CN105121239A - 混合动力车辆的控制装置 - Google Patents
混合动力车辆的控制装置 Download PDFInfo
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- CN105121239A CN105121239A CN201380075516.6A CN201380075516A CN105121239A CN 105121239 A CN105121239 A CN 105121239A CN 201380075516 A CN201380075516 A CN 201380075516A CN 105121239 A CN105121239 A CN 105121239A
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- driving engine
- power
- vehicle
- fuel ratio
- transfer clutch
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- B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- 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
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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
- 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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
- F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
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- F02D41/021—Introducing corrections for particular conditions exterior to the engine
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- F02D41/022—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission in relation with the clutch status
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Combustion & Propulsion (AREA)
- Chemical & Material Sciences (AREA)
- Automation & Control Theory (AREA)
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- General Health & Medical Sciences (AREA)
- Biomedical Technology (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Hybrid Electric Vehicles (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
Abstract
提供一种即使在行驶中也能够进行空燃比失衡的检测的混合动力车辆的控制装置。在空燃比失衡检测时,基于车辆的要求驱动力而使发动机切断连接用离合器(K0)的接合状态变化,因此能够在抑制了从驱动轮输入的干扰或由动力传递装置的共振振动引起的干扰向发动机(14)的传递的状态下,检测行驶中的空燃比失衡。而且,由于基于要求驱动力而使发动机切断连接用离合器(K0)的接合状态变化,所以也能确保车辆行驶性。
