CN102729985A - 混合动力车辆的控制*** - Google Patents
混合动力车辆的控制*** Download PDFInfo
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- 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
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- 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
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- 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
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Abstract
本发明提供一种混合动力车辆的控制***,从而在分离用于传递来自引擎的动力的传递离合器而仅依靠电动机的动力行驶时,即使点火电源线发生异常,也能防止传递离合器的紧急结合而避免变速器的损伤和车辆行为的急剧变化。在控制传递离合器分离而进行EV行驶的过程中,当检测到点火电源线(17)处于断开状态(点火开关(18)断开)时,在保持自切断线(13b)的开关晶体管(Tr2)的导通状态的情况下,停止自切断功能,维持传递离合器驱动器(21)的通电而保持传递离合器的分离状态。据此,不会发生传递离合器紧急结合而导致来自引擎(1)的急剧的负载被施加到驱动***的现象,也能避免急剧的负载变动而防止变速器的损伤和车辆行为的急剧变化。
Description
技术领域
本发明涉及具有引擎和电动机的、可通过离合器断开或接通引擎的动力的混合动力车辆的控制***。
背景技术
对于利用引擎和电动机的动力行驶的并联方式的混合动力车辆而言,已知有采用可根据行驶条件选择仅依靠来自电动机的动力的电力行驶(EV行驶)和依靠电动机和引擎这两者的动力的混合行驶(HEV行驶)这一方式的车辆。例如专利文献1所公开的那样,这种混合动力车辆通常在引擎的动力传递路径上设有离合器(以下,称为传递离合器),从而在EV行驶过程中分离传递离合器以降低引擎的摩擦(Friction)。
专利文献1:日本特开2006-15875号公报
对于设置在引擎的动力传递路径的传递离合器而言,为了在发生故障时确保基于引擎输出的行驶而实现跛行模式(Limp Home)功能,多被构成为无需供应电源也能以机械方式自行结合,在EV行驶时,通过由控制装置驱动控制的驱动器(actuator)将传递离合器设为分离状态。
因此,在EV行驶过程中,当发生因驾驶者的误操作而导致点火开关断开或点火电源线发生断线的异常情况(点火电源线切断状态)时,控制装置和驱动器的电源被切断,传递离合器以机械方式紧急结合。其结果,因该传递离合器的紧急结合而产生急剧的负载变动,从而存在变速器受损或车辆行为发生急剧变化的隐患。
发明内容
本发明是针对上述情况而提出的,其目的在于提供一种混合动力车辆的控制***,从而在分离用于传递来自引擎的动力的传递离合器而仅依靠电动机的动力行驶时,即使点火电源线发生异常,也能防止传递离合器的紧急结合而避免变速器受损和车辆行为发生急剧变化。
本发明的混合动力车辆的控制***为具有引擎和电动机、且能够通过离合器接通或断开所述引擎的动力的混合动力车辆的控制***,包含:控制部,基于表示所述混合动力车辆的行驶状态的参数,根据预先存储的程序进行处理;点火电源线,经由点火开关向所述控制部供应电源;自切断部,当所述点火开关接通时,使主电源线保持通电状态,该主电源线向所述控制部和包括使所述离合器进行分离动作的离合器驱动器的电气负载供应电源,而当所述点火开关断开时,在设定时间之后断开所述主电源线。在通过所述离合器驱动器将所述离合器保持为分离状态而仅依靠所述电动机的动力行驶的过程中,当检测出所述点火电源线处于断开状态时,所述控制部停止所述自切断部的功能而保持所述主电源线的导通状态。
