CN111051168B - 车辆的控制装置以及车辆的控制方法 - Google Patents
车辆的控制装置以及车辆的控制方法 Download PDFInfo
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- Automation & Control Theory (AREA)
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Abstract
一种车辆的控制装置,其具备:驱动轴;紧固元件;发动机,其经由紧固元件与驱动轴连接;电动马达,其不经由紧固元件与驱动轴连接;所述车辆的控制装置具有控制部,该控制部在使紧固元件的紧固容量减少的同时使电动马达的扭矩增加的驱动源的切换中,在油门开度变为规定开度以上的情况下,指示紧固元件再次紧固,在到紧固元件的紧固容量开始增加为止的期间,使电动马达的扭矩比油门开度变为规定开度以上之前增加。
Description
技术领域
本发明涉及一种具备发动机以及电动马达作为驱动源的车辆的控制装置以及控制方法。
背景技术
在JP2007-083796A中,公开了以下内容:在具备发动机以及电动发电机作为驱动源的车辆中,在从通过发动机以及电动发电机双方进行行驶的行驶模式(HEV模式)向仅通过电动发电机进行行驶的行驶模式(EV模式)转移时,执行使从发动机传递到驱动轴的扭矩减少,同时使从电动发动机传递到驱动轴的扭矩增加的控制。在此,在JP2007-083796A中,使从电动发电机传递到驱动轴的扭矩增加,因此使电动发电机自身的目标扭矩增加,另一方面,使从发动机传递到驱动轴的扭矩减少,因此使在发动机和驱动轴之间存在的离合器的扭矩容量减少。
发明内容
发明要解决的问题
根据在JP2007-083796A中公开的控制,在从HEV模式向EV模式的行驶模式转移时,能够抑制伴随着驱动源的切换的冲击的产生。但是,在上述文献中,关于在驱动源的切换中,换而言之,在使从发动机传递到驱动轴的扭矩减少时,踩踏油门踏板,需要向HEV模式返回的情况下的措施,没有提及。
本发明的目的在于,确保在驱动源的切换中油门踏板被踩踏的情况下的车辆的驱动响应。
用于解决问题的方案
本发明在一种方式中,提供一种车辆的控制装置,其具备:驱动轴;紧固元件,其能够切断或连接旋转动力的传递;发动机,其经由紧固元件与驱动轴连接;电动马达,其不经由紧固元件地与驱动轴连接。本方式的车辆的控制装置具有控制部,该控制部在使紧固元件的紧固容量减少的同时使电动马达的扭矩增加的驱动源的切换中,在油门开度变为规定开度以上的情况下,指示紧固元件再次紧固,在到紧固元件的紧固容量开始增加为止的期间,使电动马达的扭矩比油门开度变为规定开度以上之前更增加。
进一步地,在其他方式中,提供一种车辆的控制方法,其具备:驱动轴;紧固元件,其能够切断或连接旋转动力的传递;发动机,其经由紧固元件与驱动轴连接;电动马达,其不经由紧固元件地与驱动轴连接。在使紧固元件的紧固容量减少的同时使电动马达的扭矩增加的驱动源的切换中,在油门开度变为规定开度以上的情况下,指示紧固元件再次紧固。而且,在到紧固元件的紧固容量开始增加为止的期间,使电动马达的扭矩比油门开度变为规定开度以上之前更增加。
根据上述方式,在驱动源的切换中因驾驶员改变主意等而使油门踏板被踩踏的情况下,能够抑制冲击的产生,同时确保车辆的驱动响应。
附图说明
图1是示出本发明的一种实施方式的车辆驱动***的整体结构的概要图。
图2是示出同上实施方式的驱动源切换控制(从发动机行驶向EV行驶的切换)的基本流程的流程图。
图3是示出同上实施方式的、向发动机行驶的返回的处理的内容的流程图。
图4是示出本发明的一种实施方式的驾驶区域图的倾向的说明图。
图5是示出同上实施方式的通过驱动源切换控制的车辆驱动***的动作的说明图。
