CN107023670A - 用于车辆驱动***的控制装置 - Google Patents

用于车辆驱动***的控制装置 Download PDF

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Publication number
CN107023670A
CN107023670A CN201611191967.8A CN201611191967A CN107023670A CN 107023670 A CN107023670 A CN 107023670A CN 201611191967 A CN201611191967 A CN 201611191967A CN 107023670 A CN107023670 A CN 107023670A
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China
Prior art keywords
unit
hydraulic
gear
whirler
speed change
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Granted
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CN201611191967.8A
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CN107023670B (zh
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田中敬朗
小林宽英
吉川雅人
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Toyota Motor Corp
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Toyota Motor Corp
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/101—Infinitely variable gearings
    • B60W10/103—Infinitely variable gearings of fluid type
    • 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
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/0021—Generation or control of line pressure
    • F16H61/0025—Supply of control fluid; Pumps therefore
    • B—PERFORMING OPERATIONS; TRANSPORTING
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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
    • B60K6/22—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 apparatus, components or means specially adapted for HEVs
    • B60K6/24—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 apparatus, components or means specially adapted for HEVs characterised by the combustion engines
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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
    • B60K6/22—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 apparatus, components or means specially adapted for HEVs
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    • 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
    • B60K6/22—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 apparatus, components or means specially adapted for HEVs
    • B60K6/36—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 apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—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 apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60K6/44—Series-parallel type
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    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
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    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/72—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
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/0833—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths
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    • F16H61/04—Smoothing ratio shift
    • F16H61/06—Smoothing ratio shift by controlling rate of change of fluid pressure
    • F16H61/061—Smoothing ratio shift by controlling rate of change of fluid pressure using electric control means
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    • Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
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Abstract

本公开提供用于车辆驱动***的控制装置。当车辆在机械式有级变速单元的档位中的任何一个被建立的状态下行驶的同时，直到通过用于电差速单元的运动方程式获得的估算输入转矩改变，非接合的预期的液压摩擦接合装置的液压增加，并且基于那时的液压来学习装配端压。因此，不考虑对电差速单元的电动发电机的反馈控制等，也能够适当地学习装配端压，因此能够不考虑部分的个体差异、摩擦材料的老化等而在变速时适当地执行对液压摩擦接合装置的液压控制，即，接合和释放控制等。

Description

用于车辆驱动***的控制装置
技术领域
本发明涉及一种包括电差速单元和机械式有级变速单元的车辆驱动***，并且更具体地，涉及对机械式有级变速单元的液压摩擦接合装置的液压控制。
背景技术
已知一种包括机械式有级变速单元的车辆驱动***，其中，在所述机械式有级变速单元中，响应于多个液压摩擦接合装置的接合/释放状态，建立具有不同变速比的多个档位(参见日本专利申请公开第11-230330号(JP 11-230330 A))。在这种车辆驱动***中，在当液压摩擦接合装置接合或释放时液压摩擦接合装置的液压特性由于例如个体差异(诸如摩擦材料的摩擦系数的变化或老化以及压力接收部的尺寸误差)而变化或改变。由于这个原因，在JP 11-230330 A中，通过判定在空档状态下预期的液压摩擦接合装置的液压逐渐增大的同时输入转速和发动机转速之间的比是否已改变，检测出预期的液压摩擦接合装置开始具有接合转矩的液压。因此，学习装配端压。装配端压在液压摩擦接合装置开始具有接合转矩的液压的附近，并且例如是就在液压摩擦接合装置开始具有接合转矩之前的液压。
