and an output member that is drivingly connected to a wheel, from the input member side.
- the present invention relates to a control device that controls a vehicle drive device provided in the order of a device and an output member.
- Patent Document 1 As a control device that controls the vehicle drive device as described above, for example, one described in Patent Document 1 below is already known. Hereinafter, in the description of the background art section, reference numerals in Patent Document 1 (including names of corresponding members as necessary) are quoted in [].
- the control device [controllers 1, 2, 5, 7, 10, etc.] of Patent Document 1 is configured to be able to realize a plurality of travel modes by controlling a vehicle drive device.
- the plurality of modes include a WSC creep mode, a CL2 overheating mode, and a WSC positive power generation mode.
- the first engagement device [first clutch CL1] is brought into the direct engagement state and the second engagement device [second clutch CL2] is controlled to the slip engagement state, so that the vehicle is an internal combustion engine [ It creeps at a low vehicle speed due to the torque of the engine E].
- both the first engagement device and the second engagement device are controlled to the slip engagement state, and the vehicle creeps by the torque of the internal combustion engine.
- the WSC positive power generation mode the first engagement device is brought into the direct engagement state and the second engagement device is controlled to the slip engagement state, and the vehicle travels (including creep travel) by the torque of the internal combustion engine.
- the rotating electrical machine [motor generator MG] generates power. Mode transition is enabled between the WSC creep mode and the CL2 overheating mode, and further between the WSC creep mode and the WSC positive power generation mode.
- the CL2 overheat mode is entered in order to cause the rotating electrical machine to generate power and to recover the power storage amount.
- the transition to the WSC active power generation mode is made.
- the internal combustion engine and the rotating electrical machine rotate integrally with the first engagement device in the direct connection state, and the engagement members on both sides of the second engagement device are brought into the slip engagement state.
- the differential rotational speed of becomes relatively large. For this reason, the amount of heat generated by the second engagement device increases, which may affect the durability of the second engagement device.
- control device that can secure a desired amount of electric power while suppressing the amount of heat generated by the second engagement device in a specific traveling state such as when the vehicle is traveling at a low vehicle speed.
- the control device that controls the vehicle drive device provided in the order of the engagement device and the output member is the slip engagement state of both the first engagement device and the second engagement device. And that the rotating electrical machine generates power.
- driving connection means a state where two rotating elements are connected so as to be able to transmit a driving force, and the two rotating elements are connected so as to rotate integrally, or the two
- the rotating element is used as a concept including a state in which the driving force is connected to be transmitted through one or more transmission members.
- a transmission member include various members that transmit rotation at the same speed or a variable speed, and include, for example, a shaft, a gear mechanism, a belt, a chain, and the like.
- an engagement device that selectively transmits rotation and driving force, for example, a friction clutch may be included.
- driving force is used synonymously with “torque”.
- the “rotary electric machine” is used as a concept including a motor (electric motor), a generator (generator), and a motor / generator that performs both functions of the motor and the generator as necessary.
- the “slip engagement state” means a state in which engagement members on both sides of the target engagement device are engaged so as to be able to transmit a driving force in a state where there is a difference in rotational speed.
- the “directly engaged state” means a state in which the engaging members on both sides are engaged with each other in an integrally rotating state.
- both a 1st engagement apparatus and a 2nd engagement apparatus are controlled to a slip engagement state, for example, driving an internal combustion engine at the rotational speed which can continue a self-sustained operation .
- a situation in which it is desired to rotate the output member at a rotational speed lower than the rotational speed of the output member when both the first engagement device and the second engagement device are assumed to be in the direct engagement state (hereinafter referred to as “low output”).
- the engagement members on both sides of the second engagement device as compared with the case where the first engagement device is in the direct engagement state and the second engagement device is in the slip engagement state. The difference rotational speed between them can be reduced. Therefore, the calorific value of the second engagement device can be kept small.
- the rotational speed of a rotary electric machine can be maintained higher than the rotational speed of an output member by making a 2nd engagement apparatus into a slip engagement state. Therefore, even in a low output rotation state, a desired amount of power can be ensured by causing the rotating electrical machine that rotates at a rotation speed higher than the rotation speed of the output member to generate power. Therefore, according to said characteristic structure, the control apparatus which can ensure desired electric energy can be implement
- the rotating electrical machine is controlled so that the power generation amount by the rotating electrical machine matches a predetermined required power generation amount, and the output member It is preferable that the second engagement device is controlled such that the torque transmitted to the vehicle matches the required driving force required to drive the vehicle.
- the required power generation amount can be ensured appropriately, and torque corresponding to the required driving force of the vehicle is transmitted to the output member to Can be driven appropriately.
- the first engagement device is configured such that the transmission torque capacity of the first engagement device matches the sum of the power generation torque provided to the rotating electrical machine and the required driving force to cause the rotating electrical machine to generate power. It is preferable that the combination apparatus is controlled.
- this structure corresponds to the total amount of the power generation torque and the required driving force on the downstream side of the first engagement device in the power transmission path connecting the input member and the output member via the first engagement device. Torque can be transmitted. And the required electric power generation amount can be ensured appropriately by controlling the rotating electrical machine so that the electric power generation amount matches the required electric power generation amount using a part thereof. In addition, it is possible to transmit the torque corresponding to the remaining required driving force to the output member and drive the vehicle appropriately.
- the rotating electrical machine is controlled so that the rotational speed of the rotating electrical machine matches a predetermined target rotational speed, and the transmission torque capacity of the second engagement device matches the required driving force. It is preferable that the engagement device is controlled.
- torque corresponding to the required driving force can be transmitted to the output member via the second engagement device, and the vehicle can be driven appropriately.
- the rotational speed is lower than the rotational speed of the input member driven by the internal combustion engine and higher than the rotational speed of the output member that is proportional to the rotational speed of the wheels. It becomes easy to set it as a value. Therefore, the engagement device in the slip engagement state rotates the torque transmitted to the input member by utilizing the property of transmitting the driving force from the engagement member having a high rotation speed to the engagement member having a low rotation speed. It can be transmitted to the electric machine and the output member.
- the target rotational speed is set to a value lower than the rotational speed of the input member and higher than the rotational speed of the output member, and set based on at least the required power generation amount.
- the torque transmitted to the input member can be appropriately transmitted to the rotating electrical machine and the output member. Further, by setting the target rotational speed in the rotational speed control of the rotating electrical machine based on the required power generation amount, it is possible to appropriately secure a desired power amount.
- the input member is determined based on the rotation speed of the output member.
- the first engagement device and the second engagement device Control is performed so that both of the combined devices are brought into a slip engagement state, and the rotating electrical machine is caused to generate electric power by the torque transmitted to the input member, so that the estimated rotation speed is equal to or greater than the required rotation speed.
- the first engagement device is controlled to be in the slip engagement state
- the second engagement device is controlled to be in the direct engagement state, and power is generated in the rotating electrical machine by the torque transmitted to the input member.
- the rotational speed of the rotating electrical machine is maintained higher than the rotational speed of the output member, and further, the rotational speed of the rotating electrical machine is set to a predetermined required rotation. It can be maintained above speed. Therefore, even in the first specific traveling state, it is possible to ensure the desired amount of electric power by causing the rotating electrical machine to generate power with the torque of the internal combustion engine transmitted to the input member.
- the second engagement device is directly engaged.
- the state it is possible to prevent heat generation by setting the differential rotation speed between the engagement members on both sides of the second engagement device to zero while securing a desired amount of power.
- a differential rotational speed between the engagement members on both sides of the second engagement device It is preferable to determine a target differential rotation speed that is a target value of and to determine the target rotational speed based on at least the target differential rotation speed.
- the target differential rotational speed is determined so that the temperature of the second engagement device does not exceed the allowable upper limit temperature, and the target of the rotating electrical machine according to the rotational speed of the output member based on the target differential rotational speed
- the rotation speed By determining the rotation speed, heat generation due to slip between the engagement members on both sides of the second engagement device can be suppressed to a predetermined amount or less. Therefore, it becomes easy to ensure the durability while suppressing an increase in cost of the second engagement device.
- the target rotational speed is set such that an allowable upper limit temperature of the rotating electrical machine that is allowed to allow the rotating electrical machine to continuously operate, and the control that is permitted to enable the controller of the rotating electrical machine to continuously operate. It is preferable that the temperature is determined based on at least one of the allowable upper limit temperatures of the vessel.
- the required power generation amount is set in advance based on the rated power consumption of an auxiliary device provided in the vehicle.
- the amount of power generated by the rotating electrical machine can be kept relatively small, so the rotational speed of the rotating electrical machine can be kept low. That is, the differential rotation speed between the engagement members on both sides of the second engagement device can be suppressed to be small, and heat generation of the second engagement device can be suppressed. Therefore, it is possible to maintain the performance of the second engagement device satisfactorily while covering the power consumed by the auxiliary machine by the power generation of the rotating electrical machine.
- the auxiliary power supply provided in the vehicle calculates the actual power consumption during traveling of the vehicle and sets the required power generation amount based on the actual power consumption.
- this configuration it is possible to generate electric power that matches the electric power actually consumed by the auxiliary equipment provided in the vehicle while the vehicle is running. Also, with this configuration, the amount of power generated by the rotating electrical machine can be minimized, so that the rotational speed of the rotating electrical machine can be kept low. That is, the differential rotation speed between the engagement members on both sides of the second engagement device can be suppressed to be small, and heat generation of the second engagement device can be suppressed. Therefore, it is possible to maintain the performance of the second engagement device satisfactorily while reliably supplying the power actually consumed by the auxiliary machine by the power generation of the rotating electrical machine.
- a transmission mechanism having one or a plurality of engagement devices and capable of switching a plurality of transmission modes by selectively driving and coupling the one or more engagement devices is provided between the rotating electrical machine and the output member. It is preferable that the vehicle drive device in which one of the one or a plurality of engagement devices is the second engagement device is a control target.
- the mechanism that functions as the second engagement device even when the second engagement device is configured by using one of the engagement devices provided in the transmission mechanism, the mechanism that functions as the second engagement device. It is possible to secure a desired amount of electric power while keeping the performance good by suppressing the calorific value of the combined device small.
- the control device 3 according to the present embodiment is a drive device control device whose control target is the drive device 1.
- the driving apparatus 1 according to the present embodiment is a vehicle driving apparatus (hybrid vehicle driving apparatus) for driving a vehicle (hybrid vehicle) 6 including both the internal combustion engine 11 and the rotating electrical machine 12 as driving force sources. ).
- the control device 3 according to the present embodiment will be described in detail.
- the “released state” represents a state in which rotation and driving force are not transmitted between the engagement members on both sides of the engagement device.
- the “slip engagement state” represents a state in which engagement members on both sides are engaged so as to be able to transmit a driving force in a state having a rotational speed difference.
- the “directly engaged state” represents a state in which the engaging members on both sides are engaged with each other in an integrally rotating state.
- the “engagement pressure” represents a pressure that presses one engagement member and the other engagement member against each other.
- the “release pressure” represents a pressure at which the engagement device is constantly released.
- “Release boundary pressure” represents a pressure (release side slip boundary pressure) at which the engagement device enters a slip boundary state at the boundary between the released state and the slip engagement state.
- the “engagement boundary pressure” represents a pressure (engagement side slip boundary pressure) at which the engagement device enters a slip boundary state between the slip engagement state and the direct engagement state.
- “Complete engagement pressure” represents a pressure at which the engagement device is steadily in a direct engagement state.
- the drive device 1 is configured as a drive device for a so-called 1-motor parallel type hybrid vehicle. As shown in FIG. 1, the drive device 1 is arranged from the input shaft I side on a power transmission path that connects an input shaft I that is drivingly connected to the internal combustion engine 11 and an output shaft O that is drivingly connected to the wheels 15.
- the starting clutch CS, the rotating electrical machine 12, the speed change mechanism 13, and the output shaft O are provided in this order. These are arranged on the same axis.
- the speed change mechanism 13 is provided with a first clutch C1 for speed change, so that, on the power transmission path connecting the input shaft I and the output shaft O, from the input shaft I side,
- the starting clutch CS, the rotating electrical machine 12, the first clutch C1, and the output shaft O are provided in this order.
- Each of these components is housed in a drive device case (not shown).
- the input shaft I corresponds to the “input member” in the present invention
- the output shaft O corresponds to the “output member” in the present invention.
- the internal combustion engine 11 is a prime mover that is driven by combustion of fuel inside the engine to extract power.
- a gasoline engine or a diesel engine can be used as the internal combustion engine E.
- the internal combustion engine 11 is drivingly connected so as to rotate integrally with the input shaft I.
- an output shaft such as a crankshaft of the internal combustion engine 11 is drivingly connected to the input shaft I.
- the internal combustion engine 11 is drivingly connected to the input shaft I via another device such as a damper.
- the internal combustion engine 11 is drivably coupled to the rotating electrical machine 12 via a starting clutch CS.
- the starting clutch CS is provided between the internal combustion engine 11 and the rotating electrical machine 12.
- the start clutch CS is a friction engagement device that selectively drives and connects the input shaft I, the intermediate shaft M, and the output shaft O, and functions as a friction engagement device for separating the internal combustion engine.
- the starting clutch CS is configured as a wet multi-plate clutch.
- the starting clutch CS is disposed in an oil-tight state in a clutch housing that covers the periphery of the starting clutch CS, and is basically immersed in oil constantly in the clutch housing.
- the cooling performance of the starting clutch CS can be maintained satisfactorily by adopting a configuration in which the entirety is always immersed in oil.
