CN101233033A - 电动车辆驱动控制装置及其控制方法 - Google Patents
电动车辆驱动控制装置及其控制方法 Download PDFInfo
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- CN101233033A CN101233033A CNA2006800275440A CN200680027544A CN101233033A CN 101233033 A CN101233033 A CN 101233033A CN A2006800275440 A CNA2006800275440 A CN A2006800275440A CN 200680027544 A CN200680027544 A CN 200680027544A CN 101233033 A CN101233033 A CN 101233033A
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- 238000000034 method Methods 0.000 title claims description 18
- 230000005540 biological transmission Effects 0.000 claims abstract description 41
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- 230000014509 gene expression Effects 0.000 description 10
- 238000012360 testing method Methods 0.000 description 8
- 230000001141 propulsive effect Effects 0.000 description 6
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- ATJFFYVFTNAWJD-UHFFFAOYSA-N Tin Chemical compound [Sn] ATJFFYVFTNAWJD-UHFFFAOYSA-N 0.000 description 1
- 230000015572 biosynthetic process Effects 0.000 description 1
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- F16H3/727—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously with at least two dynamo electric machines for creating an electric power path inside the gearing, e.g. using generator and motor for a variable power torque path
- F16H3/728—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously with at least two dynamo electric machines for creating an electric power path inside the gearing, e.g. using generator and motor for a variable power torque path with means to change ratio in the mechanical gearing
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Abstract