顺便提及，当包括联接至发动机和至少两个旋转机的行星齿轮差速机构的电差速单元设置在上述机械式有级变速单元与发动机之间时(参见日本专利申请公开第2005-344850号(JP 2005-344850A))，可能不能够适当地学习上述液压摩擦接合装置中的每一个的液压。例如，在这种电差速单元中，如果以反馈方式控制每个旋转机的转矩使得发动机转速、输出构件的转速(其对应于机械式有级变速单元的输入转速)等变为与所需输出动力等相称的预定目标值，可能不能够适当地检测由于每个液压摩擦接合装置的接合转矩引起的输入转速的变化。如果不能以这种方式适当地学习液压，则有如下可能：对液压摩擦接合装置的接合和释放控制受损，结果，变速响应劣化并且发生变速冲击。
发明内容
本发明配置成，当设置电差速单元和机械式有级变速器单元时，适当地学习机械式有级变速单元的每个液压摩擦接合装置的液压。
用于车辆驱动***的控制装置包括：(a)电差速单元，其包括联接至发动机和至少两个旋转机的行星齿轮差速机构；(b)机械式有级变速单元，其布置在所述电差速单元与驱动轮之间并且响应于多个液压摩擦接合装置的接合状态建立具有不同变速比的多个档位；(c)输入转矩估算单元，其基于用于所述电差速单元的运动方程式来计算所述机械式有级变速单元的估算输入转矩；以及(d)液压控制单元，在车辆在所述机械式有级变速单元的所述档位中的任何一个被建立的状态下行驶的同时，所述液压控制单元增加所述机械式有级变速单元的所述液压摩擦接合装置中的非接合的一个的液压，直到所述估算输入转矩改变了预定量或更多。
在控制装置中，可以基于在当所述估算输入转矩已经改变了所述预定量或更多时的所述液压来学习所述液压摩擦接合装置中的所述非接合的一个的装配端压。
在控制装置中，(a)所述行星齿轮差速机构可以是包括联接至所述发动机的第一旋转元件、联接至第一旋转机的第二旋转元件和联接至传递构件的第三旋转元件的单一行星齿轮系，(b)第二旋转机可以联接至所述传递构件，并且动力可以从所述传递构件传递至所述机械式有级变速单元，并且(c)可以根据通过使用所述第一旋转机的转矩、所述第一旋转机的旋转变化率、所述第一旋转机的惯量、所述第二旋转机的转矩、所述第二旋转机的旋转变化率、所述第二旋转机的惯量以及所述行星齿轮系的齿数比而确定的算术表达式来计算所述估算输入转矩。
通过如此构造的控制装置，在车辆在所述机械式有级变速单元的所述档位中的任何一个被建立的状态下行驶的同时，直到从用于所述电差速单元的运动方程式获得的估算输入转矩改变，液压摩擦接合装置中的非接合的一个的液压增加，因此能够基于在如上所述的时刻的液压适当地学***衡由于旋转阻力引起的转速改变而改变，因此每个旋转机的操作状态改变，并且从运动方程式获得的估算输入转矩也改变。因此，不考虑对旋转机的反馈控制等，也能够适当地检测接合转矩的产生。换句话说，通过增加当前未接合的非接合液压摩擦接合装置的液压并检测作为液压变化的结果而发生的选定的参数的改变，能够消除反馈控制等的影响。另外，使用了非接合液压摩擦接合装置的液压，因此液压的轻微改变不影响行驶。当适当地学习了诸如装配端压的液压时，能够在换挡时适当地执行对液压摩擦接合装置的液压控制，即接合和释放控制等，而不考虑部分的个体差异、摩擦材料的老化等。
通过所述控制装置，当行星齿轮差速机构是单一行星齿轮系时，根据通过使用所述第一旋转机的转矩、所述第一旋转机的旋转变化率、所述第一旋转机的惯量、所述第二旋转机的转矩、所述第二旋转机的旋转变化率、所述第二旋转机的惯量以及所述行星齿轮系的齿数比而确定的算术表达式来计算所述估算输入转矩。因此，与使用具有低精度的发动机转矩等时相比，能够高精度地获得估算输入转矩，并且能够例如高精度地学习装配端压。
附图说明
下面将参照附图描述本发明的示例性实施例的特征、优点以及技术和工业意义，其中相同的附图标记表示相同的元件，并且其中：
图1是包括应用本发明的车辆驱动***的控制***的概略图；
图2是示出设置在图1所示的车辆驱动***中的机械式有级变速单元的多个档位与建立这些档位的液压摩擦接合装置之间的关系的视图；
图3是用于设置在图1所示的车辆驱动***中的电差速单元和机械式有级变速单元的列线图，并且是示出了第二速度档位“2nd”和第三速度档位“3rd”的视图。
图4是示出与设置在图1所示的车辆驱动***中的机械式有级变速单元的离合器C1、C2和制动器B1、B2相关联的液压控制回路的回路图；
图5是具体示出图1所示的装配端压学习单元的操作的流程图；
图6是具体示出图1所示的输入转矩估算单元的操作的流程图；和
图7是示出在根据图5的流程图执行学习装配端压的控制的情况下的液压变化和输入转矩变化的时序图的示例。
具体实施方式
单小齿轮型或双小齿轮型单一行星齿轮系适合用作电差速单元的差速机构。该行星齿轮系包括三个旋转元件，即太阳轮、行星齿轮架和齿圈。在这些旋转元件的转速通过单个直线连接的列线图中，例如，发动机联接至位于中间并且转速为中间的旋转元件，并且用于差速动作的第一旋转机和用于推进车辆的第二旋转机在两端分别联接至旋转元件。取而代之地，作为传递构件(联接至机械式有级变速单元的构件)的第二旋转机可以联接至中间旋转元件。三个旋转元件可以是通常相对地可旋转的。可替代地，旋转元件中的任何两个可以通过离合器彼此一体地联接，然后响应于行驶状态而一体地旋转。可替代地，联接有用于差速动作的第一旋转机的旋转元件可以通过制动器停止旋转。必要时，可以在这些旋转元件与发动机、第一旋转机和第二旋转机之间设置诸如离合器的断开装置。可以采用多个行星齿轮系彼此结合的差速机构，并且三个或更多个旋转机可以联接至差速机构。