Description
技术领域
本发明涉及混合动力车辆的控制装置,特别涉及发动机的异常检测。
背景技术
关于对发动机的气缸间的空燃比不均(空燃比失衡)或排气净化装置的催化剂劣化等进行检测的所谓车载诊断(以下,记载为OBD)的技术,提出了多个。例如,在专利文献1的混合动力车辆中,公开了一种在检测发动机的气缸间的空燃比失衡时,在使发动机功率为常规状态的基础上执行OBD的技术。
在先技术文献
专利文献
专利文献1:日本特开2012-6416号公报
发明内容
发明要解决的课题
在专利文献1的混合动力车辆中,发动机与驱动轮经由多个齿轮等而机械连结。因此,在行驶中,来自驱动轮的干扰或由驱动***共振引起的干扰向发动机传递。在这样的状态下执行空燃比失衡的检测时,由于所述干扰而产生发动机的转速变动,因此存在难以进行基于发动机的转速变动而检测的空燃比失衡的检测的问题。相对于此,若是车辆停止中,则不会从驱动轮输入干扰,但是无法在行驶中检测异常。另外,虽然可以控制成驱动***的共振少的转速而排除共振振动的影响,但是只要发动机与驱动***未完全分开,就无法完全排除共振振动的影响。
本发明以上述的情况为背景而完成,其目的在于提供一种即使在行驶中也能够进行空燃比失衡的检测的混合动力车辆的控制装置。
用于解决课题的手段
用于实现上述目的的第一发明的主旨在于,(a)一种混合动力车辆的控制装置,所述混合动力车辆具备发动机、连结在该发动机与驱动轮之间的动力传递路径上的电动机、对该发动机与电动机及驱动轮之间的动力传递路径进行切断或连接的离合器,该混合动力车辆的控制装置进行所述发动机的气缸间的空燃比不均检测,(b)在车辆行驶中进行所述空燃比不均检测的情况下,基于车辆的要求驱动力而使所述离合器的接合状态变化。
发明效果
这样的话,基于车辆的要求驱动力而使离合器的接合状态变化,因此能够在抑制了从驱动轮输入的干扰或由驱动***的共振振动引起的干扰向发动机的传递的状态下,检测行驶中的空燃比不均。而且,根据要求驱动力来使离合器的接合状态变化而也能确保车辆行驶性。
而且,优选的是,车辆的要求驱动力越大,与车辆的要求驱动力小的情况相比,越减小离合器的滑移量。当车辆的要求驱动力增大时,需要并用发动机的发动机转矩和电动机的电动机转矩来进行行驶,因此减小离合器的滑移量,即增大离合器的转矩容量。由此,能够确保车辆的要求驱动力而提高车辆行驶性。而且,在车辆的要求驱动力小的情况下,例如能够通过电动机转矩来提供要求驱动力,因此通过将离合器释放或增大滑移量,能抑制干扰向发动机的传递而提高行驶中的空燃比不均的检测精度。这样,能够确保车辆的行驶性能并进行空燃比不均检测。
而且,优选的是,在仅通过所述电动机能够输出所述车辆的要求驱动力的情况下,使所述离合器为释放状态。这样的话,在切断了干扰向发动机的传递的状态下检测空燃比不均,因此空燃比不均的检测精度提高。而且,车辆的要求驱动力从电动机输出,因此也能够确保车辆行驶性。
而且,优选的是,在并用所述发动机及所述电动机来输出所述车辆的要求驱动力的情况下,使所述离合器为接合或滑移状态。这样的话,根据要求驱动力来控制离合器的接合状态,由此能够确保要求驱动力而提高车辆行驶性。
附图说明
图1是说明从构成优选适用本发明的混合动力车辆的发动机及电动机到驱动轮为止的动力传递路径的概略结构的图。
图2是说明图1的电子控制装置的控制功能的主要部分的功能框图。
图3是用于说明图1的电子控制装置的控制工作的主要部分即能够在行驶中高精度地执行空燃比失衡检测的控制工作的流程图。
具体实施方式
以下,参照附图,详细说明本发明的实施例。需要说明的是,在以下的实施例中,图被适当简化或变形,各部的尺寸比及形状等未必准确描绘。
实施例
图1是说明从构成优选适用本发明的混合动力车辆10(以下,称为车辆10)的发动机14及电动机MG到驱动轮34为止的动力传递路径的概略结构的图,并且是说明为了作为行驶用驱动力源起作用的发动机14的输出控制、自动变速器18的变速控制、电动机MG的驱动控制等而设于车辆10的控制***的主要部分的图。
