CN104185583B - 混合动力驱动电动汽车的驱动控制装置以及驱动控制方法 - Google Patents
混合动力驱动电动汽车的驱动控制装置以及驱动控制方法 Download PDFInfo
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- CN104185583B CN104185583B CN201380014599.8A CN201380014599A CN104185583B CN 104185583 B CN104185583 B CN 104185583B CN 201380014599 A CN201380014599 A CN 201380014599A CN 104185583 B CN104185583 B CN 104185583B
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Classifications
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- F02D41/3011—Controlling fuel injection according to or using specific or several modes of combustion
- F02D41/3076—Controlling fuel injection according to or using specific or several modes of combustion with special conditions for selecting a mode of combustion, e.g. for starting, for diagnosing
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Abstract
在利用离合器将内燃发动机与电动马达/发电机相连接的混合动力驱动电动汽车中,在将离合器接合的停车状态下使内燃发动机停止运转之前,控制器进行以下处理。即,判断在规定时间内能否将离合器分离,在规定时间内能够将离合器分离的情况下,对离合器进行分离操作,在规定时间内不能将离合器分离的情况下,使离合器保持接合,并在使内燃发动机的驱动扭矩降低至预先设定的发动机可停止扭矩之后,使内燃发动机停止运转。通过该控制来防止驾驶员关闭点火按钮时的振动噪声、异常噪声的产生。
Description
技术领域
本发明涉及使用内燃发动机和电动马达的动力行驶的混合动力驱动电动汽车的运转停止时的控制。
背景技术
在装载有内燃发动机和电动马达的混合动力驱动电动汽车中,选择性地应用电动车辆(EV)行驶模式和混合动力驱动电动汽车(HEV)行驶模式,其中,该电动车辆(EV)行驶模式是仅将电动马达用作行驶用动力的模式,该混合动力驱动电动汽车(HEV)行驶模式是将内燃发动机和电动马达二者用作行驶用动力的模式。为此,用离合器将内燃发动机与电动马达相接合。
在这种混合动力驱动电动汽车中,即使在停车中变速杆进入停车档的情况下,有时也由于对电池充电等理由而进行内燃发动机的运转。这样,在停车状态下内燃发动机正在运转的情况下,如果驾驶员关闭车辆的点火按钮,则在离合器接合的状态下停止向内燃发动机供给燃料。
在日本专利局1996年发行的JPH08-121203A所提出的混合动力驱动电动汽车中,在这种情况下首先将离合器分离,而后停止向内燃发动机供给燃料。
发明内容
如果在该情况下关闭点火按钮,则混合动力驱动***本身停止。在离合器由通过液压分离而接合的常闭型的离合器构成的情况下,通过使混合动力驱动***停止而排出离合器的液压,从而将离合器再次接合。如果在通过停止燃料供给而降低发动机转速的途中将离合器再次接合,则降低的发动机转速通过动力传动系的共振频率范围。作为结果,由于动力传动系的共振而有可能产生振动噪声、异常噪声。
本发明的目的在于,在停车状态下使内燃发动机正在运转的混合动力驱动电动汽车中,防止将点火按钮关闭时的振动噪声、异常噪声的产生。
为了实现以上目的,本发明的驱动控制装置应用于具备内燃发动机、电动马达/发电机以及将内燃发动机与电动马达/发电机相连接的离合器的混合动力驱动电动汽车。
驱动控制装置具备:检测车辆的停止状态的传感器、检测离合器的接合状态的传感器、检测内燃发动机是否正在运转的传感器、检测内燃发动机的运转停止请求输入的传感器以及可编程的控制器。
