CN101687501B - 混合动力车辆 - Google Patents
混合动力车辆 Download PDFInfo
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- CN101687501B CN101687501B CN2008800231583A CN200880023158A CN101687501B CN 101687501 B CN101687501 B CN 101687501B CN 2008800231583 A CN2008800231583 A CN 2008800231583A CN 200880023158 A CN200880023158 A CN 200880023158A CN 101687501 B CN101687501 B CN 101687501B
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- combustion engine
- detecting device
- output shaft
- driving engine
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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Abstract
混合动力车辆(100)具备:作为内燃机的发动机(1);作为与发动机(1)并用于车辆的行驶的旋转电机的电动发电机(5);向车轮(4)传递动力的输出轴(3);连结于输出轴(3)的传递部件(16);动力分配机构(11),其将发动机(1)的输出分配到电动发电机(5)和传递部件(16);检测路面的凹凸的检测装置;以及控制部(50),其在检测装置的检测结果为在输出轴(3)上产生周期性的转矩变动的情况下,基于检测结果降低发动机(1)的输出。由此,提供不需要转矩限制器的混合动力车辆。
Description
技术领域
本发明涉及混合动力车辆,特别涉及并用内燃机和旋转电机来产生车轮的驱动力的混合动力车辆。
背景技术
近年来,作为有益于环境的汽车,将电机和发动机并用于车轮的驱动的混合动力汽车受到注目。在混合动力汽车中,有些利用行星齿轮机构的差动作用,利用连接于行星齿轮机构的电动机或电动发电机来进行转速控制,使得内燃机在最适运行点驱动。此外,在这样的车辆中,由电动机或电动发电机来补偿驱动力、发动机制动力的过量不足,而且在减速时进行能量的再生,从而实现提高内燃机的燃料经济性。
日本特开2005-237119号公报公开了如下技术:在上述那样构成的混合动力车辆中,当动力分配机构的输出部件的转速降低预定量以上时,控制增加电动发电机的转速,抑制来自发动机侧的惯性(inertia)转矩的产生,防止向输出部件传递过大的转矩。
但是,例如,当在连续且周期性地存在凹凸这样的道路上行驶时等在驱动轴上产生周期性的转矩变动时,该变动经由动力分配机构传递至从发动机侧向动力分配机构的输入轴。当该转矩变动的频率接近车体的簧下共振点时,驱动轴的变动增大,输入轴的变动也增大。此时,当簧下共振点与输入轴的扭转共振点一致时,在输入轴上产生过大的转矩。
如此,在向输入轴的输入变动周期性、且断续地变动的情况下,产生的转矩是过大、且周期性的,所以存在电动发电机的控制无法跟上,振动无法被抑制而变大的可能性。
发明内容
本发明的目的在于,提供一种抑制振动产生的混合动力车辆。
本发明,概括来讲,是一种混合动力车辆,具备:内燃机;与内燃机并用于车辆的行驶的旋转电机;向驱动轮传递动力的输出轴;连结于输出轴的传递部件;动力分配机构,其将内燃机的输出分配到旋转电机和传递部件;检测路面的凹凸的检测装置;以及控制部,其在检测装置的检测结果为在输出轴上产生周期性的转矩变动的情况下,基于检测结果降低内燃机的输出。
优选的是,传递机构的共振频率根据内燃机的输出而变化,所述传递机构从内燃机经由动力分配机构向传递部件传递动力。控制部,降低内燃机的输出直到所述传递机构的共振频率超出簧下共振域为止。
优选的是,检测装置包括判定车轮的滑移的判定部。判定部,基于发生滑移的时间间隔来检测路面的凹凸。
优选的是,检测装置包括检测旋转电机的转速的传感器。检测装置,基于对旋转电机的转速指令值与根据传感器的输出得到的实际的转速的差来检测路面的凹凸。