- the starting clutch CS corresponds to the “first engagement device” in the present invention.
- the rotating electrical machine 12 includes a rotor and a stator (not shown), and functions as a motor (electric motor) that generates power by receiving power supply and generates power by receiving power supply. It is possible to fulfill the function as a generator (generator).
- the rotor of the rotating electrical machine 12 is drivingly connected so as to rotate integrally with the intermediate shaft M.
- the rotating electrical machine 12 is electrically connected to the power storage device 28 via the inverter device 27.
- As the power storage device 28, a battery, a capacitor, or the like can be used.
- the rotating electrical machine 12 receives power from the power storage device 28 and performs powering, or supplies the power storage device 28 with power generated by the torque output from the internal combustion engine 11 or the inertial force of the vehicle 6 to store the power.
- the intermediate shaft M that rotates integrally with the rotor of the rotating electrical machine 12 is drivingly connected to the speed change mechanism 13. That is, the intermediate shaft M is an input shaft (transmission input shaft) of the transmission mechanism 13.
- the transmission mechanism 13 is a mechanism capable of switching between a plurality of transmission modes.
- the speed change mechanism 13 is an automatic stepped speed change mechanism having a plurality of shift speeds (a type of speed change mode) having different speed ratios that can be switched.
- the speed change mechanism 13 is configured to selectively drive and connect a gear mechanism such as one or two or more planetary gear mechanisms and rotating elements of the gear mechanism in order to form the plurality of speed stages.
- a plurality of friction engagement devices such as clutches and brakes.
- the speed change mechanism 13 includes a first clutch C1 as one of a plurality of friction engagement devices for speed change.
- the first clutch C1 is configured as a wet multi-plate clutch.
- the first clutch C1 selectively connects the intermediate shaft M and the transmission intermediate shaft S provided in the transmission mechanism 13 in a driving manner.
- the first clutch C1 corresponds to the “second engagement device” in the present invention.
- the transmission intermediate shaft S is drivingly connected to the output shaft O via another friction engagement device or a shaft member in the transmission mechanism 13.
- the speed change mechanism 13 shifts the rotational speed of the intermediate shaft M and converts the torque at a predetermined speed ratio set for each speed stage formed according to the engagement state of the plurality of friction engagement devices.
- Torque transmitted from the speed change mechanism 13 to the output shaft O is distributed and transmitted to the left and right wheels 15 via the output differential gear unit 14.
- the drive device 1 can cause the vehicle 6 to travel by transmitting the torque of one or both of the internal combustion engine 11 and the rotating electrical machine 12 to the wheels 15.
- the driving device 1 includes an oil pump (not shown) that is drivingly connected to the intermediate shaft M.
- the oil pump functions as a hydraulic pressure source for sucking oil stored in an oil pan (not shown) and supplying the oil to each part of the driving device 1.
- the oil pump is driven and operated by the driving force of one or both of the rotating electrical machine 12 and the internal combustion engine 11 transmitted through the intermediate shaft M, and discharges oil to generate hydraulic pressure.
- the oil from the oil pump is adjusted to a predetermined hydraulic pressure by the hydraulic control device 25 and then supplied to the starting clutch CS, the first clutch C1 provided in the transmission mechanism 13, and the like.
- each part of the vehicle 6 on which the drive device 1 is mounted is provided with a plurality of sensors. Specifically, an input shaft rotation speed sensor Se1, an intermediate shaft rotation speed sensor Se2, an output shaft rotation speed sensor Se3, an accelerator opening detection sensor Se4, and a charging state detection sensor Se5 are provided.
- the input shaft rotational speed sensor Se1 is a sensor that detects the rotational speed of the input shaft I.
- the rotational speed of the input shaft I detected by the input shaft rotational speed sensor Se1 is equal to the rotational speed of the internal combustion engine 11.
- the intermediate shaft rotation speed sensor Se2 is a sensor that detects the rotation speed of the intermediate shaft M.
- the rotational speed of the intermediate shaft M detected by the intermediate shaft rotational speed sensor Se ⁇ b> 2 is equal to the rotational speed of the rotating electrical machine 12.
- the output shaft rotation speed sensor Se3 is a sensor that detects the rotation speed of the output shaft O.
- the control device 3 can also derive the vehicle speed that is the traveling speed of the vehicle 6 based on the rotation speed of the output shaft O detected by the output shaft rotation speed sensor Se3.
- the accelerator opening detection sensor Se4 is a sensor that detects the accelerator opening by detecting the operation amount of the accelerator pedal 17.
- the charge state detection sensor Se5 is a sensor that detects an SOC (state-of-charge: charge state).
- the control device 3 can also derive the amount of power stored in the power storage device 28 based on the SOC detected by the charge state detection sensor Se5.
- Information indicating the detection results of the sensors Se1 to Se5 is output to the control device 3 described below.
- the control device 3 mainly controls an internal combustion engine control unit 30 for controlling the internal combustion engine 11, and mainly controls the rotating electrical machine 12, the starting clutch CS, and the speed change mechanism 13. And a drive device control unit 40.
- the internal combustion engine control unit 30 and the drive device control unit 40 function as a core member that controls the operation of each part of the drive device 1.
- the internal combustion engine control unit 30 and the drive device control unit 40 each include an arithmetic processing unit such as a CPU as a core member (not shown).
- the functional units of the internal combustion engine control unit 30 and the drive device control unit 40 are configured by software (program) stored in a ROM or the like, hardware such as a separately provided arithmetic circuit, or both. .
- Each of these functional units is configured to exchange information with each other.
- the internal combustion engine control unit 30 and the drive device control unit 40 are configured so as to be able to exchange information with each other.
- the internal combustion engine control unit 30 and the drive device control unit 40 are configured to be able to acquire information on detection results obtained by the sensors Se1 to Se5.
- the internal combustion engine control unit 30 includes an internal combustion engine control unit 31.
- the internal combustion engine control unit 31 is a functional unit that controls the operation of the internal combustion engine 11.
- the internal combustion engine control unit 31 determines the target torque and the target rotational speed as control targets for the output torque (internal combustion engine torque Te) and the rotational speed of the internal combustion engine 11, and operates the internal combustion engine 11 according to the control target.
- the operation control of the internal combustion engine 11 is performed.
- the internal combustion engine control unit 31 can switch between torque control and rotational speed control of the internal combustion engine 11 in accordance with the traveling state of the vehicle 6.
- the torque control is a control for instructing the target torque to the internal combustion engine 11 and causing the internal combustion engine torque Te to follow the target torque.
- the rotational speed control is a control for instructing a target rotational speed to the internal combustion engine 11 and determining a target torque so that the rotational speed of the internal combustion engine 11 follows the target rotational speed.
- the internal combustion engine control unit 31 performs a vehicle request torque Td determined by a request torque determination unit 42 described later when the vehicle 6 is traveling normally (here, when traveling in a parallel assist mode described later; the same applies hereinafter).
- the internal combustion engine required torque which is a share of the internal combustion engine 11, is determined.
- the internal combustion engine control unit 31 executes torque control using the determined internal combustion engine required torque as the target torque.
- the rotating electrical machine control unit 43 can execute torque control using the torque corresponding to the internal combustion engine torque command determined during slip power generation control, which will be described later, as the target torque.
- the drive device control unit 40 includes a travel mode determination unit 41, a required torque determination unit 42, a rotating electrical machine control unit 43, a starting clutch operation control unit 44, a transmission mechanism operation control unit 45, a slip power generation control unit 46, and a required power generation amount determination. A portion 47 is provided.
- the traveling mode determination unit 41 is a functional unit that determines the traveling mode of the vehicle 6.
- the travel mode determination unit 41 is based on, for example, the vehicle speed derived based on the detection result of the output shaft rotation speed sensor Se3, the accelerator opening detected by the accelerator opening detection sensor Se4, or the detection result of the charging state detection sensor Se5.
- the driving mode to be realized by the drive device 1 is determined based on the amount of power stored in the power storage device 28 derived in this way.
- the travel mode determination unit 41 stores a mode selection map (not shown) that prescribes the relationship between the vehicle speed, the accelerator opening, and the storage amount and the travel mode, which is stored in a recording device such as a memory. refer.
- the travel modes that can be selected by the travel mode determination unit 41 include an electric travel mode, a parallel travel mode, a slip travel mode, and a stop power generation mode.
- the parallel travel mode includes a parallel assist mode and a parallel power generation mode.
- the slip traveling mode includes a slip assist mode, a first slip power generation mode, and a second slip power generation mode.
- “ ⁇ ” in each of the clutches CS and C1 represents that each engagement device is in a direct engagement state
- “ ⁇ ” represents that a slip engagement state is established.
- x indicates that each engagement device is released.
- “powering” in the row of the rotating electrical machines 12 indicates that torque assist is being performed on the vehicle 6 or that the vehicle is simply idling without performing torque assist.
- the starting clutch CS is disengaged, the first clutch C1 is directly engaged, and the rotating electrical machine 12 is powered.
- the control device 3 causes the vehicle 6 to travel only by the output torque of the rotating electrical machine 12 (rotating electrical machine torque Tm) by selecting this electric travel mode.
- the parallel travel mode both the starting clutch CS and the first clutch C1 are brought into the direct engagement state, and the rotating electrical machine 12 performs power running or power generation.
- the control device 3 causes the vehicle 6 to travel at least with the internal combustion engine torque Te by selecting this parallel travel mode.
- the rotating electrical machine 12 outputs a positive rotating electrical machine torque Tm (> 0) in the parallel assist mode to assist the driving force by the internal combustion engine torque Te, and in the parallel power generation mode, the rotating electrical machine torque Tm ( ⁇ 0). ) To generate electric power using a part of the internal combustion engine torque Te.
- both the starting clutch CS and the first clutch C1 are in the slip engagement state, and the rotating electrical machine 12 is powered.
- the control device 3 causes the vehicle 6 to travel at least with the internal combustion engine torque Te by selecting this slip assist mode.
- both the starting clutch CS and the first clutch C1 are in the slip engagement state, and the rotating electrical machine 12 generates power.
- the second slip power generation mode the starting clutch CS is in the slip engagement state and the first clutch C1 is in the direct engagement state, and the rotating electrical machine 12 generates power.
- the control device 3 selects one of these two slip power generation modes, thereby causing the rotating electrical machine 12 to generate power using the internal combustion engine torque Te and causing the vehicle 6 to travel.
- the starting clutch CS In the stop power generation mode, the starting clutch CS is in a directly engaged state, the first clutch C1 is in a released state, and the rotating electrical machine 12 generates power.
- the control device 3 causes the rotating electrical machine 12 to generate power with the internal combustion engine torque Te when the vehicle 6 is stopped by selecting the stop power generation mode.
- the required torque determination unit 42 is a functional unit that determines the vehicle required torque Td that is required to drive the vehicle 6.
- the required torque determination unit 42 is a predetermined map (not shown) based on the vehicle speed derived based on the detection result of the output shaft rotational speed sensor Se3 and the accelerator opening detected by the accelerator opening detection sensor Se4. ) To determine the vehicle required torque Td.
- the vehicle required torque Td corresponds to the “required driving force” in the present invention.
- the determined vehicle required torque Td is output to the internal combustion engine control unit 31, the rotating electrical machine control unit 43, the slip power generation control unit 46, and the like.
- the rotating electrical machine control unit 43 is a functional unit that controls the operation of the rotating electrical machine 12.
- the rotating electrical machine control unit 43 determines a target torque and a target rotational speed as control targets for the rotating electrical machine torque Tm and the rotational speed, and operates the rotating electrical machine 12 according to the control target, thereby controlling the operation of the rotating electrical machine 12. I do.
- the rotating electrical machine control unit 43 can switch between torque control and rotational speed control of the rotating electrical machine 12 according to the traveling state of the vehicle 6.
- the torque control is a control in which a target torque is commanded to the rotating electrical machine 12 so that the rotating electrical machine torque Tm follows the target torque.
- the rotational speed control is a control for instructing a target rotational speed to the rotating electrical machine 12 and determining a target torque so that the rotational speed of the rotating electrical machine 12 follows the target rotational speed.
- the rotating electrical machine control unit 43 determines the rotating electrical machine required torque that is a share of the rotating electrical machine 12 among the vehicle required torque Td determined by the required torque determining unit 42 when the vehicle 6 is traveling normally.
- the rotating electrical machine control unit 43 controls the rotating electrical machine torque Tm using the determined rotating electrical machine required torque as the target torque.
- the rotating electrical machine control unit 43 can execute the rotational speed control of the rotating electrical machine 12 with the target rotational speed Nmt determined during slip power generation control described later as the target rotational speed. .
- the rotating electrical machine control unit 43 can cause the rotating electrical machine 12 to generate power by instructing a negative target torque and outputting the negative rotating electrical machine torque Tm ( ⁇ 0). That is, since the rotating electrical machine 12 basically rotates in the positive direction when the vehicle 6 moves forward, the rotating electrical machine 12 generates power by outputting a negative rotating electrical machine torque Tm ( ⁇ 0) while rotating in the positive direction.
- the rotating electric machine 12 in the first slip power generation mode or the like, for example, the rotating electric machine 12 is configured to generate electric power using a part of the internal combustion engine torque Te. Tg ". This power generation torque Tg matches the absolute value of the negative rotating electrical machine torque Tm ( ⁇ 0).
- the starting clutch operation control unit 44 is a functional unit that controls the operation of the starting clutch CS.