一种电动车辆驱动控制装置,使发动机旋转速度在变速前后不发生变化,不给驾驶员带来不快感、不协调感等。具有:差动装置,其第一旋转要素与第一电机连结,第二旋转要素经由传动轴(15)与第二电机连结,第三旋转要素与发动机(11)连结;变速机(18),其对传动轴(15)所传递的旋转进行变速;补偿转矩计算处理单元,其随着变速机(18)的变速计算出惯性补偿转矩,且该惯性补偿转矩用于补偿由惯性引起的旋转速度的变动;目标转矩修正处理单元,其依据惯性补偿转矩对作为第一电机的目标的转矩进行修正。由此,可以防止由于惯性及控制延迟而使发动机旋转速度发生变化,并可以防止在发动机(11)中产生惯性转矩。
Description
技术领域
本发明涉及电动车辆驱动控制装置及其控制方法。
背景技术
以往,车辆驱动装置被搭载于电动车辆中,例如搭载于混合动力型车辆中,将发动机的转矩、即将发动机转矩的一部分传递给发电机,其余的转矩传递给驱动轮,在上述车辆驱动装置中,具有包含太阳轮、内齿圈、行星架的行星齿轮组件。而且,构成为,将上述行星架和发动机连结,将内齿圈及电动机和驱动轮通过变速机连结,将太阳轮和发电机连结,将从上述内齿圈和电动机输出的旋转传递到驱动轮并使其产生驱动力。
然而,在驱动发动机产生发动机转矩,并通过上述变速机向驱动轮传递来使混合动力型车辆行驶期间,当变速机进行变速时,若在变速的前后发动机的旋转速度、即发动机旋转速度发生了变化,则会产生变速冲击。因此,为了抑制在变速的前后发动机旋转速度的变化,要对发电机的旋转速度、即发电机旋转速度进行控制(例如,参照专利文献1)。
专利文献1:日本特开2005-61498号公报
但是,在上述以往的车辆驱动装置中,当控制发电机旋转速度时,由于发电机自身所具有的惯性和控制延迟,有时发动机旋转速度发生变化,在这种情况下,与发动机旋转速度的变化量相对应,在发动机中产生惯性转矩,并产生变速冲击,给驾驶员带来不快感。
另外,若伴随着发动机旋转速度的变化,混合动力型车辆的驱动力也发生变化,则会给驾驶员带来不协调感。
发明内容
本发明,为了解决上述以往的车辆驱动装置的问题点,提供一种使发动机旋转速度在变速前后不发生变化,不会给驾驶员带来不快感和不协调感的电动车辆驱动控制装置及其控制方法。
为此,在本发明的电动车辆驱动控制装置中,具有:第一电机;第二电机;差动装置,其具有第一~第三旋转要素,第一旋转要素与上述第一电机连结,第二旋转要素经由传动轴与上述第二电机连结,第三旋转要素与发动机连结;变速机,其对上述传动轴所传递的旋转进行变速;补偿转矩计算处理单元,其随着变速机的变速计算出惯性补偿转矩,该惯性补偿转矩用于补偿由惯性引起的旋转速度的变动;及目标转矩修正处理单元,其依据上述惯性补偿转矩对作为上述第一电机的目标的转矩进行修正。
根据本发明,在电动车辆驱动控制装置中,具有:第一电机;第二电机;差动装置,其具有第一~第三旋转要素,第一旋转要素与上述第一电机连结,第二旋转要素经由传动轴与上述第二电机连结,第三旋转要素与发动机连结;变速机,其对上述传动轴所传递的旋转进行变速;补偿转矩计算处理单元,其随着变速机的变速计算出惯性补偿转矩,该惯性补偿转矩用于补偿由惯性引起的旋转速度的变动;及目标转矩修正处理单元,其依据上述惯性补偿转矩对作为上述第一电机的目标的转矩进行修正。
在这种情况下,由于随着变速机的变速计算出用于对惯性引起的旋转速度的变动进行补偿的惯性补偿转矩,依据上述惯性补偿转矩对作为上述第一电机的目标的转矩进行修正,所以可以防止由于惯性和控制延迟而引起的发动机旋转速度的变化,可防止在发动机中产生惯性转矩。其结果,可防止产生变速冲击,从而不会给驾驶员带来不快感。
另外,由于可防止电动车辆的驱动力发生变化,所以不会给驾驶员带来不协调感。
附图说明
图1是本发明的实施方式中的发动机和车辆驱动装置的示意图。
图2是表示本发明的实施方式中的变速机的动作表的图。
图3是本发明的实施方式中的变速机的速度线图。
图4是本发明的实施方式中的电动车辆驱动控制装置的方框图。
图5是表示本发明的实施方式中的车辆控制装置的动作的流程图。
图6是表示本发明的实施方式中的变速时的速度线图的变化例的图。