在图1中,车辆用动力传递装置12(以下,称为动力传递装置12)在通过螺栓紧固等而安装于车身的作为非旋转构件的传动设备壳体20(以下,称为壳体20)内,从发动机14侧依次具备发动机切断连接用离合器K0、电动机MG、变矩器16、油泵22、及自动变速器18等。而且,动力传递装置12具备与自动变速器18的输出旋转构件即输出轴24连结的传动轴26、与该传动轴26连结的差动齿轮装置(差速齿轮)28、与该差动齿轮装置28连结的一对车轴30等。如此构成的动力传递装置12优选使用于例如FR(前发动机·后驱动)型的车辆10。在动力传递装置12中,在发动机切断连接用离合器K0接合的情况下,发动机14的动力从将发动机14与发动机切断连接用离合器K0连结的发动机连结轴32,依次经由发动机切断连接用离合器K0、变矩器16、自动变速器18、传动轴26、差动齿轮装置28及一对车轴30等而向一对驱动轮34传递。
变矩器16是将向泵叶轮16a输入的驱动力经由流体向自动变速器18侧传递的流体式传动装置。该泵叶轮16a是依次经由发动机切断连接用离合器K0和发动机连结轴32而与发动机14连结,被输入来自发动机14的驱动力且能够绕轴心旋转的输入侧旋转要素。变矩器16的涡轮叶轮16b是变矩器16的输出侧旋转要素,通过花键嵌合等而以不能相对旋转的方式与自动变速器18的输入旋转构件即变速器输入轴36连结。而且,变矩器16具备锁止离合器38。该锁止离合器38是设置在泵叶轮16a与涡轮叶轮16b之间的直接连结离合器,通过液压控制等而成为接合状态、滑移状态或释放状态。
电动机MG是所谓的电动发电机,连结在发动机14与驱动轮34之间的动力传递路径上,具有由电能产生机械性的驱动力的作为发动机的功能及由机械能量产生电能的作为发电机的功能。换言之,电动机MG能够取代动力源即发动机14,或者作为与该发动机14一起产生行驶用的驱动力的行驶用驱动力源起作用。而且,进行利用再生由通过发动机14产生的驱动力或从驱动轮34侧输入的被驱动力(机械能量)产生电能,并将该电能经由逆变器40或未图示的升压转换器等向作为蓄电装置的蓄电池46蓄积等工作。电动机MG工作性地与泵叶轮16a连结,在电动机MG与泵叶轮16a之间相互传递动力。因此,电动机MG与发动机14同样,以能够进行动力传递的方式与变速器输入轴36连结。电动机MG以经由逆变器40或未图示的升压转换器等进行与蓄电池46的电力的收发的方式连接。并且,在以电动机MG为行驶用驱动力源进行行驶的情况下,发动机切断连接用离合器K0释放,电动机MG的动力依次经由变矩器16、自动变速器18、传动轴26、差动齿轮装置28及一对车轴30等而向一对驱动轮34传递。
油泵22是与泵叶轮16a连结并通过由发动机14(或电动机MG)进行旋转驱动而产生工作液压的机械式的油泵,该工作液压是用于对自动变速器18进行变速控制,或者对锁止离合器38的转矩容量进行控制,或者对发动机切断连接用离合器K0的接合·释放进行控制,或者向车辆10的动力传递路径的各部供给润滑油的工作液压。而且,动力传递装置12具备由未图示的电动马达驱动的电动式油泵52,例如在车辆停止时等油泵22未被驱动等情况下,使电动式油泵52辅助性地工作而产生液压。
发动机切断连接用离合器K0例如是相互重叠的多片摩擦板由液压促动器按压的湿式多板型的液压式摩擦接合装置,以油泵22或电动式油泵52产生的液压为源压,通过设于动力传递装置12的液压控制回路50进行接合释放控制。并且,在该接合释放控制中,发动机切断连接用离合器K0的能够进行动力传递的转矩容量即发动机切断连接用离合器K0的接合力通过液压控制回路50内的直线电磁阀等的调压而例如连续地变化。发动机切断连接用离合器K0具备在其释放状态下能够相对旋转的一对离合器旋转构件(离合器毂及离合器鼓),该离合器旋转构件的一方(离合器毂)以不能相对旋转的方式与发动机连结轴32连结,而该离合器旋转构件的另一方(离合器鼓)以不能相对旋转的方式与变矩器16的泵叶轮16a连结。根据这样的结构,发动机切断连接用离合器K0在接合状态下,经由发动机连结轴32而使泵叶轮16a与发动机14一体旋转。即,在发动机切断连接用离合器K0的接合状态下,来自发动机14的驱动力向泵叶轮16a输入。另一方面,在发动机切断连接用离合器K0的释放状态下,泵叶轮16a与发动机14之间的动力传递被切断。而且,如前所述,电动机MG工作性地与泵叶轮16a连结,因此发动机切断连接用离合器K0作为对发动机14与电动机MG之间的动力传递路径进行切断或连接的离合器起作用。而且,在本实施例的发动机切断连接用离合器K0中,使用的是转矩容量(接合力)与液压成比例地增加且在未供给液压的状态下为释放状态的所谓常开类型的离合器。