- the starting clutch operation control unit 44 controls the hydraulic pressure supplied to the starting clutch CS via the hydraulic control device 25, and controls the engagement pressure of the starting clutch CS, thereby controlling the operation of the starting clutch CS. Control.
- the starting clutch operation control unit 44 outputs the hydraulic pressure command value Pcs for the starting clutch CS, and uses the hydraulic pressure supplied to the starting clutch CS via the hydraulic control device 25 as the release pressure, thereby releasing the starting clutch CS.
- the start clutch operation control unit 44 sets the start clutch CS in the direct engagement state by setting the hydraulic pressure supplied to the start clutch CS to the complete engagement pressure via the hydraulic control device 25.
- the start clutch operation control unit 44 causes the start clutch CS to slip by setting the hydraulic pressure supplied to the start clutch CS via the hydraulic control device 25 to a slip engagement pressure not less than the release boundary pressure and not more than the engagement boundary pressure. Engage state.
- the input shaft I and the intermediate shaft M are relatively rotated, and the driving force is transmitted between them.
- the magnitude of torque that can be transmitted in the direct engagement state or slip engagement state of the start clutch CS is determined according to the engagement pressure of the start clutch CS at that time.
- the magnitude of the torque at this time is defined as “transmission torque capacity Tcs” of the starting clutch CS.
- the engagement pressure and the transmission torque are controlled by continuously controlling the amount of oil supplied to the start clutch CS and the size of the supply oil pressure with a proportional solenoid or the like according to the oil pressure command value Pcs for the start clutch CS.
- the increase / decrease of the capacity Tcs can be controlled continuously.
- the transmission direction of the torque transmitted through the start clutch CS in the slip engagement state of the start clutch CS is determined according to the direction of relative rotation between the input shaft I and the intermediate shaft M.
- the start clutch operation control unit 44 can switch between torque control and rotation speed control of the start clutch CS according to the traveling state of the vehicle 6.
- the torque control is control in which the transmission torque capacity Tcs of the starting clutch CS is set to a predetermined target transmission torque capacity.
- the rotational speed control is performed by rotating the rotational member (here, the input shaft I) connected to one engaging member of the starting clutch CS and the rotating member (here, the intermediate member) connected to the other engaging member.
- the hydraulic pressure command value Pcs to the starting clutch CS or the target transmission torque capacity of the starting clutch CS is determined so that the rotational speed difference from the rotational speed of the shaft M) follows a predetermined target differential rotational speed. .
- the transmission mechanism operation control unit 45 is a functional unit that controls the operation of the transmission mechanism 13.
- the transmission mechanism operation control unit 45 determines the target shift speed based on the accelerator opening and the vehicle speed, and controls the transmission mechanism 13 to form the determined target shift speed.
- the speed change mechanism operation control unit 45 refers to a speed change map (not shown) that prescribes the relationship between the vehicle speed, the accelerator opening, and the target shift speed, which is stored in a recording device such as a memory.
- the shift map is a map in which a shift schedule based on the accelerator opening and the vehicle speed is set.
- the transmission mechanism operation control unit 45 controls the hydraulic pressure supplied to a predetermined friction engagement device provided in the transmission mechanism 13 based on the determined target shift stage to form the target shift stage.
- the speed change mechanism 13 is provided with the first clutch C1 for speed change.
- the first clutch C1 forms a first gear in cooperation with the one-way clutch in a directly coupled state.
- the first clutch C1 is naturally included in the control target of the transmission mechanism operation control unit 45.
- the function unit that controls the operation of the first clutch C1 is particularly referred to as a first clutch operation control unit 45a.
- the first clutch operation control unit 45a controls the hydraulic pressure supplied to the first clutch C1 via the hydraulic control device 25, and controls the engagement pressure of the first clutch C1, thereby operating the first clutch C1. To control.
- the first clutch operation control unit 45a outputs a hydraulic pressure command value Pc1 for the first clutch C1, and uses the hydraulic pressure supplied to the first clutch C1 via the hydraulic pressure control device 25 as a release pressure, so that the first clutch C1 is released. Further, the first clutch operation control unit 45a sets the first clutch C1 in the direct engagement state by setting the hydraulic pressure supplied to the first clutch C1 to the complete engagement pressure via the hydraulic control device 25. Further, the first clutch operation control unit 45a sets the first clutch C1 in the slip engagement state by using the hydraulic pressure supplied to the first clutch C1 via the hydraulic control device 25 as the slip engagement pressure.
- the driving force is transmitted between the intermediate shaft M and the transmission intermediate shaft S in a state of relative rotation.
- the magnitude of torque that can be transmitted in the direct engagement state or slip engagement state of the first clutch C1 is determined according to the engagement pressure of the first clutch C1 at that time.
- the magnitude of the torque at this time is defined as “transmission torque capacity Tc1” of the first clutch C1.
- the hydraulic pressure command value Pc1 for the first clutch C1 the amount of oil supplied to the first clutch C1 and the magnitude of the hydraulic pressure are continuously controlled by a proportional solenoid or the like, so that the engagement pressure and Increase / decrease of the transmission torque capacity Tc1 can be controlled continuously.
- the transmission direction of the torque transmitted through the first clutch C1 in the slip engagement state of the first clutch C1 is determined according to the direction of relative rotation between the intermediate shaft M and the transmission intermediate shaft S.
- the first clutch operation control unit 45a can switch between torque control and rotation speed control of the first clutch C1 according to the traveling state of the vehicle 6.
- the torque control is control in which the transmission torque capacity Tc1 of the first clutch C1 is set to a predetermined target transmission torque capacity.
- the rotation speed control is performed by rotating the rotation member (here, the intermediate shaft M) connected to one engagement member of the first clutch C1 and the rotation member (here, the other engagement member).
- the hydraulic pressure command value Pc1 to the first clutch C1 or the target transmission torque capacity of the first clutch C1 is determined so that the rotational speed difference from the rotational speed of the transmission intermediate shaft S) follows the predetermined target differential rotational speed. It is control to do.
- the slip power generation control unit 46 is a functional unit that executes predetermined slip power generation control.
- “slip power generation control” is control in which the rotating electrical machine 12 generates power using at least the internal combustion engine torque Te transmitted to the input shaft I in the slip engagement state of the starting clutch CS.
- the slip power generation control is executed by cooperation of the internal combustion engine control unit 31, the rotating electrical machine control unit 43, the starting clutch operation control unit 44, the first clutch operation control unit 45a, etc. with the slip power generation control unit 46 as a core. The Details of the slip power generation control will be described later.
- the required power generation amount determination unit 47 is a functional unit that determines the required power generation amount Gd that is the amount of power that the rotating electrical machine 12 should generate in the stop power generation mode, the first slip power generation mode, the second slip power generation mode, or the parallel power generation mode. It is.
- auxiliary equipment provided in the vehicle 6 that is driven using electric power for example, a compressor for an in-vehicle air conditioner, an oil pump for power steering, a water pump for cooling water of the internal combustion engine 11) , Lights, etc.
- the required power generation amount determination unit 47 determines the required power generation amount Gd based on the rated power consumption of the auxiliary equipment provided in the vehicle 6.
- the required power generation amount determination unit 47 determines the required power generation amount Gd as the total rated power consumption obtained by integrating the rated power consumption preset for each auxiliary machine.
- the required power generation amount Gd determined in this way is also set in advance according to the type of auxiliary equipment mounted on the vehicle 6.
- the determined required power generation amount Gd is output to the slip power generation control unit 46 and the like.
- the slip power generation control is a control in which the input shaft I is driven by the internal combustion engine 11 and causes the rotating electric machine 12 to generate power at least in a slip engagement state of the start clutch CS. It is executed during the period T08. Further, in the present embodiment, the slip power generation control in a state where the rotation speed of the output shaft O is equal to or lower than a predetermined value is particularly referred to as “specific slip power generation control”. Is running in the period. In the present embodiment, the slip power generation control excluding the specific slip power generation control is referred to as “normal slip power generation control (time T06 to T08)”.
- first differential rotational speed ⁇ N1 the differential rotational speed between the engaging members on both sides of the starting clutch CS, that is, the rotational speed difference between the input shaft I and the intermediate shaft M is referred to as “first differential rotational speed ⁇ N1”.
- the slip power generation control unit 46 subtracts the rotational speed of the intermediate shaft M detected by the intermediate shaft rotational speed sensor Se2 from the rotational speed of the input shaft I detected by the input shaft rotational speed sensor Se1, The first differential rotation speed ⁇ N1 can be acquired.
- the input shaft I and the intermediate shaft M rotate together, so that there is no first differential rotational speed ⁇ N1 (the first differential rotational speed ⁇ N1 is zero).
- the input shaft I and the intermediate shaft M rotate relative to each other, and therefore have a first differential rotational speed ⁇ N1 (the first differential rotational speed ⁇ N1 is greater than zero). Become.
- the differential rotational speed between the engaging members on both sides of the first clutch C1 that is, the rotational speed difference between the intermediate shaft M and the transmission intermediate shaft S is defined as “second differential rotational speed ⁇ N2.”
- the slip power generation control unit 46 rotates the speed change intermediate shaft S determined based on the rotation speed of the output shaft O detected by the output shaft rotation speed sensor Se3 from the rotation speed of the intermediate shaft M detected by the intermediate shaft rotation speed sensor Se2.
- the second differential rotation speed ⁇ N2 can be acquired as a subtraction value obtained by subtracting the speed.
- the rotation speed of the transmission intermediate shaft S can be calculated as an integrated value of the rotation speed of the output shaft O and the gear ratio of the gear stage formed in the transmission mechanism 13 (the same applies hereinafter).
- the slip power generation control is executed at a predetermined low vehicle speed state.
- the input shaft I internal combustion engine
- the input shaft I internal combustion engine
- a state where the estimated rotational speed of the engine 11) is equal to or lower than a predetermined first determination threshold value X1 is referred to as a “low vehicle speed state”.
- the estimated rotational speeds of the intermediate shaft M and the input shaft I derived as a product of the rotational speed of the output shaft O detected by the output shaft rotational speed sensor Se3 and the first speed gear ratio are the first.
- the determination threshold value X1 When it is not more than the determination threshold value X1, it is determined that the vehicle is in a low vehicle speed state.
- the internal combustion engine 11 that is drivingly connected so as to rotate integrally with the input shaft I needs to rotate at a constant speed or higher in order to output a predetermined internal combustion engine torque Te and continue the self-sustaining operation.
- the internal combustion engine 11 needs to rotate at a constant speed or higher from the viewpoint of suppressing the generation of a booming noise and vibration. Therefore, the first determination threshold value X1 is set in consideration of the above points.
- the first determination threshold value X1 can be set to a value such as 800 to 1200 [rpm].
- the specific slip power generation control is executed in the specific low vehicle speed state at a lower speed even in the low vehicle speed state.
- the estimated rotation of the intermediate shaft M (the rotating electrical machine 12) when it is assumed that the first clutch C1 is in the direct engagement state.
- a state where the speed is less than a predetermined second determination threshold value X2 less than the first determination threshold value X1 is defined as a “specific low vehicle speed state”.
- the estimated rotational speed of the intermediate shaft M derived as a multiplication value of the rotational speed of the output shaft O detected by the output shaft rotational speed sensor Se3 and the first speed gear ratio is equal to or less than the second determination threshold value X2.
- the rotating electrical machine 12 that is drivingly connected so as to rotate integrally with the intermediate shaft M has an upper limit in the magnitude of torque that can be output (including both positive torque and negative torque).
- the second determination threshold value X2 is set in consideration of the above points.
- the second determination threshold value X2 can be set to a value such as 400 to 800 [rpm].
- the specific low vehicle speed state corresponds to the “first specific travel state” in the present invention
- the low vehicle speed state excluding the specific low vehicle speed state corresponds to the “second specific travel state” in the present invention.
- the second determination threshold value X2 corresponds to the “required rotational speed” in the present invention.
- the estimated rotational speed of the intermediate shaft M is less than the second determination threshold value X2, and the specific slip power generation control is performed. Is executed.
- the estimated rotational speed of the intermediate shaft M and the input shaft I becomes equal to or higher than the second determination threshold value X2 and lower than the first determination threshold value X1 as the vehicle speed increases, normal slip power generation control is executed.
- Stop power generation control (time T01 to T02)
- the stop power generation control is a control executed when the stop power generation mode is selected.
- the starting clutch CS is in a directly engaged state and the first clutch C1 is in a released state, and the rotating electrical machine 12 generates electric power with the internal combustion engine torque Te.
- the internal combustion engine 11 is torque controlled, and the rotating electrical machine 12 is rotational speed controlled.
- the internal combustion engine 11 and the rotating electrical machine 12 that rotate integrally rotate at an idle speed Ni.
- the torque (power generation torque Tg) provided to the rotating electrical machine 12 is determined based on the required power generation amount Gd determined by the required power generation amount determination unit 47 and the idle speed Ni, and the internal combustion that matches the power generation torque Tg.
- the internal combustion engine 11 is controlled to output the engine torque Te. In this way, during the stop power generation control, the rotating electrical machine 12 performs power generation to cover the required power generation amount Gd by the whole internal combustion engine torque Te. Note that the rotational speeds of the internal combustion engine 11 and the rotating electrical machine 12 that rotate integrally may be changed according to the required power generation amount Gd.
- the starting clutch CS is maintained in the direct engagement state, and is maintained in a state where there is no first differential rotational speed ⁇ N1.
- the first clutch C1 is maintained in the released state, and has a large second differential rotational speed ⁇ N2 in a state where transmission of the driving force is interrupted.