图7是表示根据发电机目标转矩驱动发电机时的车辆驱动装置的动作的时序图。
图8是表示本发明的实施方式中的车辆驱动装置的动作的时序图。
图中:10-车辆驱动装置;11-发动机;13-行星齿轮组件;14、15-传动轴;16-发电机;18-变速机;25-电动机;57-发电机/电动机控制装置;CR1-第一行星架;R1-第一内齿圈;S1-第一太阳轮。
具体实施方式
以下,参照附图对本发明的实施方式进行详细说明。对在这种情况下,用于对作为电动车辆的混合动力型车辆进行驱动的电动车辆驱动控制装置及其控制方法进行说明。
图1是本发明的实施方式中的发动机和车辆驱动装置的示意图。
在图中,10是车辆驱动装置;11是发动机(E/G);12是输出轴,用于将通过驱动该发动机11而使其产生的旋转和发动机转矩TE输出,且该输出轴12兼作车辆驱动装置10的输入轴。另外,13是作为差动装置的行星齿轮组件,用于分配通过上述输出轴12输入的发动机转矩TE;14、15是传动轴,用于接受在该行星齿轮组件13中产生的旋转,且接受在行星齿轮组件13中被分配的发动机转矩TE;16是作为第一电机且作为第一电动机械的发电机(G),通过传动轴14与上述行星齿轮组件13连结;25是作为第二电机且作为第二电动机械的电动机(M),通过传动轴15与上述行星齿轮组件13连结。
18是变速机,通过上述传动轴15与行星齿轮组件13和电动机25连结。该变速机18,对通过传动轴15输入的旋转进行变速,并将变速后的旋转向输出轴19输出。
而且,未图示的差速装置与该输出轴19连接,该差速装置将通过输出轴19传递的旋转进行分配,传递到未图示的驱动轮。这样,发动机11、发电机16、电动机25及驱动轮相互在机械上被连结。
上述行星齿轮组件13由单级行星齿轮构成,具有:第一太阳轮S1、与该第1太阳轮S1啮合的第一小齿轮P1、与该第一小齿轮P1啮合的第一内齿圈R1、及旋转自由地支撑上述第一小齿轮P1的第一行星架CR1,上述第一太阳轮S1通过上述传动轴14与发电机16连结,第一内齿圈R1通过传动轴15与电动机25及变速机18连结,上述第一行星架CR1通过输出轴12与发动机11连结。而且,第一差动要素由上述第一太阳轮S1、第一内齿圈R1及第一行星架CR1构成,第一旋转要素由第一太阳轮S1构成,第二旋转要素由第一内齿圈R1构成,第三旋转要素由第一行星架CR1构成。
另外,上述发电机16,固定于上述传动轴14,由旋转自由地配设的转子21、配设在该转子21的周围的定子22、及在该定子22上缠绕的线圈23构成。上述发电机16,由于通过传动轴14而传递的旋转产生交流电流亦即U相、V相及W相电流。另外,根据需要,发电机16接受U相、V相及W相电流而产生发电机16的转矩、即发电机转矩TG,并向传动轴14输出。
而且,在上述转子21和上述车辆驱动装置10的壳体Cs之间配设了未图示的发电机制动器,通过使该发电机制动器接合可使转子21固定,在机械上使发电机16的旋转停止。
另外,上述电动机25,固定于上述传动轴15,由旋转自由地配设的转子26、配设在该转子26的周围的定子27、及在该定子27上缠绕的线圈28构成。上述电动机25由于从未图示的电池提供的U相、V相及W相电流而产生电动机25的转矩、即电机转矩TM,并向传动轴15输出。
而且,上述变速机18,具有由单级行星齿轮构成的第一、第二齿轮组件31、32,并且,具有作为摩擦接合要素的离合器C0~C2、制动器B1、B2及单向离合器F1。
上述第一齿轮组件31,具有第二太阳轮S2、与该第二太阳轮S2啮合的第二小齿轮P2、与该第二小齿轮P2啮合的第二内齿圈R2、及旋转自由地支撑上述第二小齿轮P2的第二行星架CR2;第二齿轮组件32,具有第三太阳轮S3、与该第三太阳轮S3啮合的第三小齿轮P3、与该第三小齿轮P3啮合的第三内齿圈R3、及旋转自由地支撑上述第三小齿轮P3的第三行星架CR3。
第二差动要素由上述第二太阳轮S2、第二内齿圈R2及第二行星架CR2构成,第三差动要素由上述第三太阳轮S3、第三内齿圈R3及第三行星架CR3构成。