控制器被编程为:在车辆处于停止状态时离合器为接合状态、内燃发动机正在运转的状态下输入了内燃发动机的运转停止请求的情况下,判断是否能够在规定时间内使离合器成为分离状态;在规定时间内能够使离合器成为分离状态的情况下将离合器分离,控制内燃发动机的运转停止,使得通过燃料切断而降低的内燃发动机的转速在离合器的分离状态下通过规定的共振频率范围;以及另一方面,在规定时间内不能使离合器成为分离状态的情况下,使离合器保持接合状态,在使内燃发动机的输出扭矩减少至规定扭矩之后,使内燃发动机停止运转。
本发明的详细情况以及其它特征、优点在说明书的以下记载中进行说明,并且在所附附图中示出。
附图说明
图1是应用本发明的混合动力驱动电动汽车的概要结构图。
图2是说明由本发明的实施方式的控制器执行的混合动力驱动电动汽车的内燃发动机运转停止例程的流程图。
图3是说明控制器在内燃发动机运转停止例程中执行的子例程A的一部分的流程图。
图4是说明子例程A的剩余部分的流程图。
图5是表示控制器在内燃发动机运转停止例程中执行的子例程B的流程图。
图6A-6D是表示子例程A的执行结果的时序图。
图7A-7F是表示子例程B的执行结果的时序图。
具体实施方式
如果参照图1,则本发明的实施方式的驱动控制装置应用于后轮驱动型的混合动力驱动电动汽车20。混合动力驱动电动汽车20使用由右前轮FR、左前轮FL、右后轮RR以及左后轮RL构成的四个轮来行驶。其中,右后轮RR和左后轮RL构成驱动轮。
作为驱动轮的右后轮RR和左后轮RL经由差动齿轮11接合于传动轴14。传动轴14经由第二离合器3连接于电动马达/发电机1。电动马达/发电机1经由第一离合器5与内燃发动机6相连接。
第一离合器5与从液压供给单元9供给的液压相应地在接合位置与分离位置之间进行动作。在接合位置处在电动马达/发电机1与内燃发动机6之间双向地传递扭矩,而使它们进行一体旋转。在分离位置处使电动马达/发电机1和内燃发动机6自如地相对旋转。
内燃发动机6具备使气门正时与运转状态相应地变化的可变气门正时机构(VTC)4。VTC 4是通过使内置的叶片与所供给的液压相应地转动而使内燃发动机6的气门正时变化的机构。当使内燃发动机6停止时,为了避免叶片振动而将叶片锁定在规定位置。内燃发动机6在进气门和排气门的一方或者双方配置如上述那样构成的VTC 4,由此使气门正时与运转条件相应地变化。
第二离合器3利用从液压供给单元8供给的液压而工作,在接合状态下,使电动马达/发电机1的输出轴1A与传动轴14相接合并进行一体旋转。在分离状态下,使输出轴1A和传动轴14无阻力地相对旋转。提供第二离合器3来作为安装于输出轴1A与传动轴14之间的自动变速机内的摩擦接合元件。
第一离合器5和第二离合器3由摩擦离合器构成。第一离合器5由所谓的常闭型的离合器构成,该常闭型的离合器通过来自液压供给单元9的液压供给而被分离,并与液压的分离相应地被接合。
利用附设于内燃发动机6的机械式的油泵或者电动油泵18来经由液压供给单元9向第一离合器5供给液压以及经由液压供给单元8向第二离合器2供给液压。
针对从机械式油泵、电动油泵18经由液压供给单元8、9供给到第一离合器5和第二离合器3的工作油,使用自动变速器流体(ATF)。
电动马达/发电机1上连接有逆变器7。电动马达/发电机1通过从未图示的电池经由逆变器7供给的电力来作为电动马达进行旋转。电动马达/发电机1还利用经由接合状态的第一离合器5输入的内燃发动机6的扭矩进行发电,来对电池进行充电。
与从控制器12向逆变器7输入的输入信号相应地控制电动马达/发电机1的运转以及发电。与来自控制器12的运转信号相应地进行电动油泵18的运转。与从控制器12向液压供给单元8输入的输入信号相应地进行第二离合器3的接合和分离。与从控制器12向液压供给单元9输入的输入信号相应地进行第一离合器5的接合和分离。包括VTC 4的操作在内,也根据来自控制器12的输入信号来控制内燃发动机6的运转。
进行以上控制的控制器12由具备中央运算装置(CPU)、只读专用存储器(ROM)、随机存取存储器(RAM)以及输入输出接口(I/O接口)的微计算机构成。在该实施方式中,为了便于说明,决定由一个控制器12来控制液压供给单元8和9、内燃发动机6的运转、电动油泵18的运转以及电动马达/发电机1的运转等所有运转。也能够与控制对象相应地使用不同的控制器进行这些控制。