- the second differential rotational speed ⁇ N2 at this time is equal to the idle rotational speed Ni that is the rotational speed of the internal combustion engine 11 and the rotating electrical machine 12 that rotate integrally.
- Specific slip power generation control (time T02 to T06) In the initial stage of slip power generation control, the first slip power generation mode is selected and specific slip power generation control is executed. As shown in FIG. 2, when the first slip power generation mode is selected, both the start clutch CS and the first clutch C1 are in the slip engagement state, and the vehicle 6 travels while the rotating electrical machine 12 generates power by the internal combustion engine torque Te. To do. As shown in FIG. 3, in the present embodiment, the specific slip power generation control has three control regions in this order, a pre-control region DP, a first control region D1, and a second control region D2.
- the pre-control area DP (time T02 to T03) is a control area in a preparation stage for starting substantial specific slip power generation control.
- the hydraulic pressure command value Pc1 to the first clutch C1 is once set to a value corresponding to the preliminary filling pressure, and then maintained to a value corresponding to the release boundary pressure. Further, the hydraulic pressure command value Pcs to the starting clutch CS is gradually decreased from a value larger than the release boundary pressure at a constant time change rate.
- the first differential rotational speed ⁇ N1 is maintained at zero, and the second differential rotational speed ⁇ N2 is maintained in a state equal to the idle rotational speed Ni.
- the slip power generation control unit 46 monitors whether or not the start clutch CS is in the slip engagement state, that is, whether or not the first differential rotation speed ⁇ N1 is greater than zero.
- substantial specific slip power generation control in the present embodiment, the first control region D1 and the second control region D2 is started.
- the internal combustion engine 11 is torque controlled
- the rotating electrical machine 12 is rotational speed controlled
- the starting clutch CS and the first clutch C1 are torque controlled.
- the rotating electrical machine control unit 43 instructs the rotating electrical machine 12 to set the target rotational speed Nmt and causes the rotational speed of the rotating electrical machine 12 to follow the target rotational speed Nmt. Execute control. More specifically, the rotating electrical machine control unit 43 performs feedback control to increase or decrease the target torque so that the rotational speed of the rotating electrical machine 12 matches the target rotational speed Nmt.
- the target rotational speed Nmt in the rotational speed control of the rotating electrical machine 12 mainly depends on the rotational speeds of the input shaft I and the output shaft O, the required power generation amount Gd, the heat generation amount of the rotating electrical machine 12, and the cooling performance thereof. To be determined.
- the target rotational speed Nmt of the rotating electrical machine 12 is set to a value that is at least lower than the rotational speed of the input shaft I and higher than the rotational speed of the output shaft O. Thereby, the slip engagement state of both the starting clutch CS and the first clutch C1 can be appropriately realized. Further, the target rotational speed Nmt is set to a value at least equal to or greater than the second determination threshold value X2 described above. Accordingly, the required power generation amount Gd can be appropriately ensured regardless of the restriction on the magnitude of the negative rotating electrical machine torque Tm ( ⁇ 0) that can be output by the rotating electrical machine 12.
- FIG. 4 is a diagram showing an example of a method for determining the target rotational speed Nmt.
- FIG. 4 shows the relationship between the elapsed time and the temperature of the rotating electrical machine 12 (including the rotor and the stator coil) according to the rotational speed of the rotating electrical machine 12.
- the temperature of the rotating electrical machine 12 rises with the passage of time, and the rotating electrical machine 12 converges to a predetermined temperature when a sufficient time has passed. At that time, the convergence temperature of the rotating electrical machine 12 increases as the rotational speed of the rotating electrical machine 12 decreases.
- the rotational speed of the rotating electrical machine 12 must be set to ensure a certain amount of power generation (here, the required power generation amount Gd).
- the absolute value of the negative rotating electrical machine torque Tm power generation torque Tg
- the rotation speed is set to a specific value, according to the cooling performance of the rotating electrical machine 12 determined based on the temperature and amount of the cooling medium (oil, air, etc.) supplied to the rotating electrical machine 12, The convergence temperature is different. Further, the convergence temperature of the rotating electrical machine 12 varies depending on the physique of the rotating electrical machine 12 and the like.
- an allowable upper limit temperature U1 that is allowed so that the rotating electrical machine 12 can be continuously operated is set.
- This allowable upper limit temperature U1 prevents performance degradation due to overheating of the rotating electrical machine 12 (for example, irreversible demagnetization of the permanent magnet when the rotor of the rotating electrical machine 12 has a permanent magnet embedded configuration).
- the target rotational speed Nmt is determined based on the allowable upper limit temperature U1 of the rotating electrical machine 12. That is, the rotational speed of the rotating electrical machine 12 is calculated such that the convergence temperature of the rotating electrical machine 12 does not exceed the allowable upper limit temperature U1 even if a sufficient time has passed with the state maintained, and the value is the target rotational speed.
- the rotating electrical machine control unit 43 instructs the rotating electrical machine 12 to execute the rotational speed control by setting the target rotational speed Nmt determined as described above, and sets the rotational speed of the rotating electrical machine 12 to the target rotational speed. It follows the rotational speed Nmt.
- the rotating electrical machine torque Tm has an absolute value that decreases the power generation torque Tg derived based on the required power generation amount Gd and the rotational speed of the rotating electrical machine 12 toward the target rotational speed Nmt. Therefore, it is set so as to coincide with the sum of the inertia torque Ti.
- the power generation torque Tg is derived as a value obtained by dividing the required power generation amount Gd by the target rotation speed Nmt. In this way, the rotating electrical machine controller 43 outputs the negative rotating electrical machine torque Tm ( ⁇ 0) corresponding to the sum of the power generation torque Tg and the inertia torque Ti in the first control region D1.
- the internal combustion engine control unit 31 instructs the internal combustion engine 11 to target torque, and executes torque control for causing the internal combustion engine torque Te to follow the target torque.
- the target torque (internal combustion engine torque command) of the internal combustion engine 11 is set to the sum of the vehicle request torque Td and the power generation torque Tg. Therefore, the internal combustion engine control unit 31 instructs the internal combustion engine 11 to provide a target torque equal to the sum of the vehicle request torque Td and the power generation torque Tg, and executes torque control to obtain the sum of the vehicle request torque Td and the power generation torque Tg.
- the starting clutch operation control unit 44 executes torque control with the transmission torque capacity Tcs of the starting clutch CS as a predetermined target transmission torque capacity.
- the target value of the transmission torque capacity Tcs is set to coincide with the internal combustion engine torque Te. That is, in the first control region D1, the start clutch operation control unit 44 sets the transfer torque capacity Tcs of the start clutch CS to a capacity corresponding to the internal combustion engine torque Te (that is, the sum of the vehicle request torque Td and the power generation torque Tg).
- the engagement pressure of the starting clutch CS is controlled.
- the first clutch operation control unit 45a executes torque control using the transmission torque capacity Tc1 of the first clutch C1 as a predetermined target transmission torque capacity.
- the target value of the transmission torque capacity Tc1 is set to match the vehicle request torque Td determined by the request torque determination unit 42. That is, in the first control region D1, the first clutch operation control unit 45a controls the engagement pressure of the first clutch C1 so that the transmission torque capacity Tc1 of the first clutch C1 is a capacity corresponding to the vehicle required torque Td.
- a torque having a magnitude corresponding to the vehicle required torque Td among the internal combustion engine torque Te transmitted to the intermediate shaft M is transmitted to the wheels via the first clutch C1. It is transmitted to the output shaft O on the 15th side (the same applies to the second control region D2).
- the slip power generation control unit 46 monitors whether or not the rotational speed of the intermediate shaft M that rotates integrally with the rotating electrical machine 12 has reached the target rotational speed Nmt.
- the first control region D1 is executed until the rotational speed of the intermediate shaft M reaches the target rotational speed Nmt.
- the second control region D2 is started next.
- the rotating electrical machine control unit 43 commands the rotating electrical machine 12 to the target rotational speed Nmt, and the rotational speed of the rotating electrical machine 12 is set to the target rotational speed.
- Rotational speed control for following the rotational speed Nmt is executed.
- the inertia torque Ti in the first control region D1 is eliminated and the negative rotating electrical machine corresponding to the power generation torque Tg is eliminated. Only the torque Tm ( ⁇ 0) is output.
- the internal combustion engine control unit 31, the start clutch operation control unit 44, and the first clutch operation control unit 45a connect the internal combustion engine 11, the start clutch CS, and the first clutch C1 to the first. Control is performed in the same manner as in the control region D1.
- the internal combustion engine 11 is controlled so as to output the internal combustion engine torque Te that matches the sum of the power generation torque Tg and the vehicle required torque Td, and the transmission torque capacity Tcs of the start clutch CS is set to the power generation torque.
- the starting clutch CS is controlled to coincide with the sum of Tg and the vehicle required torque Td.
- the rotating electrical machine 12 is controlled to rotate at the target rotational speed Nmt, and a power generation torque Tg is provided to the rotating electrical machine 12, and the rotating electrical machine 12 generates power for the required power generation amount Gd.
- the first clutch C1 is controlled so that the transmission torque capacity Tc1 of the first clutch C1 matches the vehicle required torque Td.
- both the starting clutch CS and the first clutch C1 are maintained in the slip engagement state, so that the rotational speed of the input shaft I and Under the condition that the rotation speed of the output shaft O is the same, the first differential rotation speed ⁇ N1 between the engagement members on both sides of the start clutch CS and the second differential rotation speed between the engagement members on both sides of the first clutch C1.
- Each ⁇ N2 can be reduced. Therefore, for example, the amount of heat generated by the first clutch C1 can be reduced as compared with a case where the start clutch CS is in the direct engagement state and only the first clutch C1 is in the slip engagement state.
- the starting clutch CS is configured such that, for example, the entirety of the starting clutch CS is always immersed in oil in the clutch housing, so that at least one of cooling performance and heat resistance is higher than that of the first clutch C1. There is no problem in particular.
- the rotational speed of the intermediate shaft M is a constant value in a state where the rotational speed of the output shaft O and the rotational speed of the transmission intermediate shaft S proportional thereto are increased.
- the second differential rotational speed ⁇ N2 is gradually decreased while maintaining the target rotational speed Nmt set to.
- the first differential rotational speed ⁇ N1 initially increases, is maintained substantially constant, and then gradually decreases.
- the slip power generation control unit 46 determines whether or not the second differential rotation speed ⁇ N2 has disappeared (in this example, the second differential rotation speed ⁇ N2 is equal to or less than a predetermined value close to zero). Monitoring.
- the second control region D2 is executed until the second differential rotation speed ⁇ N2 becomes a predetermined value or less, and when the second differential rotation speed ⁇ N2 becomes a predetermined value or less at time T05, the first clutch operation control unit 45a is operated by the hydraulic control device. 25, the hydraulic pressure supplied to the first clutch C1 is gradually increased at a constant rate of time change. Then, the first clutch operation control unit 45a increases the hydraulic pressure supplied to the first clutch C1 stepwise up to the full engagement pressure at time T06, thereby bringing the first clutch C1 into a steady direct engagement state.
- the “steady direct coupling state” is an engagement pressure at which slip between the engagement members does not occur even when the torque transmitted to the engagement device varies, and the engagement members on both sides of the engagement device. Represents a state of being engaged so as to rotate integrally (completely engaged state). Thereby, the mode transition is made from the first slip power generation mode to the second slip power generation mode, and the third control region D3 is started.
- Normal slip power generation control (time T06 to T08) In the latter stage of slip power generation control, the second slip power generation mode is selected and normal slip power generation control is executed. As shown in FIG. 2, when the second slip power generation mode is selected, the start clutch CS is in the slip engagement state and the first clutch C1 is in the direct engagement state, and the rotating electrical machine 12 generates power with the internal combustion engine torque Te. 6 runs. As shown in FIG. 3, in the present embodiment, during the normal slip power generation control, there is one control region of the third control region D3.
- the internal combustion engine 11 is torque-controlled and the start clutch CS is torque-controlled.
- the first clutch C1 is in the direct engagement state, so that the intermediate shaft M and the transmission intermediate shaft S rotate together, and according to the vehicle speed (or the rotational speed of the output shaft O).
- the rotating electrical machine 12 rotates at the rotation speed.
- the internal combustion engine control unit 31 and the start clutch operation control unit 44 control the internal combustion engine 11 and the start clutch CS in the same manner as in the second control region D2.
- the internal combustion engine 11 is controlled so as to output the internal combustion engine torque Te that matches the sum of the power generation torque Tg and the vehicle required torque Td, and the transmission torque capacity Tcs of the start clutch CS becomes the power generation torque.
- the starting clutch CS is controlled to coincide with the sum of Tg and the vehicle required torque Td.
- the power generation torque Tg is provided to the rotating electrical machine 12 that rotates at a rotational speed equal to or higher than the target rotational speed Nmt, and the rotating electrical machine 12 performs power generation exceeding the required power generation amount Gd.
- the rotational speed of the output shaft O increases and the first differential rotational speed ⁇ N1 gradually decreases in the absence of the second differential rotational speed ⁇ N2.
- the slip power generation control unit 46 determines whether or not the first differential rotation speed ⁇ N1 has disappeared (in this example, the first differential rotation speed ⁇ N1 is equal to or less than a predetermined value close to zero). Monitoring.
- the third control region D3 is executed until the first differential rotation speed ⁇ N1 becomes equal to or less than a predetermined value.
- the start clutch operation control unit 44 performs the hydraulic control device 25.