每个旋转机是旋转电机，并且具体为电动机、发电机或者是能够替换地使用两者功能的电动发电机。可以采用发电机作为用于差速动作的第一旋转机，并且可以采用电动机作为用于推进车辆的第二旋转机；然而，当假定各种行驶状态时，期望使用电动发电机作为第一旋转机和第二旋转机中的每一个。
行星齿轮变速器或平行轴变速器广泛地用作机械式有级变速单元。响应于行驶状态或根据驾驶员的换挡命令而自动进行换挡判定。由于通过例如电切换液压控制回路来接合或释放液压摩擦接合装置，档位改变。机械式有级变速单元例如能够建立多个前进档位。取而代之地，机械式有级变速单元可以是仅改变前进档位和倒车档位之间的档位的前进/倒车切换装置。
如在根据本发明的控制装置的情况下，输入转矩估算单元例如配置为在不使用发动机的转矩或旋转变化率的情况下计算估算输入转矩。然而，各种模式都是适用的。例如，能够通过使用发动机的转矩或旋转变化率来计算估算输入转矩。液压控制单元可以例如使液压从零增加。取而代之地，各种模式都是适用的。例如，液压控制单元可以在冲程处将液压增加到最新学习值或邻近最近学习值的值，然后，必要时，则进一步增加液压。期望的是，实际液压(实际液压值)通过液压传感器被检测到和学习；然而，当液压逐渐增加从而使得实际液压基本等于液压指令值时，能够通过使用液压指令值来学习液压。
在下文中，将参照附图详细描述本发明的实施例。图1是包括应用了本发明的车辆驱动***10的控制***的概略图。车辆驱动***10包括彼此串联并且沿共同轴线布置的发动机14、电差速单元16、机械式有级变速单元20和输出轴22。电差速单元16和机械式有级变速单元20容纳在变速器壳体12(以下称为壳体12)内。壳体12用作连接至车身的非旋转构件。电差速单元16直接联接至发动机14或经由脉动吸收减振器(减振装置)(未示出)等而间接联接至发动机14。机械式有级变速单元20经由传递构件18串联联接至从电差速单元16到驱动轮34的动力传递路径。输出轴22联接至机械式有级变速单元20。驱动力从输出轴22经由差速齿轮单元(主减速齿轮(final reduction gear))32、一对车桥等传递至一对驱动轮34。例如，车辆驱动***10适合用于车辆驱动***10纵向布置在车辆中的前置发动机后轮驱动(FR)车辆。发动机14是用于推进车辆的驱动力源，并且是诸如汽油发动机和柴油发动机的内燃机。在本实施例中，发动机14在不妨碍流体传递装置(例如变矩器和流体联接器)的情况下直接联接至电差速单元16。
电差速单元16包括用于差速动作的第一电动发电机MG1、差速机构24、以及用于推进车辆的第二电动发电机MG2。差速机构24将发动机14的输出动力机械地分配在第一电动发电机MG1与传递构件18之间。第二电动发电机MG2操作性地联接至传递构件18，以与传递构件18一体地旋转。允许第一电动发电机MG1和第二电动发电机MG2中的每一个替换地用作电动机或发电机。第一电动发电机MG1相当于第一旋转机。第二电动发电机MG2相当于第二旋转机。
差速机构24构造为单小齿轮行星齿轮系，并且包括太阳轮S0、行星齿轮架CA0和齿圈R0。行星齿轮架CA0是经由联接轴36联接至发动机14的第一旋转元件。太阳轮S0是联接至第一电动发电机MG1的第二旋转元件。齿圈R0是联接至传递构件18的第三旋转元件。换句话说，在用于在图3的左侧所示的电差速单元16的列线图中，发动机14联接至位于中间并且转速为中间的行星齿轮架CA0，并且用于差速动作的第一电动发电机MG1和用于推进车辆的第二电动发电机MG2分别联接至位于两端的太阳轮S0和齿圈R0。这些太阳轮S0、行星齿轮架CA0和齿圈R0相对于彼此是能旋转的。发动机14的输出动力分配在第一电动发电机MG1与传递构件18之间。驱动第二电动发电机MG2旋转，或者蓄电装置(电池)40经由逆变器38而充有通过对第一电动发电机MG1执行再生控制(也称为发电控制)而获得的电能。通过凭借对第一电动发电机MG1的再生控制或动力运行控制来控制第一电动发电机MG1的转速(MG1转速)Ng，即太阳轮S0的转速，而能够根据需要改变差速机构24的差速状态，并且连续改变联接轴36的转速(即，发动机转速Ne)与传递构件18的转速(传递构件转速)Nm的变速比γ0(＝Ne/Nm)。即，电差速单元16用作电气式无级变速单元。传递构件转速Nm等于第二电动发电机MG2的转速(MG2转速)，因此传递构件转速和MG2转速两者都用相同的附图标记Nm指代。