而且,上述第二太阳轮S2,通过离合器C2与传动轴15连结,并且,通过制动器B1与壳体Cs连结;第二内齿圈R2与第三行星架CR3及输出轴19连结;第二行星架CR2与第三内齿圈R3连结,并且,通过离合器C0与传动轴15连结,通过单向离合器F1与壳体Cs连结,另又通过制动器B2与壳体Cs连结。另外,第三太阳轮S3通过离合器C1与传动轴15连结。
下面对上述变速机18的动作进行说明。
图2是表示本发明的实施方式中的变速机的动作表的图,图3是本发明的实施方式中的变速机的速度线图。
在图中,C0~C2表示离合器,B1、B2表示制动器,F1表示单向离合器,1ST、2ND、3RD、4TH表示前进行驶中的1速~4速,REV表示后退行驶。另外,O表示离合器C0~C2及制动器B1、B2接合,单向离合器F1被置于锁止状态;(O)表示发动机制动时制动器B2被接合,其他表示离合器C0~C2及制动器B1、B2被放开,单向离合器F1被置于自由状态。
S2是第二太阳轮,R2是第二内齿圈,CR2是第二行星架,S3是第三太阳轮,R3是第三内齿圈,CR3第三行星架。
而且,λ1是第二太阳轮S2的齿数相对于第二内齿圈R2的齿数之比,λ2是第三太阳轮S3的齿数相对于第三内齿圈R3的齿数之比。此外,图3中的-1、0、1、2及3表示将所输入的旋转的旋转速度设为1时的相对的旋转速度。
在上述构成的变速机18(图1)中,在前进行驶的1速中,使离合器C1接合,将单向离合器F1置于锁止状态。这时,随着使离合器C1接合,传动轴15的旋转被输入到第三太阳轮S3,使第三太阳轮S3以旋转速度1旋转。另一方面,随着单向离合器F1变成锁止的状态,第三内齿圈R3的旋转速度变成零(0),所以减速后的1速的旋转被从第三行星架CR3向输出轴19输出。
另外,在前进行驶的2速中,使离合器C1及制动器B1接合。这时,随着使离合器C1接合,将传动轴15的旋转向第三太阳轮S3输入,使第三太阳轮S3以旋转速度1旋转。另一方面,随着使制动器B1接合,第二太阳轮S2的旋转速度变成零,所以,被减速且比1速高的2速的旋转被从第三行星架CR3向输出轴19输出。
然后,在前进行驶的3速中,将离合器C0、C1接合。这时,随着使离合器C0接合,传动轴15的旋转被输入到第二行星架CR2,使第二行星架CR2以旋转速度1旋转。另一方面,随着使离合器C1接合传动轴15的旋转被输入到第三太阳轮S3,第三太阳轮S3以旋转速度1旋转。其结果,变速机18成为直接连结状态,与传动轴15的旋转速度相同的3速的旋转被从第三行星架CR3向输出轴19输出。
接下来,在前进行驶的4速中,使离合器C0及制动器B1接合。这时,随着使离合器C0接合传动轴15的旋转被输入到第二行星架CR2,使第二行星架CR2以旋转速度1旋转。另一方面,随着使制动器B1接合,第二太阳轮S2的旋转速度变成零,所以,被增速且比传动轴15的旋转速度高的4速的旋转被从第三行星架CR3向输出轴19输出。
另外,在后退行驶中,使离合器C2及制动器B2接合。这时,随着使离合器C2接合,传动轴15的旋转被输入到第二太阳轮S2,使第二太阳轮S2以旋转速度1旋转。另一方面,随着使制动器B2接合,第三内齿圈R3的旋转速度变成零,所以,与传动轴15的旋转方向相反方向的旋转被从第三行星架CR3向输出轴19输出。
下面,对电动车辆驱动控制装置进行说明。
图4是本发明的实施方式中的电动车辆驱动控制装置的方框图。
在图中,10是车辆驱动装置,11是发动机,12是输出轴,上述车辆驱动装置10具有:行星齿轮组件13;传动轴14、15;发电机16;电动机25;变速机18;输出轴19;油压控制装置35,用于对未图示的油压伺服排给油,且该油压伺服用于使上述变速机18的离合器C0~C2及制动器B1、B2接合脱离;及泵(机械O/P)36等,接受发动机11的旋转并动作,以机械方式产生规定的油压,并提供给油压控制装置35。
差速装置38与上述输出轴19连结,该差速装置38对通过输出轴19传递的旋转进行分配,并传递到驱动轮39。