优选的是,检测装置包括超声波传感器,该超声波传感器向路面照射超声波来检测路面的凹凸。
根据本发明的其他方式,是一种混合动力车辆,具备:内燃机;与内燃机并用于车辆的行驶的旋转电机;向驱动轮传递动力的输出轴;连结于输出轴的传递部件;动力分配机构,其将内燃机的输出分配到旋转电机和传递部件;检测装置,其检测在输出轴上产生的周期性的转矩变动;以及控制部,其基于检测装置的检测结果降低内燃机的输出。
优选的是,传递机构的共振频率根据内燃机的输出而变化,所述传递机构从内燃机经由动力分配机构向传递部件传递动力。控制部,降低内燃机的输出直到所述传递机构的共振频率超出簧下共振域为止。
优选的是,检测装置包括判定车轮的滑移的判定部。判定部,基于发生了滑移的时间间隔来检测在输出轴上产生了转矩变动的周期。
优选的是,检测装置包括检测旋转电机的转速的传感器。检测装置,基于对旋转电机的转速指令值与根据传感器的输出得到的实际的转速的差来检测在输出轴上的转矩变动的产生。
根据本发明,在混合动力车辆中,例如在周期性地存在凹凸那样的路面上行驶的情况下等,能够抑制振动。
附图说明
图1是概念性地表示车辆100的动力系的概略图。
图2是表示路面凹凸检测装置17的构成的框图。
图3是示出了发动机输出与输入轴的扭转共振频率的关系的一例的图。
图4是与在实施方式1中执行的混合动力车辆的振动降低相关的控制的流程图。
图5是用于说明实施方式1的混合动力车辆的动作的动作波形图。
图6是在实施方式2中执行的急减速时的振动抑制控制的流程图。
图7是用于说明抑制惯性转矩产生的列线图。
图8是用于说明实施方式2的动作的动作波形图。
图9是在实施方式3中执行的振动抑制控制的流程图。
图10是用于对实施方式3的混合动力车辆200进行说明的图。
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。对图中相同或相当部分标记相同符号而不重复其说明。
(实施方式1)
图1是概念性地表示车辆100的动力系的概略图。
参照图1,车辆100包括:发动机1;第一电动发电机5;动力分配机构11,其将该发动机1的动力分配到第一电动发电机5和传递部件16;第二电动发电机6;以及电子控制装置(ECU)50。
发动机1是汽油发动机、柴油发动机等燃烧燃料来产生动力的公知的动力装置,被构成为能够对节气门开度(进气量)、燃料供给量、点火时期等运行状态进行电气控制。发动机1的控制,例如由以微处理器为主体的电子控制装置(ECU)50来进行。
此外,第一电动发电机5,例如能够使用同步电动机。该第一电动发电机5,被构成为产生作为电动机的功能和作为发电机的功能。而且在第一电动发电机5上经由变换器(inverter,逆变器)(未图示)电连接有电池(未图示)。并且,由电子控制装置50来控制所述变换器,从而适当地设定第一电动发电机5的输出转矩或再生转矩。第一电动发电机5的定子7被固定在箱体(未图示)上,不进行旋转。车辆100还包括检测转速的旋转变压器19。利用旋转变压器19,检测第一电动发电机5的转速Ng,将其传递至电子控制装置50。
动力分配机构11由行星齿轮机构构成。该行星齿轮机构是将作为外齿齿轮的太阳轮12、作为相对于该太阳轮12配置在同心圆上的内齿车轮的齿圈13、以及以自由自转且公转的方式支撑与该太阳轮12和齿圈13啮合的小齿轮的行星架14作为三个旋转部件而产生差动作用的公知的齿轮机构。发动机1经由输入轴15被连结于作为第一旋转部件的行星架14。换言之,行星架14成为输入部件。
与此相对,在作为第二旋转部件的太阳轮12上连结有第一电动发电机5的转子8。因此,太阳轮12成为对发动机1的反力部件,此外,作为第三旋转部件且为动力分配机构11的输出部件的齿圈13被连结于传递部件16。
也可以是在动力分配机构11的传递部件16上设置能够切换的减速齿轮、变速器的结构。
在传递部件16上连结有第二电动发电机6的转子10,对由传递部件16传递的传递转矩加减第二电动发电机6的输出转矩。
而且,所述第二电动发电机6经由变换器(未图示)连接于电池(未图示)。并且,以微型计算机为主体的电子控制装置50控制变换器(未图示),从而控制第二电动发电机6的动力运行和再生以及在各自情况下的转矩和转速。第二电动发电机6的定子9被固定在箱体(未图示)上。车辆100还包括检测转速的旋转变压器18。利用旋转变压器18,检测第二电动发电机6的转速Nm,将其传递至电子控制装置50。