机械式有级变速单元20构成发动机14和驱动轮34之间的动力传递路径的一部分。机械式有级变速单元20是包括单小齿轮第一行星齿轮系26和单小齿轮第二行星齿轮系28的行星齿轮多级变速器。第一行星齿轮系26包括太阳轮S1、行星齿轮架CA1和齿圈R1。第二行星齿轮系28包括太阳轮S2、行星齿轮架CA2和齿圈R2。太阳轮S1经由第一制动器B1选择性地联接至壳体12。太阳轮S2经由第一离合器C1选择性地联接至传递构件18。行星齿轮架CA1和齿圈R2一体地彼此联接。行星齿轮架CA1和齿圈R2经由第二离合器C2选择性地联接至传递构件18，并且经由第二制动器B2选择性地联接至壳体12。这些行星齿轮架CA1和齿圈R2经由单向离合器F1联接至壳体12。壳体12是非旋转构件。这些行星齿轮架CA1和齿圈R2被允许沿与发动机14相同的方向旋转，并且被阻止沿相反方向旋转。齿圈R1和行星齿轮架CA2一体地彼此联接，并且一体地联接至输出轴22。
机械式有级变速单元20通过选择性地接合离合器C1、C2和制动器B1、B2(下文中，当不特别区分彼此时，简称为离合器C和制动器B)来建立具有传递构件转速Nm与输出轴22的转速(输出转速)Nout的不同的变速比γ(＝Nm/Nout)的多个前进档位。如图2的接合操作图表所示，通过接合第一离合器C1和第二制动器B2建立具有最大变速比γ的第一速度档位“1st”，通过接合第一离合器C1和第一制动器B1建立具有比第一速度档位小的变速比γ的第二速度档位“2nd”，通过接合第一离合器C1和第二离合器C2建立具有变速比γ为1的第三速度档位“3rd”，并且通过接合第二离合器C2和第一制动器B1建立具有小于1的变速比γ的第四速度档位“4th”。由于单向离合器F1与第二制动器B2并行设置，在当处于行驶状态时引起发动机制动器工作的情况下，仅需要接合第二制动器B2，并且当处于诸如在移动开始时的行驶状态下时，单向离合器F1可以被置于释放状态。
离合器C和制动器B中的每一个都是通过液压而摩擦接合的多盘或单盘液压摩擦接合装置。图4是示出包括控制这些离合器C和制动器B的接合/释放状态的线性电磁阀SL1至SL4的液压控制回路42的相关部分的回路图。D档位段压力(前进档位段压力)PD从液压供给装置44经由手动阀46供给。液压供给装置44包括作为液压源的机械式油泵、电动式油泵等。由发动机14驱动机械式油泵旋转。当发动机不运转时，电动式油泵由电动机驱动。液压供给装置44通过使用线路压力控制阀等来调节压力，并且然后输出预定的液压(线路压力)。手动阀46用于响应于变速杆48的操作而机械地或电气地切换油路，其中，允许通过变速杆48来选择用于前进行驶的D档位段、用于倒车行驶的R档位段、用于中断动力传递的N档位段等。当选择D档位段时，输出D档位段压力PD。
作为液压控制装置的线性电磁阀SL1至SL4分别布置为对应于离合器C1、C2和制动器B1、B2的液压致动器(液压缸)50、52、54、56。线性电磁阀SL1至SL4中的每个都由电子控制单元60独立地励磁或去励磁，独立地调节液压致动器50、52、54、56中的每个的液压，并且独立地控制离合器C1、C2和制动器B1、B2中的每一个的接合/释放状态。因此，建立了前进档位1st至4th。在对机械式有级变速单元20的变速控制中，执行所谓的双离合器同步变速。在双离合器同步变速中，例如，同时控制与变速相关联的离合器C和制动器B中的任意两个的接合/释放状态。例如，在从第三速度档位“3rd”到第二速度档位“2nd”的第三到第二降档中，如图2的接合操作图表所示，第二离合器C2被释放，并且第一制动器B1接合；然而，为了防止或减少变速冲击，根据预定的变化模式等来调节第二离合器C2的释放瞬时液压和第一制动器B1的接合瞬时液压。这样，允许通过线性电磁阀SL1至SL4中的对应的一个来独立地且连续地控制机械式有级变速单元20的多个接合装置(离合器C和制动器B)中的每一个的液压，即接合转矩。
在如此构造的车辆驱动***10中，在机械式有级变速单元20保持在任何一个档位G的状态下，电差速单元16的变速比γ0无级地变化。因此，允许在每个档位G中以预定变速比范围执行无级变速。车辆驱动***10的总变速比γT(＝发动机转速Ne/输出转速Nout)是通过使电差速单元16的变速比γ0乘以机械式有级变速单元20的变速比γ而获得的值，并且无级地变化。当控制第一电动发电机MG1的转速Ng从而使得电差速单元16的变速比γ0保持恒定(例如，γ0＝1)而与机械式有级变速单元20的变速无关时，总变速比γT随着机械式有级变速单元20的变速而以逐级的方式变化，结果是，整体获得类似于有级变速的变速感觉。
