WO2013146176A1 - Organe de commande destiné à un système d'entraînement de moteur de véhicule hybride - Google Patents

Organe de commande destiné à un système d'entraînement de moteur de véhicule hybride Download PDF

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Publication number
WO2013146176A1
WO2013146176A1 PCT/JP2013/056389 JP2013056389W WO2013146176A1 WO 2013146176 A1 WO2013146176 A1 WO 2013146176A1 JP 2013056389 W JP2013056389 W JP 2013056389W WO 2013146176 A1 WO2013146176 A1 WO 2013146176A1
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WIPO (PCT)
Prior art keywords
engagement
disengagement
electric motor
hybrid vehicle
coupling
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PCT/JP2013/056389
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English (en)
Japanese (ja)
Inventor
加藤　芳章
隆之 奥田
亮 高野
真二郎 大木
Original Assignee
ジヤトコ株式会社
日産自動車株式会社
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Application filed by ジヤトコ株式会社, 日産自動車株式会社 filed Critical ジヤトコ株式会社
Publication of WO2013146176A1 publication Critical patent/WO2013146176A1/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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B60W10/182—Conjoint control of vehicle sub-units of different type or different function including control of braking systems including control of parking brakes
    • 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
    • B60K6/22—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 apparatus, components or means specially adapted for HEVs
    • B60K6/38—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 apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • 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
    • B60K6/543—Transmission for changing ratio the transmission being a continuously variable transmission
    • 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
    • B60L15/2009—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 for braking
    • 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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/14—Dynamic electric regenerative braking for vehicles propelled by ac motors
    • 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
    • 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
    • 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
    • B60L2210/00—Converter types
    • B60L2210/40—DC to AC converters
    • 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
    • B60L2240/12—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/421—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • 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
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    • 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
    • Y02T10/7072—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
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    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present invention is for a hybrid vehicle equipped with an engine and an electric motor as a power source and capable of selecting an electric travel mode (EV mode) using only the electric motor and a hybrid travel mode (HEV mode) based on cooperation between the electric motor and the engine.
  • EV mode electric travel mode
  • HEV mode hybrid travel mode
  • the present invention relates to a motor drive system control device.
  • a vehicle as described in Patent Document 1 is conventionally known.
  • This hybrid vehicle is of a type in which an engine, which is one power source, is detachably connected to a wheel by a clutch, and an electric motor, which is the other power source, is always coupled to the wheel.
  • Such a hybrid vehicle is capable of electric travel (EV travel) in the EV mode using only the electric motor by releasing the clutch and stopping the engine, and is electrically operated by starting the engine and engaging the clutch.
  • Hybrid running (HEV running) in HEV mode is possible by cooperation of motor and engine.
  • Patent Document 2 discloses an interlock shaft that rotates integrally with a motor shaft of an electric motor in an electric vehicle in which an electric motor drives wheels via a planetary gear type reduction gear during EV traveling. Is disengaged along the motor shaft to bring the sun gear and the planetary gear of the planetary gear type reduction gear into an interlocked state, whereby a park lock state in which the wheels are rotationally locked is disclosed.
  • the control device for a hybrid vehicle motor transmission system is configured as follows.
  • a hybrid vehicle as a premise of the present invention will be described.
  • This vehicle includes an engine and an electric motor as power sources, and the engine is drive-coupled to wheels in a detachable manner, and the electric motor has a differential gear mechanism.
  • a hybrid by cooperation of the electric motor and engine by drivingly coupling the engine and the wheel. It can run.
  • the present invention relates to a drive coupling engagement / disengagement mechanism for bringing the differential gear mechanism into a state where the electric motor and wheels are coupled with each other in the hybrid vehicle, and the differential gear mechanism to the entire differential gear mechanism.
  • the engagement / disengagement switching element of the disengagement mechanism is configured to be shared, and is configured by one common engagement / disengagement switching element disposed between the engagement / disengagement mechanisms, and the common engagement / disengagement switching element is connected to the engagement / disengagement mechanism for drive coupling
  • the drive coupling engagement / disengagement mechanism is engaged at a position close to the drive coupling position where the drive coupling is performed between the electric motor and the wheel, and the position is close to the interlock engagement / disengagement mechanism.
  • the common engagement / disengagement switching element is set to the drive coupling position close to the drive coupling engagement / disengagement mechanism so that the drive coupling engagement / disengagement mechanism is in the engaged state.