图6是示出比较例的车辆驱动***的动作的说明图。
图7是示出转移到油门关闭的状态的情况下的车辆驱动***的动作的说明图。
具体实施方式
以下,参照附图,对本发明的实施方式进行说明。
(车辆驱动***的结构)
图1概要地示出本发明的一种实施方式的车辆驱动***P的整体结构。
车辆驱动***P具备发动机1和电动发电机5作为驱动源。发动机1以及电动发电机5均与左右的驱动轮8连接。在将发动机1和驱动轮8连结的动力传递路径上***安装有自动变速器TM,电动发电机5经由自动变速器TM(具体地,为变速器4)与驱动轮8连接。在本实施方式中,发动机1以及电动发电机5经由单独的动力传递路径与变速器4串联,但也可以配设在从变速器4延伸的相同的动力传递路径上。例如,电动发电机5能够在将发动机1和驱动轮8连结的动力传递路径上,在离合器3和变速器4之间安装。
自动变速器TM为无级变速器,在朝向驱动轮8的动力传递路径上从离发动机1近的一侧依次具备变矩器2、离合器3以及变速器4。自动变速器TM以规定的变速比转换从发动机1以及电动发电机5输入的旋转动力,并经由差速器6输入到驱动轮8。
变矩器2具备与变矩器2的输入轴连接的泵叶轮21和与变矩器2的输出轴连接的涡轮转轮22,将输入的旋转动力经由流体的力学作用传递到输出轴。变矩器2还具备与输出轴连接的锁止离合器23,通过将锁止离合器23设为紧固状态,使变矩器2的输入轴和输出轴直接连结,从而能够减少由流体连接导致的传递损失。锁止离合器23的紧固以及释放通过控制作用于锁止离合器23的液压而切换。
离合器3具有配置在变矩器2和变速器4之间的发动机1的曲轴(以下称为“输入元件”)31、和与变速器4的输入轴(具体地,为初级带轮41的旋转轴)连接的摩擦紧固元件(以下称为“输出元件”)32。离合器3通过将输入元件31以及输出元件32紧固、释放,从而将发动机1、变速器4以及驱动轮8连接、断开。离合器3的动作通过调整作用于输入元件31或输出元件32的液压而控制。
变速器4具备初级带轮41以及次级带轮42作为变速元件,并且具备缠绕在这些一对带轮41、42之间的金属带43,能够通过使初级带轮41以及次级带轮42中的金属带43的接触径的比变化,从而无级地变更变速比。变速器4的变速比调整作用于初级带轮41以及次级带轮42的可动滑轮的液压,通过使在可动滑轮和固定滑轮之间形成的V槽的宽度变化来控制。
电动发电机5不仅作为电动机起作用,还能够作为发电机起作用。也能够取代电动发电机5,而采用仅可作为电动机而动作的电动马达。电动发电机5具有与输出轴连接的转子51、与转子51同心地配设在转子51的周围的定子52,通过控制对在定子52中具备的电磁线圈的电力的供给,从而能够作为电动机起作用,并使扭矩产生。电动发电机5的扭矩经由齿轮等动力传递介质传递到变速器4的旋转轴(在本实施方式中,为输入轴,且为初级带轮41的旋转轴)。对电动发电机5的电力的供给通过内置有逆变器55的电源控制单元控制。从电池9供给的直流电流通过逆变器55转换为三相交流电流,并供给到电动发电机5。另一方面,通过电动发电机5的再生动作产生的交流电流通过逆变器55转换为直流电流,并供给到电池9。电池9能够通过从电动发电机5供给的电流进行充电。
从自动变速器TM输出的变速后的旋转动力经由设定为规定的传动比的齿轮系以及差速器6传递到驱动轴7,以使驱动轮8旋转。像这样,在本实施方式中,发动机1和驱动轴7通过离合器3可切断或连接地连接,另一方面,电动发电机5和驱动轴7不经由离合器3地连接。
在本实施方式中,作为使变矩器2的锁止离合器23、离合器3的输入元件31以及输出元件32、变速器4的变速元件41、42起作用的液压的发生源而具备机械驱动式油泵10。油泵10通过发动机1的旋转动力而驱动,使工作油升压,经由液压控制回路11供给到各部。图1通过带箭头的虚线示出从液压控制回路11向各部的液压供给路径。