另外,41是逆变器装置,具有用于驱动上述发电机16的逆变器和用于驱动电动机25的逆变器;43是作为电流检测部的电流传感器,用于检测流经发电机16的电流;45是作为电流检测部的电流传感器,用于检测流经电动机25的电流;46是电池;47是作为电池电压检测部的电池电压传感器;48是作为旋转速度检测部的旋转速度传感器,用于检测发电机旋转速度NG;49是作为旋转速度检测部的旋转速度传感器,用于检测电动机25的旋转速度、即电动机旋转速度NM;50是作为旋转速度检测部的旋转速度传感器,用于检测发动机旋转速度NE;53是作为油压检测部的油压传感器,用于检测油压控制装置35中的油压;54是作为油温检测部的油温传感器,用于检测油压控制装置35中的油温;59是作为车速检测部的车速传感器,用于基于输出轴19的旋转速度检测车速V。此外,利用发动机旋转速度NE、发电机旋转速度NG及电动机旋转速度NM,构成用于分别判定发动机11、发电机16及电动机25的驱动状态的驱动状态判定指标,利用上述旋转速度传感器48~50构成驱动状态判定指标检测部。另外,利用上述车速V构成混合动力型车辆的行驶负荷,利用车速传感器59构成行驶负荷检测部。
而且,51是泵(电动O/P),用于以电气方式产生规定的油压并提供给油压控制装置35。52是用于驱动该泵51的电动O/P用逆变器。
另外,55是用于进行混合动力型车辆的整体控制的车辆控制装置;56是用于进行发动机11的控制的发动机控制装置;57是用于进行发电机16及电动机25的控制的发电机/电动机控制装置;58是用于进行变速机18的控制的变速机控制装置。上述车辆控制装置55、发动机控制装置56、发电机/电动机控制装置57及变速机控制装置58,通过单独或二个以上进行组合而起到计算机的作用,基于各种程序、数据等进行运算处理。
上述车辆控制装置55,向上述发动机控制装置56发送发动机控制信号,由发动机控制装置56设定发动机11的起动/停止。
而且,车辆控制装置55,设定用于表示发动机旋转速度NE的目标值的发动机目标旋转速度NE*、用于表示发电机转矩TG的目标值的发电机目标转矩TG*、及用于表示电动机转矩TM的目标值的电动机目标转矩TM*,上述发电机/电动机控制装置57,设定用于表示发电机旋转速度NG的目标值的发电机目标旋转速度NG*、用于表示电动机转矩TM的补正值的电动机转矩补正值δTM等。
另外,上述变速机控制装置58的未图示的变速级设定处理单元(变速级设定处理部),进行变速级设定处理,读入基于未图示的油门踏板的踩踏量而检测出的表示发动机负荷的油门开度Ac、上述车速V等,参照内置在变速机控制装置58中的未图示的记录装置的变速图,设定变速级。接下来,变速机控制装置58的未图示的变速请求处理单元(变速请求处理部),进行变速请求处理,基于当前的变速级及所设定的变速级,对是否需要变速进行判断,在需要进行变速的情况下,产生变速请求。而且,变速机控制装置58的未图示的变速处理单元(变速处理部),进行变速处理,并基于变速请求产生变速输出,进行变速控制。
另外,车辆控制装置55的未图示的车辆请求转矩计算处理单元(车辆请求转矩计算处理部),进行车辆请求转矩计算处理,读入上述车速V、油门开度Ac等,计算出使混合动力型车辆行驶所需要的车辆请求转矩TO*。
然后,上述车辆控制装置55的未图示的车辆请求输出计算处理单元(车辆请求输出计算处理部),进行车辆请求输出计算处理,通过对上述车辆请求转矩TO*和车速V进行乘法计算,计算出驾驶员请求输出PD,并基于未图示的电池残量检测传感器所检测的电池残量SOC,对电池充放电请求输出PB进行计算,并通过对上述驾驶员请求输出PD和电池充放电请求输出PB进行加法计算,计算出车辆请求输出PO。
接下来,上述车辆控制装置55的未图示的发动机目标运转状态设定处理单元(发动机目标运转状态设定处理部),进行发动机目标运转状态设定处理,基于上述车辆请求输出PO、油门开度Ac等决定发动机11的运转点,将该运转点中的发动机转矩TE决定为发动机目标转矩TE*,将上述运转点中的发动机旋转速度NE决定为发动机目标旋转速度NE*,并将该发动机目标旋转速度NE*向发动机控制装置56发送。