从点火按钮15、速度传感器16、速度传感器17以及温度传感器19分别经由信号电路对控制器12输入检测信号,该点火按钮15用于由驾驶员输入使内燃发动机6停止运转的运转停止请求,该速度传感器16检测内燃发动机6的转速,该速度传感器17检测电动马达/发电机1的转速,该温度传感器19检测对第一离合器15供给的工作油的温度。
根据以上结构,混合动力驱动电动汽车20进行仅利用电动马达/发电机1的动力的EV模式行驶以及同时使用电动马达/发电机1和内燃发动机6的动力的HEV模式行驶。
另外,在混合动力驱动电动汽车20处于停止状态时,有时在将第一离合器5接合的状态下内燃发动机6正在运转。例如利用内燃发动机6的动力行驶之后停车的情况、电池的充电量下降,为了对电池进行充电而在停车状态下内燃发动机6驱动电动马达/发电机1来作为发电机的情况相当于该情况。
在这种情况下,如果驾驶员关闭点火按钮15,则停止向内燃发动机6供给燃料,内燃发动机6由于燃料切断而降低转速。此时,如果第一离合器5处于接合状态,则在发动机转速通过动力传动系的共振频率范围而降低时,动力传动系有可能产生振动噪声、异常噪声。因此,期望在发动机转速降低至动力传动系的共振频率范围之前使第一离合器5成为分离状态,在第一离合器5分离之后使内燃发动机6停止运转。
对第一离合器5供给分离用液压的液压供给单元9从附设于内燃发动机6的机械式的油泵或者电动油泵18接受液压的供给。其中,机械式的油泵随着内燃发动机6的转速的降低而使供给压力降低,因此不能在内燃发动机6停止运转时使用。电动油泵18与机械式泵不同,独立于内燃发动机6的运转而进行工作。但是,当点火按钮15关闭时,在混合动力驱动***停止的同时电动油泵18的运转也停止。如果在发动机转速通过动力传动系的共振频率范围之前停止从电动油泵18向液压供给单元9供给液压,则在第一离合器5的液压被分离之后,常闭型的第一离合器5成为接合状态。
为了防止在这种情况下产生噪音、异常噪声,控制器12在将第一离合器5接合的停车状态下使内燃发动机6停止运转时进行以下判断。即,针对是否能够在内燃发动机6的转速降低至共振频率范围之前将第一离合器5分离进行判断。
而且,仅在判断为肯定的情况下进行第一离合器5的分离操作,在第一离合器5分离之后使内燃发动机6停止。另一方面,在判断为否定的情况下使第一离合器5保持接合状态,使电动马达/发电机1作为发电机发挥功能并使内燃发动机6停止。
参照图2来说明为了进行以上控制而由控制器12执行的混合动力驱动电动汽车20的内燃发动机运转停止例程。
首先,说明该例程的概要。在混合动力驱动电动汽车20处于停止状态时驾驶员关闭点火按钮的情况下,控制器12进行以下判断。即,针对是否能够在内燃发动机6的转速降低至共振频率范围之前将第一离合器5分离进行判断。在能够分离的情况下,控制器12执行子例程A。在不能分离的情况下,控制器12执行子例程B。
在子例程A中,通过电动马达/发电机1的转速控制使内燃发动机6的发动机转速降低,在发动机转速降低至共振频率范围之前将第一离合器5分离。在子例程B中不进行第一离合器5的分离操作。取代地使电动马达/发电机1利用内燃发动机6的输出扭矩进行发电,由此使内燃发动机6的发动机转速提前降低。
图2的例程的执行条件是内燃发动机6正在运转以及混合动力驱动电动汽车20停车。
在步骤S1中,控制器12判断点火按钮15是否关闭。在点火按钮15没有关闭的情况下,待机到点火按钮15关闭为止。
当点火按钮15关闭时,控制器12在步骤S2中判断内燃发动机6是否正在怠速运转。具体地说,判断当前的内燃发动机6的转速是否为怠速转速。怠速运转时的内燃发动机6的发动机转速一般低于动力传动系的共振频率范围。因此,即使立即关闭点火装置、即关闭混合动力驱动***,也不会产生问题。因此,在内燃发动机6正在怠速运转的情况下,控制器12在步骤S8中关闭混合动力驱动***,并结束例程。
在此,关闭混合动力驱动***意味着使内燃发动机6、电动马达/发电机1以及电动油泵18等混合动力驱动电动汽车20的所有设备停止运转。因而,在HEV***关闭的同时内燃发动机6的运转也停止。
在步骤S2中,在内燃发动机6不处于怠速运转中的情况下,意味着内燃发动机6以比怠速运转速度高的速度进行运转。在该情况下,控制器12进行步骤S3之后的处理。