根据本发明的混合动力车辆的控制***中,直至所述混合动力车辆停止或者减速至预定速度为止,所述控制部停止所述自切断部的功能而保持所述主电源线的导通状态。
根据本发明的混合动力车辆的控制***中,所述离合器为安装在所述引擎和所述电动机之间的常结合型离合器。
根据本发明,在分离用于传递来自引擎的动力的传递离合器而仅依靠电动机的动力行驶时,即使点火电源线发生异常,也能防止传递离合器的紧急结合而避免变速器受损和车辆行为发生急剧变化。
附图说明
图1为示出混合动力车辆的驱动***的概略结构图;
图2为电源***的结构图;
图3为示出自切断(self shut)控制处理的流程图。
符号说明:
1:引擎
2:电动机
4:传递离合器
11:变速箱控制单元
12:微型计算机
13a:主电源线
13b:自切断线
14:自切断继电器
15:电池
17:点火电源线
18:点火开关
21:传递离合器驱动器
具体实施方式
以下,参照附图来说明本发明的实施方式。
图1示出将引擎1和电动机2中的至少一个作为行驶驱动源的混合动力车辆的驱动***,在该图中,引擎1和电动机2串联设置,电动机2的输出侧上连接设有变速器3。引擎1的输出轴1a和电动机2的转轴2a之间安装有传递引擎1的动力的离合器(以下,称为“传递离合器”)4,在电动机2的转轴2a和变速器3的输入轴3a之间安装有切换前进后退的离合器(以下,称为前进后退切换离合器)5。
在图1的混合动力车辆的驱动***中,可以切换在分离传递离合器4的状态下的仅依靠电动机2的动力的电力行驶(EV行驶)和在结合传递离合器4的状态下的依靠引擎1和电动机2的动力的混合动力行驶(HEV行驶)。传递离合器4为构成为在不被后述的驱动器驱动的状态下以机械方式发生结合的常结合型离合器,该离合器通过被驱动器驱动而进行分离动作。此时,引擎1的驱动力被断开,从而可以仅依靠电动机2的驱动力行驶。在此,电动机2在动力运行时产生驱动力,在再生时作用为发电机。
另一方面,前进后退切换离合器5具有行星齿轮机构,当未图示的前进离合器发生结合动作时,行星齿轮机构一体旋转,电动机2的转轴2a的转动直接以正转状态传递到变速器3的输入轴3a。在后退行驶时,通过使未图示的反向制动器(reverse brake)发生结合动作,使行星齿轮机构反转,由此给变速器3的输入轴3a传递减速至预定水平的反方向的转动。
变速器3在本实施方式中为无级变速器(CVT),具有轴支撑于输入轴3a的初级带轮3b、轴支撑于与该输入轴3a平行设置的输出轴3c的次级带轮3d、卷绕在这两个滑轮3b、3d之间的传动带、链条等柔性传动部件3e。并且,变速器3的输出轴3c经由减速齿轮组6连接到差动装置7,该差动装置7上连接设置驱动轴9,驱动轴9上安装有前轮或后轮的驱动轮8。
在此,变速器3可以是环形(toroidal)无级变速器,该环形(toroidal)无级变速器通过改变动力辊对盘的接触半径而进行变速。进一步地,变速器3不限于无级变速器,可以是多级变速器。当变速器3为多级变速器时,通过内置的齿轮的啮合进行前进后退的切换,因此可以省略前进后退切换离合器5。
上述的驱动***中的传递离合器4、前进后退切换离合器5、变速器3由变速箱控制单元(TCU)11进行控制,该变速箱控制单元(TCU)11作为基于表示混合动力车辆的行驶状态的参数来进行按照预先存储的程序的处理的控制部。TCU 11如图2所示,具有由CPU、ROM、RAM等构成的微型计算机(以下,简称“微机”)12,通过在微机12中执行的控制程序,对用于控制供应到传递离合器4、前进后退切换离合器5、变速器3的油压的各种阀门类等驱动器类进行驱动控制。
