WO2011062204A1 - 車両の制御装置 - Google Patents
車両の制御装置 Download PDFInfo
- Publication number
- WO2011062204A1 WO2011062204A1 PCT/JP2010/070511 JP2010070511W WO2011062204A1 WO 2011062204 A1 WO2011062204 A1 WO 2011062204A1 JP 2010070511 W JP2010070511 W JP 2010070511W WO 2011062204 A1 WO2011062204 A1 WO 2011062204A1
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- WIPO (PCT)
- Prior art keywords
- vehicle
- oil pump
- electric oil
- control device
- speed
- Prior art date
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- 239000003921 oil Substances 0.000 claims abstract description 133
- 238000002485 combustion reaction Methods 0.000 claims abstract description 25
- 230000005540 biological transmission Effects 0.000 claims abstract description 24
- 239000010720 hydraulic oil Substances 0.000 claims abstract description 12
- 238000001514 detection method Methods 0.000 claims abstract description 4
- 230000001133 acceleration Effects 0.000 claims description 25
- 230000008859 change Effects 0.000 claims description 16
- 230000007423 decrease Effects 0.000 claims description 3
- 230000005611 electricity Effects 0.000 abstract 1
- 238000000034 method Methods 0.000 description 24
- 230000008569 process Effects 0.000 description 24
- 230000000994 depressogenic effect Effects 0.000 description 13
- 238000010586 diagram Methods 0.000 description 4
- 239000003990 capacitor Substances 0.000 description 3
- 230000004044 response Effects 0.000 description 3
- 239000010729 system oil Substances 0.000 description 2
- 230000007547 defect Effects 0.000 description 1
- 230000003111 delayed effect Effects 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
- 230000007257 malfunction Effects 0.000 description 1
- 230000007246 mechanism Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
Images
Classifications
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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
- B60K6/485—Motor-assist type
-
- 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
- B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
- B60W20/15—Control strategies specially adapted for achieving a particular effect
-
- 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
- B60K6/50—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
-
- 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
- B60W10/107—Infinitely variable gearings with endless flexible members
-
- 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
- B60W10/30—Conjoint control of vehicle sub-units of different type or different function including control of auxiliary equipment, e.g. air-conditioning compressors or oil pumps
-
- 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
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/18009—Propelling the vehicle related to particular drive situations
- B60W30/18018—Start-stop drive, e.g. in a traffic jam
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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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- 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
- F16H61/0031—Supply of control fluid; Pumps therefore using auxiliary pumps, e.g. pump driven by a different power source than the engine
-
- 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
-
- 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
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/10—Longitudinal speed
-
- 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
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/10—Longitudinal speed
- B60W2520/105—Longitudinal acceleration
-
- 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
- F16H2312/00—Driving activities
- F16H2312/14—Going to, or coming from standby operation, e.g. for engine start-stop operation at traffic lights
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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
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
-
- 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
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
Definitions
- the present invention relates to a vehicle control device that starts an electric oil pump before an idle stop is performed.
- the vehicle engine control device disclosed in Patent Document 1 includes an electric oil pump in addition to a drive system oil pump that supplies control hydraulic pressure to a drive force transmission system such as a continuously variable transmission.
- the engine control device drives the electric oil pump after performing the engine stop control process. For this reason, even if the oil pump stops to stop the engine, the hydraulic oil is supplied to the driving force transmission system by driving the electric oil pump. As a result, a malfunction of the driving force transmission system can be prevented when the engine is stopped, and a driving force transmission defect when restarting can be prevented.
- the engine control device executes an idle stop control routine shown in FIG.
- vehicle operation information data
- step s1 vehicle operation information
- step s2 the engine speed Ne is a predetermined value that is a start determination value. It is determined whether or not the driving is higher than Ne1, and the process proceeds to step s3 when driving and to step s4 when stopping.
- step s4 is reached at the time of stop, it is determined whether or not the key-on signal or the engine start condition is satisfied and the start signals Ss and Ssk are input. If No, the process directly returns to the main routine.
- step s2 If it is determined in step s2 that the engine is being driven and the process proceeds to step s3, an engine stop permission vehicle speed setting process is performed.