  • the motor can be driven by connecting the electric motor and the wheels, and the common engagement / disengagement switching element is set to the interlock position near the interlock engagement / disengagement mechanism so that the interlock engagement / disengagement mechanism is An interlock state (park lock state) can be realized by making the engagement state.
  • the common engagement / disengagement switching element is set to a neutral position between the drive engagement / disengagement mechanism and the interlock engagement / disengagement mechanism. The electric motor can be separated from the wheels to prevent over-rotation by bringing both the engagement / disengagement mechanisms into the detached state.
  • the above three modes can be realized by the three-position operation of the common engagement / disengagement switching element, that is, the state control of the differential gear mechanism by the three-position operation of a single actuator, and a plurality of actuators are necessary.
  • the three-position operation of the common engagement / disengagement switching element that is, the state control of the differential gear mechanism by the three-position operation of a single actuator, and a plurality of actuators are necessary.
  • there are cost problems controllability problems due to an increase in the number of objects to be controlled, problems related to reliability reduction due to increased failure frequency, and the number of types of faults as many as the number of combinations of actuators. Therefore, it is possible to solve all the problems that it is difficult to take countermeasures against failure.
  • FIG. 1 is a schematic system diagram showing an overall drive system of a hybrid vehicle including a motor drive system control device according to an embodiment of the present invention.
  • FIG. 2 is a schematic diagram showing details of a switching mechanism in FIG. 3 is a flowchart showing a motor drive system control program executed by the transmission controller in FIG.
  • FIG. 1 is a schematic system diagram showing an overall drive system of a hybrid vehicle including a motor drive system control device according to an embodiment of the present invention.
  • the hybrid vehicle is mounted with the engine 1 and the electric motor 2 as power sources, and the engine 1 is started by the starter motor 3.
  • the engine 1 is drive-coupled to the driving wheel 5 through a V-belt type continuously variable transmission 4 so as to be appropriately separable, and the V-belt type continuously variable transmission 4 is as outlined below.
  • the V-belt type continuously variable transmission 4 includes a continuously variable transmission mechanism CVT including a primary pulley 6, a secondary pulley 7, and a V belt 8 spanned between the pulleys 6 and 7 as main components.
  • the primary pulley 6 is coupled to the crankshaft of the engine 1 via the torque converter T / C
  • the secondary pulley 7 is coupled to the drive wheel 5 via the clutch CL and the final gear set 9 in order.
  • the clutch CL engaged, the power from the engine 1 is input to the primary pulley 6 via the torque converter T / C, and then reaches the drive wheel 5 via the V belt 8, the clutch CL and the final gear set 9 in sequence. Used for running hybrid vehicles.
  • the pulley V groove of the secondary pulley 7 is enlarged while the pulley V groove of the primary pulley 6 is reduced, so that the V belt 8 is wound around the primary pulley 6 and the arc diameter is increased.
  • the winding arc diameter with the secondary pulley 7 is reduced, and the V-belt continuously variable transmission 4 performs an upshift to the high pulley ratio.
  • the electric motor 2 is drivably coupled to the driving wheel 5 via the switching mechanism 10 and the final gear set 11 in order, so that the driving wheel 5 can be driven by the motor.
  • the switching mechanism 10 is configured as described in detail later with reference to FIG. 2, and the electric motor 2 is disconnected from the drive coupling state with respect to the drive wheel 5 to prevent the above-described over-rotation of the electric motor 2, or the electric motor 2 and It is assumed that the parked state of the vehicle (which can also be used for stopping on an uphill road, so-called hill hold) can be realized by rotationally locking the driving wheel 5.
  • the electric motor 2 is driven and controlled via the inverter 13 by the power of the battery 12.
  • the inverter 13 converts the DC power of the battery 12 into AC power and supplies it to the electric motor 2 and adjusts the power supplied to the electric motor 2 to control the driving force and the rotational direction of the electric motor 2.
  • the electric motor 2 functions as a generator in addition to the motor drive described above, and is also used for regenerative braking described in detail later. During this regenerative braking, the inverter 13 applies a power generation load corresponding to the regenerative braking force to the electric motor 2 to act as a generator, and the generated power of the electric motor 2 is stored in the battery 12.
  • the switching mechanism 10 includes a planetary gear set 31 as a differential gear mechanism, and this planetary gear set 31 is a simple structure comprising three rotating members, that is, a sun gear 31s, a ring gear 31r, and a carrier 31c.
