CN112706745A - 车辆 - Google Patents
车辆 Download PDFInfo
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- CN112706745A CN112706745A CN202011094379.9A CN202011094379A CN112706745A CN 112706745 A CN112706745 A CN 112706745A CN 202011094379 A CN202011094379 A CN 202011094379A CN 112706745 A CN112706745 A CN 112706745A
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- 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
- B60K6/48—Parallel type
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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
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/14—Inputs being a function of torque or torque demand
- F16H59/18—Inputs being a function of torque or torque demand dependent on the position of the accelerator pedal
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- 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
- B60K6/22—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
- B60K6/38—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 driveline clutches
- B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
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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
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- B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
- B60K6/54—Transmission for changing ratio
- B60K6/543—Transmission for changing ratio the transmission being a continuously variable transmission
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- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
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- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
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- 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
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
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- 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
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- 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
- B60W10/107—Infinitely variable gearings with endless flexible members
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- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
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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
- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/30—Control strategies involving selection of transmission gear ratio
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- 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
- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
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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
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/36—Inputs being a function of speed
- F16H59/44—Inputs being a function of speed dependent on machine speed of the machine, e.g. the vehicle
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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
- 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
- F16H61/66—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 specially adapted for continuously variable gearings
- F16H61/662—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 specially adapted for continuously variable gearings with endless flexible members
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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
- 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
- F16H61/66—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 specially adapted for continuously variable gearings
- F16H61/662—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 specially adapted for continuously variable gearings with endless flexible members
- F16H61/66231—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 specially adapted for continuously variable gearings with endless flexible members controlling shifting exclusively as a function of speed
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- 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
- B60K6/48—Parallel type
- B60K2006/4808—Electric machine connected or connectable to gearbox output shaft
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- 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
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- B60W2710/02—Clutches
- B60W2710/021—Clutch engagement state
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- General Engineering & Computer Science (AREA)
- Automation & Control Theory (AREA)
- Hybrid Electric Vehicles (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Control Of Transmission Device (AREA)