此外,传递部件16经由差速器2连结于输出轴(驱动轴)3,输出轴3连结于车轮4。
通过使电动发电机5的转速高低地变化,从而通过使发动机1的转速连续地(无阶段地)变化来进行发动机1的最适燃料经济性运行。也就是说,将发动机1的转速设定为例如燃料经济性最佳的转速的无级变速控制,能够通过控制电动发电机5的转速来进行。
在此,当在连续且周期性地存在凹凸那样的道路上行驶等,在输出轴3上产生周期性的转矩变动时,该变动经由动力分配机构11被传递至输入轴15。当该转矩变动的频率接近车体的簧下共振点时,输出轴3的变动增大,输入轴15的变动也增大。此时,当簧下共振点与输入轴15的扭转共振点一致时,在输入轴15上产生过大的转矩。
为了防止产生这样过大的转矩,车辆100还包括路面凹凸检测装置17。
图2是表示路面凹凸检测装置17的构成的框图。
参照图2,路面凹凸检测装置17包括车速检测装置17-1、车轮速度检测装置17-2、滑移判定部17-3、以及周期运算部17-4。
车轮速度检测装置17-2检测车轮的转速。车速检测装置17-1例如通过平均且过滤多个轮的车轮速度来检测车速。滑移判定部17-3,运算车速与车轮速度之间的差,当该差超过预定值时判定为发生了滑移。周期运算部17-4,检测发生滑移的时间间隔,运算滑移周期,若该结果处于预定范围的共振频率域内,则对ECU15要求降低发动机的输出。
要求降低发动机的输出的理由是因为:当发动机输出变化时,输入轴15的扭转共振频率变化。
图3是示出了发动机输出与输入轴的扭转共振频率的关系的一例的图。
参照图3,横轴表示发动机输出,纵轴表示共振频率(Hz)。可知:当发动机输出变化时,图1的输入轴15的扭转共振频率非线性地变化。在发动机低输出时和高输出时共振频率有很大的不同。在图3中,示出了若发动机输出增大则图1的输入轴15的扭转共振频率变低。并且,当发动机输出变得大于P1时,输入轴15的共振频率会进入簧下共振域。
所谓簧下共振域,是指悬架装置的弹簧(悬架)以下的部件振动时出现的共振,在存在连续的凹凸的路面上行驶时发生。
参照图1、图3,在存在连续的凹凸的路面(例如,坏道路、高速路的拼接处等)上行驶时,在输出轴3上产生周期性的转矩变动。该转矩变动经由动力分配机构11被传递至输入轴15。
当该周期性的转矩变动的频率接近车体的簧下共振点时,输出轴3的变动增大。该簧下共振域是由部件重量、悬架的弹簧刚性系数等决定的固定值。并且,当此时的输入轴15的共振频率与该共振域一致时,转矩变动进一步由传动系增幅并传递,在输入轴15上会产生过大的转矩。在输入轴15上产生过大的转矩的情况下,为了吸收该过大的转矩变动,有时必须在发动机与电动发电机之间设置利用摩擦的所谓转矩限制器机构。转矩限制器机构,是当发动机或电动发电机的输出转矩达到预定值时切断动力的传递的机构,若设置这样的机构,则部件个数增加,在成本方面不利。
于是,在本申请的实施方式中,在向输出轴3输入了周期性的转矩变动的情况下、在路面上检测出引起这样的周期性的转矩变动的凹凸的情况下,进行发动机控制使得发动机输出降低。于是,输入轴15的扭转共振频率从f2变化为f1,能够使输入轴15的共振频率超出簧下共振域。由此,抑制在输入轴15上产生过大的转矩,可以不设置转矩限制器机构。
图4是与在实施方式1中执行的混合动力车辆的振动降低相关的控制的流程图。该流程图的处理,每经过预定时间或当预定条件发生时从预定的主程序中调出并执行。
参照图4,首先在步骤S1中取得车速Vc和车轮速度Vr。例如,车轮速度Vr由对应于图2的车轮速度检测装置17-2的传感器来测量。这里的车轮速度Vr,是对由车轮速度检测装置17-2检测出的转速(rpm)乘以轮胎半径r的两倍(直径)以及圆周率而换算成能够与车速比较的值。此外,车速Vc,例如平均左右两个轮(或四个轮)的车轮的车轮速度Vr,而且实施时间上的过滤处理等通过车速检测装置17-1来求得。车速Vc,也可以基于其他的方法,例如基于驱动轴的转速来求得。
接下来,在步骤S2中,求出车轮速度与车速的差ΔV=Vr-Vc。然后,在步骤S3中判定ΔV是否大于预定的阈值V0。
在步骤S3中如果ΔV>V0不成立则处理进入步骤S8。另一方面,在步骤S3中ΔV>V0成立的情况下,处理进入步骤S4。
