WO2012081280A1 - Dispositif de commande de transmission de puissance pour véhicule - Google Patents

Dispositif de commande de transmission de puissance pour véhicule Download PDF

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Publication number
WO2012081280A1
WO2012081280A1 PCT/JP2011/068509 JP2011068509W WO2012081280A1 WO 2012081280 A1 WO2012081280 A1 WO 2012081280A1 JP 2011068509 W JP2011068509 W JP 2011068509W WO 2012081280 A1 WO2012081280 A1 WO 2012081280A1
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WO
WIPO (PCT)
Prior art keywords
output shaft
internal combustion
combustion engine
shift
vehicle
Prior art date
Application number
PCT/JP2011/068509
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English (en)
Japanese (ja)
Inventor
宮崎　剛枝
満弘 田畑
Original Assignee
アイシン・エーアイ株式会社
トヨタ自動車株式会社
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Application filed by アイシン・エーアイ株式会社, トヨタ自動車株式会社 filed Critical アイシン・エーアイ株式会社
Publication of WO2012081280A1 publication Critical patent/WO2012081280A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • 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
    • 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
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • 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
    • B60W30/19—Improvement of gear change, e.g. by synchronisation or smoothing gear shift
    • 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
    • B60K2006/4808—Electric machine connected or connectable to gearbox output shaft
    • 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
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors

Definitions

  • the present invention relates to a power transmission control device for a vehicle, and more particularly, to a vehicle having an internal combustion engine and an electric motor as power sources, and having a manual transmission and a friction clutch.
  • a so-called hybrid vehicle including an engine and an electric motor (electric motor, motor generator) as a power source is widely known (see, for example, Patent Document 1).
  • an electric motor electric motor, motor generator
  • a configuration in which the output shaft of the electric motor is connected to any of the output shaft of the internal combustion engine, the input shaft of the transmission, and the output shaft of the transmission can be employed.
  • the driving torque of the output shaft of the internal combustion engine is referred to as “internal combustion engine driving torque”
  • the driving torque of the output shaft of the electric motor is referred to as “motor driving torque”.
  • HV-MT vehicle power transmission control device a power transmission control device that has been applied to hybrid vehicles and includes a manual transmission and a friction clutch
  • the “manual transmission” referred to here is a transmission (so-called manual transmission, MT) that does not include a torque converter in which a gear position is selected according to a shift position of a shift lever operated by a driver.
  • the “friction clutch” referred to here is interposed between the output shaft of the internal combustion engine and the input shaft of the manual transmission, and the friction plate is operated according to the operation amount of the clutch pedal operated by the driver. This is a clutch whose joining state changes.
  • a configuration in which an output shaft of an electric motor is connected to an output shaft of an internal combustion engine is employed.
  • the internal combustion engine always operates, and the motor drive torque assists the internal combustion engine drive torque as necessary. Therefore, a state in which the vehicle travels using only the motor driving torque while maintaining the internal combustion engine in a stopped state (a state where the rotation of the output shaft of the internal combustion engine is stopped) (hereinafter referred to as “EV traveling”) is realized. I don't get it.
  • An object of the present invention is to provide a power transmission control device for an HV-MT vehicle capable of EV traveling.
  • the state where the input shaft of the transmission does not rotate is set.
  • the output shaft of the transmission needs to be driven by the motor driving torque while maintaining.
  • the transmission is in a state where a power transmission system is not established between the input shaft of the transmission and the output shaft of the transmission. Needs to be maintained.
  • a shift stage in which a power transmission system is established between the input shaft of the transmission and the output shaft of the transmission For this purpose, as a shift stage of the manual transmission, for normal travel using the internal combustion engine drive torque, “a shift stage in which a power transmission system is established between the input shaft of the transmission and the output shaft of the transmission”. (Hereinafter referred to as “internal combustion engine travel gear stage”), and “the power transmission system is not established between the input shaft of the transmission and the output shaft of the transmission, and the output shaft of the motor It is necessary to provide a “speed stage in which a power transmission system is established with the output shaft of the transmission” (a speed stage different from neutral, hereinafter referred to as “motor running speed stage”). The present invention is based on the above findings.
  • the vehicle power transmission control apparatus is applied to a hybrid vehicle including an internal combustion engine and an electric motor as power sources.
  • This power transmission device includes a manual transmission, a friction clutch, and control means.
  • the manual transmission is a transmission that does not include a torque converter that selects a gear position according to a shift position of a shift operation member that is operated by a driver, and that receives input of power from the output shaft of the internal combustion engine.
  • the motor travel shift stage is selected and realized by moving the shift operation member to the shift position corresponding to the motor travel shift stage, and the internal combustion engine travel is performed by moving the shift operation member to the shift position corresponding to the internal combustion engine travel shift stage.
  • a gear stage is selected and realized.
  • the “reduction ratio of the output shaft of the transmission with respect to the output shaft of the motor” of the one or more motor travel shift stages is set to “the shift speed of the one or more internal combustion engine travel shift stages”. It can be designed to be larger than the maximum value of the “reduction ratio of the output shaft of the transmission to the input shaft of the machine”.
  • the electric motor travel shift stage can function as a low speed shift stage.
  • the electric motor travel shift stage can be used as a shift stage for “starting the vehicle by EV travel”.
  • the friction clutch is a clutch which is interposed between the output shaft of the internal combustion engine and the input shaft of the manual transmission, and whose joining state changes according to the operation amount of a clutch operation member operated by a driver. .
  • the control means controls an internal combustion engine driving torque that is a driving torque of the output shaft of the internal combustion engine and an electric motor driving torque that is a driving torque of the output shaft of the electric motor.
  • the motor operating shift speed is selected and realized by the shift operation member being moved to the shift position corresponding to the electric motor driving shift speed by the driver. Therefore, EV traveling (for example, start by EV traveling) can be realized.
  • Second detection means for detecting the amount and third detection means for detecting the selected shift stage may be provided.
  • the control means maintains the internal combustion engine in a stopped state when it is detected that the electric motor travel speed is selected, and detects that the internal combustion engine travel speed is selected when the internal combustion engine travel speed is selected.
  • the engine may be operated to adjust the internal combustion engine driving torque based on an operation amount of the acceleration operation member.
  • the control means adjusts the electric motor drive torque based on an operation amount of the acceleration operation member and an operation amount of the clutch operation member. Can be configured. Further, when a structure in which a power transmission system is established between the output shaft of the electric motor and the output shaft of the transmission in the “internal combustion engine travel shift speed” is adopted, the internal combustion engine travel shift speed When it is detected that is selected, the motor drive torque can be adjusted based on the operation amount of the acceleration operation member and the operation amount of the clutch operation member. Thereby, the motor drive torque can assist the internal combustion engine drive torque as necessary.
  • the control means adjusts the electric motor drive torque based on an operation amount of the acceleration operation member and a shift position of the shift operation member. Can also be configured. Alternatively, when it is detected that the electric motor travel shift stage has been selected, the control means determines the electric motor drive torque as the operation amount of the acceleration operation member, the operation amount of the clutch operation member, and the shift operation member. It can also be configured to adjust based on the shift position.
  • FIG. 9 is a schematic configuration diagram of a vehicle equipped with a “power transmission control device for an HV-MT vehicle capable of EV traveling” according to a modification of the embodiment of the present invention. It is the figure which showed the other example of the shift pattern of the shift lever which concerns on the modification of embodiment of this invention. It is the figure which showed the other example of the shift pattern of the shift lever which concerns on the modification of embodiment of this invention. It is the figure which showed the other example of the shift pattern of the shift lever which concerns on the modification of embodiment of this invention.
  • the present apparatus a vehicle power transmission control apparatus according to the present invention