在本实施方式中,除了油泵10还具备电动式油泵12。油泵12通过从电池9供给的电力而工作,以使工作油升压。升压后的工作油与通过油泵10的情况相同,能够经由液压控制回路11供给到各部。通过电动式油泵12,例如,能够控制在发动机1停止中作用于离合器3的液压。
(控制***的结构以及基本动作)
发动机1以及电动发电机5的动作通过控制器101控制。关于发动机1以及电动发电机5的控制,将控制器101具有的功能分散到多个控制器,也可以作为发动机控制器以及电动发电机控制器的组合而构成。控制器101作为电子控制单元而构成,由具备中央运算装置(CPU)、RAM(随机存取存储器)以及ROM(只读存储器)等各种存储装置、输入输出接口等的微型计算机构成。
控制器101是起到本实施方式的“控制部”的功能的控制器,除了控制器101以外,包含驱动轴7、离合器3、发动机1以及电动发电机5而构成本实施方式的“车辆控制装置”。通过离合器3,构成“紧固元件”。在本实施方式中,将与驱动轮8连接的旋转轴(以下,存在称为“输出轴”的情况)7作为“驱动轴”而定位,但“驱动轴”不仅限于输出轴7,也可以是初级带轮41的旋转轴或次级带轮42的旋转轴等、能够将来自发动机1以及电动发电机5的旋转动力传递到驱动轮8的任何轴,从该意义来讲,“车辆控制装置”也可以取代输出轴7,包含初级带轮41的旋转轴等而构成。
在本实施方式中,向控制器101,与车辆的驱动力控制关联地,除了输入来自检测驾驶员进行的油门踏板的操作量(以下称为“油门开度”)APO的油门传感器111的信号、来自检测车辆的行驶速度(以下称为“车速”)VSP的车速传感器112的信号以外,还输入来自检测发动机1的转速NE、发动机1的冷却水温度TW、初级带轮41的转速Npri、次级带轮42的转速Nsec、作用于初级带轮41的工作油的压力Ppri、作用于次级带轮42的工作油的压力Psec、自动变速器TM的工作油的温度Toil、变速杆的位置SFT等的各种传感器的信号。在本实施方式中,车速传感器112设为可测定驱动轴7的转速,控制器101基于来自车速传感器112的信号计算车速VSP。
控制器101基于油门开度APO以及车速VSP等各种信号来判定当前车辆的驾驶状态所属的区域,与该判定结果对应地在发动机1以及电动发电机5之间切换驱动源。具体地,在油门开度APO未达到规定开度APO1的低负载侧的驾驶区域(以下称为“第一区域”)R1中,将电动发电机5作为驱动源,另一方面,在油门开度APO为规定开度APO1以上的高负载侧的驾驶区域(以下称为“第二区域”)R2中,将发动机1作为驱动源。像这样,本实施方式中,驱动源选其一地选择发动机1或电动发电机5。但是,也可以是,在第一区域R1中,仅将电动发电机5作为驱动源,另一方面,在第二区域R2中,将发动机1和电动发电机5作为驱动源而并用,执行电动发电机5的扭矩辅助。
图4示出驾驶区域图的一个例子。驾驶区域图通过油门开度APO以及车速VSP划定,将与车速VSP对应地预定的开度APO1作为基准,未达到规定开度APO1的区域(附加斜线而显示)相当于第一区域R1,规定开度APO1以上的区域相当于第二区域R2。在本实施方式中,规定开度APO1与车速VSP对应地设定为不同的值,具体地,车速VSP越高的区域设定为越小的值,但也能够设定为一定的值。控制器101基于车速VSP,比较当前油门开度APO和规定开度APO1,判定驾驶状态所属的区域R1、R2。
而且,在油门开度APO未达到规定开度APO1,并将电动发电机5作为驱动源而选择的情况下,使发动机1停止,并且使离合器3释放。将在这样的状态下的行驶称为“EV行驶”。另一方面,在油门开度APO为规定开度APO1以上,并将发动机1作为驱动源而选择的情况下,使对电动发电机5的电力的供给停止,并且使离合器3紧固,将从发动机1向驱动轴7的旋转动力的传递设为可能。将在这样的状态下的行驶称为“发动机行驶”。