首先,在步骤S3中控制器12判断第一离合器5、电动马达/发电机1以及电动油泵18是否发生故障。在第一离合器5或者电动油泵18中存在异常的情况下,在第一离合器5的操作中发生故障。之后说明在电动马达/发电机1中发生故障的情况。在任一种情况下,控制器12都在步骤S7中执行完子例程B之后在步骤S8中关闭HEV***,并结束例程。
在步骤S3中判断为第一离合器5、电动马达/发电机1以及电动油泵18中均没有发生故障的情况下,控制器12在步骤S4中判断上述ATF的温度是否为规定温度以上。如果ATF的温度低,则针对第一离合器5的操作的响应性降低,难以在必要的定时将第一离合器5分离。在该情况下,控制器12也在步骤S7中执行完子例程B之后在步骤S8中关闭HEV***,并结束例程。
在步骤S4中判断为ATF的温度是规定温度以上的情况下,控制器12在步骤S5中判断减小扭矩是否小于可再生扭矩。在此,减小扭矩是在规定时间内将内燃发动机6的转速减小至共振频率范围以下所需的马达扭矩。根据内燃发动机6和电动马达/发电机1的惯性和旋转减小时的目标马达旋转角速度来计算减小扭矩。
另一方面,可再生扭矩是电动马达/发电机1能够对内燃发动机6施加的负的扭矩。电动马达/发电机1能够利用内燃发动机6的输出扭矩进行发电。在该状态下,电动马达/发电机1对内燃发动机6施加负的扭矩。其最大值是可再生扭矩。
在减小扭矩为可再生扭矩以上的情况下,使电动马达/发电机1作为发电机发挥功能,由此即使想要使内燃发动机6的转速降低,也不会在规定时间内将内燃发动机6的转速减小至共振频率范围以下。在该情况下,控制器12在步骤S7中执行完子例程B之后,在步骤S8中关闭HEV***,并结束例程。
在步骤S3中进行的第一离合器5与电动油泵18的故障判断以及在步骤S4中进行的ATF的温度的判断相当于是否能够在内燃发动机6的转速降低至共振频率范围之前将第一离合器5分离的判断。为了满足该条件,需要在按下点火按钮15之后的1秒以内完成第一离合器5的分离。在步骤S3的第一离合器5与电动油泵18的故障判断以及步骤S4的ATF的温度的判断中的某一判断为否定的情况下,判断为难以在按下点火按钮15之后的1秒以内完成第一离合器5的分离。
接着,参照图3和图4来说明子例程A。控制器12在判断为能够在内燃发动机6的转速降低至共振频率范围之前将第一离合器5分离、即步骤S3-S5的判断均为肯定的情况下,执行子例程A。
如果参照图3,则在步骤S11中控制器12使电动油泵18工作。在混合动力驱动电动汽车20中,包括液压供给单元8和9、VTC 4的混合动力驱动***整体所需的液压是在内燃发动机6正在运转的情况下从附设于内燃发动机6的机械式的油泵供给的。在内燃发动机6停止的EV模式行驶中,通过使分开设置的电动油泵18进行运转来供给所需的液压。在步骤S3中工作的是该电动油泵18。
在步骤S12中,控制器12控制液压供给单元9的液压,使得第一离合器5的传递扭矩容量为中间值。在此,中间值是成为第一离合器5的传递扭矩容量的降低处理的出发点的值,是允许在电动马达/发电机1与内燃发动机6之间进行扭矩的传递和滑动这两个动作的值。即,在传递扭矩达到中间值之前,使电动马达/发电机1与内燃发动机6进行同步旋转并传递扭矩,当传递扭矩超过中间值时,进行滑动旋转并允许电动马达/发电机1与内燃发动机6的相对旋转。
在步骤S13中控制器12进行VTC 4的返回操作。这意味着如上述那样将VTC 4的叶片锁定在规定位置的操作。
在步骤S14中控制器12判断VTC 4的返回操作是否完成。在返回操作完成的情况下,控制器12进行图4的步骤S16之后的处理。在返回操作没有完成的情况下,控制器12在步骤S15中判断从开始VTC 4的返回操作起是否经过了规定时间。在经过了规定时间的情况下,进行图4的步骤S16之后的处理。在没有经过规定时间的情况下,控制器12反复进行步骤S13的处理以及步骤S14和S15的判断,等待VTC 4的返回操作完成或者从操作开始起经过规定时间。
步骤S15的判断具有以下含义。例如有时由于VTC 4的故障、工作油温度为低温而在规定时间内不能完成VTC 4的返回操作。通过设置步骤S15而在VTC 4的返回操作中设置超时,在超时的情况下,不等VTC 4的返回操作完成就结束子例程A。在图2的步骤S8中关闭HEV***,并结束例程。也就是说,通过进行步骤S15的判断来避免内燃发动机6的运转停止处理的延迟。
如果参照图4,则在步骤S16中控制器12切断向运转中的内燃发动机6的燃料供给。
在步骤S17中控制器12通过逆变器7使电动马达/发电机1的转速降低,由此使内燃发动机6的转速降低固定量。