  • this device is applied to a vehicle having an engine E / G and a motor generator M / G as power sources, and a manual transmission M / T without a torque converter; And a friction clutch C / T. That is, this apparatus is the above-described “HV-MT vehicle power transmission control apparatus”.
  • FIG. 1 shows an example in which the output shaft of M / G is connected to the output shaft side of M / T without going through the gear train
  • FIG. 2 shows the output shaft of M / G through the gear train
  • FIG. 3 shows an example of a schematic configuration of a vehicle equipped with the present apparatus. This example corresponds to FIG. 2 described above.
  • This vehicle includes an engine E / G, a manual transmission M / T, a friction clutch C / T, and a motor generator M / G.
  • the engine E / G is a well-known internal combustion engine, for example, a gasoline engine that uses gasoline as fuel, or a diesel engine that uses light oil as fuel.
  • the manual transmission M / T is a transmission (so-called manual transmission) that does not include a torque converter that selects a gear position according to the shift position of the shift lever SL operated by the driver.
  • the M / T includes an input shaft Ai that receives power from the output shaft Ae of the E / G, and an output shaft Ao that outputs power to the drive wheels of the vehicle.
  • the friction clutch C / T is interposed between the E / G output shaft Ae and the M / T input shaft Ai.
  • C / T rotates integrally with Ai with respect to the state of engagement of the friction plates (more specifically, the flywheel that rotates integrally with Ae) according to the operation amount (depression amount) of the clutch pedal CP operated by the driver.
  • This is a known clutch in which the axial position of the friction plate changes.
  • the C / T joined state (the axial position of the friction plate) is mechanically controlled according to the operation amount of the CP using a link mechanism or the like that mechanically connects the clutch pedal CP and the C / T (friction plate). Or may be adjusted electrically (in a so-called by-wire method) using the driving force of an actuator that operates based on the detection result of a sensor (sensor P1 to be described later) that detects the amount of operation of the CP. May be.
  • the motor generator M / G has one of known configurations (for example, an AC synchronous motor), and for example, a rotor (not shown) rotates integrally with the output shaft Am of the M / G. Yes.
  • the drive torque of the output shaft Ae of the E / G is referred to as “EG torque”
  • the drive torque of the output shaft Am of the M / G is referred to as “MG torque”.
  • the vehicle travels using only the MG torque while maintaining the E / G in the stopped state (the state where the rotation of the output shaft Ae of the E / G is stopped) (hereinafter referred to as “EV”).
  • EV traveling the gear stage in which EV traveling is realized like “EV” in this example is referred to as “EV traveling gear stage”.
  • EG travel gear stage a gear stage in which EG traveling is realized like “second speed” in this example is referred to as “EG traveling gear stage”.
  • the positions of the sleeves S1 to S3 may be mechanically adjusted according to the shift position of the shift lever SL using a link mechanism that mechanically connects the shift lever SL and the sleeves S1 to S3.
  • the adjustment may be performed electrically (in a so-called by-wire system) using the driving force of an actuator that operates based on the detection result of a sensor (sensor P4 described later) that detects the shift position of lever SL.
  • this device has a clutch operation amount sensor P1 that detects an operation amount (depression amount, clutch stroke, etc.) of the clutch pedal CP, and a brake operation amount that detects an operation amount (stepping force, presence / absence of operation, etc.) of the brake pedal BP.
  • a sensor P2 an accelerator operation amount sensor P3 that detects the operation amount (accelerator opening) of the accelerator pedal AP, and a shift position sensor P4 that detects the position of the shift lever SL are provided.
  • this device includes an electronic control unit ECU.
  • the ECU controls the EG torque by controlling the fuel injection amount of the E / G (the opening degree of the throttle valve) based on the information from the sensors P1 to P4 and the other sensors, and the inverter.
  • the MG torque is controlled by controlling (not shown).
  • E / G control The E / G control by this apparatus is generally performed as follows. When the vehicle is stopped, the E / G is maintained in a stopped state (a state where fuel injection is not performed). In the E / G stop state, the operation of the shift lever SL from the neutral to the EG travel gear stage (any of “2nd speed” to “5th speed”) is performed (that is, the EG travel gear stage is selected). ) Is started (fuel injection is started). During the operation of E / G (while fuel is being injected), the EG torque is controlled based on the accelerator opening and the like. Hereinafter, this control is referred to as “normal control of E / G”. Traveling at the EG travel shift stage is performed by normal control of E / G.
  • the shift lever SL has been operated from the neutral to the EV travel speed ("EV") (that is, the EV travel speed has been selected), or the vehicle has stopped. Based on this, the E / G is maintained in the stopped state again.
  • EV EV travel speed
  • the shift lever SL is operated from the neutral to the EG travel speed (any of "2nd speed” to "5th speed") (ie, EG M / G is maintained in the stopped state again based on the fact that the traveling gear stage has been selected) or the vehicle has stopped.
  • the shift lever SL is moved to the shift position corresponding to the EV travel shift speed (“EV”) by the driver, so that the EV travel shift speed (“EV”) is selected and realized. Is done. Therefore, EV traveling can be realized. Specifically, starting by EV traveling, so-called creep traveling (slow speed traveling) by EV traveling, and the like are possible.
  • the present invention is not limited to the above embodiment, and various modifications can be employed within the scope of the present invention.
  • the power transmission system is connected between the M / G output shaft Am and the M / T output shaft Ao. Is not established, the EG torque cannot be assisted with the MG torque.
  • the EG torque is reduced to MG. Assist with torque.
  • “EV” is displayed at the shift position corresponding to the EV travel shift stage (corresponding to the first speed) in the shift pattern of the shift lever SL.
  • the shift position corresponding to the EV travel shift stage (corresponding to the first speed) is set to “1” as in the case of a “normal vehicle having a manual transmission and a friction clutch and mounted only with an internal combustion engine as a power source”. "May be displayed.
  • a power transmission system with a “second speed” reduction ratio is established between the M / G output shaft Am and the M / T output shaft Ao via the gear G2i and the gear G2o.
  • a power transmission system is not established between the M / T input shaft Ai and the M / T output shaft Ao. That is, when “second speed” is selected, EV traveling is realized as in the case where “first speed” is selected.
  • “second speed” EV travel unlike the “normal start control” described above, the MG torque can be controlled based on the accelerator opening and the shift position. Alternatively, the MG torque can be controlled based on the accelerator opening, the clutch stroke, and the shift position.
  • “EV” may be displayed at the shift position corresponding to the EV travel shift stage (corresponding to the first speed) and the shift position corresponding to the EV travel shift stage (corresponding to the second speed).
  • the shift position corresponding to the EV travel shift stage (corresponding to the first speed) is displayed with “1”
  • the shift position corresponding to the EV travel shift stage (corresponding to the second speed) is displayed with “2”. It may be.
  • the shift position corresponding to the EV travel shift stage in the shift pattern of the shift lever SL is the select position (vehicle left-right direction) selected by the select operation (vehicle left-right direction operation). Is set to a position moved in the vehicle front-rear direction by a shift operation (operation in the vehicle front-rear direction), but as shown in FIG. 7 and FIG. May be set at the end of the selectable range obtained by enlarging (position where shift operation is impossible). Shift lever SL can be fixed at a position indicated by “EV” in FIGS. 7 and 8.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Power Engineering (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Structure Of Transmissions (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Abstract