TCU 11通过向微机12供应电源电压Vcc的主电源线13a连接到电池15。主电源线13a上安装有后述的自切断继电器14的继电器接点,该自切断继电器14的继电器接点和微机12之间安装有根据控制电路16a动作的电源晶体管Tr1。
电源晶体管Tr1构成对电池15的电池电压VB进行降压并加以稳定,以生成使微机12运行的电源电压Vcc的电路。本实施方式中,电源晶体管Tr1由PNP型晶体管构成,该PNP型晶体管的发射极经由防逆流二极管D1连接到自切断继电器14的继电器接点,集电极连接到微机12侧,基极连接到控制电路16a。控制电路16a由电源集成电路等构成,以用于控制电源晶体管Tr1的基极电流,并将电池电压VB调节并稳定为使微机12运行的电源电压Vcc(例如,5V)而提供给微机12。
并且,TCU 11经由与主电源线13a并列设置的点火电源线17连接到电池15。点火电源线17上安装有由驾驶者进行通断操作的点火开关18,点火开关18经由防逆流二极管D2连接到主电源线13a的防逆流二极管D1与电源晶体管Tr1的发射极之间。
在此,对自切断继电器14进行说明。自切断继电器14构成自切断部的主要部分,该自切断部在点火开关18接通时将主电源线13a保持为通电状态,而在点火开关18断开时在设定时间之后切断主电源线13a。即,即使点火开关18断开,主电源也不会立刻被切断,而是在此期间执行例如将断开点火开关18之前的学习值等存储到微机12的后备存储器等各种处理。
当点火开关18被接通时,这种自切断继电器14被微机12驱动控制,从而闭合继电器接点,保持向TCU 11供应主电源。具体来讲,自切断继电器14中,继电器线圈的一端连接于电池15,继电器线圈的另一端从自切断线13b经由防逆流二极管D3连接于开关晶体管Tr2(PNP型晶体管)的发射极。在开关晶体管Tr2中,集电极被接地,且基极连接于微机12,若从微机12向基极供应电流,则开关晶体管Tr2导通,自切断继电器14的继电器线圈被励磁而闭合继电器接点。
点火开关18的通断(ON/OFF)信号、表示油门踏板的开度的油门开度信号、表示车速的车速信号、表示引擎转速的引擎转速信号、表示换档杆(select lever)的设置位置的换档位置信号等表示车辆行驶状态的各种参数被输入至微机12的输入端口。微机12根据预先存储的程序来执行基于这些参数的运算处理,从输出端口输出驱动控制各种驱动器的控制信号。
微机12的输出端口连接有驱动各种驱动器的驱动电路部20。驱动电路部20中包含缓冲器、放大器、驱动器驱动用功率元件等,且在TCU 11中对应各驱动器而成组或分散地布置。该驱动电路部20连接有从自切断继电器14的继电器接点与防逆流二极管D1之间分支出来的主电源线13a,由此向连接于驱动电路部20的输出侧的各种驱动器等电气负载供应主电源。
连接于驱动电路部20的驱动器包括使传递离合器4进行动作的驱动器(以下,称为“传递离合器驱动器”)21、使前进后退切换离合器5的前进离合器或反向制动器发生结合的驱动器(以下,称为“前进后退切换驱动器”)22、控制变速器3的变速比的变速用驱动器23,此外还连接有未图示的各种驱动器。
传递离合器驱动器21为使传递离合器4进行分离动作的驱动器。如前所述,传递离合器4为常结合型的离合器,通过使传递离合器驱动器21进行接通(ON)动作,使传递离合器4分离。
前进后退切换驱动器22为经由前进后退切换离合器5控制电动机2和变速器3的输入轴3a的动力传递的驱动器。当换档杆被切换到N(空)档或P(停车)档时,前进后退切换离合器5的前进离合器和反向制动器均处于分离状态,电动机2和变速器3之间的动力传递被切断。
当点火开关18被接通,且换档杆被切换到D(前进)档等的前进行驶档位时,前进后退切换驱动器22使前进离合器发生结合,将电动机2的转动以正转状态传递给变速器3的输入轴3a。另一方面,当换档杆被设置到R(倒)档时,前进后退切换驱动器22使反向制动器发生结合,将电动机2的转动以减速至预定水平的反转状态传递给变速器3的输入轴3a。