- the hydraulic pressure supplied to the starting clutch CS is increased stepwise up to the full engagement pressure to bring the starting clutch CS into a steady direct engagement state (complete engagement state).
- the first differential rotation speed ⁇ N1 becomes zero thereafter without delay, and the starting clutch CS enters the direct engagement state, and the mode transition is made from the second slip power generation mode to the parallel power generation mode.
- the vehicle 6 travels while generating power with the internal combustion engine torque Te in the parallel power generation mode.
- FIGS. 5 and 6 Processing procedure of vehicle start control including slip power generation control
- a processing procedure in vehicle control vehicle start control
- FIG. 5 is a flowchart showing the entire processing procedure
- FIG. 6 is a flowchart showing a detailed processing procedure of the slip power generation control in step # 03 of FIG.
- Each procedure of vehicle start control including slip power generation control described below is executed by each functional unit of the control device 3.
- the arithmetic processing device included in the control device 3 operates as a computer that executes the program that configures each functional unit described above.
- the stop power generation mode is selected, and the rotating electrical machine 12 generates power while the vehicle 6 is stopped (step # 01).
- the stop power generation mode it is determined whether or not the driver has performed a start operation, that is, in this example, whether or not the accelerator opening detected by the accelerator opening detection sensor Se4 has increased to a predetermined amount or more. (Step # 02).
- slip power generation control is executed (step # 03).
- the first slip power generation mode is first selected, and as shown in FIGS. 3 and 6, the supply hydraulic pressure to the first clutch C1 is pre-filled and started in the pre-control region DP at times T02 to T03.
- the hydraulic pressure supplied to the clutch CS is gradually reduced at a constant time change rate (step # 11).
- the pre-control area DP is terminated and the first control area D1 is started.
- Rotational speed control of the rotating electrical machine 12 is executed in the first control region D1 (step # 13).
- the rotating electrical machine 12 is controlled to output the inertia torque Ti in addition to the power generation torque Tg.
- the internal combustion engine 11 is controlled so as to output the internal combustion engine torque Te that coincides with the sum of the vehicle required torque Td and the power generation torque Tg (step # 14), and the transmission torque capacity Tcs of the starting clutch CS becomes the internal combustion engine torque Te.
- the engagement pressure of the starting clutch CS is controlled so as to coincide with the sum of the vehicle request torque Td and the power generation torque Tg (step # 15).
- the engagement pressure of the first clutch C1 is controlled so that the transmission torque capacity Tc1 of the first clutch C1 matches the vehicle required torque Td (step # 16).
- the first control area D1 is ended and the second control area D2 is started.
- the rotating electrical machine 12 is controlled to output only the negative rotating electrical machine torque Tm ( ⁇ 0) corresponding to the power generation torque Tg while rotating at the target rotational speed Nmt (step # 18). Further, in the second control region D2, it is determined whether or not the second differential rotation speed ⁇ N2 has become equal to or less than a predetermined value in a state where the second differential rotation speed ⁇ N2 gradually decreases (step # 19). When it is determined at time T05 that the second differential rotation speed ⁇ N2 is equal to or less than the predetermined value (step # 19: Yes), the first clutch C1 is fully engaged from time T05 to time T06 (step # 19). # 20) The second control area D2 is ended and the third control area D3 is started.
- the second slip power generation mode is selected, and it is determined whether or not the first differential rotational speed ⁇ N1 has become a predetermined value or less in a state where the first differential rotational speed ⁇ N1 gradually decreases (step). # 21).
- the starting clutch CS is immediately brought into a fully engaged state (step # 22).
- the third control region D3 is terminated and the slip power generation control is terminated, and the process returns to the main flow. Thereafter, as shown in FIGS. 3 and 5, the parallel travel mode (in this case, the parallel power generation mode) is selected, and the vehicle 6 is traveled while generating power with the internal combustion engine torque Te.
- FIG. 7 is a time chart illustrating an example of an operation state of each unit when the slip power generation control according to the present embodiment is executed.
- specific control contents in the specific slip power generation control in the slip power generation control are partially different from those in the first embodiment.
- Other configurations are basically the same as those in the first embodiment.
- the control apparatus 3 which concerns on this embodiment is demonstrated centering around difference with said 1st embodiment. Note that points not particularly specified are the same as those in the first embodiment.
- the target rotational speed Nmt in the rotational speed control of the rotating electrical machine 12 during the specific slip power generation control mainly includes the rotational speeds of the input shaft I and the output shaft O, the required power generation amount Gd, and the heat generation of the rotating electrical machine 12.
- the amount and the cooling performance it is further determined based on the heat generation amount of the first clutch C1 and the cooling performance.
- FIG. 8 is a diagram showing an example of a method for determining the target rotational speed Nmt.
- FIG. 8 shows the relationship between the elapsed time and the temperature of the first clutch C1 according to the magnitude of the differential rotational speed (second differential rotational speed ⁇ N2) between the engaging members on both sides of the first clutch C1. ing.
- the temperature of the first clutch C1 rises with the passage of time, and the first clutch C1 converges to a predetermined temperature when a sufficient amount of time has passed.
- the convergence temperature of the first clutch C1 increases as the second differential rotation speed ⁇ N2 increases.
- the amount of heat generated in the slip engagement state of the first clutch C1 is proportional to the product of the torque transmitted through the first clutch C1 (equal to the transmission torque capacity Tc1) and the second differential rotational speed ⁇ N2. Because it does.
- the second differential rotation speed ⁇ N2 is set to a specific value, the first clutch C1 is cooled according to the cooling performance of the first clutch C1 determined based on the oil temperature and the amount of oil supplied to the first clutch C1.
- the convergence temperature of C1 is different.
- an allowable upper limit temperature U2 that is allowed so that the first clutch C1 can be continuously operated is set.
- This allowable upper limit temperature U2 is set to a temperature that can prevent performance degradation due to overheating of the first clutch C1 (for example, characteristic change of the transmission torque capacity Tc1 with respect to the engagement pressure).
- a target differential rotation speed ⁇ Nt that is a target value of the second differential rotation speed ⁇ N2 is determined based on the allowable upper limit temperature U2 of the first clutch C1.
- the second differential rotational speed ⁇ N2 is calculated so that the convergence temperature of the first clutch C1 does not exceed the allowable upper limit temperature U2 even if a sufficient time has passed while maintaining this state, and the value is the target difference. It is determined as the rotation speed ⁇ Nt. Then, the target rotational speed Nmt is determined based on at least the target differential rotational speed ⁇ Nt thus determined.
- the target rotational speed based on the allowable upper limit temperature U1 of the rotating electrical machine 12 is calculated in the same manner as in the first embodiment, and the value is set as the second target rotational speed Nmt2. It is determined.
- the smaller one of the first target rotation speed Nmt1 and the second target rotation speed Nmt2 is determined as the target rotation speed Nmt.
- the first target rotational speed Nmt1 is smaller than the second target rotational speed Nmt2 in a state where the rotational speed of the output shaft O is extremely low immediately after the vehicle 6 starts.
- the rotating electrical machine control unit 43 sends the target rotational speed Nmt (concept including the first target rotational speed Nmt1 and the second target rotational speed Nmt2) determined as described above to the rotating electrical machine 12.
- the rotational speed control is executed by commanding, and the rotational speed of the rotating electrical machine 12 is made to follow the target rotational speed Nmt.
- the control contents of the internal combustion engine 11, the rotating electrical machine 12, the starting clutch CS, and the first clutch C1 in the first control region D1 are the same as those in the first embodiment.
- the slip power generation control unit 46 rotates integrally with the rotating electrical machine 12 in the first control region D1 in response to the target rotational speed Nmt of the rotating electrical machine 12 being determined as described above. It is monitored whether or not the rotational speed of the intermediate shaft M has reached the first target rotational speed Nmt1. In other words, the slip power generation control unit 46 monitors whether or not the second differential rotation speed ⁇ N2 has reached the target differential rotation speed ⁇ Nt while the second differential rotation speed ⁇ N2 is decreasing.
- the first control area D1 is executed until the second differential rotation speed ⁇ N2 reaches the target differential rotation speed ⁇ Nt.
- the fourth control area D4 is then set. Be started.
- the rotating electrical machine control unit 43 commands the rotating electrical machine 12 to the first target rotational speed Nmt1, and the rotational speed of the rotating electrical machine 12 is set to the first target rotational speed Nmt1.
- the rotational speed control to be followed is executed. That is, in the fourth control region D4, the slip power generation control unit 46 is configured such that the rotational speed of the output shaft O and the intermediate speed of the output shaft O are increased in a state where the rotational speed of the output shaft O and the rotational speed of the speed change intermediate shaft S are increased. As the rotational speed of the shaft S increases, the rotational speed of the intermediate shaft M is increased to maintain the second differential rotational speed ⁇ N2 at the target differential rotational speed ⁇ Nt.
- the slip power generation control unit 46 monitors whether or not the rotational speed of the intermediate shaft M that rotates integrally with the rotating electrical machine 12 has reached the second target rotational speed Nmt2.
- the fourth control region D4 is executed until the rotational speed of the intermediate shaft M reaches the second target rotational speed Nmt2, and when the rotational speed of the intermediate shaft M becomes equal to the second target rotational speed Nmt2, the second control region is next. D2 is started.
- the fourth control region D4 is provided between the first control region D1 and the second control region D2. That is, the specific slip power generation control according to the present embodiment has four control areas in this order, the pre-control area DP, the first control area D1, the fourth control area D4, and the second control area D2.
- control contents in the second control region D2 in the specific slip power generation control and the third control region D3 in the normal slip power generation control are the same as those in the first embodiment. Therefore, detailed description is omitted here.
- the vehicle required torque Td is transmitted to the wheels 15 via the first clutch C1 and the output shaft O, and the vehicle 6 is appropriately traveled. Can be made. Further, by reducing the amount of heat generated by the first clutch C1, overheating can be suppressed and the durability of the first clutch C1 can be improved.
- the rotational speed of the rotating electrical machine 12 is made to follow the first target rotational speed Nmt1, and the second differential rotational speed ⁇ N2 is maintained at the target differential rotational speed ⁇ Nt. The second differential rotation speed ⁇ N2 is reduced relatively early.
- the heat generation amount of the first clutch C1 can be effectively reduced, and the durability of the first clutch C1 can be maintained well. Further, it is also desired in a specific traveling state (particularly, the specific low vehicle speed state in the present embodiment) such as when the vehicle 6 is traveling at a low vehicle speed while appropriately protecting both the rotating electrical machine 12 and the first clutch C1. The required power generation amount Gd can be ensured.
- the target rotational speed Nmt is determined based on the required power generation amount Gd in addition to the rotational speeds of the input shaft I and the output shaft O has been described as an example.
- the embodiment of the present invention is not limited to this.
- the target rotational speed Nmt may be set to a value that is at least lower than the rotational speed of the input shaft I and higher than the rotational speed of the output shaft O, and is set to an arbitrary value within the range. This is also one of the preferred embodiments of the present invention.
- the target rotation speed Nmt is set to a rotation speed at which supply oil pressure required for both the start clutch CS and the first clutch C1 can be secured by an oil pump that is drivingly connected so as to rotate integrally with the intermediate shaft M.
- the set configuration can be adopted. By adopting such a configuration, it is required for both the starting clutch CS and the first clutch C1 by the oil pump that is rotationally driven at the target rotational speed Nmt in the second control region D2 of the specific slip power generation control. Supply hydraulic pressure can be secured.
- the installation of the electric oil pump as another hydraulic source that can operate independently of the internal combustion engine 11 and the rotating electrical machine 12 that are the driving force source of the vehicle 6 is omitted, and the manufacturing cost of the driving device 1 is reduced. Reduction can be achieved.
- the target rotational speed Nmt is preferably determined in consideration of ensuring the supply hydraulic pressure required for all the engagement devices including the starting clutch CS and the first clutch C1.
- the target rotational speed Nmt is determined based on the allowable upper limit temperature U1 of the rotating electrical machine 12 that is allowed to enable the rotating electrical machine 12 to operate continuously will be described as an example. did.
- the target is based on both the allowable upper limit temperature U1 of the rotating electrical machine 12 and the allowable upper limit temperature U2 of the first clutch C1 that is allowed to allow the first clutch C1 to operate continuously.
- the case where the rotation speed Nmt is determined has been described as an example. However, the embodiment of the present invention is not limited to this.
- the target rotational speed Nmt is based on the allowable upper limit temperature U3 of the inverter device 27. It is one of the preferred embodiments of the present invention to have a configuration in which is determined. In this case, the inverter device 27 corresponds to the “controller” in the present invention. Further, it is also possible to adopt a configuration in which the target rotational speed Nmt is determined based on any one of these allowable upper limit temperatures U1, U2, U3 or a combination of any two or more. One of the forms.
- the target rotational speed Nmt is determined based on the rotational speeds of the input shaft I and the output shaft O, the required power generation amount Gd, the heat generation amount of the rotating electrical machine 12, and its cooling performance.
- the case has been described as an example.
- the case where the target rotational speed Nmt was further determined based on the emitted-heat amount of the 1st clutch C1, and its cooling performance was demonstrated as an example.
- the embodiment of the present invention is not limited to this. That is, in another preferred embodiment of the present invention, the target rotational speed Nmt is further determined based on the heat generation amount of the starting clutch CS and the cooling performance thereof.
- the starting clutch CS generates a larger amount of heat.