  • a ring gear 31r is arranged concentrically around the sun gear 31s in the center, and the pinion 31P meshed with the outer peripheral teeth of the sun gear 31s and the inner peripheral teeth of the ring gear 31r is freely rotatable on the carrier 31c. Support and configure.
  • the ring gear 31r functions as a reaction force receiver by fixing its outer periphery to the housing 31h and making it non-rotatable. From the side closer to the planetary gear set 31 to the one side in the axial direction of the planetary gear set 31 (right side in FIGS. 1 and 2), the motor side gear of the final gear set 11 (indicated by reference numeral 11 in FIG. 2) and electric The motor 2 is arranged coaxially, and the motor side gear 11 is bound to the carrier 31c so as to rotate.
  • the sun gear 31s and the motor-side gear 11 are hollow, and the output shaft (motor shaft) 2a of the electric motor 2 is loosely fitted in these center holes to extend to the opposite side of the planetary gear set 31 in the axial direction.
  • a hollow intermediate shaft 32 and an outer shaft 33 are provided so as to wrap around the extended portion of the motor shaft 2a on the opposite side in the axial direction of the planetary gear set 31, and the hollow intermediate shaft 32 is rotated with the sun gear 31s.
  • the hollow outer shaft 33 is bound to the carrier 31c so as to rotate with the carrier 31c.
  • a clutch hub 34 is concentrically connected to the tip of the hollow intermediate shaft 32 far from the sun gear 31s, and the inner peripheral teeth of the coupling sleeve 35 are engaged with the outer peripheral teeth of the clutch hub 34, so that the coupling sleeve 35 is connected to the clutch hub 34.
  • Rotatingly engages so as to be relatively displaceable in the axial direction.
  • the tip of the motor shaft 2a far from the electric motor 2 is inserted into and protrudes from the center hole of the clutch hub 34, and the clutch gear 36 is concentrically connected to the tip of the motor shaft 2a.
  • a clutch gear 37 is disposed opposite to the clutch gear 36 across the clutch hub 34, and the clutch gear 37 is attached to the tip of the hollow outer shaft 33 far from the carrier 31c.
  • the coupling sleeve 35 When the coupling sleeve 35 is in the drive coupling (L) position displaced from the neutral (N) position shown in FIG. 2 to the left in the figure, the coupling sleeve 35 meshes with the outer peripheral teeth of the clutch gear 36 and the clutch hub 34 and the clutch gear. As a result, the electric motor 2 is driven and connected to the final gear set 11 (drive wheel 5), and the final gear set 11 is rotated from the motor shaft 2a as follows. After that, it goes to the driving wheel 5.
  • the rotation from the motor shaft 2a reaches the sun gear 31s via the clutch gear 36, the coupling sleeve 35, the clutch hub 34, and the intermediate shaft 32.
  • the sun gear 31s rolls the pinion 31p along the inner periphery of the fixed ring gear 31r in the same direction as the sun gear 31s under the deceleration determined by the gear ratio between the sun gear 31s and the ring gear 31r.
  • the coupling sleeve 35 When the coupling sleeve 35 is in the parking (P) position displaced from the neutral (N) position shown in FIG. 2 to the right in the drawing, the coupling sleeve 35 meshes with the outer peripheral teeth of the clutch gear 37 to engage the clutch hub 34 and the clutch gear 37.
  • the sun gear 31s and the carrier 31c are coupled to each other so that they cannot be rotated via the fixed ring gear 31r, and the planetary gear set 31 can be in an interlock state.
  • the final gear set 11 (drive wheel 5) is rotationally locked, and the vehicle can be placed in a park lock state or in a hill hold state that can prevent retreat on an uphill road. Therefore, the coupling sleeve 35 and the clutch gear 37 constitute an interlock engagement / disengagement mechanism in the present invention, and the parking (P) position corresponds to the interlock position in the present invention.
  • the drive coupling engagement / disengagement mechanism including the coupling sleeve 35 and the clutch gear 36 and the interlock engagement / disengagement mechanism including the coupling sleeve 35 and the clutch gear 37 are common to the coupling sleeve 35.
  • the coupling sleeve 35 corresponds to an engagement / disengagement switching element common to the drive coupling engagement / disengagement mechanism and the interlock engagement / disengagement mechanism.