在步骤S4中,判定为车轮发生了滑移,取得滑移发生时刻。接着步骤S4,在步骤S5中,求出上次滑移发生的时刻与本次滑移发生的时刻的差,运算滑移发生周期。并且,根据该周期T的倒数来求得滑移发生频率f。
进而,在步骤S6中,判断在步骤S5中求出的滑移频率f是否进入了在图3中说明的簧下共振域。
在步骤S6中如果滑移频率f没有进入簧下共振域(fH与fL之间),则不会产生簧下共振,所以处理进入步骤S10。在步骤S10中,发动机执行混合动力车辆中的通常的控制。在该情况下,如果电池的充电状态(SOC)充分,则在出发时、低速行驶时在使发动机停止的状态下仅利用电机来进行行驶。当电池的充电状态降低时,在高速行驶时、或急加速时等,进行运行了发动机的状态下的行驶。
另一方面,在步骤S6中滑移频率f进入了簧下共振域(fH与fL之间)的情况下,可能会产生簧下共振。在该情况下,若发动机输出高,则如在图3中说明的那样,可能输入轴15的扭转共振频率也与簧下共振频率一致,在输入轴上产生过大的转矩。然后,在步骤S7中进行使发动机输出降低至小于P1的处理。作为将发动机输出降低至小于P1的处理,例如执行不进行燃料喷射的所谓的燃料切断。除了燃料切断以外,还可以设定变更燃料喷射量、节气门开度、点火时期、气门正时等,进行将发动机输出降低至小于P1的处理。由此,输入轴15的扭转共振频率超出簧下共振域,所以振动得到抑制。然后,接着步骤S7的处理,在步骤S11中控制移至主程序。
此外,在步骤S3中,在ΔV>V0不成立而处理进入了S8的情况下,判断当前步骤S7的发动机输出降低是否正在继续。在步骤S8中处于发动机输出正在降低时,进而在步骤S9中判断输出降低期间T是否大于预定时间。
在步骤S8中发动机的输出没有在降低的情况下、在步骤S9中输出降低期间不大于预定时间的情况下,处理进入步骤S11,发动机维持现状的输出。由此,能够防止频繁地反复降低发动机的输出和恢复到通常输出。
在步骤S9中,在输出降低期间T大于预定期间的情况下,处理进入步骤S10,解除对发动机降低输出,对发动机进行通常控制。然后,接着步骤S10的处理,在步骤S11中控制移至主程序。
图5是用于说明实施方式1的混合动力车辆的动作的动作波形图。
参照图5,在时刻t1,车轮下的路面变为凹下的形状,此时,图1的车轮4变为从路面离开的状态,车轮空转。于是,车轮速度Vr比车速Vc大多于阈值V0,检测到滑移。此外,此时车轮侧空转的结果,图1的输入轴15的扭矩变小。
在时刻t2,车轮下的路面变为凸起的形状,车轮4在路面上着地,变为与车速Vc相比车轮速度Vr更小的状态。该状态不是滑移状态,而是抓地(grip)状态。此时,变为图1的输入轴15的扭矩比时刻t1大的状态。
在时刻t3,车轮下的路面再次变为凹下的状态,此时,图1的车轮4变为从路面离开的状态,车轮空转。于是,车轮速度Vr比车速Vc大多于阈值V0,再次检测到滑移。此外,此时车轮侧空转的结果,图1的输入轴15的扭矩变小。根据上次的滑移发生与本次的滑移发生的时间间隔(t3-t1)来计算滑移发生频率f。
因为该滑移发生频率f进入了簧下共振域(图3的fH与fL之间),所以ECU50将发动机输出从开启状态切换为关闭状态。也可以不切换为关闭状态,设定为比图3中示出的输出P1小的输出即可。
于是,在时刻t4以后,如果不降低发动机输出,则如转矩T0那样转矩变动继续维持较大的振幅,但变动幅度如转矩T1所示那样变小。
以后,在时刻t5、t6以同样的周期在路面的凹凸上通过,转矩变动幅度也缩小,抑制了振动。
通过将发动机输出设为关闭状态,如果由于速度降低使滑移发生频率改变而不发生簧下共振,则根据需要将发动机返回到能够运行的状态。此外,在路面状态改变,滑移发生频率也改变了的情况下,也同样地将发动机返回到能够运行的状态。
如以上进行的说明,在实施方式1中,当滑移发生的周期与由车辆的构造确定的簧下共振频率域一致时,使发动机的输出暂时降低(或停止),转移输入轴的扭转共振点来避免产生过大的转矩。因此,能够在混合动力车辆中抑制振动增幅。
(实施方式2)
在混合动力车中,在发动机1与驱动装置之间不经由液力偶合器而连结。因此,在由于急制动、车辆行驶时的驻车锁止接合、坡道停止时的驻车锁止解除、或者路面的摩擦系数的变化等使车轮的转速发生了急遽变化的情况下,发动机1的转速不跟随该变化,发动机1与传递部件16的相对转速变化。此外,可能由于所谓发动机的惯性转矩而对传递部件16施加过剩的转矩。