在步骤S18中控制器12通过液压供给单元9的控制使第一离合器5的传递扭矩容量从中间值起降低固定量。
在步骤S19中控制器12判断发动机转速是否降低至规定速度。在判断为否定的情况下,反复进行步骤S17、S18的处理以及步骤S19的判断。当判断转变为肯定时、即发动机转速降低至规定速度时,控制器12进行步骤S20的处理。
在步骤S20中控制器12停止从液压供给单元9向第一离合器5供给液压,将第一离合器5分离。
在步骤S21中,控制器12基于来自速度传感器16和17的输入信号来判断第一离合器5的滑动转速是否为规定值以上。在此,滑动转速是内燃发动机6的转速与电动马达/发电机1的转速的差。在判断为肯定的情况下,进行步骤S22的处理。在判断为否定的情况下,反复进行步骤S20的处理和步骤S21的判断。该过程具有以下含义。即使停止向第一离合器5供给液压,第一离合器5也不会立即被分离。通过反复进行步骤S20的处理和步骤S21的判断,能够确认第一离合器5的实质的分离。
在步骤S22中控制器12使电动马达/发电机1的转速进一步降低。
在步骤S23中控制器12判断内燃发动机6的转速和电动马达/发电机1的转速是否分别降低至停止判断值以下。在判断为否定的情况下,控制器12反复进行步骤S22的处理和步骤S23的判断。第一离合器5被分离,因此该阶段的内燃发动机6由于摩擦阻力而转速降低。
当步骤S23的判断转变为肯定时,控制器12结束子例程A。
如果再次参照图2,则在步骤S6中执行完子例程A之后,控制器12在步骤S8中关闭HEV***并结束例程。
接着参照图5来说明子例程B。
在步骤S31中,控制器12将第一离合器5接合并且判断电动马达/发电机1是否正在发电。在该条件不成立的情况下,即在处于第一离合器5分离或者电动马达/发电机1不发电中的情况下,进行步骤S35之后的处理。即,在步骤S35中停止向内燃发动机6供给燃料,在步骤S36中判断内燃发动机6和电动马达/发电机1的旋转停止,并结束子例程B。步骤S36的判断与步骤S23的判断相同。
关于在图2的步骤S3的判断中电动马达/发电机1发生故障的情况,由于步骤S31的判断为否定,因此经过步骤S35和S36而结束子例程。也就是说,在电动马达/发电机1发生故障的情况下,实质上通过立即切断燃料来执行内燃发动机6的运转停止。
另一方面,在步骤S31中判断为第一离合器5接合且电动马达/发电机1在发电过程中的情况下,控制器12在步骤S32中通过内燃发动机6的控制、具体地说通过使内燃发动机6的燃料喷射量和吸入空气量减少而使发动机扭矩降低固定量。
在下一个步骤S33中,控制器12判断内燃发动机6的输出扭矩是否超过能够关闭混合动力驱动***的发动机可停止扭矩。发动机可停止扭矩是如下那样决定的内燃发动机6的输出扭矩。
与内燃发动机6相比,电动马达/发电机1对停止操作的响应性高。因此,如果在内燃发动机6驱动电动马达/发电机1来进行发电的状态下使内燃发动机6和电动马达/发电机1停止运转,则由于发电使内燃发动机6所承载的负荷削减。其结果,有可能发生内燃发动机6的转速急剧上升的所谓飞车。
另外,当上升的内燃发动机6的转速自此之后降低时,通过共振频率范围,有可能由于振动而产生异常噪声。因此,当内燃发动机6停止运转时,期望预先将内燃发动机6的输出扭矩降低至不可能引起这种问题的水平。将该扭矩称为发动机可停止扭矩。
发动机可停止扭矩例如基于内燃发动机6和电动马达/发电机1的动摩擦系数(摩擦力)来设定。如果摩擦力小,则内燃发动机6的转速的减少率变少。因此,摩擦力越小,用于防止飞车的发动机可停止扭矩也越小。
根据内燃发动机6、电动马达/发电机1的旋转部分的质量、轴承等的摩擦系数来计算摩擦力。并且,除了摩擦力以外,也可以计算内燃发动机6和电动马达/发电机1进行动作时的惯性,并基于摩擦力和惯性来计算发动机可停止扭矩。
另外,如果在内燃发动机6的驱动扭矩大的状态下切断燃料,则由缸内压力产生的压缩反作用力变大。这成为内燃发动机6的转速通过共振频率范围时的振动噪声的原因。因此,期望预先使内燃发动机6的输出扭矩降低至由缸内压力产生的压缩反作用力不会引起振动噪声的水平。
但是,缸内压力并不是越小越好。为了防止爆震等的发生,设定了能够对内燃发动机6供给的燃料的最低供给量。期望将发动机可停止扭矩设定为与稍微超过燃料的最低供给量的燃料供给量相当的输出扭矩。