- the corresponding engine stop permission vehicle speed Vo is calculated by the permission vehicle speed setting map mp1, and the process proceeds to step s6.
- step s6 engine stop control processing is executed.
- step b1 it is determined whether the deceleration - ⁇ is equal to or less than a preset stoppable determination value - ⁇ 1, and a braking mode in which a steady discomfort does not occur in Yes. If the current vehicle speed Vcn is less than or equal to the engine stop permission vehicle speed Vo, it is determined whether or not the vehicle is in the braking mode in which the automatic stop control can be permitted. If it is determined that there is, in step b3, the operation returns to the main routine as it is in the operating range where the automatic stop control should be canceled.
- step b3 it is determined whether or not the brake pedal is depressed (depression signal Sb is on). If it is on, the process proceeds to step b4. If it is off, the automatic stop condition is not satisfied, and the process returns to the main routine. In step b4, since the automatic stop condition is satisfied, the fuel supply device and the ignition device are stopped, the engine is stopped as it is even if the vehicle speed Vc is not zero, and the process returns to the idle stop control routine.
- step s7 the electric oil pump that supplies the control hydraulic pressure to the driving force transmission system such as a continuously variable transmission is driven, and the process returns to the main routine. With this process, even if the drive system oil pump is stopped by the engine stop by driving the electric oil pump, the operating hydraulic pressure can be supplied to the hydraulic pressure switching mechanism when the engine is stopped.
- the engine control apparatus of Patent Document 1 drives the electric oil pump in step s7 after executing the engine stop control process in step s6.
- the electric oil pump is driven immediately after the engine is stopped, it is not always possible to supply a sufficient control hydraulic pressure to the driving force transmission system. For this reason, when performing an idle stop immediately after a vehicle stop, it is desirable to drive an electric oil pump before an engine stop.
- the electric oil pump is driven before the vehicle stops, electric power is consumed compared to the case where the electric oil pump is driven after the vehicle stops. Therefore, in order to reduce power consumption, it is necessary to start the electric oil pump at a timing according to the traveling state of the vehicle.
- An object of the present invention is to provide a vehicle control device that can start an electric oil pump at an optimal timing before an idle stop is performed.
- a control device includes a driving force generator including at least an internal combustion engine (for example, the internal combustion engine 103 in the embodiment) as a driving source.
- a driving force generator including at least an internal combustion engine (for example, the internal combustion engine 103 in the embodiment) as a driving source.
- an internal combustion engine for example, the internal combustion engine 103 in the embodiment
- an automatic transmission that changes the ratio between the rotational speed of the input shaft and the rotational speed of the output shaft to which the driving force is input from the driving force generator
- the continuously variable transmission 105 in the embodiment and an electric oil pump (for example, the electric oil pump 109 in the embodiment) that is driven by power supply from a capacitor and supplies the hydraulic pressure to the automatic transmission.
- a vehicle speed detection unit for example, the rotation speed sensors 111a and 111b and the management ECU 117 in the embodiment
- a vehicle control device e.g., a management ECU 117 in the embodiment
- the electric oil pump is controlled to start before the idling stop is performed when a condition regarding the vehicle speed set according to the amount of change in speed is satisfied.
- the vehicle speed indicated by the condition set when the vehicle is decelerating is set low when the amount of change in travel speed of the vehicle is small, and the amount of change is large. It is sometimes set high, and the control device controls the start of the electric oil pump when the traveling speed of the vehicle decreases to the vehicle speed indicated by the condition.
- the vehicle speed indicated by the condition set when the vehicle is accelerated before the idling stop is performed in a state where the electric oil pump is driven is the vehicle
- the control device controls the stop of the electric oil pump. It is characterized by doing.
- the vehicle speed indicated by the condition set when the vehicle turns to acceleration is higher than the vehicle speed indicated by the condition set when the vehicle decelerates. It is characterized by.
- the vehicle detects an oil temperature detecting unit (for example, the oil in the embodiment) that detects the temperature of hydraulic oil supplied to the automatic transmission by the electric oil pump.