为了防止这样的过剩增大,进行以下所述的控制。
图6是在实施方式2中执行的急减速时的振动抑制控制的流程图。该流程图的处理,每经过预定时间或当预定条件发生时从预定的主程序中调出并执行。
参照图1、图6,首先,当处理开始时,在步骤S21中,检测传递部件16的转速的降低量ΔNp。转速降低量是从当前的相对转速减去预定时间前的转速后得到的值。因此,在该转速降低量变大的情况下,发生了急遽的减速。
因此,在步骤S22中,判断该转速降低量ΔNp是否超过了预定值。在步骤S22中判断为ΔNp没有超过预定值的情况下,处理进入步骤S29。另一方面,在步骤S22中该转速降低量ΔN超过了预定值的情况下,判断为发生急遽的转速变化,发动机1的旋转不能跟随传递部件16的转速变化,而产生惯性转矩。
在该情况下,在步骤S23中,立即增加第一电动发电机5(MG1)的转速,由此,抑制惯性转矩的产生。
图7是用于说明抑制惯性转矩产生的列线图。
参照图7,当通常行驶状态的传递部件16(MG2)的转速Nm1急遽地降低至转速Nm2时,产生使发动机1的转速Ne1进一步降低的作用。但是,因为发动机1的惯性力矩大,所以当使其转速急遽变化时,相应于该变化率产生转矩。
于是,与传递部件16(MG2)的转速Nm急遽地减少同时,使第一电动发电机5(MG1)的转速Ng从转速Ng1上升到转速Ng2。于是,发动机1的转速Ne变为大致等于Ne1的Ne2。由此,能够抑制发动机的转速的变化率并抑制由于惯性而产生的转矩的量。
也就是说,使第一电动发电机5的转速变化,从而即使在输出部件的转速发生了急遽变化的情况下,也抑制发动机1的惯性转矩。因此,能够防止来自发动机1的过大的转矩被传递至传递部件16。
但是,在周期性反复存在凹凸那样的路面上行驶的情况下,也如在实施方式1中说明的那样,存在产生簧下共振、并且输入轴15的扭转共振频率也与簧下共振频率域一致的情况。于是,在传递部件16、输入轴15上产生过大的转矩,其结果,存在第一电动发电机5的转速发生跟随延迟,不能充分地抑制振动的情况。在这样的情况下,由于路面存在凹凸,在输入轴15上产生了过大的转矩,所以如图3所示那样降低发动机输出,使输入轴15的扭转共振频率超出簧下共振域。于是,不产生过大的转矩,抑制了车体的振动。
图6的步骤S24~S26是检测这样的跟随延迟的步骤。首先,在步骤S23中,使第一电动发电机5(MG1)的转速的指令值N1上升后,经过一定时间后,在步骤S24中利用旋转变压器19来取得第一电动发电机5的实际转速N2。然后,在步骤S25中,检测指令值N1与实际转速N2的差ΔN=N1-N2。
然后,在步骤S26中,判断求出的差ΔN是否大于预定值N0。若ΔN>N0成立,则处理进入步骤S27,若ΔN>N0不成立则处理进入步骤S31。
在步骤S27中,判断为有控制延迟,在步骤S28中,执行发动机输出的转矩限制。
另一方面,在处理进入了步骤S29的情况下,判断由于上次执行了本流程图、步骤S28的发动机输出转矩的限制当前是否正在执行。在步骤S29中判断为正在限制发动机输出转矩的情况下,进而在步骤S30中,判断持续转矩限制的期间T是否大于预定时间。在步骤S30中判断为持续转矩限制的期间T大于预定时间的情况下,处理进入步骤S31。
在步骤S29中没有正在限制发动机输出的情况下、在步骤S30中持续转矩限制的期间不比预定时间大的情况下,处理进入步骤S32,控制移至主程序。
在处理进入了步骤S31的情况下,解除发动机输出的转矩限制,执行通常的发动机控制。然后执行步骤S31后,之后在步骤S32中控制移至主程序。
图8是用于说明实施方式2的动作的动作波形图。
参照图8,在时刻t1,第一电动发电机5(MG1)的转速的指令值N1增加,实际转速N2开始延迟跟随。然后,在时刻t2,因为差ΔN=N1-N2变为预定值以上,所以由ECU50检测到控制延迟。于是,ECU50,判断为在输入轴15或传递部件16上产生了过大转矩,在时刻t3使发动机输出从开启状态变为关闭状态,降低输出。
于是,如图3中示出的那样输入轴15的扭转共振频率超出簧下共振域,所以抑制了过大转矩的产生,如实际转速N2B所示那样,第一电动发电机5(MG1)的转速良好地跟随指令值N1而变化。