变速用驱动器23根据由微机12设定的占空比被通断(ON/OFF)控制,以驱动设置在变速控制用油压电路的油压控制阀门。而且,使变速器3的初级带轮3b和次级带轮3d的槽宽(卷绕半径)相对变化,从而设定为预定变速比(初级带轮转速/次级带轮转速)。
接下来,说明根据TCU 11的驱动***的控制操作。在图1所示的驱动***中,例如在通常行驶时进行仅依靠电动机2的动力的EV行驶,而在高速行驶和高负载行驶时进行依靠引擎1和电动机2的动力的HEV行驶。
在启动时,首先接通点火开关18,此时驱动用电源电压被供应到控制电路16a,从而该控制电路16a启动,向电源晶体管Tr1的基极接通预定的基极电流。于是,由电源晶体管Tr1调节电压的电源电压Vcc被供应到微机12,使得微机12启动。
微机12一旦被启动,根据预先存储的程序开始进行处理,首先向开关晶体管Tr2的基极接通预定基极电流,使该开关晶体管Tr2导通。由此,自切断继电器14的继电器线圈被励磁,使继电器接点接通(闭合),从而保持来自主电源线13a的主电源。
并且,通过基于输入到微机12的各参数的运算处理,向驱动电路部20输出控制信号。而且,若传递离合器驱动器21被驱动,则处在常结合状态的传递离合器4被分离,其结果引擎1和电动机2之间的动力传递被切断,行驶模式变为依靠电动机2的EV行驶。
当换档杆被设置为D档等前进行驶档位时,或者被设置为R(倒)档时,电源电压供应到前进后退切换驱动器22。而且,当被设置为前进行驶档位时,前进后退切换离合器5的前进离合器被结合而进行正转运行,将电动机2的转动以正转状态传递给变速器3的输入轴3a。另一方面,换档杆被设置为R档时,前进后退切换离合器5的反向制动器被结合,从而以减速至预定水平的状态反转运行,将电动机2的转动传递给变速器3的输入轴3a。
并且,变速用驱动器23以对应于基于所输入的参数设定的变速比(初级带轮转速/次级带轮转速)的占空比被通断(ON/OFF)控制,从而被通电为对应于该占空比的控制电流值,由此使设置于变速控制用油压电路的油压控制阀门动作。根据该油压控制阀门的动作,可以改变供应到初级带轮3b和次级带轮3d的油压(第一级油压、第二级油压),使得两个滑轮3b、3d的槽宽(卷绕半径)相对变化。
此时,TCU 11由微机12始终监视点火开关18的通、断(点火电源线17的状态),在控制传递离合器4分离的EV行驶中,当检测到点火开关18断开(点火电源线17处于断开状态)时判断为发生了驾驶员的误操作或者点火电源线17的断线引起的异常情况。而且,直到车辆停止或者减速至预定速度(减速至不会向驱动***施加急剧的负载的程度)为止,不进行点火开关18的断开引起的通常的自切断,而保持自切断继电器14的继电器接点的接通(闭合)状态,确保向TCU 11供应电源而将传递离合器4保持为EV行驶中的分离状态,由此防止发生传递离合器4的紧急结合引起的过大的冲击。
也就是说,由于当发生导致TCU 11不能动作的故障时,将无法控制传递离合器驱动器21,因此传递离合器4被设计为以机械方式发生结合而能够实现基于仅依靠引擎1的行驶的跛行模式(Limp Home)功能。因此,在EV行驶中,若检测到点火开关18断开(点火电源线17处于断开状态)而执行自切断功能(从点火开关18被断开时起经过设定时间之后断开自切断继电器14的功能),则来自主电源线13a的供应到TUC 11以及包括传递离合器驱动器21的各驱动器的电源被切断,传递离合器4以机械方式紧急结合,导致来自引擎1的急剧的负载被施加到驱动***,从而可能引起各部分发生损伤。
因此,本***中,在EV行驶中,若检测到点火开关18断开(点火电源线17处于断开状态),则在导通自切断线13b的开关晶体管Tr2的状态下停止自切断功能,维持传递离合器驱动器21的通电,而保持传递离合器4的分离状态。据此,不会发生传递离合器4紧急结合而导致来自引擎1的急剧的负载被施加到驱动***的现象,也能避免急剧的负载变动而防止变速器受损和车辆行为发生急剧变化。