在油门踏板从油门开度APO为规定开度APO1以上的状态返回,驾驶状态从第二区域R2转移到第一区域R1,将驱动源从发动机1切换到电动发电机5的情况下,换而言之,从发动机行驶切换到EV行驶的情况下,控制器101执行以下控制:使离合器3的紧固容量逐渐减少,同时与紧固容量的减少对应地使电动发电机5的扭矩增加。由此,抑制伴随着驱动源的切换的冲击的产生。紧固容量的减少能够通过液压控制回路11来调整作用于离合器3的液压而实现。从发动机1向电动发电机5的驱动源的切换不仅限于通过驾驶员使油门踏板返回而减少油门开度APO,从而向第一区域R1侧穿过切换线(=APO)的情况,即使油门踏板的位置自身不变化,在车辆从平坦路进入到上坡路等行驶阻力增大从而车速VSP下降的情况下也会发生。图4通过箭头a1以及箭头a2示出驾驶员使油门踏板返回引起的切换的情况的例子,通过箭头a3示出行驶阻力增大引起的切换的情况的例子。
在此处,假定在驱动源的切换中,油门踏板被踩踏,油门开度APO再次变为规定开度APO1以上的情况。这样的情况相当于,意图减速从而使油门踏板暂时返回的驾驶者产生了再次加速的改变主意的情况,或者在车辆进入到上坡路之后,感觉到车速不够的驾驶员意图加速从而踩踏油门踏板的情况等。
该情况下,从EV行驶再次切换到发动机行驶,执行离合器3的再次紧固以使驱动源恢复为发动机1,并且为了能够输出与增大后的油门开度APO对应的发动机扭矩,而使对发动机1的燃料喷射量增加。但是,离合器3的紧固容量从对离合器3的再次紧固的指示、具体为从作用于离合器3的液压的上升指示到紧固容量实际开始上升为止存在延迟,因此对于油门开度APO的增大,仅指示离合器3的再次紧固的话,在传递到驱动轴7的扭矩(以下称为“驱动轴扭矩”)中会产生不足。
因此,在本实施方式中,对于从发动机1向电动发电机5的驱动源的切换中的油门开度APO的增大,与对离合器3的再次紧固的指示一起,执行使电动发电机5的扭矩增加的控制。由此,通过电动发电机5的扭矩补偿紧固容量的延迟,确保车辆的驱动响应。以下参照流程图,对通过控制器101执行的关于驱动源的切换的控制进行说明。
(驱动源切换控制的内容)
图2通过流程图示出驱动源切换控制的基本流程。
在S101中,读入表示油门开度APO以及车速VSP等车辆的驾驶状态的信号。
在S102中,判定是否为应该从发动机行驶转移到EV行驶的条件。具体地,判定驾驶状态是否已经从油门开度APO为规定开度APO1以上的第二区域R2转移到未达到规定开度APO1的第一区域R1。在驾驶状态转移到第一区域R1,成为应该从发动机行驶转移到EV行驶的条件的情况下,前进到S103,在不成为这样的条件的情况下,返回到S101,重复执行S101以及102的处理。
在S103中,开始驱动源的切换。在本实施方式中,执行使离合器3的紧固容量减少,同时使电动发电机5的扭矩增加的控制,例如,通过使作用于离合器3的液压逐渐减少,从而使离合器3的紧固容量逐渐减少,同时与紧固容量的减少对应地使电动发电机5的扭矩增加。紧固容量能够以可抑制伴随着切换的冲击的减少率而变化。而且,以补偿驱动轴扭矩相对于与油门开度APO对应的目标值的不足部分的方式,使电动发动机5的扭矩增加。进一步地,在本实施方式中,与离合器3的紧固容量的减少一起,使发动机1的扭矩减少。由此,抑制负载的减少引起的发动机1的过转。
在S104中,判定从发动机1向电动发电机5的驱动源的切换是否已完成。例如,判定是否离合器3的紧固容量充分地减少,从而离合器3已被释放。在离合器3被释放的情况下,设为驱动源切换完成,前进到S105,在尚未被释放的情况下,设为驱动源切换中,前进到S107。
在S105中,使液压对离合器3的作用停止,阻断从发动机1向驱动轴7的旋转动力的传递。
在S106中,停止燃料对发动机1的供给,使发动机1停止。