  • ⁇ Driving mode> The hybrid vehicle having the drive system described above with reference to FIGS. 1 and 2 releases the clutch CL, stops the engine 1, and places the coupling sleeve 35 in the drive coupling (L) position of FIG. 2 by an actuator not shown. Meanwhile, electric traveling (EV traveling) by only the electric motor 2 can be performed as follows.
  • the power of the electric motor 2 reaches the sun gear 31s from the motor shaft 2a through the clutch gear 36, the coupling sleeve 35, the clutch hub 34, and the intermediate shaft 32.
  • the sun gear 31s causes the carrier 31c to rotate at a reduced speed according to the gear ratio between the sun gear 31s and the ring gear 31r by rolling the pinion 31p along the inner periphery of the fixed ring gear 31r in the same direction as the sun gear 31s.
  • the decelerated rotation of the carrier 31c reaches the drive wheel 5 through the final gear set 11, and the hybrid vehicle can be electrically driven (EV traveling) only by the electric motor 2.
  • the clutch CL it is possible to suppress power consumption during EV traveling without causing the stopped engine 1 to rotate.
  • the coupling sleeve 35 When the vehicle speed is in a high vehicle speed range that causes the electric motor 2 to over-rotate in the HEV running state, the coupling sleeve 35 is neutralized between the clutch gears 36 and 37 (N ) Position. In this case, the coupling sleeve 35 is detached from the clutch gear 36, does not mesh with any of the outer peripheral teeth of the clutch gears 36, 37, and the electric motor 2 is separated from the final gear set 11 (drive wheel 5).
  • the final gear set 11 (drive wheel 5) is set in a free state in which the final gear set 11 (drive wheel 5) can freely rotate. As a result, the electric motor 2 can be prevented from over-rotating in the high vehicle speed range in the HEV traveling state, and the electric motor 2 can be protected.
  • the brake disk 14 that rotates together with the drive wheel 5 is clamped by the caliper 15 to be braked.
  • the caliper 15 is connected to a master cylinder 18 that responds to the depressing force of the brake pedal 16 that the driver depresses and outputs a brake hydraulic pressure corresponding to the brake pedal depressing force under the boost of the negative pressure type brake booster 17.
  • the caliper 15 is operated to brake the brake disc 14. In braking, regenerative braking by the electric motor 2 may be performed, braking by the brake disk 14 and cooperative control, or regenerative braking by the electric motor 2 alone may be performed.
  • the coupling sleeve 35 When the vehicle is parked after the vehicle is stopped or the vehicle is prevented from moving backward (hill-holding) on the uphill road, the coupling sleeve 35 is displaced to the parking (P) position in FIG. 2 by the same actuator as described above. In this case, the coupling sleeve 35 meshes with the outer peripheral teeth of the clutch gear 37 to drive-couple the clutch hub 34 and the clutch gear 37, thereby coupling the sun gear 31s and the carrier 31c. As a result, the sun gear 31s and the carrier 31c becomes non-rotatable via the fixed ring gear 31r, and the planetary gear set 31 can be in an interlock state. Therefore, the final gear set 11 (drive wheel 5) is locked in rotation, and the vehicle can be put into a park lock state or in a hill hold state that can prevent the vehicle from moving backward on an uphill road.
  • the hybrid controller 21 has a signal from a normally open brake switch 26 that switches from OFF to ON during braking when the brake pedal 16 is depressed, and an accelerator opening sensor 27 that detects the accelerator pedal depression amount (accelerator opening) APO.
  • a signal and a signal from the vehicle speed sensor 28 for detecting the vehicle speed VSP are input.
  • the hybrid controller 21 further exchanges internal information with the engine controller 22, the motor controller 23, the transmission controller 24, and the battery controller 25.
  • the engine controller 22 controls the output of the engine 1 in response to a command from the hybrid controller 21, and the motor controller 23 controls the rotational direction of the electric motor 2 via the inverter 13 in response to the command from the hybrid controller 21. Perform output control.
  • the transmission controller 24 responds to a command from the hybrid controller 21 and controls the transmission of the continuously variable transmission 4 (V-belt continuously variable transmission mechanism CVT) using oil from the oil pump O / P driven by the engine as a medium. And clutch CL engagement / release control and switching control of the switching mechanism 10 (coupling sleeve 35).
  • the battery controller 25 performs charge / discharge control of the battery 12 in response to a command from the hybrid controller 21.