Selon l'invention, dans ce dispositif, lorsqu'une position de pignon de commande de vitesse de déplacement EV (EV, qui correspond à un pignon de première vitesse) est sélectionnée par une opération de levier sélecteur, un système de transmission de puissance n'est pas établi entre un arbre d'entrée (Ai) et un arbre de sortie (Ao) d'une transmission manuelle (M/T) mais un système de transmission de puissance est établi entre un arbre de sortie (Am) d'un moteur (M/G) et l'arbre de sortie (Ao) de la transmission (M/T). En résultat, un déplacement EV est mis en œuvre uniquement par le couple d'entraînement du moteur (M/G) relié à l'arbre de sortie (Ao) de la transmission (M/T). En même temps, lorsque la position de pignon de commande de vitesse de déplacement EG (pignon de deuxième vitesse à pignon de cinquième vitesse) est sélectionnée par une opération de levier sélecteur, un système de transmission de puissance est établi entre l'arbre d'entrée (Ai) et l'arbre de sortie (Ao) de la transmission manuelle (M/T). En résultat, un véhicule se déplace par le couple d'entraînement d'un moteur (E/G) par l'intermédiaire d'un embrayage (C/T).
PCT/JP2011/068509 2010-12-17 2011-08-15 Dispositif de commande de transmission de puissance pour véhicule WO2012081280A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2010-281110 2010-12-17
JP2010281110A JP2012126317A (ja) 2010-12-17 2010-12-17 車両の動力伝達制御装置

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WO2012081280A1 true WO2012081280A1 (fr) 2012-06-21

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WO (1) WO2012081280A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
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