- the starting clutch CS has higher cooling performance or heat resistance than the first clutch C1. Therefore, in consideration of these points, it is preferable that the target rotational speed Nmt is determined such that overheating of both the starting clutch CS and the first clutch C1 can be suppressed in a well-balanced manner.
- the target differential rotation speed ⁇ Nt is determined based on the allowable upper limit temperature U2 of the first clutch C1 that is allowed to enable the first clutch C1 to be continuously operated.
- the case where the first target rotational speed Nmt1 is determined based on the differential rotational speed ⁇ Nt has been described as an example.
- the embodiment of the present invention is not limited to this. That is, for example, the target differential rotational speed ⁇ Nt and the first target rotational speed based on the power consumption of the auxiliary equipment provided in the vehicle 6 (for example, the total rated power consumption set in advance based on the rated power consumption of each auxiliary equipment).
- a configuration in which Nmt1 is determined is also one preferred embodiment of the present invention.
- the required power generation is made possible so that it is possible to easily secure an amount of power that can cover the power expected to be consumed by the auxiliary equipment included in the vehicle 6 while the vehicle 6 is traveling.
- the case where the amount determining unit 47 determines the required power generation amount Gd as the total rated power consumption set in advance based on the rated power consumption of each auxiliary device has been described as an example.
- the embodiment of the present invention is not limited to this. That is, for example, a configuration in which the required power generation amount Gd of the auxiliary machine provided in the vehicle 6 is set based on the actual power consumption that is the actual power consumption while the vehicle 6 is traveling is also preferable.
- the control device 3 includes an actual power consumption calculation unit that calculates the actual power consumption of the auxiliary machine while the vehicle 6 is traveling.
- the actual power consumption calculation unit monitors the operation state of each auxiliary device provided in the vehicle 6 and calculates the actual power consumption of each auxiliary device. For example, with respect to compressors, pumps, and the like, the actual power consumption calculation unit calculates the actual power consumption based on the torque and rotational speed for driving the drive shafts. In addition, the actual power consumption calculation unit calculates the actual power consumption based on the current and voltage supplied to the lights, for example. Then, the actual power consumption calculation unit calculates the actual power consumption of the entire auxiliary device by accumulating the actual power consumption for all the auxiliary devices.
- the required power generation amount determination unit 47 determines the total rated power consumption preset based on the rated power consumption of each auxiliary machine as the required power generation amount Gd. explained.
- the embodiment of the present invention is not limited to this. That is, it is also a preferred embodiment of the present invention that the required power generation amount Gd determined as described above is corrected based on, for example, the power storage amount of the power storage device 28 or the like.
- the start clutch CS is torque controlled in the first control region D1 and the second control region D2 of the specific slip power generation control has been described as an example.
- the embodiment of the present invention is not limited to this. That is, it is also a preferred embodiment of the present invention that the starting clutch CS is configured to be controlled in rotational speed.
- the rotational speed control of the starting clutch CS for example, the engagement pressure of the starting clutch CS is controlled so as to maintain a constant rotational speed of the internal combustion engine 11 that rotates integrally with the input shaft I.
- C1 is a hydraulically driven engagement device in which the engagement pressure is controlled according to the supplied hydraulic pressure
- the embodiment of the present invention is not limited to this. That is, the first engagement device and the second engagement device only need to be able to adjust the transmission torque capacity in accordance with the increase or decrease of the engagement pressure. For example, one or both of these can be controlled by the generated electromagnetic force. It is one of the preferred embodiments of the present invention to be configured as an electromagnetic engagement device in which the engagement pressure is controlled accordingly.
- the first clutch C1 for shifting which is one of the plurality of friction engagement devices provided in the transmission mechanism 13 in the driving device 1 to be controlled by the control device 3.
- the case where “is the second engagement device” is described as an example.
- a friction engagement device such as another clutch or brake provided in the speed change mechanism 13 is a “second engagement device”.
- the second engagement device is a brake in the speed change mechanism 13
- a non-rotating member such as a drive device case is connected to one engagement member of the brake, and the one engagement member The rotation speed is always zero.
- the first clutch C1 for shifting provided in the speed change mechanism 13 is the “second engaging device”.
- the embodiment of the present invention is not limited to this. That is, as long as it is an engagement device provided between the rotating electrical machine 12 and the output shaft O on the power transmission path connecting the input shaft I and the output shaft O, an engagement device for shifting provided in the transmission mechanism 13.
- An engagement device different from the above may be used as the “second engagement device”.
- a fluid transmission device such as a torque converter 21
- the lock-up clutch CL included in the torque converter 21 is a “second engagement device”.
- the control device 3 includes a lockup clutch operation control unit 51 that controls the operation of the lockup clutch CL.
- the lockup clutch operation control unit 51 controls the operation of the lockup clutch CL in the same manner as the first clutch operation control unit 45a in each of the above embodiments controls the operation of the first clutch C1.
- the transmission clutch CT provided between the rotating electrical machine 12 and the speed change mechanism 13 may be configured as a “second engagement device”.
- the control device 3 includes a transmission clutch operation control unit 52 that controls the operation of the transmission clutch CT.
- the transmission clutch operation control unit 52 controls the operation of the transmission clutch CT.
- the speed change mechanism 13 is not used, for example.
- Automatic continuously variable transmission mechanism that can be changed in stages, manual stepped transmission mechanism that is capable of manually switching between a plurality of gear stages with different gear ratios, and one gear stage with a fixed gear ratio (including "1") It is also possible to configure as a fixed transmission mechanism or the like that has only. Further, the position of the speed change mechanism 13 is arbitrary as long as at least the starting clutch CS, the rotating electrical machine 12, and the second engagement device are provided in this order on the power transmission path connecting the input shaft I and the output shaft O. Can be set.
- the drive device 1 to be controlled by the control device 3 is provided with the lock-up clutch CL or the transmission clutch CT, the shift mechanism provided in the transmission mechanism 13 instead of the lock-up clutch CL or the transmission clutch CT. It is also one preferred embodiment of the present invention that the slip power generation control described in each of the above embodiments is executed by using the first clutch C1 and the like as the “second engagement device”.
- the transmission mechanism 13 includes an automatic stepped transmission mechanism that includes a plurality of friction engagement devices and has a plurality of shift speeds (a type of shift mode) that are switchable.
- the case where it is configured has been described as an example.
- the embodiment of the present invention is not limited to this.
- the speed change mechanism 13 only needs to have at least one friction engagement device and be configured to be able to switch between a plurality of speed change modes.
- the speed change mechanism 13 is configured as a mechanism capable of switching between (a type of speed change mode) and a reverse gear (a type of speed change mode). In this case, it is preferable that the speed change mechanism 13 is configured such that the speed change ratio can be changed regardless of the friction engagement device.
- the control device 3 mainly controls the internal combustion engine control unit 30 for controlling the internal combustion engine 11, and mainly the rotating electrical machine 12, the starting clutch CS, and the speed change mechanism 13.
- the case where the drive device control unit 40 is provided as an example has been described.
- the embodiment of the present invention is not limited to this. That is, for example, a configuration in which the single control device 3 controls all of the internal combustion engine 11, the rotating electrical machine 12, the starting clutch CS, the speed change mechanism 13, and the like is also one preferred embodiment of the present invention.
- the control device 3 may be configured to include individual control units for controlling the internal combustion engine 11, the rotating electrical machine 12, and various other configurations, which is a preferred embodiment of the present invention. It is.