- a temperature sensor 119 detects the temperature of hydraulic oil supplied to the automatic transmission by the electric oil pump.
- the vehicle speed condition is set according to the amount of change in the travel speed of the vehicle and the temperature of the hydraulic oil, and the vehicle speed indicated by the condition is a constant amount of change in the travel speed of the vehicle. If so, the temperature is set lower as the temperature of the hydraulic oil is higher.
- the electric oil pump when the electric oil pump is driven before the idling stop is performed, the electric oil pump is controlled to start at an optimum timing according to the amount of change in the vehicle traveling speed. Therefore, the power consumption can be suppressed.
- the electric oil pump when the electric oil pump is stopped when the vehicle is accelerated before the idling stop is performed with the electric oil pump being driven,
- the drive of the electric oil pump can be stopped at an optimal timing according to the amount of change in the.
- the time required for the electric oil pump to supply a desired hydraulic pressure to the automatic transmission varies depending on the oil temperature. For this reason, even when a response delay occurs in the actual hydraulic pressure supplied by the electric oil pump due to low oil temperature, the electric oil pump supplies the desired hydraulic pressure to the automatic transmission before the idle stop. It can be.
- Graph showing vehicle speed threshold value VthL with respect to deceleration according to oil temperature A graph showing the vehicle speed threshold value VthH with respect to the acceleration according to the oil temperature and capable of relative comparison with the vehicle speed threshold value VthL
- Time chart showing an example of start timing of start control of the electric oil pump 109 performed when the vehicle decelerates Time chart showing an example of start timing of start control of the electric oil pump 109 performed when the vehicle decelerates
- Time chart showing an example of the start timing of stop control of the electric oil pump 109 performed when the vehicle turns to acceleration The block diagram which shows the internal structure of the vehicle of other embodiment. Flowchart of an idle stop control routine executed by the engine control device of Patent Document 1 Flowchart of engine stop control processing routine executed by the engine control device of Patent Document 1
- HEV Hybrid Electric Vehicle
- the drive shaft of the electric motor is directly connected to the drive shaft of the internal combustion engine.
- FIG. 1 is a block diagram showing an internal configuration of an HEV according to an embodiment.
- the HEV shown in FIG. 1 (hereinafter simply referred to as “vehicle”) includes a motor (MOT) 101, an internal combustion engine (ENG) 103, and a belt type continuously variable transmission (CVT: Continuously Variable Transmission) including a torque converter.
- 105 mechanical oil pump (OP) 107, electric oil pump (EOP) 109, rotation speed sensors 111a and 111b, motor ECU (MOT ECU) 113, engine ECU (ENG ECU) 115, and management ECU (MG ECU) 117.
- the vehicle includes an oil temperature sensor 119.
- the electric motor 101 is a three-phase AC motor, for example, and generates a driving force for the vehicle to travel.
- the electric motor 101 is supplied with high voltage (for example, 100 to 200 V) electric power from a capacitor through an inverter (not shown).
- the internal combustion engine 103 generates a driving force for the vehicle to travel.
- the driving force from the electric motor 101 and the internal combustion engine 103 is transmitted to the drive wheels 123L and 123R via the CVT 105 and the drive shaft 121.
- the CVT 105 converts the driving force from the electric motor 101 and / or the internal combustion engine 103 into a rotation speed and torque at a desired gear ratio, and transmits them to the driving shaft 121.
- FIG. 2 is a diagram showing the internal configuration of the CVT 105 and the relationship between the CVT 105 and each of the electric motor 101, the internal combustion engine 103, the mechanical oil pump 107, the electric oil pump 109, the management ECU 117, and the drive wheels 123L and 123R.
- the mechanical oil pump 107 is driven as the internal combustion engine 103 is operated, and supplies a predetermined hydraulic pressure to the CVT 105.
- the electric oil pump 109 is driven by power supply from a capacitor (not shown) and supplies a predetermined hydraulic pressure to the CVT 105.
- the drive shaft of the electric motor 101 is directly connected to the drive shaft of the internal combustion engine 103. For this reason, even if the internal combustion engine 103 is in a stopped state, if the electric motor 101 is driven, the drive shaft of the internal combustion engine 103 rotates and the mechanical oil pump 107 is also driven.