Abstract
本发明涉及车辆,兼得模式过渡时间的缩短和能量损耗的降低。车辆(1)具备:发动机(3);无级变速器(21);配置于无级变速器(21)和车轮(9)之间的输出离合器(23);连接于输出离合器(23)和车轮(9)之间的驱动马达(11);行驶模式控制部(107),其在由加速器开度决定的请求驱动力及车速低于第一阈值时,将行驶模式切换成第一行驶模式,在请求驱动力及车速为第一阈值以上时,将行驶模式切换成第二行驶模式;控制无级变速器(21)的变速比的变速比控制部(109),其中变速比控制部(109)在请求驱动力及车速低于第一阈值且为第二阈值以上时,将变速比控制成根据加速器开度及车速进行变化的变速比。
Description
技术领域
本发明涉及车辆。
背景技术
专利文献1中公开有如下混合动力汽车,其在从HEV行驶模式向EV行驶模式切换时,将夹装于无级变速器和车轮之间的离合器从联接状态切换成释放状态,并使无级变速器的变速比变速成最小变速比或最大变速比。
现有技术文献
专利文献
专利文献1:日本特开2014-97773号公报
发明内容
发明所要解决的课题
在此,从EV行驶模式向HEV行驶模式切换时的最佳的变速比根据行驶状态不同而各异。在从EV行驶模式向HEV行驶模式切换时,在变速比未成为应设为目标的变速比的情况下,需要使变速比变速至目标变速比,从EV行驶模式向HEV行驶模式的模式过渡时间变长。
在此,如果在EV行驶模式时使无级变速器的变速比总是根据行驶状态变速,则能够缩短从EV行驶模式向HEV行驶模式的模式过渡时间。但是,在该情况下,在EV行驶模式时总是使无级变速器的变速比变速,因此,产生能量损耗。这样,目前,难以兼得模式过渡时间的缩短和能量损耗的降低。
本发明的目的在于,提供一种车辆,可兼得模式过渡时间的缩短和能量损耗的降低。
用于解决课题的方案
为了解决上述课题,本发明提供一种车辆,其具备:发动机;无级变速器,其与发动机连接,且将发动机的驱动力向车轮传递;输出离合器,其配置于无级变速器和车轮之间;驱动马达,其连接于输出离合器和车轮之间;行驶模式控制部,其可将行驶模式切换成在释放输出离合器的状态下使驱动马达的驱动力向车轮传递的第一行驶模式、和在联接输出离合器的状态下使发动机及驱动马达的驱动力向车轮传递的第二行驶模式;以及变速比控制部,其控制无级变速器的变速比,其中行驶模式控制部在由加速器开度决定的请求驱动力低于第一阈值时,将行驶模式切换成第一行驶模式,在请求驱动力为第一阈值以上时,将行驶模式切换成第二行驶模式,变速比控制部在请求驱动力低于第一阈值且为设定成比第一阈值小的值的第二阈值以上时,将变速比控制成根据车速变化的变速比。
发明效果
根据本发明,可兼得模式过渡时间的缩短和能量损耗的降低。
附图说明
图1是表示车辆的结构的图。
图2是车辆的各行驶模式的驱动力线图。
图3是表示变速图(変速マップ)的一例的图。
图4是表示车辆的车辆控制装置中执行的处理的流程图。
图5是表示变形例的车辆的结构的图。
图6是变形例的车辆的各行驶模式的驱动力线图。
图7是表示变形例的车辆的车辆控制装置中执行的处理的流程图。
符号说明
3 发动机
5 ISG(辅助马达)
9 车轮
11 驱动马达
21 无级变速器
23 输出离合器
107 行驶模式控制部
109 变速比控制部
203 发动机切断离合器
具体实施方式
以下,参照附图详细地说明本发明优选的实施方式。该实施方式所示的尺寸、材料、其它具体的数值等只不过用于容易理解发明,除特别说明的情况之外,不限定本发明。此外,本说明书及附图中,通过对实际上具有相同的功能、结构的要素标注相同的符号,而省略重复说明,另外,本发明中没有直接关系的要素省略图示。
图1是表示车辆1的结构的图。如图1所示,车辆1包含:发动机3、ISG(集成式起动发电机)5、动力传递装置7、车轮9、驱动马达11、车辆控制装置100。
发动机3例如为往复式发动机,通过燃烧室的燃烧压力使活塞往复运动并使曲轴3a旋转。曲轴3a与动力传递装置7连接。
ISG5具备经由带轮及带与发动机3的曲轴3a连接的旋转轴5a。ISG5具备作为马达的功能及作为发电机的功能,进行发动机3的起动(再起动)及电力的生成。
动力传递装置7具备:液力变矩器13、机械式油泵15、电动式油泵17、前进后退切换装置19、无级变速器21、输出离合器23、齿轮机构25。动力传递装置7将发动机3及驱动马达11的驱动力向车轮9传递。
液力变矩器13包含:前盖27、泵叶轮29、涡轮31、涡轮轴33、泵轴35、定子37、离合器片39。向液力变矩器13的内部注入油。
前盖27与曲轴3a连接,并与曲轴3a一体地旋转。泵叶轮29固定于前盖27的内侧。涡轮31在前盖27内与泵叶轮29对置地配置。
在泵叶轮29及涡轮31设置多个叶片。在涡轮31连接涡轮轴33,并与涡轮轴33一体地旋转。
泵轴35形成为中空的圆筒形状,并与泵叶轮29连接。泵轴35与泵叶轮29一体地旋转。在泵轴35的内部,以隔离的状态插通涡轮轴33。定子37配置于泵叶轮29和涡轮31之间的内周面侧。
当曲轴3a旋转时,前盖27及泵叶轮29与曲轴3a一体地旋转。当泵叶轮29旋转时,油向泵叶轮29的外周侧送出,沿着前盖27的内周面向涡轮31的外周侧移动。
流入涡轮31的油使涡轮31旋转。当涡轮31旋转时,涡轮轴33与涡轮31一体地旋转。由此,从曲轴3a向涡轮轴33传递驱动力。