自动变速器18不经由发动机切断连接用离合器K0而以能够进行动力传递的方式与电动机MG连结,构成从发动机14及电动机MG到驱动轮34为止的动力传递路径的一部分,将来自行驶用驱动力源(发动机14及电动机MG)的动力向驱动轮34侧传递。自动变速器18是例如通过多个接合装置例如离合器C或制动器B等液压式摩擦接合装置的任一个的夹紧切换(即通过液压式摩擦接合装置的接合和释放)来执行变速,而选择性地使多个变速级(齿轮级)成立的作为有级的自动变速器起作用的行星齿轮式多级变速器。即,自动变速器18是公知的在车辆中经常使用的进行所谓离合器对离合器变速的有级变速器,对变速器输入轴36的旋转进行变速而从输出轴24输出。而且,该变速器输入轴36也是通过变矩器16的涡轮叶轮16b驱动而旋转的涡轮轴。并且,在自动变速器18中,通过离合器C及制动器B的各自的接合释放控制,根据驾驶者的油门操作或车速V等而使规定的齿轮级(变速级)成立。而且,当自动变速器18的离合器C及制动器B都释放时,成为空档状态,驱动轮34与发动机14及电动机MG的动力传递路径被切断。
返回图1,车辆10具备包括与例如混合动力驱动控制等关联的控制装置的电子控制装置100。电子控制装置100构成为包括具备例如CPU、RAM、ROM、输入输出接口等的所谓微型计算机,CPU利用RAM的暂时存储功能并按照预先存储于ROM的程序进行信号处理,由此执行车辆10的各种控制。例如,电子控制装置100构成为执行发动机14的输出控制、包括电动机MG的再生控制在内的电动机MG的驱动控制、自动变速器18的变速控制、锁止离合器38的转矩容量控制、发动机切断连接用离合器K0的转矩容量控制等,根据需要而分成发动机控制用、电动机控制用、液压控制用(变速控制用)等。
电子控制装置100分别被供给例如表示通过发动机转速传感器56检测到的发动机14的转速即发动机转速Ne的信号、表示通过空燃比传感器57检测到的发动机14的空燃比A/F的信号、表示通过涡轮转速传感器58检测到的作为自动变速器18的输入转速的变矩器16的涡轮转速Nt即作为变速器输入轴36的转速的变速器输入转速Nin的信号、表示通过输出轴转速传感器60检测到的作为车速关联值的车速V或与传动轴26的转速等对应的输出轴24的转速即变速器输出转速Nout的信号、表示通过电动机转速传感器62检测到的电动机MG的转速即电动机转速Nmg的信号、表示通过节气门传感器64检测到的未图示的电子节气门的开度即节气门开度θth的信号、表示通过吸入空气量传感器66检测到的发动机14的吸入空气量Qair的信号、表示通过加速度传感器68检测到的车辆10的前后加速度G(或前后减速度G)的信号、表示通过冷却水温传感器70检测到的发动机14的冷却水温THw的信号、表示通过油温传感器72检测到的液压控制回路50内的工作油的工作油温THoil的信号、表示通过油门开度传感器74检测到的作为驾驶者对车辆10的驱动力要求量(驾驶员要求输出)的油门踏板76的操作量即油门开度Acc的信号、表示通过脚制动器传感器78检测到的作为驾驶者对车辆10的制动力要求量(驾驶员要求减速度)的制动踏板80的操作量即制动器操作量Brk的信号、表示通过档位传感器82检测到的公知的“P”、“N”、“D”、“R”、“S”位置等的换档杆84的杆位置(换档操作位置、档位、操作位置)Psh的信号、通过蓄电池传感器86检测到的蓄电池部46的充电量(充电容量、充电剩余量)SOC等。而且,从通过未图示的DCDC转换器而降压后的电力所充电的辅机蓄电池88向电子控制装置100供给电力。
而且,从电子控制装置100分别输出例如发动机14的输出控制用的发动机输出控制指令信号Se、用于控制电动机MG的工作的电动机控制指令信号Sm、为了控制发动机切断连接用离合器K0或自动变速器18的离合器C及制动器B的液压促动器而用于使液压控制回路50包含的电磁阀(电磁阀)或电动式油泵52等工作的液压指令信号Sp等。