图3是示出通过直线表示的、其联接状态与电差速单元16和机械式有级变速单元20相关联地在每个档位变化的旋转元件的转速之间的相对关系的列线图。图3的列线图的任何相邻竖直线之间的间隔，即，针对电差速单元16示出的三个竖直线中的任意相邻两个竖直线之间的间隔响应于构成差速机构24的单小齿轮行星齿轮系的齿数比ρ而被确定，并且，针对机械式有级变速单元20示出的四个竖直线中的任意相邻两个竖直线之间的间隔响应于第一行星齿轮系26的齿数比ρ1和第二行星齿轮系28的齿数比ρ2而被确定。在图3中，宽实线表示机械式有级变速单元20的档位G为第三速度档位“3rd”的情况，宽的长短交替的虚线表示机械式有级变速单元20的档位G为第二速度档位“2nd”的情况，并且，在加速踏板被压下的油门开3rd至2nd降档时，电差速单元16的每个旋转元件的转速也改变。具体地，如图3中的空心箭头所示，不仅作为机械式有级变速单元20的输入构件的传递构件18的转速Nm，即齿圈R0的转速Nm响应于机械式有级变速单元20的变速比γ的变化而增大，而且发动机转速Ne也增加。
车辆驱动***10包括作为控制器的电子控制单元60。电子控制单元60执行对发动机14的输出控制，并且执行对电差速单元16和机械式有级变速单元20的变速控制。电子控制单元60包括所谓的微型计算机。微型计算机包括例如CPU、ROM、RAM、输入/输出接口等。CPU根据预先存储在ROM中的程序同时利用RAM的临时存储功能来执行信号处理。电子控制单元60必要时分为用于发动机控制的电子控制单元和用于变速控制的电子控制单元等。控制所需的各条信息从例如加速器操作量传感器62、车速传感器64、发动机转速传感器66、MG1转速传感器68和MG2转速传感器70供给至电子控制单元60。各条信息包括加速器操作量Acc、车速V、发动机转速Ne、MG1转速Ng和MG2转速Nm。车速V对应于输出转速Nout。
电子控制单元60功能上包括有级变速控制单元72和混合动力控制单元76。例如，有级变速控制单元72使用车速V和诸如加速器操作量Acc的要求输出动力量作为参数，根据预定的变速图等来判定是否使得机械式有级变速单元20变速。在必要时，有级变速控制单元72通过使用线性电磁阀SL1至SL4来改变离合器C和制动器B的接合/释放状态(接合状态)而自动地改变机械式有级变速单元20的档位G。有级变速控制单元72功能上还包括协调变速控制单元74。当使得机械式有级变速单元20变速时，协调变速控制单元74经由混合动力控制单元76控制发动机14、第一电动发电机MG1和第二电动发电机MG2。例如，在诸如图3所示的第三至第二降档的油门开降档(power-on downshift)时，以反馈方式控制第二电动发电机MG2的(动力运行和再生)转矩，从而使得传递构件18的转速Nm变为在换挡中所确定的、变速后的目标传递构件转速Nmt，并且以反馈方式控制第一电动发电机MG1的(动力运行和再生)转矩，从而使得发动机转速Ne变为预定目标发动机转速Net。即，基本上通过对液压摩擦接合装置(离合器C和制动器B)的接合和释放控制来引起机械式有级变速单元20变速。然而，仅通过液压控制不能获得足够的控制精度。因此，期望使用第二电动发电机MG2以高精度控制作为输入构件的传递构件18的转速Nm，以匹配电差速单元16的变速的进程。
混合动力控制单元76例如引起发动机14在燃料高效运转范围内运转，并且通过控制发动机14和第二电动发电机MG2之间的驱动力的分配和由通过第一电动发电机MG1的电力产生引起的反作用力来无级地改变电差速单元16的变速比γ0。例如，以那时的移动车速V，基于车速V和作为驾驶员的要求输出动力量的加速器操作量Acc来计算车辆的目标(要求)输出动力，基于车辆的目标输出动力和要求充电值计算要求总目标输出动力，响应于在机械式有级变速单元20的档位G的变速比γ等来获得机械式有级变速单元20的要求输入转矩Tin，使得获得总目标输出动力。另外，进一步考虑第二电动发电机MG2的辅助转矩等，计算目标发动机输出动力(要求发动机输出动力)，使得获得要求输入转矩Tin。控制发动机14，并且以反馈方式控制由第一电动发电机MG1产生的电力(再生转矩)的量，从而获得提供目标发动机输出动力的发动机转速Ne和发动机转矩Te。例如，在使车速V保持恒定的自动巡航控制等中，以反馈方式控制要求输入转矩Tin并且控制发动机14、第一电动发电机MG1和第二电动发电机MG2中的每个的转矩，使得传递构件转速Nm保持在预定转速。例如，对发动机14的输出控制经由包括电子节流阀、燃料喷射装置、点火装置等的发动机控制装置58来执行。电子节流阀控制进气量。燃料喷射装置控制燃料喷射量。点火装置能够执行对点火正时的提前/延迟控制。执行对第一电动发电机MG1和第二电动发电机MG2中的每个的动力运行控制和再生控制，同时经由逆变器38执行对蓄电装置40的充电和放电控制。
电子控制单元60还在功能上包括装配端压学习单元80。装配端压学习单元80就在机械式有级变速单元20的多个液压摩擦接合装置(离合器C和制动器B)中的每一个开始具有接合转矩之前学习装配端压。即，液压致动器50、52、54、56中的每个都包括复位弹簧。液压致动器50、52、54、56中的每个都在因为活塞克服复位弹簧的推力而移动而导致摩擦材料彼此摩擦接合时产生接合转矩。就在液压致动器50、52、54、56中的每个开始具有接合转矩之前的液压是装配端压。例如，当通过空档控制而释放液压摩擦接合装置(离合器C和制动器B)时，能够在通过将液压摩擦接合装置中的每个的液压保持在对应的装配端压来取消空档控制时快速接合液压摩擦接合装置以产生驱动力。另一方面，装配端压根据摩擦材料之间的摩擦系数的变化或老化、诸如压力接收部的尺寸误差的个体差异、复位弹簧之间的弹簧力的变化或老化等而变化或改变，因此通过装配端压学习单元80在预定时刻学习装配端压。