如以上进行的说明那样,在实施方式2中,通过与实施方式1不同的方法,检测路面的凹凸或者在输出轴3或输入轴15上产生过大的转矩变动的情况。并且,使发动机的输出暂时降低(或停止),转移输入轴的扭转共振点来避免产生过大的转矩。因此,在实施方式2中,也能够在混合动力车辆中抑制振动增幅。
(实施方式3)
在实施方式1、2中,通过检测在车轮越过路面的凹凸后随之发生的车辆状态的变化,从而检测路面的凹凸,降低了发动机输出。但是,路面的凹凸可能引起产生簧下共振的情况,也能够使用其他方法来检测。例如,也可以通过超声波传感器等非接触传感器来检查路面。
图10是用于对实施方式3的混合动力车辆200进行说明的图。
图10所示的混合动力车辆200,除了图1中说明的混合动力车辆100的构成,还包括安装在车辆前方的超声波传感器202。
超声波传感器202,能够通过向车辆前方的路面照射超声波并检测发射来的超声波,从而检查路面的凹凸。
图9是在实施方式3中执行的振动抑制控制的流程图。该流程图的处理,每经过预定时间或当预定条件发生时从预定的主程序中调出并执行。
参照图9,首先当处理开始时,在步骤S41中通过超声波传感器202来测定车辆前方路面的凹凸ΔD。然后,在步骤42中判断ΔD是否大于预定值D0。在步骤S42中,如果ΔD>D0不成立,则判断为没有路面的凹凸,处理进入步骤S47。
在步骤S42中,在ΔD>D0成立的情况下,处理进入步骤S43。在步骤S43中,判定为在路面上有凹凸,取得当前的时刻。接着步骤S43,在步骤S44中,求得上次在路面上检测出凹凸的时刻与本次检测出路面的凹凸的时刻的差,运算凹凸检测周期。然后,根据该周期T的倒数来求得凹凸检测频率f。
然后,在步骤S45中,判断在步骤S44中求得的凹凸检测频率f是否进入了图3中说明的簧下共振域。
在步骤S45中如果凹凸检测频率f没有进入簧下共振域(fH与fL之间),则不会发生簧下共振,所以处理进入步骤S49。在步骤S49中,发动机执行混合动力车辆的通常的控制。在该情况下,如果电池的充电状态(SOC)充分,则在出发时、低速行驶时在使发动机停止的状态下仅利用电机进行行驶。当电池的充电状态降低时,在高速行驶时、或急加速时等,在发动机运行的状态下进行行驶。然后,接着步骤S49的处理,在步骤S50中控制移至主程序。
另一方面,在步骤S45中凹凸检测频率f进入了簧下共振域(fH与fL之间)的情况下,可能会发生簧下共振。在该情况下,当发动机输出高时,如图3中说明的那样,可能输入轴15的扭转共振频率也与簧下共振频率一致,在输入轴上产生过大的转矩。于是,在步骤S46中进行将发动机输出降低得比P1小的处理。也可以将发动机输出设为零、即进行将发动机设为关闭状态这样更简单的控制。由此,输入轴15的扭转共振频率超出簧下共振域,因此抑制了振动。然后,接着步骤S46的处理,在步骤S50中控制移至主程序。
此外,在步骤S42中,在ΔD>D0不成立,处理进入了步骤S47的情况下,判断当前步骤S46的发动机输出降低是否正在继续。在步骤S47中发动机输出正在降低时,进而在步骤S48中判断输出降低期间T是否大于预定时间。
在步骤S47中发动机的输出没有正在降低的情况下、在步骤S48中输出降低期间不大于预定时间的情况下,处理进入步骤S50,发动机维持现状的输出。由此,能够防止频繁地反复降低发动机的输出和恢复到通常输出状态。
在步骤S48中,在输出降低期间T比预定时间大的情况下,处理进入步骤S49,解除对发动机降低输出,对发动机进行通常控制。然后,接着步骤S49的处理,在步骤S50中控制移至主程序。
如以上进行的说明,在实施方式3中,通过与实施方式1和2不同的方法,检测路面的凹凸。当检测到该凹凸以预定的周期出现时,使发动机的输出暂时降低(或停止),转移输入轴的扭转共振点来避免过大的转矩产生。因此,在实施方式3中,也能够在混合动力车辆中抑制振动增幅。
除了超声波以外,也可以使用利用了激光、毫米波等电波等的非接触传感器来检测路面的凹凸。
最后,参照图1和其他的图,概括实施方式1~3再次进行说明。混合动力车辆100具备:作为内燃机的发动机1;作为与发动机1并用于车辆的行驶的旋转电机的电动发电机5;向车轮4传递动力的输出轴3;连结于输出轴3的传递部件16;动力分配机构11,其将发动机1的输出分配到电动发电机5和传递部件16;检测路面的凹凸的检测装置;以及控制部50,其在检测装置的检测结果为在输出轴3上产生周期性的转矩变动的情况下,基于检测结果降低发动机1的输出。