  • Control of the motor drive system related to the electric motor 2 of the hybrid vehicle will be described below.
  • the motor drive system is controlled by the transmission controller 24 by controlling the stroke of the coupling sleeve 35 in the switching mechanism 10 as shown in FIG. As described above, the coupling sleeve 35 is stroked by a single actuator (not shown).
  • step S12 of FIG. 3 it is checked whether the hybrid vehicle is running or stopped. While it is determined that the vehicle is traveling in step S12, it is checked in step S14 whether or not the vehicle speed VSP is in a high vehicle speed range equal to or higher than the set vehicle speed VSPs that causes the electric motor 2 to over-rotate. While it is determined that VSP ⁇ VSPs and the electric motor 2 is not over-rotated, in step S13, the coupling sleeve 35 is moved to the drive coupling (L) position by an actuator (not shown).
  • the hybrid vehicle can be electrically driven (EV traveling) only by the electric motor 2 or can be hybrid driven (HEV traveling) by the cooperation of the engine 1 and the electric motor 2.
  • step S15 When it is determined in step S14 that VSP ⁇ VSPs (high vehicle speed range in which the electric motor 2 is over-rotated), in step S15, the coupling sleeve 35 is moved to the neutral (N) position as shown in FIG. The motor 2 is disconnected from the final gear set 11 (drive wheel 5), and the final gear set 11 (drive wheel 5) is freely rotated. As a result, the electric motor 2 can be prevented from over-rotating in the high vehicle speed range (VSP ⁇ VSPs) in the HEV traveling state, and the electric motor 2 can be protected. Even when the vehicle speed increases during regenerative braking in the EV traveling state, it is possible to prevent over-rotation in the high vehicle speed range (VSP ⁇ VSPs).
  • step S16 If it is determined in step S12 in FIG. 3 that the vehicle is stopped, it is checked in step S16 whether there is a parking (parking) request or a hill hold request. Hold 35 at the current stroke position. If it is determined in step S16 that there is a parking (parking) request or a hill hold request, the planetary gear set 31 is interlocked by displacing the coupling sleeve 35 to the parking (P) position in FIG. 2 in step S17. The final gear set 11 (drive wheel 5) is rotationally locked in the state. As a result, the vehicle enters a park lock state, and the above-described parking (parking) request and a reverse prevention (hill hold) request on an uphill road can be realized.
  • the same coupling sleeve 35 is set to the neutral (N) position between the engagement / disengagement mechanism for the drive coupling and the engagement / disengagement mechanism for the interlock.
  • the electric motor 2 can be separated from the drive wheel 5 to prevent over-rotation during HEV traveling by bringing both the engagement / disengagement mechanisms into the detached state.
  • the above three modes can be realized by the state control of the planetary gear set 31 by the operation of the common coupling sleeve 35 to the three positions (L, N, P), that is, the three positions of the single actuator. It will be. Therefore, when multiple actuators are required as in the past, there are cost problems, controllability problems due to an increase in the number of objects to be controlled, problems related to deterioration in reliability due to increased failure frequency, and the number of combinations of actuators. It is possible to solve all the problems that it is difficult to specify the type of failure due to the presence of the type of failure, and it becomes difficult to take measures against the failure.
  • the electric motor 2 the drive coupling engagement / disengagement mechanisms 35, 36 and the interlock engagement / disengagement mechanisms 35, 37 are coaxially arranged on both sides in the axial direction across the planetary gear set 31, the motor transmission system
  • the switching mechanism 10 as a whole is balanced in weight in the axial direction, so that the bearing load is not concentrated at a specific location, and the durability of the motor transmission system switching mechanism 10 can be improved.
  • the coupling sleeve 35 is configured to realize the park lock state by coupling the sun gear 31s and the carrier 31c in the interlock (P) position as in the illustrated example described above, the shafts 2a, 32, and 33 Although it is advantageous to minimize the number of overlaps and the planetary gear set 31 is not always rotated, the power loss can be reduced. Instead, the coupling sleeve 35 is connected to the sun gear 31s and the ring gear 31r in the interlock (P) position. It goes without saying that the park lock state may be realized by combining the intervals. Further, as in the illustrated example described above, the electric motor 2 can be arranged not on the final gear set 11 side but on the clutch gear 36 side. As described above, when the electric motor 2 is disposed on the clutch gear 36 side, the motor shaft 2a can be shortened to make the hollow intermediate shaft 32 have a solid structure.