在S107中,判定油门开度APO是否已变为规定开度APO1以上,换而言之,判定驾驶状态在从高负载侧的第二区域R2转移到低负载侧的第一区域R1之后,是否再次转移到第二区域R2。在油门开度APO已变为规定开度APO1以上的情况下,如图3所示前进到S201,在没有变为规定开度APO1以上的情况下,也就是说,油门开度APO保持尚未达到规定开度APO1的情况下,前进到S108。
在S108中,继续驱动源的切换,使离合器3的紧固容量减少,同时使电动发电机5的扭矩增加。
在S201中,执行离合器3的旋转同步。具体地,通过使发动机1的扭矩增加,使发动机1的转速上升,将离合器3的输入侧的转速靠近输出侧的转速。
在S202中,控制电动发电机5的扭矩,以补偿驱动轴扭矩相对于与增大后的油门开度APO对应的目标值的不足部分的方式,使电动发动机5的扭矩增加。由此,在本实施方式中,电动发电机5产生的扭矩的变化的斜率比驾驶区域转移之前,换而言之,比油门开度APO变为规定开度APO1以上之前增大。实际的驱动轴扭矩可通过在驱动轴7等适当的旋转轴上设置传感器而检测,但也可通过从作用于离合器3的液压的大小推定离合器3实际传递的扭矩,并将其乘以与变速比对应的系数而检测。
在S203中,判定离合器3的旋转同步是否已达到。具体地,判定离合器3的输入侧的转速和输出侧的转速的差的绝对值是否已减少到规定值以下,在上述差的绝对值已减少到规定值以下的情况下,设为已达到旋转同步,前进到S204,在尚未减少到的情况下,继续旋转同步,重复执行S203的处理。
在S204中,为了执行离合器3的再次紧固,对液压控制回路11指示作用于离合器3的液压的上升,以使紧固容量增加。在此处,对液压控制回路11的指示相当于对离合器3的再次紧固的指示。
在S205中,判定离合器3的再次紧固是否已完成,具体地,判定离合器3的输入侧的转速和输出侧的转速是否已一致。在离合器3的再次紧固已完成的情况下,前进到S206,在尚未完成的情况下,重复执行S205的处理,继续使液压上升,直到确认再次紧固完成为止。离合器3的再次紧固是否已完成的判定也可以是仅判定作用于离合器3的液压的指示值是否已上升到紧固完成后的目标值。
在S206中,通过使电动发电机5的扭矩以与发动机扭矩的增加相配合的方式减少,从而达到与油门开度APO对应的驱动轴扭矩,换而言之,达到由驾驶员要求的驱动轴扭矩。
在S207中,利用发动机1的扭矩与驱动轴扭矩的匹配,完成驱动源向发动机1的切换。由此,完成各发动机行驶的转移,车辆将发动机1作为驱动源而行驶。
在本实施方式中,通过图2中所示的流程图的S102~104、S107、S108以及图3中所示的流程图的S201~206的处理,实现“控制部”的功能。
(时间图的动作说明)
图5通过时间图概要地示出本实施方式的通过驱动源切换控制的车辆驱动***P的动作,图6示出比较例进行的动作。在图5以及图6双方中,通过虚线示出发动机1的转速NE以及扭矩TE,通过实线示出电动发电机5的转速NM以及扭矩TM。进一步地,通过两点划线示出作用于变速器4的输入轴的扭矩(输入轴扭矩)TSi。
为了使本实施方式的情况(图5)易于理解,首先,对比较例进行的情况(图6)进行说明,接着,对本实施方式的控制进行的动作进行说明。
在图6中,当油门踏板从驾驶状态处于中负载区域的状态(APO≧APO1)返回,油门开度APO转移到未达到规定开度APO1的低负载区域(第一区域R1)时(时刻t1),为了从发动机行驶转移到EV行驶,执行将驱动源从发动机1切换到电动发电机5的控制。控制器101对离合器3(具体地,为液压控制回路11)输出使紧固容量减少的指令。与此同时,控制器101与紧固容量的减少、换而言之与从发动机1传递到驱动轴7的扭矩的减少对应地使电动发电机5的扭矩增加(时刻t2),抑制伴随着驱动源的切换的冲击的产生。当紧固容量充分地减少,从而离合器3为释放状态时,使液压对离合器3的作用停止,并且使发动机1停止,完成向电动发电机5的驱动源的切换以及向EV行驶的转移。