如图3所示,优选的是,传递机构的共振频率根据发动机1的输出而变化,所述传递机构从发动机1经由动力分配机构11向传递部件16传递动力。控制部50,降低发动机1的输出,直到传递机构的共振频率超出簧下共振域为止。
如图2所示,优选的是,检测装置17具备判定车轮的滑移的滑移判定部17-3。滑移判定部,基于车轮速度与车速的差来检测路面的凹凸。
优选的是,检测装置具备检测旋转电机的转速的传感器19。如图8所示,检测装置,基于对旋转电机的转速指令值N1与根据传感器的输出得到的实际的转速N2的差来检测路面的凹凸。
如图9所示,优选的是,检测装置包括超声波传感器202,该超声波传感器向路面照射超声波来检测所述路面的凹凸。
通过设为这样的构成,从而防止产生过大的转矩,抑制车辆的振动。
应该认为,本次所公开的实施方式在所有的方面都是例示而不是限制性的内容。本发明的范围不是由上述的说明而是由权利要求表示,包括与权利要求等同的意思以及范围内的所有的变更。
Claims (7)
1.一种混合动力车辆,具备:
内燃机(1);
与所述内燃机并用于车辆的行驶的旋转电机(5);
向驱动轮传递动力的输出轴(3);
连结于所述输出轴的传递部件(16);
动力分配机构(11),其将所述内燃机的输出分配到所述旋转电机和所述传递部件;
检测路面的凹凸的检测装置;以及
控制部(50),其在所述检测装置的检测结果为在所述输出轴上产生周期性的转矩变动的情况下,基于所述检测结果降低所述内燃机的输出,
传递机构的共振频率根据所述内燃机的输出而变化,所述传递机构从所述内燃机经由所述动力分配机构向所述传递部件传递动力,
所述控制部,降低所述内燃机的输出直到所述传递机构的共振频率超出簧下共振域为止。
2.根据权利要求1所述的混合动力车辆,其中,
所述检测装置包括判定所述车轮的滑移的判定部(17),
所述判定部,基于发生所述滑移的时间间隔来检测路面的凹凸。
3.根据权利要求1所述的混合动力车辆,其中,
所述检测装置包括检测所述旋转电机的转速的传感器(19),
所述检测装置,基于对所述旋转电机的转速指令值与根据所述传感器的输出得到的实际的转速的差来检测路面的凹凸。
4.根据权利要求1所述的混合动力车辆,其中,
所述检测装置包括超声波传感器(202),该超声波传感器向路面照射超声波来检测所述路面的凹凸。
5.一种混合动力车辆,具备:
内燃机(1);
与所述内燃机并用于车辆的行驶的旋转电机(5);
向驱动轮传递动力的输出轴(3);
连结于所述输出轴的传递部件(16);
动力分配机构(11),其将所述内燃机的输出分配到所述旋转电机和所述传递部件;
检测装置,其检测在所述输出轴上产生的周期性的转矩变动;以及
控制部(50),其基于所述检测装置的检测结果降低所述内燃机的输出,
传递机构的共振频率根据所述内燃机的输出而变化,所述传递机构从所述内燃机经由所述动力分配机构向所述传递部件传递动力,
所述控制部,降低所述内燃机的输出直到所述传递机构的共振频率超出簧下共振域为止。
6.根据权利要求5所述的混合动力车辆,其中,
所述检测装置包括判定所述车轮的滑移的判定部(17),
所述判定部,基于发生了所述滑移的时间间隔来检测在所述输出轴上产生了转矩变动的周期。
7.根据权利要求5所述的混合动力车辆,其中,
所述检测装置包括检测所述旋转电机的转速的传感器(19),
所述检测装置,基于对所述旋转电机的转速指令值与根据所述传感器的输出得到的实际的转速的差来检测在所述输出轴上的转矩变动的产生。
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JP5569411B2 (ja) * | 2011-01-26 | 2014-08-13 | トヨタ自動車株式会社 | 車両用駆動装置の制御装置 |
DE112011104804T5 (de) * | 2011-01-31 | 2013-10-31 | Suzuki Motor Corporation | Hybridfahrzeug |
US8813884B2 (en) * | 2011-02-15 | 2014-08-26 | GM Global Technology Operations LLC | Optimization to reduce fuel consumption in charge depleting mode |