- the oil temperature sensor 119 detects the temperature of hydraulic oil used by the mechanical oil pump 107 and the electric oil pump 109 (hereinafter referred to as “oil temperature”). A signal indicating the oil temperature detected by the oil temperature sensor 119 is sent to the management ECU 117.
- the rotation speed sensors 111a and 111b detect the rotation speeds of the drive wheels 123L and 123R. Signals indicating the rotational speeds of the drive wheels 123L and 123R detected by the rotational speed sensors 111a and 111b are sent to the management ECU 117.
- the motor ECU 113 controls the operation of the electric motor 101.
- the engine ECU 115 controls the operation of the internal combustion engine 103.
- the management ECU 117 controls the electric motor 101, the internal combustion engine 103, and the like. Further, the management ECU 117 receives signals from the rotation speed sensors 111a and 111b, information on the brake pedal depression state (brake pedal state information), and information on the accelerator pedal depression state (accelerator pedal state information). . In addition, the management ECU 117 calculates a traveling speed (hereinafter referred to as “vehicle speed”) Vp of the vehicle based on signals sent from the rotation speed sensors 111a and 111b. Furthermore, the management ECU 117 calculates deceleration or acceleration from the vehicle speed Vp.
- vehicle speed traveling speed
- the management ECU 117 determines whether or not the pre-starting condition of the electric oil pump 109 before idling stop is satisfied based on the state of the brake pedal and the state of the accelerator pedal, and each state of the vacuum booster (not shown).
- the vacuum booster assists the driver's braking force by using negative pressure generated by intake air of the internal combustion engine 103.
- the management ECU 117 is in a state where the brake pedal is depressed, the negative pressure in the vacuum booster is equal to or greater than a predetermined value, and the accelerator ECU is not depressed, the management ECU 117 satisfies the pre-start condition. Judge that it was done.
- the management ECU 117 derives a vehicle speed threshold value Vth for determining the timing for starting the electric oil pump 109 after the pre-start condition is satisfied.
- the vehicle speed threshold VthL varies depending on the deceleration of the vehicle and the oil temperature.
- FIG. 3 is a graph showing the vehicle speed threshold value VthL with respect to the deceleration according to the oil temperature. The graph is stored as a map in a memory (not shown).
- the vehicle speed threshold value VthL for a predetermined oil temperature varies stepwise with respect to the deceleration. When the deceleration is small, the vehicle speed threshold VthL is set low, and when the deceleration is large. The vehicle speed threshold value VthL is set high.
- the vehicle speed threshold value VthL for a predetermined deceleration is set higher as the oil temperature is lower. This is because when the oil temperature is low, the viscosity of the hydraulic oil is high, and a response delay occurs in the control hydraulic pressure by driving the electric oil pump 109.
- the management ECU 117 determines that the pre-start condition described above is satisfied, the management ECU 117 controls the electric oil pump 109 to start when the vehicle speed Vp decreases to the vehicle speed threshold value Vth. Thereafter, when the vehicle stops, the management ECU 117 instructs the engine ECU 115 to idle stop.
- the management ECU 117 starts acceleration before the idling stop is performed in the state where the electric oil pump 109 is driven, and the vehicle speed Vp, which is equal to or less than the vehicle speed threshold Vth, increases to the vehicle speed threshold VthH.
- the electric oil pump 109 is controlled to stop.
- the vehicle speed threshold value VthH also varies depending on the acceleration of the vehicle and the oil temperature of the electric oil pump 109.
- FIG. 4 is a graph showing the vehicle speed threshold value VthH with respect to the acceleration according to the oil temperature and capable of relative comparison with the vehicle speed threshold value VthL. The graph is stored as a map in a memory (not shown). As shown in FIG.
- the vehicle speed threshold value VthH for a predetermined oil temperature varies stepwise with respect to the acceleration, the vehicle speed threshold value VthH when the acceleration is small is set high, and the vehicle speed threshold value when the acceleration is large.
- the threshold value VthH is set low.