图2是说明电子控制装置100的控制功能的主要部分的功能框图。在图2中,有级变速控制部102(有级变速控制单元)作为进行自动变速器18的变速的变速控制部起作用。有级变速控制部102根据例如以车速V和油门开度Acc(或者变速器输出转矩Tout等)为变量而预先存储的具有升档线及降档线的公知的关系(变速线图、变速映射),基于实际的车速V及油门开度Acc表示的车辆的行驶状态,判断是否应执行自动变速器18的变速,即基于车辆的行驶状态来判断自动变速器18的应变速齿轮级,并以得到该判断的齿轮级的方式执行自动变速器18的自动变速控制。例如,有级变速控制部102在伴随于油门踏板76的增踏操作产生的油门开度Acc的增大而油门开度Acc(车辆要求转矩)在上述降档线上超过了高油门开度(高车辆要求转矩)侧的情况下,判定为作出了自动变速器18的降档要求,执行与该降档线对应的自动变速器18的降档控制。此时,有级变速控制部102例如以按照预先存储的规定的接合工作表来实现齿轮级的方式,向液压控制回路50输出使与自动变速器18的变速相关的接合装置进行接合及/或释放的指令(变速输出指令、液压指令)Sp。液压控制回路50按照该指令Sp,例如以将释放侧离合器释放并将接合侧离合器接合而执行自动变速器18的变速的方式,使液压控制回路50内的线性电磁阀工作,从而使与该变速相关的接合装置的液压促动器工作。
混合动力控制部104(混合动力控制单元)含有对发动机14的驱动进行控制的作为发动机驱动控制部的功能、和经由逆变器40对电动机MG作为驱动力源或发电机的工作进行控制的作为电动机工作控制部的功能,通过这些控制功能而执行基于发动机14及电动机MG的混合动力驱动控制等。例如,混合动力控制部104根据油门开度Acc或车速V来算出车辆的要求驱动转矩Tr,而且考虑传递损失、辅机负载、自动变速器18的齿轮级、蓄电池46的充电量SOC等,以得到该要求驱动转矩Tr的方式控制行驶用驱动力源(发动机14及电动机MG)。
更具体而言,混合动力控制部104例如在上述车辆要求驱动力Tr处于仅由电动机MG的输出转矩(电动机转矩)Tmg就能够提供的范围的情况下,将行驶模式设为马达行驶模式(以下,称为EV行驶模式),进行仅以电动机MG为行驶用的驱动力源的马达行驶(EV行驶)。另一方面,混合动力控制部104例如在上述车辆要求驱动力Tr处于至少不使用发动机14的输出转矩(发动机转矩)Te就无法提供的范围的情况下,将行驶模式设为发动机行驶模式(混合动力行驶模式),进行至少以发动机14为行驶用的驱动力源的发动机行驶。
混合动力控制部104在进行EV行驶的情况下,将发动机切断连接用离合器K0释放而切断发动机14与变矩器16之间的动力传递路径,并使电动机MG输出马达行驶所需的电动机转矩Tmg。另一方面,混合动力控制部104在进行发动机行驶(混合动力行驶)的情况下,使发动机切断连接用离合器K0接合而将来自发动机14的驱动力向泵叶轮16a传递,并根据需要使电动机MG输出辅助转矩。需要说明的是,混合动力控制部104在车辆停止时等油泵22未驱动等情况下,使电动式油泵52辅助性地工作来防止工作油的不足。
而且,在EV行驶中例如油门踏板76被进行增踏操作而车辆要求驱动力Tr(要求驱动转矩)增大,该车辆要求驱动力Tr所对应的EV行驶所需的电动机转矩Tmg超过了能够进行EV行驶的规定EV行驶转矩范围的情况下,混合动力控制部104将行驶模式从EV行驶模式向发动机行驶模式切换,使发动机14起动而进行发动机行驶。混合动力控制部104在该发动机14的起动时,使发动机切断连接用离合器K0朝向完全接合进行接合,并从电动机MG经由发动机切断连接用离合器K0传递发动机起动用的发动机起动转矩Tmgs而使发动机14转速上升,将发动机转速Ne提升至能够进行自主运转的转速,并通过对发动机点火或燃料供给等进行控制来使发动机14起动。并且,混合动力控制部104在发动机14的起动后,迅速地使发动机切断连接用离合器K0完全接合。
而且,混合动力控制部104具有如下的作为再生控制单元的功能:在油门关闭的滑行行驶时(惯性行驶时)或制动踏板80的踏入产生的制动时等,为了提高燃油经济性,通过车辆10的动能即从驱动轮34向发动机14侧传递的反驱动力来驱动电动机MG旋转,使电动机MG作为发电机工作,并将其电能经由逆变器40向蓄电池46充电。该再生控制以成为如下的再生量的方式进行控制,该再生量基于蓄电池46的充电量SOC、由用于得到与制动踏板操作量对应的制动力的液压制动器产生的制动力的制动力分配等来决定。而且,混合动力控制部104在再生控制中使锁止离合器38接合。