定子37从涡轮31向泵叶轮29送出油。定子37使油回流至泵叶轮29,并促进泵叶轮29的旋转。由此,液力变矩器13能够放大从输入侧(曲轴3a侧)向输出侧(涡轮轴33侧)的传递扭矩。
离合器片39固定于涡轮轴33。离合器片39与前盖27的内表面对置配置。离合器片39通过油压向前盖27的内表面挤压时,使曲轴3a和涡轮轴33直接连结。由此,能够提高从曲轴3a向涡轮轴33传递的驱动力的传递效率。
离合器片39通过控制油压,而控制对于前盖27的内表面的挤压力。随着挤压力变小,离合器片39一边相对于前盖27的内表面滑动一边抵接。由此,离合器片39能够调整从曲轴3a向涡轮轴33传递的驱动力。
机械式油泵15与泵轴35连接。机械式油泵15通过经由泵轴35输入的发动机3的驱动力进行旋转驱动,并产生油压。产生的油压向无级变速器21供给。
电动式油泵17通过未图示的马达的驱动力进行旋转驱动,并产生油压。产生的油压向无级变速器21供给。电动式油泵17主要通过发动机3停止时,从未图示的电池向未图示的马达供给电力,而产生油压。
前进后退切换装置19配置于液力变矩器13的涡轮轴33与无级变速器21的主轴41之间。前进后退切换装置19具备双小齿轮式的行星齿轮组19a、输入离合器(前进离合器)19b、后退制动器19c。前进后退切换装置19在输入离合器19b和后退制动器19c处于释放状态时,成为空档状态,并切断涡轮轴33和主轴41之间。另外,前进后退切换装置19在输入离合器19b处于联接状态,且后退制动器19c处于释放状态时,使涡轮轴33和主轴41一体旋转,并从涡轮轴33向主轴41传递驱动力。另外,前进后退切换装置19在输入离合器19b处于释放状态,且后退制动器19c处于联接状态时,使主轴41相对于涡轮轴33向反方向旋转,在使驱动力从涡轮轴33向主轴41反转的状态下传递。
无级变速器21包含:主轴41、副轴43、初级带轮45、次级带轮47、带49。主轴41与前进后退切换装置19连接,副轴43与输出离合器23连接。副轴43相对于主轴41大致平行地配置。
初级带轮45与主轴41连接,并与主轴41一体地旋转。次级带轮47与副轴43连接,并与副轴43一体地旋转。
带49利用将链板由销连结的链条带构成。但是,带49也可以利用例如由两个环夹持多个零件(元件)(コマ(エレメント))而构成的金属带构成。带49架设于初级带轮45和次级带轮47之间,在初级带轮45和次级带轮47之间传递驱动力。
初级带轮45具备固定滑轮45a和可动滑轮45b。固定滑轮45a在主轴41的轴向上与可动滑轮45b对置配置。固定滑轮45a及可动滑轮45b具备相互对置的对置面45c。
对置面45c为大致圆锥形状。利用对置面45c形成架设带49的槽。可动滑轮45b通过从机械式油泵15或电动式油泵17供给的油的油压,可变地构成在主轴41的轴向的位置。
次级带轮47具备固定滑轮47a和可动滑轮47b。固定滑轮47a在副轴43的轴向上与可动滑轮47b对置配置。固定滑轮47a及可动滑轮47b具备相互对置的对置面47c。
对置面47c为大致圆锥形状。利用对置面47c形成架设带49的槽。可动滑轮47b通过从机械式油泵15或电动式油泵17供给的油的油压,可变地构成在副轴43的轴向的位置。
这样,初级带轮45可变地构成固定滑轮45a及可动滑轮45b的对置间隔,次级带轮47可变地构成固定滑轮47a及可动滑轮47b的对置间隔。对置面45c及对置面47c的对置间隔越向径向内侧则越窄,越向径向外侧则越宽。因此,当可动滑轮45b及可动滑轮47b沿轴向移动时,架设带49的位置沿径向变化。
初级带轮45的对置面45c的对置间隔越宽,架设带49的位置越向径向内侧移动,带49的卷绕直径越小。初级带轮45的对置面45c的对置间隔越窄,架设带49的位置越向径向外侧移动,带49的卷绕直径越大。
同样,次级带轮47的对置面47c的对置间隔越宽,架设带49的位置越向径向内侧移动,带49的卷绕直径越小。次级带轮47的对置面47c的对置间隔越窄,架设带49的位置越向径向外侧移动,且带49的卷绕直径越大。
这样,无级变速器21使主轴41和副轴43之间的变速比连续地(无级)变化。无级变速器21将经由前进后退切换装置19及液力变矩器13从发动机3传递的驱动力向车轮9侧传递。
输出离合器23配置于无级变速器21的副轴43与齿轮机构25的齿轮轴51之间。输出离合器23处于释放状态时,切断副轴43和齿轮轴51之间。也就是,输出离合器23处于释放状态时,防止车轮9侧的驱动力向无级变速器21(发动机3)侧传递。输出离合器23处于联接状态时,使副轴43和齿轮轴51一体旋转,从副轴43向齿轮轴51传递驱动力。也就是,输出离合器23处于联接状态时,使无级变速器21(发动机3)侧的驱动力向车轮9侧传递。
齿轮机构25具备:齿轮轴51、驱动小齿轮轴53、第一减速齿轮组25a、第二减速齿轮组25b。
齿轮轴51与输出离合器23连接,驱动小齿轮轴53与差速器55连接。第一减速齿轮组25a使齿轮轴51和驱动小齿轮轴53连结。第一减速齿轮组25a对齿轮轴51的转速进行减速并向驱动小齿轮轴53传递。驱动小齿轮轴53经由差速器55及车轴57与车轮9连接。从齿轮轴51传递的驱动力经由第一减速齿轮组25a、驱动小齿轮轴53、差速器55、及车轴57向车轮9传递。
驱动马达11具备马达轴11a,通过从未图示的电池供给的电力向马达轴11a输出驱动力。此外,本实施方式中,驱动马达11作为具备驱动功能及发电功能(再生功能)的马达发电机而构成。马达轴11a与第二减速齿轮组25b连接。第二减速齿轮组25b使马达轴11a和驱动小齿轮轴53连结。第二减速齿轮组25b对马达轴11a的转速进行减速并向驱动小齿轮轴53传递。从马达轴11a传递的驱动力经由第二减速齿轮组25b、驱动小齿轮轴53、差速器55、及车轴57向车轮9传递。