装配端压学习单元80功能上包括输入转矩估算单元82和液压控制单元84。装配端压学习单元80根据图5所示的流程图的步骤S1至步骤S8(以下简称为S1至S8)来执行信号处理。图5中的S4至S6相当于液压控制单元84。输入转矩估算单元82基于电差速单元16的运动方程式、通过根据图6所示的流程图中的步骤R1至步骤R4(以下简称为R1至R4)执行信号处理来计算估算输入转矩Tc。估算输入转矩Tc是从电差速单元16输入至机械式有级变速单元20的输入转矩的估算值。
在图5的S1中，判定机械式有级变速单元20是否处于非变速状态，即，判定车辆是否在建立了档位G中的任何一个的D档位段中行驶。当机械式有级变速单元20正在换挡时，流程直接结束；然而，当机械式有级变速单元20没有变速时，执行S2，并从当前释放的液压摩擦接合装置中选择学习目标。该学习目标是图2所示的接合操作图表的右端栏所示的非接合摩擦接合装置中的任一个。当车辆以第一速度档位“1st”行驶时，选择第二离合器C2和第一制动器B1中的任一个。当车辆以第二速度档位“2nd”行驶时，选择第二离合器C2和第二制动器B2中的任一个。当车辆以第三速度档位“3rd”行驶时，选择第一制动器B1和第二制动器B2中的任一个。当车辆以第四速度档位“4th”行驶时，选择第一离合器C1和第二制动器B2中的任一个。在任何档位都有两个候选，并且可以例如被选择以便被交替学习。
在接下来的S3中，判定是否满足预定的学***缓地施加到预期的液压摩擦接合装置。图7是在执行S4之后的液压学***缓增加。图7中的液压Pc是液压指令值；然而，变化相对小，因此可以认为液压Pc与实际液压(实际液压)基本相同。然而，能够通过使用液压传感器等来检测实际液压。基于当前时间点的装配端压的学***缓增加。
在S5中，判定要求输入转矩Tin的变化的绝对值是否大于或等于预定判定值α。当要求输入转矩Tin的变化的绝对值大于或等于判定值α时，存在由于驱动力的大变化而导致的错误学习的可能性，因此流程立即进行到S8，迅速释放液压Pc，并且结束液压学习过程。要求输入转矩Tin是响应于机械式有级变速单元20的档位G的变速比γ等而计算出的机械式有级变速单元20的要求输入转矩，从而获得基于加速器操作量Acc、车速V等而获得的总目标输出动力。要求输入转矩Tin是由混合动力控制单元76在控制发动机14、第一电动发电机MG1和第二电动发电机MG2时所计算的值。要求输入转矩Tin的大变化意味着驱动力的大变化。例如，将在液压学习过程开始时(图7中的时点t1)的要求输入转矩Tin1和当前值Tin之间的差ΔTin计算出作为变化量，并且判定变化量的绝对值是否大于或等于判定值α。例如，预先确定恒定值作为判定值α。可以省略S5的过程，并且可以在S4之后经常地执行S6。
当在S5中做出否定判定时，随后执行S6。在S6中，判定估算输入转矩Tc与学习开始时的要求输入转矩Tin1之间的差(Tc-Tin1)是否大于或等于预定判定值β。根据图6的流程图通过输入转矩估算单元82计算估算输入转矩Tc。在R1中，获取MG1转速Ng和MG2转速Nm。在R2中，基于MG1转速Ng的变化量(当前值和上次的值之间的差)、MG2转速Nm的变化量(当前值和上次的值之间的差)以及采样周期来计算旋转变化率(微分值)dNg、dNm。在R3中，获取第一电动发电机MG1的转矩(MG1转矩)Tg和第二电动发电机MG2的转矩(MG2转矩)Tm。例如，将第一电动发电机MG1和第二电动发电机MG2的转矩指令值(当前值等)读取为MG1转矩Tg和MG2转矩Tm。在R4中，使用所述MG1旋转变化率dNg、MG2旋转变化率dNm、MG1转矩Tg和MG2转矩Tm作为参数，根据预定的以下数学表达式(1)来计算估算输入转矩Tc。设计值用于MG1惯量Ig、MG2惯量Im和差速机构24的齿数比ρ。该数学表达式(1)是基于以下数学表达式(2)至(5)中所示的用于电差速单元16的运动方程式来确定的，并且具体地，通过用数学表达式(3)替换数学表达式(4)中的项Tx来获得数学表达式(1)。
IedNe＝Te-Tx (2)
其中Ig表示MG1惯量，Im表示MG2惯量，Ie表示发动机惯量，Tg表示MG1转矩，Tm表示MG2转矩，Te表示发动机转矩，Tx表示分配转矩，dNg表示MG1旋转变化率，dNm表示MG2旋转变化率，dNe表示发动机旋转变化率，ρ表示差速机构的齿数比，Tc表示估算输入转矩。