为了检测发动机14的异常,执行对与发动机14相关的多个异常进行检测(诊断)的所谓车载诊断(以下,称为OBD)。例如,作为OBD的一例,有发动机14的气缸15间的空燃比不均检测(以下,称为空燃比失衡检测)、发动机14的不发火检测等。该空燃比失衡例如基于发动机旋转变动来检测,在发动机旋转变动超过了规定值的情况下判定为发生了异常。
在执行该空燃比失衡检测时,希望发动机14的运转状态稳定。然而,在空燃比失衡检测中若发动机切断连接用离合器K0接合,则发动机14与驱动轮34之间的动力传递路径被连接,因此从驱动轮34输入了干扰的情况下,其影响也向发动机14传递。例如,在波状路或低摩擦路上行驶的情况下,驱动轮34反复滑移抓地,从而驱动轮34产生旋转变动。该驱动轮34的旋转变动经由发动机切断连接用离合器K0也向发动机14传递。而且,在动力传递装置12(驱动***)中产生了共振振动的情况下,该共振振动也经由发动机切断连接用离合器K0向发动机14传递。在这样的情况下当实施空燃比失衡检测时,空燃比失衡检测的检测精度下降,因此空燃比失衡检测变得难以执行。因此,电子控制装置100在执行空燃比失衡检测时,基于车辆的要求驱动力Tr而使发动机切断连接用离合器K0的接合状态变化。以下,说明本发明涉及的工作及效果。
返回图2,空燃比失衡检测部108(空燃比失衡检测单元)依次算出例如发动机14的曲轴角每180度的发动机转速Ne的变化量ΔNe、曲轴角每30度的经过时间T的变化ΔT作为发动机旋转变动的参数,在算出的变化量ΔNe或经过时间T的变化ΔT超过了预先设定的阈值α的情况下,判定为发生了空燃比失衡。需要说明的是,阈值α预先基于实验等而求出,设定为在发生了空燃比失衡时检测到的值。
是否执行该空燃比失衡检测部108由空燃比检测可否判定部109(空燃比检测可否判定单元)来判定。空燃比检测可否判定部109判定发动机14是否为适合空燃比失衡检测的运转状态。空燃比检测可否判定部109基于例如发动机水温等来判定是否为发动机14被暖机后的状态、是否发动机转速Ne处于预先设定的适合于空燃比失衡的检测的范围内等,在发动机14处于预先设定的适合于空燃比失衡的检测的运转区域内的情况下,判定为能够检测空燃比失衡。
而且,空燃比检测可否判定部109判定要求驱动力Tr是否小于预先设定的规定值Ta。该规定值Ta通过电动机转矩Tmg与传递转矩T之和(=Tmg+T)来求出,电动机转矩Tmg是根据蓄电池46的充电容量SOC等而决定的电动机MG能够输出的转矩,传递转矩T是发动机切断连接用离合器K0的滑移量S成为预先设定的值Slim时从发动机14向驱动轮34侧传递的转矩。
在基于蓄电池46的充电容量SOC而设定的电动机转矩Tmg小于要求驱动力Tr的情况下,为了确保要求驱动力Tr,需要并用电动机MG的电动机转矩Tmg及发动机14的发动机转矩Te。这样的情况下,使发动机切断连接用离合器K0接合或滑移而将发动机转矩Te向驱动轮34传递,但是若发动机切断连接用离合器K0完全接合或滑移,则发动机14与驱动轮34之间的动力传递路径被连接,因此从驱动轮34输入的干扰或由共振振动引起的干扰也向发动机14传递。而且,要求驱动力Tr越大,与要求驱动力小的情况相比,应从发动机14向驱动轮34传递的传递转矩T越大,因此发动机切断连接用离合器K0的滑移量S也减小,干扰容易向发动机14传递。因此,预先通过实验等求出所述干扰不会给空燃比失衡的检测精度造成影响的滑移量Slim,将基于该滑移量Slim而算出的从发动机14向驱动轮34侧传递的传递转矩T与能够输出的电动机转矩Tmg之和(=Tmg+T)设定为规定值Ta。需要说明的是,所述滑移量Slim例如可以根据发动机转矩Te进行变更。