- the vehicle speed threshold value VthH for a predetermined acceleration is set to be lower as the oil temperature is higher. Note that the vehicle speed threshold value VthH is set higher than the vehicle speed threshold value VthL regardless of the acceleration and the oil temperature.
- FIG. 5 is a flowchart showing an operation performed by the management ECU 117 when the vehicle decelerates. As shown in FIG. 5, the management ECU 117 determines whether or not a pre-start condition for the electric oil pump 109 before the idle stop is satisfied (step S ⁇ b> 101).
- FIG. 6 is a flowchart showing a subroutine performed in step S101 shown in FIG. As shown in FIG. 6, the management ECU 117 determines whether or not the brake pedal is being depressed based on the brake pedal state information (step S201). As a result of the determination, if the brake pedal is depressed, the process proceeds to step S203, and if the brake pedal is not depressed, the process proceeds to step S205. In step S205, the management ECU 117 determines that the pre-start condition is not satisfied (the pre-start condition is not satisfied) and returns to the main routine.
- step S203 the management ECU 117 determines whether or not the negative pressure in the vacuum booster is a predetermined value or more. As a result of the determination, if the negative pressure is greater than or equal to a predetermined value, the process proceeds to step S207, and if the negative pressure is less than the predetermined value, the process proceeds to step S205.
- step S207 the management ECU 117 determines whether or not the accelerator pedal is not depressed based on the accelerator pedal state information. If it is determined that the accelerator pedal is not depressed, the process proceeds to step S209. If the accelerator pedal is depressed, the process proceeds to step S205. In step S209, the management ECU 117 determines that the pre-start condition is satisfied (the pre-start condition is satisfied), and returns to the main routine.
- step S103 the management ECU 117 proceeds to step S105 if the pre-start condition determined in step S101 is satisfied, and ends the process if not satisfied.
- step S105 the management ECU 117 derives a vehicle speed threshold value VthL corresponding to the deceleration and the oil temperature by performing a map search or the like.
- step S107 the management ECU 117 compares the vehicle speed Vp with the vehicle speed threshold value VthL (step S107), and when the vehicle speed Vp becomes equal to or lower than the vehicle speed threshold value VthL (Vp ⁇ VthL), the process proceeds to step S109.
- step S109 the management ECU 117 starts the start control of the electric oil pump 109.
- FIG. 7 is a time chart showing an example of the start timing of the start control of the electric oil pump 109 performed when the vehicle decelerates.
- the accelerator pedal is not depressed and the brake pedal is depressed, the oil temperature is constant, and when the deceleration is large, the electric oil pump 109 is operated at the vehicle speed Va.
- the start control is started, and when the deceleration is small, the start control of the electric oil pump 109 is started at a vehicle speed Vb lower than the vehicle speed Va. Note that it takes time for the start-up control of the electric oil pump 109 to start and the electric oil pump 109 to actually supply the desired hydraulic pressure to the CVT 105.
- the command value of the hydraulic pressure (hydraulic pressure by EOP) supplied from the electric oil pump 109 to the CVT 105 is indicated by a one-dot chain line, and the actual value is indicated by a solid line.
- the timing at which the start control of the electric oil pump 109 before the idling stop is started when the vehicle is decelerating takes into account the time required for the electric oil pump 109 to supply a desired hydraulic pressure to the CVT 105.
- the speed is set fast, and when the deceleration is small, the speed is set slowly. As a result, even if the electric oil pump 109 is driven before the idle stop is performed, the power consumption can be suppressed.
- FIG. 8 is a time chart showing an example of the start timing of the start control of the electric oil pump 109 performed when the vehicle is decelerated.
- the electric oil pump 109 is operated at the vehicle speed Va.
- the start control of the electric oil pump 109 is started when the vehicle speed Vb is lower than the vehicle speed Va. Note that it takes time for the start-up control of the electric oil pump 109 to start and the electric oil pump 109 to actually supply the desired hydraulic pressure to the CVT 105.
- the viscosity of the hydraulic oil is high when the oil temperature is low, it takes more time from when the electric oil pump 109 starts until the hydraulic pressure reaches a desired value than when the oil temperature is high.