当在图5的S6中做出否定判定时，即，当估算输入转矩Tc与学习开始时的要求输入转矩Tin1之间的差(Tc-Tin1)小于判定值β时，预期的液压摩擦接合装置还不具有接合转矩，因此通过重复S4之后的过程来逐渐增加液压Pc。另一方面，当差(Tc-Tin1)变得大于或等于判定值β时，认为预期的液压摩擦接合装置已经开始具有接合转矩，因此执行S7之后的过程，并且基于那时的液压Pc1来学习装配端压。即，随着预期的液压摩擦接合装置开始具有接合转矩，接合转矩变为对机械式有级变速单元20的旋转阻力，并且减小发动机转速Ne以及作为机械式有级变速单元20的输入转速的传递构件转速Nm，从而引起使用传递构件转速Nm和发动机转速Ne的转速微分值(变化率)通过数学表达式(1)所获得的估算输入转矩Tc增加。液压Pc1是达到使得非接合液压摩擦接合装置开始具有接合转矩的程度的液压，因此液压Pc1不影响行驶。图7中的时点t2是差(Tc-Tin1)变得大于或等于判定值β并且在S6中做出肯定的判定的时点。例如，对于多个液压摩擦接合装置中的每一个，恒定值被预先确定为判定值β。取而代之地，对于所有液压摩擦接合装置，可以确定共同的常数值。可以基于估算输入转矩Tc和当前要求输入转矩Tin之间的差(Tc-Tin)而不是估算输入转矩Tc和学习开始时的要求输入转矩Tin1之间的差是否大于或等于判定值β来判定液压摩擦接合装置是否已经开始具有接合转矩。当在车辆在诸如节流阀开度的进气量和车速V基本上恒定的稳定状态下行驶的同时执行液压学习过程时，可以基于估算输入转矩Tc的变化量(例如，当前值Tc相对于学习开始时的估算输入转矩Tc1的变化量)是否大于或等于判定值β来判定液压摩擦接合装置是否开始具有接合转矩。
在S7中的学习中，可以学习(更新并存储)在S6中做出肯定判定时的液压Pc1或略低于液压Pc1的液压值作为装配端压。但是，在本实施例中，为了防止调速不匀(hunting)，新的装配端压(学习值)通过将通过使与上次的装配端压(学习值)之差乘以校正系数(例如0.6，等)而获得的值与上次的装配端压相加而获得，并且被存储。之后，执行S8，并且液压Pc被快速释放，之后一系列液压学习过程结束。
以这种方式，利用根据本实施例的车辆驱动***10，当车辆在机械式有级变速单元20的任意一个档位被建立的状态下行驶时，直到从电差速单元16的运动方程式获得的估算输入转矩Tc改变，未接合的预期的液压摩擦接合装置的液压Pc增加，并基于那时的液压Pc1来学习装配端压。因此，不考虑对电差速单元16的电动发电机MG1、MG2的反馈控制等，也能够适当地学习装配端压。因此，不考虑部分的个体差异、摩擦材料的老化等，也能够在变速时对液压摩擦接合装置(离合器C和制动器B)适当地执行液压控制，即，接合和释放控制等。
因为估算输入转矩Tc是根据通过使用MG1转矩Tg、MG1旋转变化率dNg、MG1惯量Ig、MG2转矩Tm、MG2旋转变化量dNm、MG2惯量Im和差速机构24的齿数比ρ确定的算术表达式(1)计算的，因此，与使用具有低精度的发动机转矩Te的情况相比，能够高精度地获得估算输入转矩Tc，因此能够高精度地学习装配端压。
参考附图详细描述了本发明的实施例；然而，实施例是说明性的。可以基于本领域技术人员的知识，以包括各种修改或改进的模式来实现本发明。

Claims (3)

1.一种用于车辆驱动***的控制装置，所述控制装置的特征在于包括：
电差速单元，其包括联接至发动机和至少两个旋转机的行星齿轮差速机构；
机械式有级变速单元，其布置在所述电差速单元与驱动轮之间并且响应于多个液压摩擦接合装置的接合状态而建立具有不同变速比的多个档位；
输入转矩估算单元，其基于用于所述电差速单元的运动方程式来计算所述机械式有级变速单元的估算输入转矩；以及
液压控制单元，在车辆在所述机械式有级变速单元的所述档位中的任何一个被建立的状态下行驶的同时，所述液压控制单元增加所述机械式有级变速单元的所述液压摩擦接合装置中的非接合的一个的液压，直到所述估算输入转矩改变了预定量或更多。
2.根据权利要求1所述的控制装置，其特征在于
基于在所述估算输入转矩已经改变了所述预定量或更多时的所述液压来学习所述液压摩擦接合装置中的所述非接合的一个的装配端压。
3.根据权利要求1或2所述的控制装置，其特征在于
所述行星齿轮差速机构是包括联接至所述发动机的第一旋转元件、联接至第一旋转机的第二旋转元件和联接至传递构件的第三旋转元件的单一行星齿轮系，
第二旋转机联接至所述传递构件，并且动力从所述传递构件传递至所述机械式有级变速单元，并且
根据通过使用所述第一旋转机的转矩、所述第一旋转机的旋转变化率、所述第一旋转机的惯量、所述第二旋转机的转矩、所述第二旋转机的旋转变化率、所述第二旋转机的惯量以及所述行星齿轮系的齿数比而确定的算术表达式来计算所述估算输入转矩。
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