在此处,设为在驱动源切换中,具体地,在使离合器3的紧固容量减少时,当因驾驶者改变主意等使油门踏板被踩踏,从而油门开度APO增大并再次变为规定开度APO1以上时(时刻t3),能够形成与增大后的油门开度APO对应的驱动轴扭矩TSd,因此产生使驱动源恢复为发动机1的需要。在比较例中,使作用于离合器3的液压上升,另一方面,使电力对电动发电机5的供给停止,以使电动发电机5的扭矩突然减少。从对离合器3的再次紧固的指示到离合器3的紧固容量实际开始上升为止,存在与离合器3的动作特性对应的延迟,因此在驱动轴扭矩TSd中,产生相当于紧固容量的延迟的部分的不足。而且,在离合器3再次紧固时,在事先执行旋转同步的情况下,从油门开度APO的增大经过旋转同步,到通过液压的上升从而离合器3的紧固容量开始上升为止,需要较长的时间,因此该不足变得更加显著。图6通过斜线示出由紧固容量的延迟引起的驱动轴扭矩TSd的不足部分。
转移到本实施方式的控制进行的动作的说明,在图5中,从油门踏板被返回,驾驶状态转移到低负载侧的第一区域R1的时刻t1,到在驱动源切换中因驾驶员改变主意等使油门踏板被踩踏,油门开度APO再次变为规定开度APO1以上的时刻t3为止的动作与比较例进行的情况相同。
在本实施方式进行的情况下,对于油门开度APO的增大,执行离合器3的旋转同步,另一方面,使电动发电机5的扭矩TM比油门开度APO增大时(时刻t3)更增加,之后,达成旋转同步(时刻t4),在完成离合器3的再次紧固时(时刻t5),使其减少。具体地,为了能够形成与增大后的油门开度APO对应的驱动轴扭矩TSd,因此通过电动发电机5产生驱动轴扭矩TSd相对于与油门开度APO对应的目标值的不足部分所对应的扭矩。由此,通过电动发电机5的扭矩TM,来补偿在油门开度APO增大以后经过旋转同步以及对离合器3的再次紧固的指示到离合器3的紧固容量实际开始上升为止的延迟引起的驱动轴扭矩TSd的不足部分,从而能够确保车辆对于油门开度APO的增大的驱动响应。图5示出对于油门开度APO的增大,电动发电机5的扭矩TM的变化的斜率比油门开度APO的增大前更加增大,进一步地,在使离合器3作用的液压的指示值上升到紧固完成后的目标值的时刻t5下,电动发电机5的扭矩TM的变化也从增加转变为减少的状况。在电动发电机5的扭矩TM减少到0为止的时刻t6下,发动机1的扭矩TE与驱动轴扭矩TSd匹配,驱动源向发动机1的切换完成。此后,将发动机1作为驱动源而行驶。
图7示出驾驶状态从位于中负载区域的状态(APO≧APO1)返回到油门踏板为油门关闭(APO=0)的状态(时刻t11),停止燃料对发动机1的供给的情况。该情况下,不进行驱动源的切换,将发动机1继续设为驱动源。但是,在本实施方式中,将离合器3维持在紧固状态,并且使电动发电机5作为发电机工作,从而使从发动机1以及电动发电机5作用于驱动轴7的负载增大。当油门踏板被踩踏,油门开度APO增大时(时刻t3),使电动发电机5的再生动作停止,并且使燃料对发动机1的供给重新开始。
(作用效果的说明)
本实施方式的车辆的控制装置如以上这样构成,以下,对通过本实施方式获得的效果进行叙述。
第一,在驱动源切换中,在本实施方式中为驱动源从发动机1向电动发电机5的切换中,在油门开度APO变为规定开度APO1以上的情况下,换而言之,在图4中所示的驾驶区域图中,在驾驶状态转移到低负载侧的第一区域R1之后,因油门开度AP0的增大导致朝向高负载侧的第二区域R2并穿过了切换线(=APO1)的情况下,指示离合器3再次紧固,并且通过使电动发电机5的扭矩TM比油门开度APO变为规定开度APO1以上之前更增加,来补偿再次紧固的指示之后到离合器3的紧固容量实际开始上升为止的延迟,从而能够抑制在驱动轴扭矩TSd中产生不足。因此,根据本实施方式,在驱动源的切换中因驾驶员改变主意等而使油门踏板被踩踏的情况下,能够抑制冲击的产生,同时确保车辆的驱动响应。