- the command value of the hydraulic pressure (hydraulic pressure by EOP) supplied from the electric oil pump 109 to the CVT 105 is indicated by a one-dot chain line, and the actual value is indicated by a solid line.
- the timing at which the start control of the electric oil pump 109 before the idling stop is started is the time required for the electric oil pump 109 to supply the desired hydraulic pressure to the CVT 105.
- the electric oil pump 109 supplies the desired oil pressure to the CVT 105 before the idle stop. Can do.
- FIG. 9 is a flowchart showing an operation performed by the management ECU 117 when the vehicle turns to acceleration before the idling stop is performed in a state where the electric oil pump 109 is driven.
- the management ECU 117 determines whether or not the electric oil pump 109 is being driven (step S301). As a result of the determination, if the electric oil pump 109 is being driven, the process proceeds to step S303, and if the electric oil pump 109 is not being driven, the process is terminated.
- the management ECU 117 derives a vehicle speed threshold value VthH corresponding to the acceleration and the oil temperature by performing a map search or the like.
- step S305 the management ECU 117 compares the vehicle speed Vp with the vehicle speed threshold value VthH (step S305), and if the vehicle speed Vp exceeds the vehicle speed threshold value VthH (Vp> VthH), the process proceeds to step S307.
- step S307 the management ECU 117 starts stop control of the electric oil pump 109.
- FIG. 10 is a time chart showing an example of the start timing of stop control of the electric oil pump 109 performed when the vehicle turns to acceleration.
- the stop control of the electric oil pump 109 starts at the vehicle speed Vc when the acceleration is large.
- stop control of the electric oil pump 109 is started at a vehicle speed Vd higher than the vehicle speed Vc.
- Vd vehicle speed
- the hydraulic oil pump 109 it takes time for the hydraulic oil pump 109 to start the stop control and the hydraulic pressure supplied from the electric oil pump 109 to the CVT 105 actually becomes zero.
- the command value of the hydraulic pressure (hydraulic pressure by EOP) supplied from the electric oil pump 109 to the CVT 105 is indicated by a one-dot chain line, and the actual value is indicated by a solid line.
- the timing at which the stop control of the electric oil pump 109 is performed when the vehicle turns to acceleration before the idling stop is performed in the state where the electric oil pump 109 is driven is early when the acceleration is large, and the acceleration is increased. When it is small, it is set late. When the acceleration is large, the driver's intention to accelerate is large, and the possibility of stopping the vehicle immediately is low. In this way, the drive of the electric oil pump 109 can be stopped at an optimal timing according to the driver's intention to travel.
- HEV has been described as an example.
- a vehicle including only the internal combustion engine 103 may be used as a drive source.
- the internal combustion engine 103 is started by the electric motor 101, but in the case of a vehicle having only the internal combustion engine 103 as a drive source, the internal combustion engine 103 is started by the cell motor 201 shown in FIG.