而且,该发动机控制装置56的未图示的起动请求处理单元(起动请求处理部),进行起动请求处理,对发动机11是否位于驱动区域进行判断,在尽管位于驱动区域而发动机11未被驱动的情况下,发动机控制装置56的未图示的起动处理单元(起动处理部)进行起动处理,产生用于使发动机11起动的发动机起动请求。然后,上述发动机控制装置56的未图示的发动机起动处理单元(发动机起动处理部)进行发动机起动处理,若产生了发动机起动请求,则产生发动机起动信号。通过这样做,可驱动发动机11,使其产生发动机转矩TE并使混合动力型车辆行驶。
但是,在如上所述那样地产生发动机转矩TE,并通过上述变速机18向驱动轮39传递而使混合动力型车辆行驶的期间,在变速机18中进行变速,若在变速前后发动机旋转速度NE发生了变化,则会产生变速冲击。
因此,发电机/电动机控制装置57的未图示的发电机控制处理单元(发电机控制处理部)进行发电机控制处理,并基于上述发动机目标旋转速度NE*,对发电机旋转速度NG进行控制,以使在变速前后发动机旋转速度NE不发生变化。
因此,上述发电机控制处理单元的发电机目标旋转速度计算处理单元(发电机目标旋转速度计算处理部),进行发电机目标旋转速度计算处理,并读入利用旋转速度传感器49检测的电动机旋转速度NM,基于从传动轴15到第一内齿圈R1的齿轮比计算出内齿圈旋转速度NR1,并且,读入在发动机目标运转状态设定处理中所决定的发动机目标旋转速度NE*,基于内齿圈旋转速度NR1及发动机目标旋转速度NE*,利用行星齿轮组件13的旋转速度关系式,计算并决定发电机目标旋转速度NG*。而且,上述发电机控制处理单元的发电机转矩计算处理单元(发电机转矩计算处理部),进行发电机转矩计算处理,并读入由上述旋转速度传感器48检测的发电机旋转速度NG,基于该发电机旋转速度NG和发电机目标旋转速度NG*之间的旋转速度差ΔNG进行PI控制,计算并决定发电机目标转矩TG*。在这种情况下,旋转速度差ΔNG越大,发电机目标转矩TG*越大,也考虑正负。
若这样计算出发电机目标转矩TG*,则上述发电机控制处理单元的发电机驱动处理单元(发电机驱动处理部),进行发电机驱动处理,依据发电机目标转矩TG*产生电流指令值及电压指令值,驱动发电机16。其结果,可以对发电机旋转速度NG进行控制。
但是,在对发电机旋转速度NG进行控制的情况下,由于发电机16自身所具有的惯性Ig及控制延迟,若发动机旋转速度NE发生了变化,则与发动机旋转速度NE的变化量相对应,在发动机11中产生惯性转矩TIe,并产生变速冲击,给驾驶员带来不快感。
另外,随着发动机旋转速度NE的变化,若混合动力型车辆的驱动力发生了变化,则会给驾驶员带来不协调感。
因此,上述发电机控制处理单元,进行发电机16的控制,以抑制发动机旋转速度NE与惯性Ig相对应的变化。
图5是表示本发明的实施方式中的车辆控制装置的动作的流程图。
图6是表示本发明的实施方式中的变速时的速度线图的变化例的图。
例如,如图6所示,在变速机18(图4)中进行变速,速度线图从线L1所示的变速前的状态变化到线L2所示的变速后的状态,如果传动轴15的旋转速度降低,则电动机旋转速度NM降低Δωm。这时,若随着电动机旋转速度NM的变化,发动机旋转速度NE发生了变化,则会产生变速冲击。因此,使发电机旋转速度NG提高Δωg,以使在变速前后发动机旋转速度NE不会发生变化。
但是,当在控制发电机旋转速度NG时,由于发电机16自身所具有的惯性Ig及控制延迟,而不能使发电机旋转速度NG提高Δωg的情况下,发动机旋转速度NE以该程度降低,与该发动机旋转速度NE的变化量相对应地在发动机11中产生惯性转矩TIe,并产生变速冲击,给驾驶员带来不快感。
另外,若随着发动机旋转速度NE的变化,混合动力型车辆的驱动力发生了变化,则给驾驶员带来不协调感。
在产生了变速请求时,上述变速处理单元,产生变速输出,开始变速控制。此外,上述变速请求及变速输出,构成用于在上述变速机18中开始变速控制的变速开始指标。