也可以基于发电中的电动马达/发电机1的发电扭矩来设定发动机可停止扭矩。内燃发动机6的输出扭矩由于发动机转速、燃料供给量、排气的氧量等因素而容易发生变动。与此相对地,电动马达/发电机1的发电扭矩能够根据发电量而直接算出,因此计算精度高。此外,在第一离合器5接合的情况下,内燃发动机6的输出扭矩与电动马达/发电机1的发电扭矩大致相等。
在该实施方式中,基于电动马达/发电机1的发电扭矩来设定发动机可停止扭矩。
具体地说,假设在发电扭矩急剧减少的情况下内燃发动机6转速急升的情况,计算内燃发动机6没有转速急升的程度的发电扭矩,并将该发电扭矩设定为发动机可停止扭矩。并且,还期望对像这样设定的发动机可停止扭矩施加使与内燃发动机6的燃料的最低供给量相当的输出扭矩为下限值的校正。
那么,在步骤S33的判断为否定的情况下,即在内燃发动机6的输出扭矩降低至发动机可停止扭矩的情况下,控制器12在进行步骤S35之后的处理后,结束子例程B。
在步骤S33的判断为否定的情况下,即在内燃发动机6的输出扭矩超过发动机可停止扭矩的情况下,控制器12在步骤S34中判断从开始发动机扭矩的降低处理起经过的时间是否达到规定时间。
在未经过规定时间的情况下,控制器12反复进行步骤S32的处理以及步骤S33和S34的判断。在经过了规定时间的情况下,控制器12在进行步骤S35之后的处理后,结束子例程B。
步骤S34的判断具有以下含义。例如有时由于内燃发动机6的节气门、燃料喷射***的故障而在规定时间内不能完成发动机扭矩的降低处理。通过设置步骤S34而在发动机扭矩的降低处理中设置超时,在超时的情况下,不等发动机扭矩的降低处理完成就结束子例程B,来避免内燃发动机6的运转停止处理的延迟。规定时间例如被设定为1秒。
如果再次参照图2,则在如上述那样结束子例程A或者子例程B之后,控制器12在步骤S8中关闭HEV***。由此,混合动力驱动***停止。
参照图6A-图6D来说明控制器12执行子例程A时的控制结果。
在此,假设以下情况:在混合动力驱动电动汽车20为停车状态且第一离合器5被接合、内燃发动机6进行运转、电动马达/发电机1与内燃发动机6进行同步旋转的状态下,在时刻t1驾驶员将点火按钮15关闭。由于电池充电量降低,内燃发动机6在停车状态下驱动电动马达/发电机1来进行发电的状态相当于该状态。在该情况下,内燃发动机6基于规定的发动机负荷进行运转,步骤S2的判断为否定。
那么,在步骤S3-S5的判断全部为肯定、即判断为在内燃发动机6的转速在降低至共振频率范围之前能够将第一离合器5分离时,控制器12执行图3和图4的子例程A。首先,执行步骤S11的结果是如图6D所示那样在时刻t1启动电动油泵18。
之后,控制器12在VTC 4的返回操作完成或者超时之前维持内燃发动机6和电动马达/发电机1的转速,在时刻t3在步骤S16中执行内燃发动机6的燃料切断。另外,在步骤S17中控制器12通过逆变器7使电动马达/发电机1的转速降低,由此使内燃发动机6的转速降低固定量。另外,相应地在步骤S18中通过液压供给单元9的控制而使第一离合器5的传递扭矩容量从中间值起降低固定量。
反复进行该处理,由此如果在时刻t4发动机转速降低至规定速度,则步骤S19的判断转变为肯定。因此,控制器12在步骤S20中将第一离合器5分离。
当第一离合器5分离时,内燃发动机6与电动马达/发电机1的转速的差、即第一离合器5的滑动转速由于想要使内燃发动机6和电动马达/发电机1持续旋转的惯性力的差而增大。如图6A所示,由于摩擦阻力而降低转速的内燃发动机6在时刻t5附近横穿共振频率范围后降低。但是,由于在该时间点切断了第一离合器5,因此动力传动系不会由于共振而发出噪音、异常噪声。另外,VTC 4的返回操作也完成,因此不会发出噪音、异常噪声。
另一方面,如果在时刻t5在步骤S21中滑动转速为规定值以上,则控制器12在步骤S22中通过逆变器7的控制而使电动马达/发电机1的转速降低。其结果,在时刻t7,发动机转速和马达转速均为停止判断值以下,控制器12在图2的例程的步骤S8中关闭HEV***,并结束例程。
参照图7A-图7F来说明控制器12执行子例程B时的控制结果。
执行子例程B是在图2的例程中步骤S3-S5的判断中的某个判断为否定的情况。这相当于在内燃发动机6的转速降低至共振频率范围之前能够将第一离合器5的可能性低的情况。
在该情况下,控制器12在子例程B的步骤S31中将第一离合器5接合,并且判断电动马达/发电机1是否能够利用内燃发动机6的输出扭矩进行发电。在该判断为肯定的情况下,控制器12在步骤S32中使内燃发动机6的发动机扭矩降低。通过该处理,如图7E所示那样在时刻t1发生发动机扭矩的降低。