车辆控制装置100是包含中央处理装置(CPU)、储存有程序等的ROM、作为工作区域的RAM等的微型计算机,概括控制车辆1整体。本实施方式中,车辆控制装置100作为信号获取部101、导出部103、驱动控制部105、行驶模式控制部107、变速比控制部109发挥作用。
在车辆控制装置100连接有加速器开度传感器111、曲轴角度传感器113、车速传感器115。加速器开度传感器111检测加速踏板(未图示)的踏入量(加速器开度),并将表示加速器开度的检测信号向车辆控制装置100输出。曲轴角度传感器113检测曲轴3a的旋转角,并将表示曲轴角度的检测信号向车辆控制装置100输出。车速传感器115检测车辆1的速度(车速),并将表示车速的检测信号向车辆控制装置100输出。
信号获取部101获取从各种传感器输出的检测信号。具体而言,信号获取部101获取从加速器开度传感器111、曲轴角度传感器113、车速传感器115输出的检测信号。
导出部103基于从曲轴角度传感器113输出的检测信号,导出发动机转速。另外,导出部103基于从车速传感器115输出的检测信号,导出车辆1的车速。另外,导出部103基于从加速器开度传感器111输出的检测信号,导出加速器开度。另外,导出部103基于导出的加速器开度,导出搭乘于车辆1的司机请求的请求驱动力。换言之,请求驱动力由加速器开度决定。
驱动控制部105基于由导出部103导出的请求驱动力,控制发动机3及驱动马达11的驱动(驱动力)。
行驶模式控制部107切换车辆1的行驶模式。本实施方式中,行驶模式控制部107将车辆1的行驶模式切换成EV行驶模式(第一行驶模式)、HEV行驶模式(第二行驶模式)。EV行驶模式是使驱动马达11比发动机3优先,而仅通过驱动马达11使车辆1行驶的行驶模式。HEV行驶模式是并用发动机3和驱动马达11,利用发动机3及驱动马达11使车辆1行驶的行驶模式。
行驶模式控制部107根据由导出部103导出的请求驱动力,将车辆1的行驶模式切换成EV行驶模式和HEV行驶模式。例如,行驶模式控制部107在由司机请求的请求驱动力为根据车速变动的阈值以上的情况下,将车辆1的行驶模式切换成HEV行驶模式,在低于阈值的情况下,将车辆1的行驶模式切换成EV行驶模式。
图2是车辆1的各行驶模式的驱动力线图。图2中,纵轴表示驱动力(请求驱动力),横轴表示车速。另外,图2中,TH1是根据车速进行变动的第一阈值,R1是HEV行驶区域,R2是EV行驶区域。HEV行驶区域R1是车辆1的行驶区域中请求驱动力成为第一阈值TH1以上的区域,EV行驶区域R2是请求驱动力低于第一阈值TH1的区域。
如图2所示,行驶模式控制部107在处于请求驱动力成为第一阈值TH1以上的HEV行驶区域R1时,将车辆1的行驶模式设定成HEV行驶模式。另外,行驶模式控制部107在处于请求驱动力低于第一阈值TH1的EV行驶区域R2时,将车辆1的行驶模式设定成EV行驶模式。
EV行驶模式时,行驶模式控制部107停止发动机3的驱动,释放输入离合器19b及输出离合器23,并使驱动马达11驱动。由此,EV行驶模式时,行驶模式控制部107在释放输出离合器23的状态下使驱动马达11的驱动力向车轮9传递。
通过将输出离合器23控制成释放状态,驱动马达11的驱动力不会向无级变速器21、前进后退切换装置19、液力变矩器13、及停止状态的发动机3传递。由此,驱动马达11能够使车辆1以比输出离合器23控制成联接状态的情况小的驱动力行驶,能够改善耗电。
HEV行驶模式时,行驶模式控制部107驱动发动机3,联接输入离合器19b及输出离合器23,并使驱动马达11驱动。由此,行驶模式控制部107能够在联接输出离合器23的状态下使发动机3及驱动马达11的驱动力向车轮9传递。
通过将输出离合器23控制成联接状态,向车轮9,除了驱动马达11的驱动力之外,还传递发动机3的驱动力。由此,在通过驱动马达11的驱动力满足不了司机的请求驱动力的情况下,通过增加发动机3的驱动力,能够满足司机的请求驱动力。
变速比控制部109控制无级变速器21的变速比(带轮比)。变速比控制部109在车辆1的行驶模式为HEV行驶模式且使无级变速器21的变速比变速的情况下,使用由机械式油泵15供给的油压,使无级变速器21的变速比变速。
另一方面,变速比控制部109在行驶模式为EV行驶模式且使无级变速器21的变速比变速的情况下,将输出离合器23暂时设为联接状态并使无级变速器21进行旋转驱动。此时,输入离合器19b利用行驶模式控制部107控制成释放状态,防止无级变速器21的旋转驱动向发动机3传递。变速比控制部109在使无级变速器21旋转驱动的状态下,使用由电动式油泵17供给的油压,使无级变速器21的变速比变速。变速比变速后,变速比控制部109解除输出离合器23的联接,并控制成释放状态。
变速比控制部109基于车辆1的车速及加速器开度,使无级变速器21的变速比进行变速。例如,变速比控制部109参照预先存储于未图示的存储器的变速图,导出无级变速器21的变速比。
图3是表示变速图的一例的图。图3中,纵轴表示变速比,横轴表示车速。如图3所示,车速越快,变速比越小。另外,加速器开度越大,变速比越大。