接下来,上述发电机控制处理单元的补偿转矩计算处理单元(补偿转矩计算处理部),进行补偿转矩计算处理,基于发电机16的角加速度αg及惯性Ig,计算出发电机16的惯性补偿转矩Tgi,且该惯性补偿转矩Tgi用于补偿由于与变速相伴的惯性Ig所引起的发动机旋转速度NE的变动。为此,在补偿转矩计算处理单元将发电机/电动机控制装置57的CPU中的控制周期设为Δt,将电动机25的角加速度设为αm时,角加速度αg、αm为
αg=Δωg/Δt
αm=Δωm/Δt
。而且,若将第一太阳轮S1的齿数与第一内齿圈R1的齿数之比设为λ,则 αm∶αg=λ∶1
。所以,可以如下所示,用比λ及角加速度αm表示角加速度αg,
αg=1/λ·αm
因此,上述惯性补偿转矩Tgi为:
Tgi=Ig·αg
=Ig/λ·αm
然后,上述发电机控制处理单元的目标转矩修正处理单元(目标转矩修正处理部),进行目标转矩修正处理,读入发电机目标转矩TG*,依据惯性补偿转矩Tgi对该发电机目标转矩TG*进行修正。为此,在本实施方式中,当目标转矩修正处理单元,使修正后的发电机目标转矩TG*为作为修正目标转矩的修正发电机目标转矩TG*′时:
TG*′=TG*+Tgi。
因此,上述发电机驱动处理单元,依据修正发电机目标转矩TG*′产生电流指令值及电压指令值,驱动发电机16。其结果,不会由于惯性Ig及控制延迟而引起发动机旋转速度NE发生变化,可以防止在发动机11中产生惯性转矩TIe,所以,可以使发动机转矩TE保持一定。并且,可防止产生变速冲击,因而不会给驾驶员带来不快感。
另外,由于可以防止混合动力型车辆的驱动力的变化,所以不会给驾驶员带来不协调感。
这样进行变速控制,然后,变速处理单元,读入电动机旋转速度NM,并计算出电动机旋转速度NM的变化率,根据该变化率是否比阀值小,对变速是否结束进行判断。而且,若变速结束了,则变速处理单元结束变速控制。
下面对流程图进行说明。
步骤S1,对是否产生了变速输出进行判断。在产生了变速输出的情况下,进入步骤S2,在未产生的情况下返回。
步骤S2,开始变速控制。
步骤S3,计算发电机16的惯性补偿转矩Tgi。
步骤S4,对发电机16进行控制,以使发动机旋转速度NE不发生变化。
步骤S5,对变速是否结束进行判断。在变速已结束的情况下,进入步骤S6;在未结束的情况下,返回步骤S3。
步骤S6,结束变速控制,返回。
下面,对根据发电机目标转矩TG*驱动发电机16时的、和根据修正发电机目标转矩TG*′驱动发电机16时的车辆驱动装置10的动作进行说明。
图7是表示根据发电机目标转矩驱动发电机时的车辆驱动装置的动作的时序图。图8是表示本发明的实施方式中的车辆驱动装置的动作的时序图。
在图7和8中,τ1是从变速开始到结束为止的区间,τ2是从变速开始后进行离合器C0(图1)~C2及制动器B1、B2的接合脱离,变速机18的输入旋转没有发生变化的区间的转矩相(phase),τ3是进行离合器C0~C2及制动器B1、B2的接合脱离,变速机18的输入旋转发生了变化的区间的惯性相。
而且,还表示了,由随着变速向输出轴19输出的输出转矩TOUT、向变速机18输入的输入转矩TIN、发动机转矩TE、发电机转矩TG及电动机转矩TM构成的各转矩;由随着变速而接合的摩擦接合要素的接合侧转矩Tm、及随着变速而放开的摩擦接合要素的放开侧转矩Tr构成的接合要素转矩;由发动机旋转速度NE、发电机旋转速度NG及电动机旋转速度NM构成的旋转速度;及发电机16的消耗功率PG、电动机25的消耗功率PM、以及将消耗功率PG、PM相加以后的总消耗功率PT。
而且,在图7中,若在时刻t1产生变速输出并开始变速控制,则产生升速换档的变速信号,并开始变速,转矩相τ2开始。在该转矩相τ2中,接合侧转矩Tm增大,放开侧转矩Tr减小,进行转矩分担。这时,发动机旋转速度NE、发电机旋转速度NG及电动机旋转速度NM不发生变化。
然后,在时刻t2转矩相τ2结束,惯性相τ3开始,在时刻t3惯性相τ3结束。在该惯性相τ3中,电动机旋转速度NM变低,发电机旋转速度NG依据发电机目标旋转速度NG*而变高,但是由于惯性Ig及控制延迟,发电机旋转速度NG不会上升到足够高。因此,发动机旋转速度NE以该程度降低。