如果继续进行发动机扭矩的降低处理,则如图7E所示,在时刻t11内燃发动机6的输出扭矩降低至发动机可停止扭矩。在该状态下,经由第一离合器5接合的内燃发动机6和电动马达/发电机1一体地空转。
在该时间点,控制器12在步骤S35中如图7F所示那样切断向内燃发动机6的燃料供给。此外,即使在内燃发动机6的输出扭矩没有降低至发动机可停止扭矩的情况下,如果从内燃发动机6的输出扭矩的降低处理开始起经过规定时间,则控制器12也在步骤S35中切断向内燃发动机6的燃料供给。其结果,使内燃发动机6转速降低。
然后,当到达时刻t7时,内燃发动机6和电动马达/发电机1实质上成为停止状态。由此,控制器12关闭HEV***。
如上所述,该驱动控制装置在将第一离合器5接合的停车状态下使内燃发动机6停止运转之前,判断是否能够在规定时间内将第一离合器5分离,在规定时间内能够将第一离合器5分离的情况下,对第一离合器5进行分离操作,在规定时间内不能将第一离合器5分离的情况下,使第一离合器5保持接合,并使电动马达/发电机1作为发电机进行运转,由此在使内燃发动机的驱动扭矩降低至预先设定的发动机可停止扭矩之后,使内燃发动机6停止运转。
在规定时间内能够将第一离合器5分离的情况下,在将第一离合器5分离之后使内燃发动机6停止,由此能够在降低的发动机转速到达动力传动系的共振频率范围之前将第一离合器5分离。因而,能够防止在将第一离合器5接合的状态下内燃发动机6的转速通过共振频率范围时产生的振动噪声、异常噪声。
在规定时间内不能将第一离合器5分离的情况下,使第一离合器5保持接合,在使内燃发动机的驱动扭矩降低至预先设定的发动机可停止扭矩之后使内燃发动机6停止运转,由此防止内燃发动机6的转速急升。另外,由于发动机扭矩的降低,使气缸内的压缩反作用力降低,消除发动机转速通过共振频率范围时产生的噪音的原因。
因而,通过该驱动控制装置,能够在停车状态下内燃发动机6正在运转过程中防止驾驶员关闭点火按钮15时的振动噪声、异常噪声的产生。
该驱动控制装置应用离合器分离动作的所需时间来作为规定时间,由此能够在内燃发动机6的转速通过共振频率范围之前将第一离合器5可靠地分离。因此,能够期望可靠地防止振动噪声、异常噪声的产生。
另外,在步骤S3中判断为第一离合器5或者对第一离合器5供给液压的电动油泵18存在异常的情况下,该驱动控制装置也判断为在规定时间内不能将第一离合器5分离。因而,在产生这些异常时,对于从内燃发动机6和电动马达/发电机1利用第一离合器5相接合的状态起内燃发动机6停止运转,也能够防止噪音的产生。
另外,在步骤S4中通过液压进行动作的第一离合器5内的工作油的温度小于规定温度的情况下,该控制装置也判断为在规定时间内不能将第一离合器5分离。因而,即使在工作油温度为低温的情况下,对于从内燃发动机6和电动马达/发电机1利用第一离合器5相接合的状态起内燃发动机6停止运转,也能够防止噪音的产生。
在混合动力驱动电动汽车20中,第一离合器5由常闭型的离合器构成,该常闭型的离合器经由液压供给单元9接收来自电动油泵18的液压而分离,并通过液压的释放而接合。该控制装置应用于具有这种常闭型的第一离合器5的混合动力驱动电动汽车20,由此能够在通过点火装置关闭操作来降低液压而将第一离合器5接合之前,使内燃发动机6的转速降低至动力传动系的共振频率范围以下。
关于以上说明,在此通过引用而将以2012年3月16日为申请日的日本特愿2012-59685号的内容进行合并。
以上,通过几个特定的实施例对本发明进行了说明,但本发明并不限定于上述各实施例。对于本领域技术人员来说,在权利要求的技术范围内能够对这些实施例施加各种各样的修改或者变更。
产业上的可利用性
如上所述,本发明在停车状态下内燃发动机正在运转的混合动力驱动电动汽车中防止关闭点火按钮时的振动噪声、异常噪声方面带来理想的效果。
本发明的实施例所包含的独特的性质或者特征记载于权利要求中。
Claims (8)
1.一种混合动力驱动电动汽车(20)的驱动控制装置,该混合动力驱动电动汽车(20)具备内燃发动机(6)、电动马达/发电机(1)以及将内燃发动机(6)与电动马达/发电机(1)相连接的离合器(5),该驱动控制装置具备:
检测车辆的停止状态的传感器;
检测离合器(5)的接合状态的传感器(16,17);