但是,如上述,EV行驶模式下,行驶模式控制部107将输出离合器23控制成释放状态,并停止发动机3的驱动。因此,无级变速器21在释放输出离合器23后,停止旋转。在此,为了能够掌握旋转停止后的无级变速器的变速比,考虑使无级变速器的变速比维持成最小变速比或最大变速比。
另一方面,在从EV行驶模式向HEV行驶模式切换时,行驶模式控制部107需要在联接输出离合器23之前,同步控制副轴43和齿轮轴51的转速。另外,变速比控制部109需要将无级变速器21的变速比控制成根据图3所示的车速及加速器开度进行变化的变速比(以下,均称为目标变速比)。
此时,在EV行驶模式时,当将无级变速器的变速比维持成最小变速比或最大变速比时,在目标变速比与最小变速比或最大变速比不同的情况下,需要使无级变速器的变速比从最小变速比或最大变速比变速至目标变速比。因此,从EV行驶模式向HEV行驶模式的模式过渡时间变长,从产生司机的请求驱动力的操作直到实际上产生司机的请求驱动力的时间滞后(タイムラグ)会变长。
与之相对,如果在EV行驶模式时使无级变速器的变速比总是以成为目标变速比的方式变速,则能够缩短从EV行驶模式向HEV行驶模式的模式过渡时间。但是,在该情况下,为了使无级变速器的变速比总是变速,需要联接输出离合器,使无级变速器总是旋转驱动,并且驱动电动式油泵并向无级变速器总是供给油压。因此,在使无级变速器的变速比总是变速成目标变速比的情况下,产生能量损耗。
因此,如图2所示,本实施方式的行驶模式控制部107对于第一阈值TH1在EV行驶区域R2侧设置第二阈值TH2。图2中,第二阈值TH2是与第一阈值TH1一样根据车速而变动的值,本实施方式中,设定成比第一阈值TH1小规定值的值。第二阈值TH2是预先通过实验等得到的值,也可以是根据车型不同而不同的值。本实施方式中,第一阈值TH1和第二阈值TH2的差一定,但第一阈值TH1和第二阈值TH2的差也可以是根据车速不同而不同的值。R3是HEV行驶准备区域,是请求驱动力为第二阈值TH2以上且低于第一阈值TH1的区域。HEV行驶准备区域R3是EV行驶区域R2的一部分。因此,HEV行驶准备区域R3中,发动机3控制(维持)成停止状态。
EV行驶模式时,变速比控制部109在请求驱动力处于HEV行驶准备区域R3时,使无级变速器21的变速比以成为图3所示的目标变速比的方式总是变速。
具体而言,变速比控制部109在EV行驶模式时,将输入离合器19b控制成释放状态,将输出离合器23从释放状态控制成联接状态,并使无级变速器21进行旋转驱动。另外,变速比控制部109驱动电动式油泵17,并向初级带轮45及次级带轮47供给油压,由此,使无级变速器21的变速比变速成图3所示的目标变速比。
由此,在请求驱动力从HEV行驶准备区域R3过渡至HEV行驶区域R1时,在输入离合器19b从释放状态成为联接状态之前,无级变速器21的变速比变速成目标变速比。因此,能够缩短从EV行驶模式向HEV行驶模式的模式过渡时间。
另外,EV行驶模式时,变速比控制部109在请求驱动力处于低于第二阈值TH2的EV行驶区域R2时,停止无级变速器21的变速比的控制。具体而言,变速比控制部109将输入离合器19b及输出离合器23控制成释放状态,停止无级变速器21的旋转,并停止电动式油泵17的驱动。
由此,在请求驱动力低于第二阈值TH2的EV行驶区域R2中,与使无级变速器21的变速比维持成规定的值的情况及总是变速的情况相比,能够降低能量损耗。此外,也可以在EV行驶区域R2中,将无级变速器21的变速比设为规定的值(最小变速比或最大变速比)后停止变速比的控制。
图4是表示车辆控制装置100中执行的处理的流程图。车辆控制装置100首先导出加速器开度、车速及请求驱动力(S1)。接着,车辆控制装置100判断导出的请求驱动力是否为第一阈值TH1以上(S2)。在请求驱动力为第一阈值TH1以上的情况下,即在请求驱动力处于HEV行驶区域R1的情况下(S2中是),车辆控制装置100将行驶模式设定成HEV行驶模式(S3)。另一方面,在请求驱动力低于第一阈值TH1的情况下,即在请求驱动力处于EV行驶区域R2的情况下(S2中否),车辆控制装置100将行驶模式设定成EV行驶模式(S4),并且判断请求驱动力是否为第二阈值TH2以上(S5)。
在请求驱动力为第二阈值TH2以上的情况下,即在请求驱动力处于HEV行驶准备区域R3的情况下(S5中是),车辆控制装置100执行变速比的控制,使无级变速器21的变速比以成为图3所示的目标变速比的方式总是变速。另一方面,在请求驱动力低于第二阈值TH2的情况下,即在请求驱动力在EV行驶区域R2且不在HEV行驶准备区域R3的情况下(S5中否),车辆控制装置100停止变速比的控制(S7)。
如以上进行的说明,本实施方式的变速比控制部109在请求驱动力低于第一阈值TH1,且为第二阈值TH2以上时,将无级变速器21的变速比控制成目标变速比。由此,变速比控制部109能够达成兼得从EV行驶模式向HEV行驶模式的模式过渡时间的缩短和能量损耗的降低。
此外,本实施方式中,说明了在请求驱动力处于HEV行驶准备区域R3时,变速比控制部109将无级变速器21的变速比控制成目标变速比的例子。但是,不限定于此,变速比控制部109也可以在请求驱动力及车速处于低于第二阈值TH2的EV行驶区域R2时,在车辆1的周围环境满足规定的条件的情况下,将无级变速器21的变速比控制成目标变速比。例如,也可以根据车辆1的位置信息和地图信息,在车辆1前方的环境处于规定的环境(爬坡路或高速道路汇流地点)时,变速比控制部109将无级变速器21的变速比控制成目标变速比。由此,车辆1位于爬坡路或高速道路汇流地点时,能够缩短从产生司机的请求驱动力的操作直到实际上产生司机的请求驱动力的时间。