与此相对,在图8中,若在时刻t1产生变速输出并开始变速控制,则产生升速换档的变速信号,并开始变速,转矩相τ2开始。在该转矩相τ2中,接合侧转矩Tm增大,放开侧转矩Tr减小,进行转矩分担。这时,发动机旋转速度NE、发电机旋转速度NG及电动机旋转速度NM不发生变化。
然后,在时刻t2转矩相τ2结束,惯性相τ3开始,在时刻t3惯性相τ3结束。在该惯性相τ3中,电动机旋转速度NM变低,使发电机旋转速度NG与发电机目标旋转速度NG*一致,且该发电机目标旋转速度NG*是利用根据惯性补偿转矩Tgi修正后的修正发电机目标转矩TG*′计算出的。因此,可以使发动机旋转速度NE保持一定。
此外,本发明不限于上述实施方式,可以根据本发明的主旨进行各种变形,不能将这些变形排除在本发明的范围之外。
产业上应用的可能性
可以将本发明适用于混合动力型车辆的车辆驱动装置。
Claims (9)
1.一种电动车辆驱动控制装置,其特征在于,具有:
第一电机;
第二电机;
差动装置,其具有第一~第三旋转要素,第一旋转要素与上述第一电机连结,第二旋转要素经由传动轴与上述第二电机连结,第三旋转要素与发动机连结;
变速机,其对上述传动轴所传递的旋转进行变速;
补偿转矩计算处理单元,其随着变速机的变速计算出惯性补偿转矩,该惯性补偿转矩用于补偿由惯性引起的旋转速度的变动;及
目标转矩修正处理单元,其依据上述惯性补偿转矩对作为上述第一电机的目标的转矩进行修正。
2.根据权利要求1所述的电动车辆驱动控制装置,其特征在于,
上述补偿转矩计算处理单元,在产生了用于在上述变速机中开始变速控制的变速开始指标时,计算出惯性补偿转矩。
3.根据权利要求2所述的电动车辆驱动控制装置,其特征在于,
上述变速开始指标是依据变速请求而产生的变速输出。
4.根据权利要求1所述的电动车辆驱动控制装置,其特征在于,
上述补偿转矩计算处理单元,基于第一电机的惯性及伴随变速而产生的第二电机的旋转速度的变化,计算出惯性补偿转矩。
5.根据权利要求1所述的电动车辆驱动控制装置,其特征在于,
上述补偿转矩计算处理单元,在变速中按照发动机旋转速度及发动机转矩不发生变化的方式计算惯性补偿转矩。
6.根据权利要求1所述的电动车辆驱动控制装置,其特征在于,
上述差动装置是由单级行星齿轮构成的行星齿轮组件,上述变速机具有由单级行星齿轮构成的第一、第二齿轮组件。
7.根据权利要求1所述的电动车辆驱动控制装置,其特征在于,
上述第一电机是发电机,
上述第二电机是驱动电动机,
在上述差动装置中,第一旋转要素是与发电机连结的第一太阳轮,第二旋转要素是与电动机及变速机连结的第一内齿圈,第三旋转要素是与发动机连结的第一行星架。
8.根据权利要求7所述的电动车辆驱动控制装置,其特征在于,
在上述变速机中,上述第一齿轮组件具有第二太阳轮、第二内齿圈及第二行星架;上述第二齿轮组件具有第三太阳轮、第三内齿圈及第三行星架,并且上述第二太阳轮通过离合器与上述第一内齿圈连结,并通过制动器与壳体连结;第二内齿圈与第三行星架及输出轴连结;第二行星架,与第三内齿圈连结,并通过离合器与上述第一内齿圈连结,通过单向离合器与壳体连结,并另又通过制动器与壳体连结;上述第三太阳轮通过离合器与上述第一内齿圈连结。
9.一种电动车辆驱动控制装置的控制方法,该电动车辆驱动控制装置具有:第一电机;第二电机;差动装置,其具有第一~第三旋转要素,第一旋转要素与上述第一电机连结,第二旋转要素经由传动轴与上述第二电机连结,第三旋转要素与发动机连结;及变速机,其对上述传动轴所传递的旋转进行变速,该电动车辆驱动控制装置的控制方法其特征在于,
随着变速机的变速计算出惯性补偿转矩,该惯性补偿转矩用于补偿由惯性引起的旋转速度的变动,依据上述惯性补偿转矩对作为上述第一电机的目标的转矩进行修正。
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EP1902919A1 (en) | 2008-03-26 |
US7492114B2 (en) | 2009-02-17 |
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