在此,在离合器3的紧固容量开始增加,从发动机1向驱动轴7的旋转动力的传递开始之后,使发动机1的扭矩TE增加的同时,与发动机扭矩的增加对应地使电动发电机5的扭矩TM逐渐减少,从而能够抑制电动发电机5的扭矩TM的急剧减少导致的冲击的产生,同时达到作为目标的驱动轴扭矩TSd。在本实施方式中,通过使作用于离合器3的液压的指示值上升到紧固完成之后的目标值(时刻t5)来完成离合器3的再次紧固,使电动发电机5的扭矩TM减少,但也可以是,根据离合器3的输入侧的转速和输出侧的转速的旋转差,判定紧固容量的增加,使电动发电机5的扭矩TM减少。
第二,在离合器3的再次紧固时,事先执行旋转同步,在旋转同步达成之后,指示离合器3的再次紧固,从而能够抑制伴随着离合器3的再次紧固的冲击的产生。
而且,在该情况下,从油门开度APO的增大经过旋转同步,到由于液压的上升从而离合器3的紧固容量开始上升为止,需要较长的时间,因此通过电动发电机5补偿驱动轴扭矩的不足特别有效。
第三,通过将定义驱动源的切换线的油门开度(规定开度APO1)与车速VSP对应地设定为不同的值,从而能够有效利用发动机1以及电动发电机5双方的动作特性,有效率地帮助车辆驱动***P的构筑。
第四,在驾驶状态从位于第二区域R2的状态变为油门踏板完全地返回从而油门关闭的状态(APO=0)的情况下,将发动机1继续作为驱动源,通过将离合器3维持在紧固状态,能够活用发动机制动,并且能够确保再加速时的响应。进一步地,将电动发电机5作为发电机而使之工作,将通过发电产生的电力向电池9充电,从而能够使车辆驱动***P整体的效率提高。
在以下,总结从以上的说明中提取的、在技术方案中记载的内容以外的概念。
第一,一种车辆的控制装置,其具备:驱动轴;紧固元件,其能够切断或连接旋转动力的传递;发动机,其经由所述紧固元件与所述驱动轴连接;电动马达,其不经由所述紧固元件地与所述驱动轴连接;所述车辆的控制装置具有控制部,该控制部在使所述紧固元件的紧固容量逐渐减少的同时与所述紧固容量的减少对应地使所述电动马达的扭矩增加的驱动源的切换中,在油门开度变为规定开度以上的情况下,指示所述紧固元件再次紧固,使所述电动马达的扭矩的变化率比所述油门开度变为所述规定开度以上之前更增加。
第二,一种车辆的控制装置,其中,所述控制部在所述油门开度变为所述规定开度以上的情况下,执行使所述紧固元件的输入元件和输出元件之间的旋转差接近0的旋转同步,在所述旋转同步达成之后,指示所述紧固元件再次紧固。
第三,一种车辆的控制装置,其中,所述规定开度与车速对应而具有不同的值。
第四,一种车辆的控制装置,其中,所述控制部具有油门开度为所述规定开度以上的第二区域作为通过所述发动机行驶的驾驶区域,并且具有油门开度未达到所述规定开度的第一区域(除了油门关闭的状态)作为通过所述电动马达行驶的驾驶区域,在驾驶状态从所述第二区域转移到所述第一区域的情况下,执行所述驱动源的切换。
第五,一种车辆的控制装置,其中,所述控制部在从油门打开的状态变为油门关闭的状态的情况下,使从所述发动机以及所述电动马达作用于所述驱动轴的负载增大。
以上,对本发明的实施方式进行了说明,但本发明不限定于此,显然,在技术方案中记载的事项的范围内,能够进行各种变更以及修正。
本申请主张基于在2017年8月30日向日本国特许厅申请的特愿2017-165521号的优先权,该申请的所有内容通过参照而编入本说明书。
Claims (5)
1.一种车辆的控制装置,其具备:
驱动轴;
紧固元件,其能够切断或连接旋转动力的传递;
发动机,其经由所述紧固元件与所述驱动轴连接;
电动马达,其不经由所述紧固元件地与所述驱动轴连接;