检测内燃发动机(6)是否正在运转的传感器(16);
检测内燃发动机(6)的运转停止请求输入的传感器(15);以及
可编程的控制器(12),其被编程为:
在车辆处于停止状态时离合器(5)为接合状态且内燃发动机(6)正在运转的状态下输入了内燃发动机(6)的运转停止请求的情况下,判断在规定时间内能否使离合器(5)成为分离状态;
在规定时间内能够使离合器(5)成为分离状态的情况下将离合器(5)分离,控制内燃发动机(6)的运转的停止,使得通过燃料切断而降低的内燃发动机(6)的转速在离合器(5)的分离状态下通过规定的共振频率范围;以及
另一方面,在规定时间内不能使离合器(5)成为分离状态的情况下,在使离合器(5)保持接合状态的状态下使内燃发动机(6)的输出扭矩减少至规定扭矩之后,使内燃发动机(6)停止运转。
2.根据权利要求1所述的驱动控制装置,其特征在于,
上述规定时间是离合器分离动作的所需时间。
3.根据权利要求1所述的驱动控制装置,其特征在于,
离合器(5)由使用液压进行接合和分离的液压式的离合器构成,混合动力驱动电动汽车(20)具备对离合器(5)供给液压的液压供给装置(9,18),
控制器(12)还被编程为:判断离合器(5)或者液压供给装置(9,18)是否存在异常,在判断为离合器(5)或者液压供给装置(9,18)存在异常的情况下,判断为在规定时间内不能使离合器(5)成为分离状态。
4.根据权利要求1所述的驱动控制装置,其特征在于,
还具备检测用于操作离合器(5)的工作油的温度的传感器(19),
控制器(12)还被编程为:在工作油的温度小于规定温度的情况下判断为在规定时间内不能使离合器(5)成为分离状态。
5.根据权利要求3所述的驱动控制装置,其特征在于,
控制器(12)还被编程为:判断电动马达/发电机(1)是否存在异常,在电动马达/发电机(1)存在异常的情况下使离合器(5)不分离。
6.根据权利要求3至5中的任一项所述的驱动控制装置,其特征在于,
混合动力驱动电动汽车(20)还具备将内燃发动机(6)和电动马达/发电机(1)的动力传递至驱动轮的动力传动系,
上述规定的共振频率范围是动力传动系的共振频率范围,
控制器(12)还被编程为:在内燃发动机(6)将电动马达/发电机(1)作为发电机驱动的情况下将可再生扭矩与可减小扭矩进行比较,在可减小扭矩为可再生扭矩以上的情况下使离合器(5)不分离,该可再生扭矩是电动马达/发电机(1)能够对内燃发动机(6)施加的负的扭矩的最大值,该可减小扭矩是在规定时间内将内燃发动机(6)的转速减小至动力传递系的共振频率范围以下所需的马达扭矩。
7.根据权利要求3所述的驱动控制装置,其特征在于,
离合器(5)由接受来自液压供给装置的液压供给而分离、并通过液压的释放而接合的常闭型的离合器构成。
8.一种混合动力驱动电动汽车(20)的驱动控制方法,该混合动力驱动电动汽车(20)具备内燃发动机(6)、电动马达/发电机(1)以及将内燃发动机(6)与电动马达/发电机(1)相连接的离合器(5),该驱动控制方法包括以下步骤:
检测车辆的停止状态;
检测离合器(5)的接合状态;
检测内燃发动机(6)是否正在运转;
检测内燃发动机(6)的运转停止请求输入;
在车辆处于停止状态时离合器(5)为接合状态且内燃发动机(6)正在运转的状态下输入了内燃发动机(6)的运转停止请求的情况下,判断在规定时间内能否使离合器(5)成为分离状态;
在规定时间内能够使离合器(5)成为分离状态的情况下将离合器(5)分离,控制内燃发动机(6)的运转的停止,使得通过燃料切断而降低的内燃发动机(6)的转速在离合器(5)的分离状态下通过规定的共振频率范围;以及
在规定时间内不能使离合器(5)成为分离状态的情况下,在使离合器(5)保持接合状态的状态下使内燃发动机(6)的输出扭矩减少至规定扭矩之后,使内燃发动机(6)停止运转。
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CN102039891A (zh) * | 2009-10-09 | 2011-05-04 | 加特可株式会社 | 混合动力车辆的控制装置 |
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US9670865B2 (en) | 2017-06-06 |
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