而且,当车辆停止或者减速至预定速度(减速至不会向驱动***施加急剧的负载的程度)时,执行自切断功能而切断主电源,切断向传递离合器驱动器21的通电,使传递离合器4以机械方式发生结合,从而可以实现仅依靠引擎1的动力的跛行模式。
以上的处理作为自切断控制的程序处理而在TCU 11的微机12中执行。接下来,利用图3的流程图来说明该自切断控制处理。
在该自切断控制处理中,首先在最初的步骤S1中检查点火开关(IG开关)18是否从接通状态切换为断开状态。而且,当检测到IG开关18从接通状态切换为断开状态时,在步骤S2检查是否处于仅依靠电动机的动力的行驶模式(EV行驶模式)。
由传递离合器4的状态,具体来讲由向对传递离合器4进行分离驱动的传递离合器驱动器21的信号的输出状态来判断是否为EV行驶模式。当传递离合器4被分离或者正在被分离时,判断为EV行驶模式,而当传递离合器4被结合时判断为不是EV行驶模式。
当在步骤S2判断为是EV行驶模式时,进入步骤S3,由车速信号等判断车辆是否处于行驶状态。其结果,若车辆处于行驶状态,则从步骤S3进入步骤S4,设置表示在EV行驶模式下的行驶中经历了IG开关18的由接通到断开的切换的IG断开经验标记F_EV_IGOFF(F_EV_IGOFF=1),并进入到步骤S8以后的流程。并且,若在步骤S3中判断为车辆没有处于行驶状态,在步骤S6清除IG断开经验标记F_EV_IGOFF(F_EV_IGOFF=0),并进入到步骤S8以后的流程。
另一方面,在步骤S1中,若IG开关18没有被断开,或者在步骤S2中没有处于EV行驶模式,则在步骤S5检查车辆是否处于停车状态。而且,若处于停车状态,则在前述的步骤S6中清除IG断开经验标记F_EV_IGOFF,进入到步骤S8以后的流程,若没有处于停车状态,则在步骤S7中将IG断开经验标记F_EV_IGOFF保持为前一次的值F_EV_IGOFFn-1(F_EV_IGOFF=F_EV_IGOFFn-1),并进入到步骤S8以后的流程。
在此,步骤S5中的对停车的判定依据不限于车速为零的情形,可以将不会因传递离合器4的结合而导致向驱动***施加急剧的负载的程度的车速作为阈值进行判定。
步骤S8以后为对应于IG断开经验标记F_EV_IGOFF的参照结果执行或不执行自切断功能的处理,首先在步骤S8中,检查IG开关18是否被断开。其结果,若IG开关18没有断开,则从步骤S8进入到步骤S11,使自切断线13b的开关晶体管Tr2处于导通状态,将自切断继电器14维持为导通(继电器接点闭)状态,继续供应主电源。另一方面,若在步骤S8中IG开关18处于断开状态,则从步骤S8进入到步骤S9,参照IG断开经验标记F_EV_IGOFF的值。
而且,在步骤S9中,当F_EV_IGOFF=1,也就是当在EV行驶模式下的行驶中经历了IG开关18从接通到断开的切换且车辆没有停止时,从步骤S9进入到步骤S11,将自切断继电器14维持在导通(继电器接点闭)状态而保持主电源。据此,即使在EV行驶模式下的行驶中IG开关18被断开,直到车辆停止为止不会执行自切断功能,维持传递离合器4的分离状态,从而避免离合器的紧急结合引起的急剧的负载变动,可以防止变速器受损和车辆行为发生急剧变化。
在此,此时,通过设置在仪表盘等上的警告灯的点亮/闪烁、扬声器发出的声音、监视器的显示等方式向驾驶者通报异常的发生。
另一方面,在步骤S9中,当F_EV_IGOFF=0时,从步骤S9进入到步骤S10,检查在IG开关18断开之后是否经过了设定时间。该设定时间为车辆停止后IG开关18被断开至断开自切断继电器14为止的时间,是启动自切断功能为止的待机时间。
在步骤S10中经过设定时间为止,在前述的步骤S11中将自切断继电器14维持为接通(继电器接点闭)状态,继续供应主电源。而且,当经过了设定时间时,在步骤S12中使自切断线13b的开关晶体管Tr2截止而断开(继电器接点开)自切断继电器14,切断主电源。通过该主电源的切断,传递离合器4以机械方式发生结合,从而可以进行仅依靠引擎1的动力的跛行模式。