- the assignment of the function units described in the above embodiments is merely an example, and a plurality of function units can be combined or one function unit can be further divided.
- the present invention provides a first engagement device, a rotating electrical machine, and a second engagement on a power transmission path that connects an input member that is drivingly connected to an internal combustion engine and an output member that is drivingly connected to a wheel, from the input member side. It can utilize suitably for the control apparatus which makes the vehicle drive device provided in order of the apparatus and the output member control object.
Landscapes
- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Automation & Control Theory (AREA)
- Power Engineering (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Hybrid Electric Vehicles (AREA)
- Control Of Transmission Device (AREA)
Abstract
Description
また、「回転電機」は、モータ(電動機)、ジェネレータ(発電機)、及び必要に応じてモータ及びジェネレータの双方の機能を果たすモータ・ジェネレータのいずれをも含む概念として用いている。
また、「スリップ係合状態」は、対象となる係合装置の両側の係合部材が回転速度差を有する状態で駆動力を伝達可能に係合されている状態を意味する。なお、「直結係合状態」は、両側の係合部材が一体回転する状態で係合されている状態を意味する。
また、上記の特徴構成では、第二係合装置をスリップ係合状態とすることで出力部材の回転速度よりも回転電機の回転速度を高く維持することができる。よって、低出力回転状況であっても、出力部材の回転速度よりも高い回転速度で回転する回転電機に発電を行わせて、所望の電力量を確保することができる。
従って、上記の特徴構成によれば、第二係合装置の発熱量を小さく抑えつつ所望の電力量を確保することができる制御装置が実現できる。
一方、第二係合装置が直結係合状態であると仮定した場合における回転電機の推定回転速度が所定の必要回転速度以上となる第二特定走行状態では、第二係合装置を直結係合状態とすることで、所望の電力量を確保しつつ、第二係合装置の両側の係合部材間の差回転速度をゼロとして発熱が生じないようにすることができる。
この点、この構成によれば、変速機構に設けられる係合装置のうちの1つを利用して第二係合装置を構成する場合であっても、当該第二係合装置として機能する係合装置の発熱量を小さく抑えてその性能を良好に維持させつつ、所望の電力量を確保することができる。
本発明に係る制御装置の第一の実施形態について、図面を参照して説明する。本実施形態に係る制御装置3は、駆動装置1を制御対象とする駆動装置用制御装置とされている。ここで、本実施形態に係る駆動装置1は、駆動力源として内燃機関11及び回転電機12の双方を備えた車両(ハイブリッド車両)6を駆動するための車両用駆動装置(ハイブリッド車両用駆動装置)である。以下、本実施形態に係る制御装置3について、詳細に説明する。
また、「係合圧」は、一方の係合部材と他方の係合部材とを相互に押し付け合う圧力を表す。また、「解放圧」は、当該係合装置が定常的に解放状態となる圧を表す。「解放境界圧」は、当該係合装置が解放状態とスリップ係合状態との境界のスリップ境界状態となる圧(解放側スリップ境界圧)を表す。「係合境界圧」は、当該係合装置がスリップ係合状態と直結係合状態との境界のスリップ境界状態となる圧(係合側スリップ境界圧)を表す。「完全係合圧」は、当該係合装置が定常的に直結係合状態となる圧を表す。
まず、本実施形態に係る制御装置3による制御対象となる駆動装置1の構成について説明する。本実施形態に係る駆動装置1は、いわゆる1モータパラレル方式のハイブリッド車両用の駆動装置として構成されている。この駆動装置1は、図1に示すように、内燃機関11に駆動連結される入力軸Iと車輪15に駆動連結される出力軸Oとを結ぶ動力伝達経路上に、入力軸Iの側から、発進クラッチCS、回転電機12、変速機構13、及び出力軸O、の順に備えている。これらは、同軸上に配置されている。なお、変速機構13には後述するように変速用の第一クラッチC1が備えられており、これにより、入力軸Iと出力軸Oとを結ぶ動力伝達経路上に、入力軸Iの側から、発進クラッチCS、回転電機12、第一クラッチC1、及び出力軸O、の順に設けられている。これらの各構成は、駆動装置ケース(図示せず)内に収容されている。本実施形態では、入力軸Iが本発明における「入力部材」に相当し、出力軸Oが本発明における「出力部材」に相当する。
次に、本実施形態に係る制御装置3の構成について説明する。図1に示すように、本実施形態に係る制御装置3は、主に内燃機関11を制御するための内燃機関制御ユニット30と、主に回転電機12、発進クラッチCS、及び変速機構13を制御するための駆動装置制御ユニット40とを備えている。内燃機関制御ユニット30及び駆動装置制御ユニット40は、駆動装置1の各部の動作制御を行う中核部材としての機能を果たしている。
内燃機関制御部31は、内燃機関11の動作制御を行う機能部である。内燃機関制御部31は、内燃機関11の出力トルク(内燃機関トルクTe)及び回転速度の制御目標としての目標トルク及び目標回転速度を決定し、この制御目標に応じて内燃機関11を動作させることにより、内燃機関11の動作制御を行う。本実施形態では、内燃機関制御部31は、車両6の走行状態に応じて内燃機関11のトルク制御及び回転速度制御を切り替えることが可能とされている。ここで、トルク制御は、内燃機関11に目標トルクを指令し、内燃機関トルクTeをその目標トルクに追従させる制御である。また、回転速度制御は、内燃機関11に目標回転速度を指令し、内燃機関11の回転速度をその目標回転速度に追従させるように目標トルクを決定する制御である。
次に、スリップ発電制御部46を中核として実行されるスリップ発電制御の具体的内容について、図3を参照して説明する。スリップ発電制御は、入力軸Iが内燃機関11により駆動されていると共に、少なくとも発進クラッチCSのスリップ係合状態で回転電機12に発電を行わせる制御であり、本例では図3における時刻T02~T08の期間に実行されている。また本実施形態では、出力軸Oの回転速度が所定値以下の状態におけるスリップ発電制御を特に「特定スリップ発電制御」としており、この特定スリップ発電制御は、本例では図3における時刻T02~T06の期間に実行されている。なお、本実施形態では、スリップ発電制御のうち、特定スリップ発電制御を除いた制御を「通常スリップ発電制御(時刻T06~T08)」としている。
停車発電制御は、停車発電モードの選択時に実行される制御である。図2に示すように、停車発電モードの選択時には、発進クラッチCSが直結係合状態、第一クラッチC1が解放状態とされ、内燃機関トルクTeにより回転電機12が発電する。停車発電制御中は、内燃機関11はトルク制御され、回転電機12は回転速度制御される。図3に示す例では、一体回転する内燃機関11及び回転電機12はアイドル回転数Niで回転している。また、要求発電量決定部47により決定される要求発電量Gdとアイドル回転数Niとに基づいて、回転電機12に提供されるトルク(発電トルクTg)が決定され、発電トルクTgに一致する内燃機関トルクTeを出力するように内燃機関11が制御される。このようにして停車発電制御中は、内燃機関トルクTeの全部により、回転電機12は要求発電量Gdを賄うだけの発電を行っている。なお、要求発電量Gdに応じて、一体回転する内燃機関11及び回転電機12の回転速度を変更しても良い。
スリップ発電制御の初期段階では、第一スリップ発電モードが選択されて特定スリップ発電制御が実行される。図2に示すように、第一スリップ発電モードの選択時には、発進クラッチCS及び第一クラッチC1の双方がスリップ係合状態とされ、内燃機関トルクTeにより回転電機12が発電しつつ車両6が走行する。図3に示すように、本実施形態では、特定スリップ発電制御では、プレ制御領域DP、第一制御領域D1、及び第二制御領域D2の3つの制御領域をこの順に有する。
スリップ発電制御の後期段階では、第二スリップ発電モードが選択されて通常スリップ発電制御が実行される。図2に示すように、第二スリップ発電モードの選択時には、発進クラッチCSがスリップ係合状態、第一クラッチC1が直結係合状態とされ、内燃機関トルクTeにより回転電機12が発電しつつ車両6が走行する。図3に示すように、本実施形態では、通常スリップ発電制御中は第三制御領域D3の1つの制御領域を有する。
次に、本実施形態に係るスリップ発電制御の処理手順について、図5及び図6のフローチャートを参照して説明する。本例では、図3のタイムチャートに対応させて、車両6の停車中に発電している状態から発進する際の車両制御(車両発進制御)における処理手順を示している。なお、図5はその全体の処理手順を示すフローチャートであり、図6は図5のステップ#03におけるスリップ発電制御の詳細な処理手順を示すフローチャートである。以下に説明するスリップ発電制御を含む車両発進制御の各手順は、制御装置3の各機能部により実行される。各機能部がプログラムにより構成される場合には、制御装置3が備える演算処理装置は、上記の各機能部を構成するプログラムを実行するコンピュータとして動作する。
本発明に係る制御装置の第二の実施形態について、図面を参照して説明する。図7は、本実施形態に係るスリップ発電制御を実行する際の各部の動作状態の一例を示すタイムチャートである。本実施形態では、スリップ発電制御のうちの特定スリップ発電制御における具体的な制御内容が上記第一の実施形態と一部相違している。それ以外の構成に関しては、基本的には上記第一の実施形態と同様である。以下では、本実施形態に係る制御装置3について、上記第一の実施形態との相違点を中心に説明する。なお、特に明記しない点については、上記第一の実施形態と同様とする。
最後に、本発明に係る制御装置の、その他の実施形態について説明する。なお、以下のそれぞれの実施形態で開示される構成は、矛盾が生じない限り、他の実施形態で開示される構成と組み合わせて適用することも可能である。
更に、制御装置3による制御対象となる駆動装置1にロックアップクラッチCL又は伝達クラッチCTが備えられる場合であっても、当該ロックアップクラッチCL又は伝達クラッチCTではなく、変速機構13に備えられる変速用の第一クラッチC1等を「第二係合装置」として、上記の各実施形態で説明したスリップ発電制御を実行する構成とすることも、本発明の好適な実施形態の一つである。
3 制御装置
6 車両
11 内燃機関
12 回転電機
13 変速機構
15 車輪
27 インバータ装置(制御器)
I 入力軸(入力部材)
O 出力軸(出力部材)
CS 発進クラッチ(第一係合装置)
C1 第一クラッチ(第二係合装置)
CL ロックアップクラッチ(第二係合装置)
CT 伝達クラッチ(第二係合装置)
Tcs 発進クラッチの伝達トルク容量
Tc1 第一クラッチの伝達トルク容量
Td 車両要求トルク(要求駆動力)
Tg 発電トルク
X2 第二判定閾値(必要回転速度)
Nmt 目標回転速度
ΔNt 目標差回転速度
Gd 要求発電量
U1 回転電機の許容上限温度
U2 第一クラッチの許容上限温度
U3 インバータ装置の許容上限温度
Claims (11)
- 内燃機関に駆動連結される入力部材と車輪に駆動連結される出力部材とを結ぶ動力伝達経路上に、前記入力部材の側から、第一係合装置、回転電機、第二係合装置、及び前記出力部材、の順に設けられた車両用駆動装置を制御対象とする制御装置であって、
前記第一係合装置及び前記第二係合装置の双方をスリップ係合状態とするように制御すると共に前記回転電機に発電を行わせる制御装置。 - 前記入力部材に伝達されるトルクが前記出力部材に伝達される状態で、前記回転電機による発電量が所定の要求発電量に一致するように前記回転電機を制御すると共に、前記出力部材に伝達されるトルクが車両を駆動するために必要となる要求駆動力に一致するように前記第二係合装置を制御する請求項1に記載の制御装置。
- 前記第一係合装置の伝達トルク容量が、前記回転電機に発電を行わせるために当該回転電機に提供される発電トルクと前記要求駆動力との和に一致するように前記第一係合装置を制御する請求項2に記載の制御装置。
- 前記回転電機の回転速度が所定の目標回転速度に一致するように前記回転電機を制御すると共に、前記第二係合装置の伝達トルク容量が前記要求駆動力に一致するように前記第二係合装置を制御する請求項2又は3に記載の制御装置。
- 前記入力部材が前記内燃機関により駆動されていると共に、前記第二係合装置が差回転を有さない直結係合状態であると仮定した場合に前記出力部材の回転速度に基づいて決まる前記回転電機の推定回転速度が、所定の要求発電量を確保するために必要となる前記回転電機の必要回転速度よりも低い第一特定走行状態で、前記第一係合装置及び前記第二係合装置の双方をスリップ係合状態とするように制御すると共に、前記入力部材に伝達されるトルクにより前記回転電機に発電を行わせ、
前記推定回転速度が前記必要回転速度以上の第二特定走行状態で、前記第一係合装置をスリップ係合状態とし前記第二係合装置を直結係合状態とするように制御すると共に、前記入力部材に伝達されるトルクにより前記回転電機に発電を行わせる請求項1から4のいずれか一項に記載の制御装置。 - 前記目標回転速度を、前記入力部材の回転速度よりも低く且つ前記出力部材の回転速度よりも高い値に設定すると共に、少なくとも前記要求発電量に基づいて設定する請求項4に記載の制御装置。
- 前記第二係合装置を連続動作可能とするために許容される前記第二係合装置の許容上限温度に基づいて、前記第二係合装置の両側の係合部材間の差回転速度の目標値である目標差回転速度を決定し、
前記目標回転速度を、少なくとも前記目標差回転速度に基づいて決定する請求項4又は6に記載の制御装置。 - 前記目標回転速度を、前記回転電機を連続動作可能とするために許容される前記回転電機の許容上限温度、及び前記回転電機の制御器を連続動作可能とするために許容される前記制御器の許容上限温度の少なくとも一方に基づいて決定する請求項4、6、又は7に記載の制御装置。
- 前記要求発電量が、車両に備えられる補機の定格消費電力に基づいて予め設定されている請求項2から8のいずれか一項に記載の制御装置。
- 車両に備えられる補機の、車両走行中における実消費電力を算出し、
前記要求発電量を、前記実消費電力に基づいて設定する請求項2から8のいずれか一項に記載の制御装置。 - 1つ又は複数の係合装置を有すると共に当該1つ又は複数の係合装置を選択的に駆動連結することで複数の変速形態を切替可能な変速機構を前記回転電機と前記出力部材との間に備えており、前記1つ又は複数の係合装置のうちの1つが前記第二係合装置とされた前記車両用駆動装置を制御対象とする請求項1から10のいずれか一項に記載の制御装置。
Priority Applications (8)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
KR1020127020226A KR101414357B1 (ko) | 2010-03-31 | 2011-03-30 | 제어장치 |
KR1020147019762A KR101453252B1 (ko) | 2010-03-31 | 2011-03-30 | 제어장치 |
EP11765675.1A EP2500222A4 (en) | 2010-03-31 | 2011-03-30 | Control device |
CN201180007214.6A CN102725172B (zh) | 2010-03-31 | 2011-03-30 | 控制装置 |
US13/517,421 US9067592B2 (en) | 2010-03-31 | 2011-03-30 | Control device |
JP2012509537A JP5534372B2 (ja) | 2010-03-31 | 2011-03-30 | 制御装置 |
KR1020137029763A KR20130124992A (ko) | 2010-03-31 | 2011-03-30 | 제어장치 |
US14/477,269 US9446761B2 (en) | 2010-03-31 | 2014-09-04 | Control device |
Applications Claiming Priority (6)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2010-083054 | 2010-03-31 | ||
JP2010083054 | 2010-03-31 | ||
JP2010219930 | 2010-09-29 | ||
JP2010-219936 | 2010-09-29 | ||
JP2010-219930 | 2010-09-29 | ||
JP2010219936 | 2010-09-29 |
Related Child Applications (2)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US13/517,421 A-371-Of-International US9067592B2 (en) | 2010-03-31 | 2011-03-30 | Control device |
US14/477,269 Division US9446761B2 (en) | 2010-03-31 | 2014-09-04 | Control device |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2011125775A1 true WO2011125775A1 (ja) | 2011-10-13 |
Family
ID=44762715
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP2011/058089 WO2011125775A1 (ja) | 2010-03-31 | 2011-03-30 | 制御装置 |
Country Status (6)
Country | Link |
---|---|
US (2) | US9067592B2 (ja) |
EP (2) | EP2500222A4 (ja) |
JP (2) | JP5534372B2 (ja) |
KR (3) | KR20130124992A (ja) |
CN (2) | CN104192016B (ja) |
WO (1) | WO2011125775A1 (ja) |
Cited By (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2013151197A (ja) * | 2012-01-24 | 2013-08-08 | Aisin Aw Co Ltd | 制御装置 |
US20130297127A1 (en) * | 2010-10-19 | 2013-11-07 | Nissan Motor Co., Ltd. | Hybrid vehicle control device |
CN103781683A (zh) * | 2011-11-22 | 2014-05-07 | 爱信艾达株式会社 | 车辆用驱动装置的控制装置 |
CN103930323A (zh) * | 2011-11-29 | 2014-07-16 | 爱信艾达株式会社 | 控制装置 |
US9457801B2 (en) | 2012-09-28 | 2016-10-04 | Aisin Aw Co., Ltd. | Control device for hybrid vehicle |
JP2020131936A (ja) * | 2019-02-20 | 2020-08-31 | スズキ株式会社 | ハイブリッド車両の制御装置 |
Families Citing this family (22)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP4890595B2 (ja) * | 2009-06-19 | 2012-03-07 | トヨタ自動車株式会社 | 車両の制御装置 |
CN104192016B (zh) * | 2010-03-31 | 2016-09-28 | 爱信艾达株式会社 | 控制装置 |
JP5703138B2 (ja) * | 2011-01-20 | 2015-04-15 | 株式会社クボタ | 変速制御システム |
JP5403377B2 (ja) * | 2011-08-08 | 2014-01-29 | アイシン・エィ・ダブリュ株式会社 | 制御装置 |
JP5472227B2 (ja) * | 2011-08-08 | 2014-04-16 | アイシン・エィ・ダブリュ株式会社 | 制御装置 |
JP2013035441A (ja) * | 2011-08-09 | 2013-02-21 | Nissan Motor Co Ltd | ハイブリッド車両の制御装置 |
JP5696791B2 (ja) * | 2011-11-07 | 2015-04-08 | トヨタ自動車株式会社 | 車両および車両の制御方法 |