由此,在要求驱动力Tr为规定值Ta以上的情况下,发动机切断连接用离合器K0成为滑移量Slim以下,因此从驱动轮34输入的干扰或由共振振动引起的干扰的影响变大。尤其是在发动机切断连接用离合器K0完全接合的情况下,向驱动轮34输入的干扰或由共振振动引起的干扰未被发动机切断连接用离合器K0降低而向发动机14传递,因此空燃比失衡检测的执行变得困难。这样的情况下,空燃比检测可否判定部109禁止空燃比失衡检测。例如,即使在以发动机切断连接用离合器K0释放的状态进行行驶的情况下,当油门踏板被较大地踏入时,要求驱动力Tr也增大。这样的情况下,发动机切断连接用离合器K0被接合,因此空燃比检测可否判定部109禁止空燃比失衡检测。
另一方面,在要求驱动力Tr小于规定值Ta的情况下,发动机切断连接用离合器K0超过滑移量Slim,因此从驱动轮34输入的干扰或由共振振动引起的干扰的影响减小。这样的情况下,空燃比检测可否判定部109允许空燃比失衡检测的执行。尤其是在仅通过电动机转矩Tmg就能够输出要求驱动力Tr的情况下,使发动机切断连接用离合器K0为释放状态,能够进行基于电动机MG的EV行驶。这样的情况下,从驱动轮34输入的干扰或由共振振动引起的干扰完全未向发动机14传递,因此最适合于空燃比失衡检测。
在上述发动机14的运转状态适合于空燃比失衡的检测且要求驱动力Tr比规定值Ta小的情况下,空燃比检测可否判定部109判定为空燃比失衡检测部108能够执行。
切断连接用离合器控制部110当基于空燃比检测可否判定部109而判定为空燃比失衡检测能够执行时,在该空燃比失衡检测之前执行。切断连接用离合器控制部110基于要求驱动力Tr而使发动机切断连接用离合器K0的接合状态变化。具体而言,要求驱动力Tr越大,与要求驱动力Tr小的情况相比,切断连接用离合器控制部110越减小发动机切断连接用离合器K0的滑移量S。在执行空燃比失衡检测时,为了减小从驱动轮34输入的干扰或由共振振动引起的干扰的影响,优选增大发动机切断连接用离合器K0的滑移量S。然而,要求驱动力Tr越大,为了确保行驶性能即为了增加从发动机14向驱动轮34传递的转矩,需要减小滑移量S。因此,切断连接用离合器控制部110为了抑制干扰或共振振动的影响,在确保要求驱动力Tr的范围内,以滑移量S至少大于滑移量Slim的方式进行控制。由此,要求驱动力Tr越大,与要求驱动力Tr小的情况相比,发动机切断连接用离合器K0的滑移量S越小。
尤其是在仅通过电动机MG的电动机转矩Tmg就能够输出要求驱动力Tr的情况下,不需要发动机转矩Te。这样的情况下,无需将发动机切断连接用离合器K0接合,因此切断连接用离合器控制部110使发动机切断连接用离合器K0为释放状态。因此,从驱动轮34输入的干扰或由共振振动引起的干扰不会向发动机14传递,能够高精度地实施空燃比失衡检测。而且,在检测该空燃比失衡的期间,由于执行基于电动机MG的EV行驶,因此也能确保行驶性能。
图3是用于说明电子控制装置100的控制工作的主要部分即在行驶中能够高精度地执行空燃比失衡检测的控制工作的流程图。该流程图以例如几msec至几十msec左右的极短的循环时间反复执行。
首先,在与空燃比检测可否判定部109对应的步骤S1(以下,省略步骤)中,判定发动机14是否处于适合空燃比失衡的检测的运转状态。在S1为否定的情况下,判定为空燃比失衡检测不能执行,并在S5中执行空燃比失衡以外的其他的控制。在S1为肯定的情况下,在与空燃比检测可否判定部109对应的S2中,判定是否能够进行发动机切断连接用离合器K0的释放或滑移。具体而言,基于要求驱动力Tr是否小于预先设定的规定值Ta,来判定是否能够执行空燃比失衡检测。在S2为否定的情况下,干扰的影响增大而判定为不能执行空燃比失衡检测,并在S5中执行其他的控制(例如发动机切断连接用离合器K0的接合等)。在S2为肯定的情况下,在与切断连接用离合器控制部110对应的S3中,基于要求驱动力Tr将发动机切断连接用离合器K0控制在释放至滑移之间。接着,在与空燃比失衡检测部108对应的S4中,算出发动机旋转变动,基于该值来检测空燃比失衡。
如上所述,根据本实施例,基于车辆的要求驱动力Tr而使发动机切断连接用离合器K0的接合状态变化,因此能够在抑制了从驱动轮34输入的干扰或由动力传递装置12的共振振动引起的干扰向发动机12的传递的状态下,检测行驶中的空燃比失衡。而且,由于基于要求驱动力Tr而使发动机切断连接用离合器K0的接合状态变化,所以也能确保车辆行驶性。