  • the simple planetary gear set 31 is used as the differential gear mechanism.
  • the present invention is not limited to this, and other types of gear mechanisms may be used as long as the gear mechanism has a differential function. Good thing, of course.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Power Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Automation & Control Theory (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

Selon la présente invention, les couronnes (31r) d'un train planétaire (31) sont fixes, des supports (31c) sont couplés de manière à entraîner des roues par l'intermédiaire de trains d'engrenages finaux (11) et des planétaires (31s) sont couplés à des moyeux de disque (34). La denture intérieure de manchons d'accouplement (35) s'engrène avec la denture extérieure des moyeux de disque (34), et des pignons de renvoi d'arbre primaire (36, 37) sont positionnés de façon concentrique de chaque côté des moyeux de disque (34) dans la direction axiale de manière à se faire face. Les pignons de renvoi d'arbre primaire (36, 37) sont attachés à un arbre de moteur (2a) et aux supports (31c). Les manchons d'accouplement (35) : mettent le système d'entraînement de moteur de véhicule hybride dans un état de coupure du système d'entraînement de moteur permettant à un moteur électrique (2) d'être déconnecté des trains d'engrenages finaux (11) (à savoir, les roues motrices (5)) au point mort (N) ; mettent le système d'entraînement de moteur de véhicule hybride dans un état de connexion du système d'entraînement de moteur permettant aux manchons d'accouplement de s'engrener avec la denture extérieure du pignon de renvoi d'arbre primaire (36) dans une position d'accouplement d'entraînement (L), ce qui permet au moteur électrique (2) d'être couplé avec les trains d'engrenages finaux (11) (à savoir, les roues motrices (5)) ; et s'engrènent avec la denture extérieure des pignons de renvoi d'arbre primaire (37) dans une position de stationnement (P) de manière à mettre le train planétaire (31) dans un état verrouillé.
PCT/JP2013/056389 2012-03-26 2013-03-08 Organe de commande destiné à un système d'entraînement de moteur de véhicule hybride WO2013146176A1 (fr)

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JP2012-068991 2012-03-26
JP2012068991A JP2015134509A (ja) 2012-03-26 2012-03-26 ハイブリッド車両用モータ駆動系の制御装置

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP5889438B2 (ja) * 2012-12-21 2016-03-22 日産自動車株式会社 ハイブリッド車両の駆動装置
CN111619334A (zh) * 2020-06-01 2020-09-04 奇瑞汽车股份有限公司 混合动力系统和控制方法

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Publication number Priority date Publication date Assignee Title
JP6965792B2 (ja) 2018-02-28 2021-11-10 トヨタ自動車株式会社 車両用駆動装置
CN112638686B (zh) * 2018-09-11 2023-11-21 沃尔沃建筑设备公司 轮毂驱动系统

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JP2000199442A (ja) * 1998-12-28 2000-07-18 Honda Motor Co Ltd ハイブリッド自動車
JP2009051263A (ja) * 2007-08-23 2009-03-12 Toyota Motor Corp 動力出力装置
JP2011031741A (ja) * 2009-07-31 2011-02-17 Toyota Motor Corp ハイブリッド車両
JP2011230713A (ja) * 2010-04-28 2011-11-17 Toyota Motor Corp ハイブリッド車両の動力伝達装置

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Publication number Priority date Publication date Assignee Title
JP2000199442A (ja) * 1998-12-28 2000-07-18 Honda Motor Co Ltd ハイブリッド自動車
JP2009051263A (ja) * 2007-08-23 2009-03-12 Toyota Motor Corp 動力出力装置
JP2011031741A (ja) * 2009-07-31 2011-02-17 Toyota Motor Corp ハイブリッド車両
JP2011230713A (ja) * 2010-04-28 2011-11-17 Toyota Motor Corp ハイブリッド車両の動力伝達装置

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP5889438B2 (ja) * 2012-12-21 2016-03-22 日産自動車株式会社 ハイブリッド車両の駆動装置
CN111619334A (zh) * 2020-06-01 2020-09-04 奇瑞汽车股份有限公司 混合动力系统和控制方法
CN111619334B (zh) * 2020-06-01 2022-07-12 奇瑞汽车股份有限公司 混合动力系统和控制方法

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