- CVT continuously variable transmission
- AT automatic stepped transmission
- Electric motor 101 Electric motor (MOT) 103 Internal combustion engine (ENG) 105 Continuously variable transmission (CVT) 107 Mechanical oil pump (OP) 109 Electric oil pump (EOP) 111a, 111b Speed sensor 113 Motor ECU (MOT ECU) 115 Engine ECU (ENG ECU) 117 Management ECU (MG ECU) 119 Oil temperature sensor 201 Cell motor
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- General Engineering & Computer Science (AREA)
- Automation & Control Theory (AREA)
- Control Of Transmission Device (AREA)
- Hybrid Electric Vehicles (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
Abstract
Description
103 内燃機関(ENG)
105 無段変速機(CVT)
107 機械式オイルポンプ(OP)
109 電動オイルポンプ(EOP)
111a,111b 回転数センサ
113 モータECU(MOT ECU)
115 エンジンECU(ENG ECU)
117 マネジメントECU(MG ECU)
119 油温センサ
201 セルモータ
Claims (5)
- 駆動源として少なくとも内燃機関を含む駆動力発生部と、
前記駆動力発生部から駆動力が入力される入力軸の回転速度と出力軸の回転速度との比を変化させる自動変速機と、
蓄電器からの電力供給によって駆動して、前記自動変速機に作動油圧を供給する電動オイルポンプと、
車両の走行速度を検出する車速検出部と、を備え、前記駆動力発生部のアイドルストップを行う車両の制御装置であって、
当該制御装置は、前記駆動力発生部が発生した駆動力によって前記車両が走行中に、当該車両の走行速度の変化量に応じて設定された車速に関する条件が満たされると、前記アイドルストップが行われる前に前記電動オイルポンプを始動制御することを特徴とする制御装置。 - 請求項1に記載の制御装置であって、
前記車両が減速走行時に設定される前記条件が示す車速は、当該車両の走行速度の変化量が小さいときには低く設定され、前記変化量が大きいときには高く設定され、
当該制御装置は、前記条件が示す車速まで前記車両の走行速度が低下すると、前記電動オイルポンプを始動制御することを特徴とする制御装置。 - 請求項1又は2に記載の制御装置であって、
前記電動オイルポンプが駆動した状態でアイドルストップが行われる前に前記車両が加速に転じた時に設定される前記条件が示す車速は、当該車両の走行速度の変化量が小さいときには高く設定され、前記変化量が大きいときには低く設定され、
当該制御装置は、前記条件が示す車速に前記車両の走行速度が到達すると、前記電動オイルポンプを停止制御することを特徴とする制御装置。 - 請求項3に記載の制御装置であって、
前記車両が加速に転じた時に設定される前記条件が示す車速は、前記車両が減速走行時に設定される前記条件が示す車速よりも高いことを特徴とする制御装置。 - 請求項1~4のいずれか一項に記載の制御装置であって、
前記車両は、前記電動オイルポンプが前記自動変速機に供給する作動油の温度を検出する油温検出部を備え、
前記車速に関する条件は、前記車両の走行速度の変化量及び前記作動油の温度に応じて設定され、
前記条件が示す車速は、前記車両の走行速度の変化量が一定であれば、前記作動油の温度が高いほど低く設定されていることを特徴とする制御装置。
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DE112010004461T DE112010004461T5 (de) | 2009-11-18 | 2010-11-17 | Fahrzeugsteuersystem |
JP2011541939A JP5548697B2 (ja) | 2009-11-18 | 2010-11-17 | 車両の制御装置 |
CN201080043583.6A CN102549311B (zh) | 2009-11-18 | 2010-11-17 | 车辆的控制装置 |
US13/501,429 US9180769B2 (en) | 2009-11-18 | 2010-11-17 | Vehicle control system |
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US (1) | US9180769B2 (ja) |
JP (1) | JP5548697B2 (ja) |
CN (1) | CN102549311B (ja) |
DE (1) | DE112010004461T5 (ja) |
WO (1) | WO2011062204A1 (ja) |
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JP2013129244A (ja) * | 2011-12-20 | 2013-07-04 | Daimler Ag | パワーステアリング装置 |
US8613195B2 (en) | 2009-09-17 | 2013-12-24 | Echogen Power Systems, Llc | Heat engine and heat to electricity systems and methods with working fluid mass management control |
JP2014034984A (ja) * | 2012-08-07 | 2014-02-24 | Fuji Heavy Ind Ltd | 作動油供給装置 |
JP2014034983A (ja) * | 2012-08-07 | 2014-02-24 | Fuji Heavy Ind Ltd | 作動油供給装置 |
US9115605B2 (en) | 2009-09-17 | 2015-08-25 | Echogen Power Systems, Llc | Thermal energy conversion device |
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JP2018071450A (ja) * | 2016-10-31 | 2018-05-10 | ダイハツ工業株式会社 | 車両用制御装置 |
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DE112010004461T5 (de) | 2012-09-13 |
CN102549311B (zh) | 2014-11-05 |
JPWO2011062204A1 (ja) | 2013-04-04 |
CN102549311A (zh) | 2012-07-04 |
JP5548697B2 (ja) | 2014-07-16 |
US20120209495A1 (en) | 2012-08-16 |
US9180769B2 (en) | 2015-11-10 |
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