而且,根据本实施例,车辆的要求驱动力Tr越大,与车辆的要求驱动力Tr小的情况相比,越减小发动机切断连接离合器K0的滑移量S。当车辆的要求驱动力Tr增大时,需要并用发动机14的发动机转矩Te和电动机MG的电动机转矩Tmg进行行驶,因此减小发动机切断连接用离合器K0的滑移量S即增大发动机切断连接用离合器K0的转矩容量。由此,能够确保车辆的要求驱动力Tr而提高车辆行驶性。而且,在车辆的要求驱动力Tr小的情况下,例如通过电动机转矩Tmg也能够提供要求驱动力Tr,因此通过将发动机切断连接用离合器K0释放或增大滑移量S,能够抑制干扰向发动机14的传递而提高行驶中的空燃比失衡检测的精度。这样,即使在行驶中,也能够确保车辆的行驶性能,并执行空燃比失衡检测。
而且,根据本实施例,在仅通过电动机MG就能够输出车辆的要求驱动力Tr的情况下,使发动机切断连接用离合器K0为释放状态。这样的话,在切断了干扰向发动机14的传递的状态下执行空燃比失衡检测,因此空燃比失衡检测的精度提高。而且,车辆的要求驱动力Tr从电动机MG输出,因此也能够确保车辆行驶性。
而且,根据本实施例,在并用发动机14及电动机MG来输出车辆的要求驱动力Tr的情况下,使发动机切断连接用离合器K0为接合或滑移状态。这样的话,基于要求驱动力Tr而控制发动机切断连接用离合器K0的接合状态,由此能够确保要求驱动力Tr而提高车辆行驶性。
以上,基于附图,详细说明了本发明的实施例,但是本发明在其他的方式中也适用。
例如,在前述的实施例中,在执行空燃比失衡检测时,使发动机切断连接用离合器K0释放或滑移,但是也可以在仅释放发动机切断连接用离合器K0的情况下执行空燃比失衡检测。即,在使发动机切断连接用离合器K0滑移的情况下,一律禁止空燃比失衡检测。当使发动机切断连接用离合器K0滑移时,或多或少地干扰的影响向发动机14传递,因此能够完全排除其影响地执行空燃比失衡检测。
而且,前述的实施例的车辆用动力传递装置12在电动机MG与驱动轮34之间设置变矩器16及自动变速器18,但是它们未必非要不可。而且,自动变速器18是通过液压式摩擦接合装置的任一者的夹紧切换来执行变速的行星齿轮式多级变速器,但这只是一例,也可以设置带式无级变速器等其他的形式的变速器。
需要说明的是,上述的只不过是一实施方式,本发明能够基于本领域技术人员的知识而以施加了各种变更、改良后的方式实施。
标号说明
10:混合动力车辆
14:发动机
15:气缸
100:电子控制装置(控制装置)
MG:电动机
K0:发动机切断连接用离合器(离合器)
Claims (4)
1.一种混合动力车辆的控制装置,所述混合动力车辆具备发动机、连结在该发动机与驱动轮之间的动力传递路径上的电动机、对该发动机与该电动机及该驱动轮之间的动力传递路径进行切断或连接的离合器,该混合动力车辆的控制装置进行所述发动机的气缸间的空燃比不均检测,其特征在于,
在车辆行驶中进行所述空燃比不均检测的情况下,基于车辆的要求驱动力而使所述离合器的接合状态变化。
2.根据权利要求1所述的混合动力车辆的控制装置,其特征在于,
所述车辆的要求驱动力越大,与所述车辆的要求驱动力小的情况相比,越减小所述离合器的滑移量。
3.根据权利要求1或2所述的混合动力车辆的控制装置,其特征在于,
在仅通过所述电动机能够输出所述车辆的要求驱动力的情况下,使所述离合器为释放状态。
4.根据权利要求1或2所述的混合动力车辆的控制装置,其特征在于,
在并用所述发动机及所述电动机来输出所述车辆的要求驱动力的情况下,使所述离合器为接合或滑移状态。
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US9834201B2 (en) | 2017-12-05 |
CN105121239B (zh) | 2018-10-19 |
JP6052398B2 (ja) | 2016-12-27 |
US20160046284A1 (en) | 2016-02-18 |
JPWO2014167681A1 (ja) | 2017-02-16 |
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DE112013006935T5 (de) | 2016-01-21 |
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