(变形例)
图5是表示变形例的车辆1的结构的图。对于与上述实施方式实际上相等的构成要素,标注相同的符号并省略说明。如图5所示,本变形例的车辆1未设置上述实施方式中说明的液力变矩器13,而在液力变矩器13的位置配置ISG(辅助马达)5。本变形例的动力传递装置7包含阻尼机构201、发动机切断离合器203、泵驱动齿轮205。
阻尼机构201配置于发动机3的曲轴3a和ISG5的旋转轴5a之间。阻尼机构201吸收从发动机3经由曲轴3a传递的振动,抑制发动机3的振动传递至旋转轴5a。
发动机切断离合器203配置于阻尼机构201与ISG5之间。发动机切断离合器203处于释放状态时,切断曲轴3a和旋转轴5a之间。由此,发动机切断离合器203防止ISG5的驱动力向发动机3传递。发动机切断离合器203处于联接状态时,使曲轴3a和旋转轴5a一体旋转,从旋转轴5a向曲轴3a传递驱动力。由此,ISG5能够使发动机3起动(再起动)。
泵驱动齿轮205设置于旋转轴5a,且配置于ISG5和前进后退切换装置19之间。泵驱动齿轮205与机械式油泵15连接。由此,机械式油泵15能够在旋转轴5a(泵驱动齿轮205)旋转时产生油压。
图6是变形例的车辆1的各行驶模式的驱动力线图。图6中,纵轴表示驱动力(请求驱动力),横轴表示车速。另外,图6中,TH3与第一阈值TH1及第二阈值TH2一样,是根据车速进行变动的第三阈值。第三阈值TH3相当于第一阈值TH1加上ISG5的驱动力的值,在规定车速(图6中以V表示)以下的区域设定。R4是EV行驶区域R2的一部分,且请求驱动力为第一阈值TH1以上且低于第三阈值TH3的HEV行驶准备区域R4。这样,本变形例中,除了上述实施方式中说明的HEV行驶准备区域R3之外,还设置有HEV行驶准备区域R4。
如图6所示,请求驱动力处于成为第三阈值TH3以上的HEV行驶区域R1时,行驶模式控制部107将车辆1的行驶模式设定成HEV行驶模式。另外,请求驱动力处于低于第三阈值TH3的EV行驶区域R2时,行驶模式控制部107将车辆1的行驶模式设定成EV行驶模式。这样,本变形例中,行驶模式控制部107在规定车速以下的区域设定比第一阈值TH1大的第三阈值TH3,在上述的实施方式的HEV行驶区域R1中设定HEV行驶准备区域R4,由此,扩大EV行驶模式的区域。
本变形例中,在EV行驶模式时,请求驱动力处于HEV行驶准备区域R3时,变速比控制部109使无级变速器21的变速比根据车速变速成最小变速比或最大变速比。例如,车辆1的车速低于规定车速V(例如,45km/h)时,变速比控制部109使无级变速器21的变速比变速成最大变速比,并维持成最大变速比。另外,车辆1的车速为规定车速V以上时,变速比控制部109使无级变速器21的变速比变速成最小变速比,并维持成最小变速比。
更具体而言,在EV行驶模式时,请求驱动力处于HEV行驶准备区域R3,且车速低于规定车速V时,变速比控制部109将发动机切断离合器203及输入离合器19b控制成释放状态。而且,变速比控制部109将输出离合器23从释放状态控制成联接状态,使无级变速器21进行旋转驱动,驱动电动式油泵17,并向初级带轮45及次级带轮47供给油压。变速比控制部109使无级变速器21的变速比变速到最大变速比并进行维持。
EV行驶模式时,请求驱动力处于HEV行驶准备区域R3,且车速为规定车速V以上时,变速比控制部109将发动机切断离合器203及输入离合器19b控制成释放状态。而且,变速比控制部109将输出离合器23从释放状态控制成联接状态,使无级变速器21进行旋转驱动,驱动电动式油泵17,并向初级带轮45及次级带轮47供给油压。变速比控制部109使无级变速器21的变速比变速成最小变速比并进行维持。
如图3中进行的说明,在HEV行驶模式时设定的目标变速比以车速越慢越接近最大变速比的方式设定,且以车速越快越接近最小变速比的方式设定。因此,变速比控制部109通过在车速低于规定车速V的情况下设定成最大变速比,与设定成最小变速比的情况相比,能够缩短变速至目标变速比的变速时间。另外,变速比控制部109通过在车速成为规定车速V以上的情况下设定成最小变速比,与设定成最大变速比的情况相比,能够缩短变速至目标变速比的变速时间。
由此,能够缩短请求驱动力从HEV行驶准备区域R3向HEV行驶区域R1过渡时的EV行驶模式向HEV行驶模式的模式过渡时间。
另外,EV行驶模式时,请求驱动力处于低于第二阈值TH2的EV行驶区域R2时,变速比控制部109停止无级变速器21的变速比的控制。具体而言,变速比控制部109将发动机切断离合器203、输入离合器19b及输出离合器23控制成释放状态,并停止无级变速器21的旋转。
由此,在请求驱动力低于第二阈值TH2的EV行驶区域R2中,与将无级变速器21的变速比维持成规定的值的情况及总是变速的情况相比,能够降低能量损耗。此外,EV行驶区域R2中,也可以在将无级变速器21的变速比设为规定的值(最小变速比或最大变速比)后,停止变速比的控制。
另外,EV行驶模式时,请求驱动力及车速处于HEV行驶准备区域R4时,变速比控制部109将发动机切断离合器203控制成释放状态。而且,变速比控制部109将输入离合器19b及输出离合器23从释放状态控制成联接状态,并驱动ISG5。由此,变速比控制部109除了驱动马达11的驱动力之外,还能够将ISG5的驱动力传递至车轮9。变速比控制部109利用驱动马达11及ISG5使无级变速器21进行旋转驱动,驱动机械式油泵15(或电动式油泵17),并向初级带轮45及次级带轮47供给油压。变速比控制部109使无级变速器21的变速比变速成最大变速比并维持。