如此地,根据本实施方式,在通过传递离合器驱动器21分离传递离合器4的EV行驶中,当检测到点火电源线17处于断开状态(点火开关18断开)时,将自切断线13b的开关晶体管Tr2保持为导通状态而停止自切断功能,使传递离合器驱动器21的动作继续进行。由此,防止发生传递离合器的紧急结合引起的急剧的负载变动,可以防止变速器受损和车辆行为发生急剧变化。
Claims (3)
1.一种混合动力车辆的控制***,该混合动力车辆具有引擎和电动机,且能够通过离合器接通或断开所述引擎的动力,其特征在于,包含:
控制部,基于表示所述混合动力车辆的行驶状态的参数,根据预先存储的程序进行处理;
点火电源线,经由点火开关向所述控制部供应电源;
自切断部,当所述点火开关接通时,使主电源线保持通电状态,该主电源线向所述控制部和包括使所述离合器进行分离动作的离合器驱动器的电气负载供应电源,而当所述点火开关断开时,在设定时间之后断开所述主电源线,
在通过所述离合器驱动器将所述离合器保持为分离状态而仅依靠所述电动机的动力行驶的过程中,当检测出所述点火电源线处于断开状态时,所述控制部停止所述自切断部的功能而保持所述主电源线的导通状态。
2.根据权利要求1所述的混合动力车辆的控制***,其特征在于直至所述混合动力车辆停止或者减速至预定速度为止,所述控制部停止所述自切断部的功能而保持所述主电源线的导通状态。
3.根据权利要求1或2所述的混合动力车辆的控制***,其特征在于所述离合器为安装在所述引擎和所述电动机之间的常结合型离合器。
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JP2011110943A (ja) * | 2009-11-24 | 2011-06-09 | Denso Corp | 車両駆動システムの制御装置 |
JP6011508B2 (ja) * | 2013-10-16 | 2016-10-19 | トヨタ自動車株式会社 | 車両 |
JP6329473B2 (ja) * | 2014-09-30 | 2018-05-23 | 株式会社Subaru | 車両用制御装置 |
JP6759027B2 (ja) * | 2015-10-20 | 2020-09-23 | 株式会社エクセディ | ハイブリッド駆動装置 |
US11396917B1 (en) | 2021-03-29 | 2022-07-26 | Toyota Research Institute, Inc. | System and method for controlling a clutch plate assembly of a vehicle |
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CN105460007A (zh) * | 2014-09-30 | 2016-04-06 | 富士重工业株式会社 | 车辆用控制装置 |
CN105460007B (zh) * | 2014-09-30 | 2017-05-24 | 株式会社斯巴鲁 | 车辆用控制装置 |
Also Published As
Publication number | Publication date |
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DE102012205646A1 (de) | 2012-10-11 |
JP5520250B2 (ja) | 2014-06-11 |
US20120283901A1 (en) | 2012-11-08 |
JP2012218494A (ja) | 2012-11-12 |
CN102729985B (zh) | 2015-07-22 |
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