US9254839B2 (en) * | 2012-02-24 | 2016-02-09 | Aisin Aw Co., Ltd. | Control device |
CN104520156A (zh) * | 2012-09-06 | 2015-04-15 | 爱信艾达株式会社 | 车辆用驱动装置的控制装置 |
GB2508616B (en) * | 2012-12-05 | 2021-02-10 | Rift Holdings Ltd | Electric Machine |
CN105121215B (zh) * | 2013-04-11 | 2019-02-19 | 三菱电机株式会社 | 电动车用电动机的冷却控制装置以及冷却控制方法 |
DE102013213302A1 (de) * | 2013-07-08 | 2015-01-08 | Volkswagen Aktiengesellschaft | Steuersystem sowie Verfahren zum Betreiben eines Kraftfahrzeugs |
KR101500403B1 (ko) * | 2013-12-26 | 2015-03-09 | 현대자동차 주식회사 | 하이브리드 차량의 클러치 슬립 제어 장치 및 방법 |
JP2015142389A (ja) * | 2014-01-27 | 2015-08-03 | 株式会社豊田自動織機 | 電動圧縮機 |
US20150249419A1 (en) * | 2014-02-28 | 2015-09-03 | Kia Motors Corporation | System and method for controlling inverter |
US9656657B2 (en) * | 2014-10-10 | 2017-05-23 | Ford Global Technologies, Llc | Controlling a clutch between an engine and an electric machine in a hybrid vehicle |
EP3305613B1 (en) * | 2015-06-01 | 2021-01-06 | Nissan Motor Co., Ltd. | Electric vehicle start control device |
JP6773547B2 (ja) * | 2016-12-16 | 2020-10-21 | 日野自動車株式会社 | ハイブリッド自動車の制御装置 |
CN110418742B (zh) * | 2017-03-22 | 2022-06-28 | 株式会社爱信 | 车辆用驱动控制装置 |
WO2019034248A1 (de) * | 2017-08-16 | 2019-02-21 | Gkn Automotive Ltd. | Verfahren zur kalibrierung eines antriebssystems für eine achse eines kraftfahrzeuges |
US11110800B2 (en) * | 2019-04-04 | 2021-09-07 | Ford Global Technologies, Llc | Method for auxiliary load control |
FR3145731A1 (fr) * | 2023-02-15 | 2024-08-16 | Psa Automobiles Sa | Contrôle des consignes de couple de machines motrices d’un gmp hybride d’un véhicule pendant une recharge |
Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH11150805A (ja) * | 1997-11-18 | 1999-06-02 | Honda Motor Co Ltd | ハイブリッド車両 |
JP2008007094A (ja) | 2006-05-29 | 2008-01-17 | Nissan Motor Co Ltd | ハイブリッド車両の制御装置及びハイブリッド車両の制御方法。 |
JP2008062688A (ja) * | 2006-09-05 | 2008-03-21 | Honda Motor Co Ltd | モータの制御装置 |
JP2008222222A (ja) * | 2008-03-27 | 2008-09-25 | Toyota Motor Corp | 駆動装置およびその運転制御方法 |
WO2009074480A1 (de) * | 2007-12-13 | 2009-06-18 | Zf Friedrichshafen Ag | Verfahren und vorrichtung zur steuerung eines kriechbetriebes eines fahrzeugs mit einem hybridantrieb |
Family Cites Families (32)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP3346115B2 (ja) | 1995-09-07 | 2002-11-18 | 株式会社エクォス・リサーチ | ハイブリッド型車両の制御装置 |
JPH09238403A (ja) | 1996-02-29 | 1997-09-09 | Hino Motors Ltd | ハイブリッドエンジン |
JP3518588B2 (ja) | 1999-01-26 | 2004-04-12 | 三菱自動車工業株式会社 | ハイブリッド電気自動車 |
EP1055545B1 (en) | 1999-05-26 | 2004-01-28 | Toyota Jidosha Kabushiki Kaisha | Hybrid vehicle with fuel cells incorporated therein and method of controlling the same |
US6739418B2 (en) | 2000-04-27 | 2004-05-25 | Mitsubishi Fuso Truck And Bus Corporation | Engine operation controller for hybrid electric vehicle |
JP3777975B2 (ja) | 2000-11-20 | 2006-05-24 | 三菱自動車工業株式会社 | ハイブリッド車の制御装置 |
US6581705B2 (en) | 2001-06-29 | 2003-06-24 | Ford Global Technologies, Llc | Method for starting an engine in a parallel hybrid electric vehicle |
JP2004242450A (ja) | 2003-02-07 | 2004-08-26 | Nissan Motor Co Ltd | ハイブリッド車両の制御装置 |
DE102004002061A1 (de) | 2004-01-15 | 2005-08-04 | Zf Friedrichshafen Ag | Verfahren zum Steuern und Regeln eines Antriebsstranges eines Hybridfahrzeuges und Antriebsstrang eines Hybridfahrzeugs |
JP3987833B2 (ja) | 2004-02-27 | 2007-10-10 | 株式会社日立製作所 | 車両駆動装置 |
US7347803B2 (en) * | 2004-10-27 | 2008-03-25 | Aisin Aw Co., Ltd. | Drive apparatus for hybrid vehicle and control method and control device thereof |
JP4265568B2 (ja) | 2005-04-28 | 2009-05-20 | 日産自動車株式会社 | ハイブリッド車両のモード遷移制御装置 |
JP2006306325A (ja) | 2005-04-28 | 2006-11-09 | Nissan Motor Co Ltd | 車両用ハイブリッド駆動装置 |
JP4483819B2 (ja) | 2005-04-28 | 2010-06-16 | 株式会社豊田中央研究所 | 動力伝達システム |
EP1762452A3 (en) | 2005-09-08 | 2009-05-27 | Nissan Motor Co., Ltd. | Engine starting control device and method |
JP2007069804A (ja) * | 2005-09-08 | 2007-03-22 | Nissan Motor Co Ltd | ハイブリッド車両のエンジン始動応答改善装置 |
JP4972988B2 (ja) | 2006-05-02 | 2012-07-11 | 日産自動車株式会社 | ハイブリッド車両の伝動状態切り替え制御装置 |
JP4492585B2 (ja) | 2006-05-29 | 2010-06-30 | 日産自動車株式会社 | ハイブリッド車両の制御装置及びハイブリッド車両の制御方法。 |
JP5163939B2 (ja) | 2007-10-23 | 2013-03-13 | アイシン・エィ・ダブリュ株式会社 | 車両用制御装置 |
JP5496454B2 (ja) | 2007-11-29 | 2014-05-21 | 日産自動車株式会社 | ハイブリッド車両の制御装置 |
JP5262197B2 (ja) * | 2008-03-10 | 2013-08-14 | 日産自動車株式会社 | ハイブリッド車両の制御装置 |
KR100941239B1 (ko) | 2008-03-14 | 2010-02-10 | 현대자동차주식회사 | 하이브리드 차량의 토크 제어 방법 |
JP5169433B2 (ja) | 2008-04-21 | 2013-03-27 | 日産自動車株式会社 | ハイブリッド車両の発電制御方法 |
JP5176935B2 (ja) | 2008-12-17 | 2013-04-03 | 日産自動車株式会社 | ハイブリッド車両の制御装置 |
JP2010155590A (ja) | 2009-01-05 | 2010-07-15 | Nissan Motor Co Ltd | ハイブリッド車両の発進制御装置。 |
JP5359387B2 (ja) | 2009-03-06 | 2013-12-04 | 日産自動車株式会社 | ハイブリッド車両のエンジン始動制御装置 |
JP5080525B2 (ja) * | 2009-03-30 | 2012-11-21 | ジヤトコ株式会社 | ハイブリッド車両の制御装置 |
JP2011020542A (ja) | 2009-07-15 | 2011-02-03 | Nissan Motor Co Ltd | 電動車両の制御装置 |
JP5039098B2 (ja) | 2009-07-24 | 2012-10-03 | 日産自動車株式会社 | ハイブリッド車両の制御装置 |
JP2011031659A (ja) | 2009-07-30 | 2011-02-17 | Nissan Motor Co Ltd | ハイブリッド車両 |
CN104192016B (zh) * | 2010-03-31 | 2016-09-28 | 爱信艾达株式会社 | 控制装置 |
US8498765B2 (en) | 2010-09-29 | 2013-07-30 | Aisin Aw Co., Ltd. | Control device |
-
2011
- 2011-03-30 CN CN201410378156.3A patent/CN104192016B/zh not_active Expired - Fee Related
- 2011-03-30 EP EP11765675.1A patent/EP2500222A4/en not_active Withdrawn
- 2011-03-30 KR KR1020137029763A patent/KR20130124992A/ko active Application Filing
- 2011-03-30 KR KR1020127020226A patent/KR101414357B1/ko active IP Right Grant
- 2011-03-30 KR KR1020147019762A patent/KR101453252B1/ko active IP Right Grant
- 2011-03-30 US US13/517,421 patent/US9067592B2/en not_active Expired - Fee Related
- 2011-03-30 CN CN201180007214.6A patent/CN102725172B/zh not_active Expired - Fee Related
- 2011-03-30 WO PCT/JP2011/058089 patent/WO2011125775A1/ja active Application Filing
- 2011-03-30 JP JP2012509537A patent/JP5534372B2/ja not_active Expired - Fee Related
- 2011-03-30 EP EP14183357.4A patent/EP2826655A3/en not_active Withdrawn
-
2014
- 2014-02-17 JP JP2014027504A patent/JP5884842B2/ja not_active Expired - Fee Related
- 2014-09-04 US US14/477,269 patent/US9446761B2/en not_active Expired - Fee Related
Patent Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH11150805A (ja) * | 1997-11-18 | 1999-06-02 | Honda Motor Co Ltd | ハイブリッド車両 |
JP2008007094A (ja) | 2006-05-29 | 2008-01-17 | Nissan Motor Co Ltd | ハイブリッド車両の制御装置及びハイブリッド車両の制御方法。 |
JP2008062688A (ja) * | 2006-09-05 | 2008-03-21 | Honda Motor Co Ltd | モータの制御装置 |
WO2009074480A1 (de) * | 2007-12-13 | 2009-06-18 | Zf Friedrichshafen Ag | Verfahren und vorrichtung zur steuerung eines kriechbetriebes eines fahrzeugs mit einem hybridantrieb |
JP2008222222A (ja) * | 2008-03-27 | 2008-09-25 | Toyota Motor Corp | 駆動装置およびその運転制御方法 |
Non-Patent Citations (1)
Title |
---|
See also references of EP2500222A4 |
Cited By (9)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20130297127A1 (en) * | 2010-10-19 | 2013-11-07 | Nissan Motor Co., Ltd. | Hybrid vehicle control device |
US8989936B2 (en) * | 2010-10-19 | 2015-03-24 | Nissan Motor Co., Ltd. | Hybrid vehicle control system |
CN103781683A (zh) * | 2011-11-22 | 2014-05-07 | 爱信艾达株式会社 | 车辆用驱动装置的控制装置 |
CN103781683B (zh) * | 2011-11-22 | 2016-04-06 | 爱信艾达株式会社 | 车辆用驱动装置的控制装置 |
CN103930323A (zh) * | 2011-11-29 | 2014-07-16 | 爱信艾达株式会社 | 控制装置 |
JP2013151197A (ja) * | 2012-01-24 | 2013-08-08 | Aisin Aw Co Ltd | 制御装置 |
US9457801B2 (en) | 2012-09-28 | 2016-10-04 | Aisin Aw Co., Ltd. | Control device for hybrid vehicle |
JP2020131936A (ja) * | 2019-02-20 | 2020-08-31 | スズキ株式会社 | ハイブリッド車両の制御装置 |
JP7408916B2 (ja) | 2019-02-20 | 2024-01-09 | スズキ株式会社 | ハイブリッド車両の制御装置 |
Also Published As
Publication number | Publication date |
---|---|
CN104192016B (zh) | 2016-09-28 |
US9067592B2 (en) | 2015-06-30 |
KR20130124992A (ko) | 2013-11-15 |
EP2826655A3 (en) | 2015-09-30 |
JPWO2011125775A1 (ja) | 2013-07-08 |
KR20120112697A (ko) | 2012-10-11 |
KR101414357B1 (ko) | 2014-07-01 |
US20120271498A1 (en) | 2012-10-25 |
EP2500222A4 (en) | 2017-11-08 |
JP5534372B2 (ja) | 2014-06-25 |
CN102725172A (zh) | 2012-10-10 |
KR101453252B1 (ko) | 2014-10-22 |
KR20140101004A (ko) | 2014-08-18 |
JP5884842B2 (ja) | 2016-03-15 |
CN104192016A (zh) | 2014-12-10 |
US20140371029A1 (en) | 2014-12-18 |
EP2826655A2 (en) | 2015-01-21 |
US9446761B2 (en) | 2016-09-20 |
JP2014144772A (ja) | 2014-08-14 |
EP2500222A1 (en) | 2012-09-19 |
CN102725172B (zh) | 2015-09-23 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
JP5884842B2 (ja) | 制御装置 | |
JP5103992B2 (ja) | ハイブリッド車両の制御装置及びハイブリッド車両の制御方法。 | |
JP5012227B2 (ja) | ハイブリッド車両の制御装置 | |
JP5262197B2 (ja) | ハイブリッド車両の制御装置 | |
JP5553175B2 (ja) | 制御装置 | |
WO2012043555A1 (ja) | 制御装置 | |
JP5141305B2 (ja) | ハイブリッド車両の制御装置 | |
WO2012033047A1 (ja) | 制御装置 | |
JP5817908B2 (ja) | 制御装置 | |
JP2014196101A5 (ja) | ||
WO2013005844A1 (ja) | 制御装置 | |
JP5565637B2 (ja) | 制御装置 | |
JP5472227B2 (ja) | 制御装置 | |
JP6492908B2 (ja) | ハイブリッド車両の制御装置 | |
JP5578362B2 (ja) | 制御装置 | |
JP2012091776A (ja) | 制御装置 | |
JP2013023012A (ja) | 制御装置 | |
JP2013035415A (ja) | 制御装置 |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
WWE | Wipo information: entry into national phase |
Ref document number: 201180007214.6 Country of ref document: CN |
|
121 | Ep: the epo has been informed by wipo that ep was designated in this application |
Ref document number: 11765675 Country of ref document: EP Kind code of ref document: A1 |
|
WWE | Wipo information: entry into national phase |
Ref document number: 2011765675 Country of ref document: EP |
|
WWE | Wipo information: entry into national phase |
Ref document number: 13517421 Country of ref document: US |
|
WWE | Wipo information: entry into national phase |
Ref document number: 2012509537 Country of ref document: JP |
|
ENP | Entry into the national phase |
Ref document number: 20127020226 Country of ref document: KR Kind code of ref document: A |
|
NENP | Non-entry into the national phase |
Ref country code: DE |