CN103874613B (zh) * | 2011-10-17 | 2016-11-23 | 丰田自动车株式会社 | 混合动力车辆的控制装置 |
JP5840464B2 (ja) * | 2011-11-11 | 2016-01-06 | Ntn株式会社 | 電気自動車 |
KR101684500B1 (ko) * | 2011-12-06 | 2016-12-09 | 현대자동차 주식회사 | 하이브리드 차량의 엔진 제어 방법 |
JP5857781B2 (ja) * | 2012-02-15 | 2016-02-10 | 日産自動車株式会社 | 電動モータを用いた車両の制振制御装置 |
CN104220314A (zh) * | 2012-03-26 | 2014-12-17 | 丰田自动车株式会社 | 混合动力车辆的驱动控制装置 |
JP6037638B2 (ja) * | 2012-03-30 | 2016-12-07 | 株式会社デンソー | 駆動力制御装置 |
JP6037639B2 (ja) * | 2012-03-30 | 2016-12-07 | 株式会社デンソー | 駆動力制御装置 |
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WO2014064836A1 (ja) * | 2012-10-26 | 2014-05-01 | ルネサスエレクトロニクス株式会社 | モータ制御装置及びモータ駆動装置 |
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JP6266280B2 (ja) | 2013-09-18 | 2018-01-24 | Ntn株式会社 | 電気自動車のスリップ制御装置 |
JP6248530B2 (ja) * | 2013-10-11 | 2017-12-20 | 日産自動車株式会社 | 電動車両の変速制御装置 |
DE102014108865A1 (de) * | 2014-06-25 | 2015-12-31 | Valeo Schalter Und Sensoren Gmbh | Verfahren zum Betreiben eines Kraftfahrzeugs und Kraftfahrzeug |
JP6252441B2 (ja) * | 2014-11-17 | 2017-12-27 | トヨタ自動車株式会社 | 車両の駆動装置 |
DE102015101005B4 (de) * | 2015-01-23 | 2022-12-08 | Dr. Ing. H.C. F. Porsche Aktiengesellschaft | Verfahren zum Starten eines Kraftfahrzeugmotors sowie Motorsteuergerät zur Steuerung eines Kraftfahrzeugmotors |
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JP6651374B2 (ja) * | 2016-02-12 | 2020-02-19 | Ntn株式会社 | 車輪独立駆動式車両の駆動制御装置 |
JP6489509B2 (ja) * | 2017-02-23 | 2019-03-27 | マツダ株式会社 | ハイブリッド車両の動力制御方法及び動力制御装置 |
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US20100185351A1 (en) | 2010-07-22 |
JP4358264B2 (ja) | 2009-11-04 |
CN101687501A (zh) | 2010-03-31 |
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DE112008001696B4 (de) | 2019-01-17 |
WO2009020218A1 (ja) | 2009-02-12 |
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