其中,所述车辆的控制装置具有控制部,该控制部在使所述紧固元件的紧固容量减少的同时使所述电动马达的扭矩增加的驱动源的切换中,在油门开度变为规定开度以上的情况下,指示所述紧固元件再次紧固,在到所述紧固元件的紧固容量开始增加为止的期间,使所述电动马达的扭矩比所述油门开度变为所述规定开度以上之前更增加之后,使所述电动马达停止。
2.如权利要求1所述的车辆的控制装置,其中,所述控制部在所述油门开度变为所述规定开度以上的情况下,执行使所述紧固元件的输入元件和输出元件之间的旋转差接近0的旋转同步,在所述旋转同步达成之后,指示所述紧固元件再次紧固。
3.如权利要求1所述的车辆的控制装置,其中,所述规定开度与车速对应而具有不同的值。
4.如权利要求1~3中任一项所述的车辆的控制装置,其中,所述控制部在从油门打开的状态变为油门关闭的状态的情况下,使从所述发动机以及所述电动马达作用于所述驱动轴的负载增大。
5.一种车辆的控制方法,其具备:
驱动轴;
紧固元件,其能够切断或连接旋转动力的传递;
发动机,其经由所述紧固元件与所述驱动轴连接;
电动马达,其不经由所述紧固元件地与所述驱动轴连接;
其中,所述车辆的控制方法在使所述紧固元件的紧固容量减少的同时使所述电动马达的扭矩增加的驱动源的切换中,在油门开度变为规定开度以上的情况下,指示所述紧固元件再次紧固,在到所述紧固元件的紧固容量开始增加为止的期间,使所述电动马达的扭矩比所述油门开度变为所述规定开度以上之前更增加之后,使所述电动马达停止。
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JP6183409B2 (ja) * | 2015-05-26 | 2017-08-23 | トヨタ自動車株式会社 | ハイブリッド車両 |
JP2017165521A (ja) | 2016-03-15 | 2017-09-21 | 株式会社日立ビルシステム | エレベーターの保守点検支援システム |
CN111032466B (zh) * | 2017-08-30 | 2022-10-28 | 加特可株式会社 | 车辆的控制装置及车辆的控制方法 |
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2018
- 2018-08-30 DE DE112018004780.6T patent/DE112018004780T5/de active Pending
- 2018-08-30 JP JP2019539630A patent/JP6860679B2/ja active Active
- 2018-08-30 CN CN201880056198.1A patent/CN111051168B/zh active Active
- 2018-08-30 US US16/642,715 patent/US11235753B2/en active Active
- 2018-08-30 WO PCT/JP2018/032184 patent/WO2019044999A1/ja active Application Filing
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US20200254994A1 (en) | 2020-08-13 |
DE112018004780T5 (de) | 2020-07-02 |
WO2019044999A1 (ja) | 2019-03-07 |
JP6860679B2 (ja) | 2021-04-21 |
US11235753B2 (en) | 2022-02-01 |
CN111051168A (zh) | 2020-04-21 |
JPWO2019044999A1 (ja) | 2020-11-19 |
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