由此,在请求驱动力及车速中的至少一方从HEV行驶准备区域R4过渡至HEV行驶区域R1时,能够缩短从EV行驶模式向HEV行驶模式的模式过渡时间。
图7是表示本变形例的车辆1的车辆控制装置100中执行的处理的流程图。此外,对于与上述实施方式一样的处理,标注与图4中标注的符号相同的符号,并省略详细的说明。
车辆控制装置100导出加速器开度、车速及请求驱动力(S1),并判断导出的请求驱动力是否为第一阈值TH1以上(S2)。在请求驱动力为第一阈值TH1以上的情况下(S2中是),车辆控制装置100判断请求驱动力是否低于第三阈值TH3,且车速是否低于规定车速V(S10)。在不满足S10的条件的情况下,即,在请求驱动力处于HEV行驶区域R1的情况下,车辆控制装置100将行驶模式设定成HEV行驶模式(S3)。
另一方面,在满足S10的条件的情况下,即,在请求驱动力及车速处于HEV行驶准备区域R4的情况下,车辆控制装置100将行驶模式设定成EV行驶模式(S11),并且驱动ISG5,将驱动马达11及ISG5的驱动力传递至车轮9(S12)。此时,如上述,发动机切断离合器203设为释放状态,另一方面,输入离合器19b及输出离合器23设为联接状态。另外,车辆控制装置100执行变速比的控制(S13)。具体而言,如果车速低于规定车速V,则车辆控制装置100将无级变速器21的变速比变速成最大变速比,如果车速为规定车速V以上,则将无级变速器21的变速比变速成最小变速比。在为HEV行驶准备区域R4的情况下,车速低于规定车速V,因此,无级变速器21的变速比变速成最大变速比。
在请求驱动力低于第一阈值TH1的情况下(S2中否),车辆控制装置100将行驶模式设定成EV行驶模式(S4),并且判断请求驱动力是否为第二阈值TH2以上(S5)。在请求驱动力为第二阈值TH2以上的情况下,即请求驱动力处于HEV行驶准备区域R3的情况下(S5中是),如果车速低于规定车速V,则车辆控制装置100将无级变速器21的变速比变速成最大变速比,如果车速为规定车速V以上,则将无级变速器21的变速比变速成最小变速比(S13)。另一方面,在请求驱动力低于第二阈值TH2的情况下(S5中否),车辆控制装置100停止变速比的控制(S7)。
根据本变形例,能够得到与上述实施方式一样的作用及效果。另外,本变形例中,请求驱动力为第一阈值TH1以上且低于第三阈值TH3,且车速低于规定车速V时,联接输入离合器19b及输出离合器23,并且驱动ISG5,由此,使驱动马达11及ISG5的驱动力传递至车轮9。由此,本变形例中,能够根据ISG5的驱动力扩大EV行驶区域R2,能够进一步改善耗油量。
以上,参照附图说明了本发明优选的实施方式,但本发明当然不限定于上述的实施方式。本领域技术人员可以在权利要求书所记载的范畴内想到各种变更例或修正例,并且应理解这些变更例和修正例自然属于本公开的技术范围内。
上述实施方式中,对变速比控制部109在HEV行驶准备区域R3中将无级变速器21的变速比控制成目标变速比的例子进行了说明。但是,不限定于此,也可以与上述变形例一样,变速比控制部109在HEV行驶准备区域R3中将无级变速器21的变速比根据车速控制成最小变速比或最大变速比。
上述变形例中,对变速比控制部109在HEV行驶准备区域R3、R4中将无级变速器21的变速比控制成最小变速比或最大变速比的例子进行了说明。但是,不限定于此,变速比控制部109也可以在HEV行驶准备区域R3、R4中将无级变速器21的变速比总是控制成基于加速器开度和车速决定的目标变速比。
Claims (2)
1.一种车辆,包括:
发动机;
无级变速器,其与所述发动机连接,且将所述发动机的驱动力向车轮传递;
输出离合器,其配置于所述无级变速器和所述车轮之间;
驱动马达,其连接于所述输出离合器和所述车轮之间;
行驶模式控制部,其能够将行驶模式切换成在释放所述输出离合器的状态下使所述驱动马达的驱动力向所述车轮传递的第一行驶模式,和在联接所述输出离合器的状态下使所述发动机及所述驱动马达的驱动力向所述车轮传递的第二行驶模式;以及
变速比控制部,其控制所述无级变速器的变速比,
其中,所述行驶模式控制部在由加速器开度决定的请求驱动力低于第一阈值时,将所述行驶模式切换成所述第一行驶模式,在所述请求驱动力为所述第一阈值以上时,将所述行驶模式切换成所述第二行驶模式,
所述变速比控制部在所述请求驱动力低于所述第一阈值且为第二阈值以上时,将所述变速比控制成根据所述车速变化的变速比,所述第二阈值设定成比所述第一阈值小的值。
2.根据权利要求1所述的车辆,其中,具备:
辅助马达,其连接于所述发动机和所述无级变速器之间;和
发动机切断离合器,其配置于所述发动机和所述辅助马达之间,
其中所述行驶模式控制部在所述请求驱动力低于相当于所述第一阈值加上所述辅助马达的驱动力所得到的值的第三阈值时,将所述行驶模式切换成所述第一行驶模式,在所述请求驱动力为所述第三阈值以上时,将所述行驶模式切换成所述第二行驶模式,
所述变速比控制部在所述请求驱动力为所述第一阈值以上且低于所述第三阈值,且所述车速低于规定车速时,在联接所述输出离合器且释放所述发动机切断离合器的状态下,使所述驱动马达及所述辅助马达的驱动力传递至所述车轮。
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