WO2014125585A1 - ハイブリッド車両の制御装置 - Google Patents
ハイブリッド車両の制御装置 Download PDFInfo
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- WO2014125585A1 WO2014125585A1 PCT/JP2013/053423 JP2013053423W WO2014125585A1 WO 2014125585 A1 WO2014125585 A1 WO 2014125585A1 JP 2013053423 W JP2013053423 W JP 2013053423W WO 2014125585 A1 WO2014125585 A1 WO 2014125585A1
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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
- B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
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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
- B60K6/24—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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- 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
- B60K6/36—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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
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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
- B60K6/42—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
- B60K6/445—Differential gearing distribution type
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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
- 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
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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
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/12—Conjoint control of vehicle sub-units of different type or different function including control of differentials
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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
- B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
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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
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- 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
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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
- B60K2006/381—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 characterized by driveline brakes
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- B60W2510/00—Input parameters relating to a particular sub-units
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- B60—VEHICLES IN GENERAL
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- F16H—GEARING
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- F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
- 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
- F16H37/084—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 at least one power path being a continuously variable transmission, i.e. CVT
- F16H2037/0866—Power split variators with distributing differentials, with the output of the CVT connected or connectable to the output shaft
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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- F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
- 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
- F16H37/084—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 at least one power path being a continuously variable transmission, i.e. CVT
- F16H2037/0866—Power split variators with distributing differentials, with the output of the CVT connected or connectable to the output shaft
- F16H2037/0873—Power split variators with distributing differentials, with the output of the CVT connected or connectable to the output shaft with switching, e.g. to change ranges
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- F16H—GEARING
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/20—Transmissions using gears with orbital motion
- F16H2200/2002—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears
- F16H2200/2005—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears with one sets of orbital gears
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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- F16H—GEARING
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/20—Transmissions using gears with orbital motion
- F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
- F16H2200/2033—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes with one engaging means
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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
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
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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
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10S903/00—Hybrid electric vehicles, HEVS
- Y10S903/902—Prime movers comprising electrical and internal combustion motors
- Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
- Y10S903/904—Component specially adapted for hev
- Y10S903/905—Combustion engine
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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
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10S903/00—Hybrid electric vehicles, HEVS
- Y10S903/902—Prime movers comprising electrical and internal combustion motors
- Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
- Y10S903/904—Component specially adapted for hev
- Y10S903/909—Gearing
- Y10S903/91—Orbital, e.g. planetary gears
-
- 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
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10S903/00—Hybrid electric vehicles, HEVS
- Y10S903/902—Prime movers comprising electrical and internal combustion motors
- Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
- Y10S903/93—Conjoint control of different elements
Definitions
- the present invention relates to a control device applied to a hybrid vehicle provided with an engine, a motor / generator, and a driving power source.
- a control device As a control device applied to a hybrid vehicle, there is known a control device that disconnects an engine with a clutch and switches to an EV mode using a motor / generator as a drive source when the accelerator opening becomes equal to or less than a predetermined value while the engine is running. (Patent Document 1). Further, a differential mechanism in which the engine and the motor / generator are connected, a differential state in which the differential mechanism allows the differential rotation between the engine and the motor / generator, and a non-rotation that prevents the differential rotation between the engine and the motor / generator.
- the control device of Patent Document 2 can shift to the EV mode if the combustion of the engine is stopped in the differential mode.
- the differential mechanism is made non-differential by a lock mechanism. It is necessary to stop the combustion of the engine after switching from the state to the non-differential state. Therefore, when the control device of Patent Document 2 is switched to the EV mode uniformly based on the accelerator opening as in the control device of Patent Document 1 without distinguishing between the differential mode and the non-differential mode, There is a possibility that the operation frequency may increase and affect the durability of the lock mechanism.
- an object of the present invention is to provide a control device for a hybrid vehicle that can suppress a decrease in durability of the lock mechanism.
- the control device of the present invention includes an engine, a motor / generator, a differential mechanism in which the engine and the motor / generator are coupled, and a state of the differential mechanism between the engine and the motor / generator.
- a lock mechanism that is switchable between a differential state that allows rotation and a non-differential state that prevents differential rotation between the engine and the motor / generator, wherein the state of the differential mechanism is the difference.
- differential mode differential rotation between the engine and motor / generator is allowed. Therefore, just by stopping the combustion of the engine, the engine speed decreases toward 0 and the motor / generator idles, and the differential mode is switched to the EV mode.
- the differential rotation between the engine and the motor / generator is prevented in the non-differential mode, the engine speed may be reduced to 0 even if the combustion of the engine is stopped while the differential mechanism is in the non-differential state. Can not. Therefore, when switching from the non-differential mode to the EV mode, it is necessary to operate a lock mechanism that switches the differential mechanism from the non-differential state to the differential state before stopping combustion of the engine.
- the frequency of switching from the non-differential mode to the EV mode is lower than when the same conditions are set in the differential mode and the non-differential mode. That is, the operation frequency of the lock mechanism is lower than when the same conditions are set in the two modes. Therefore, it is possible to improve the system efficiency while suppressing a decrease in durability of the lock mechanism.
- the engine has a plurality of cylinders, and a partial cylinder operation in which some of the plurality of cylinders are deactivated and the remaining cylinders are operated, and the plurality of cylinders are operated. All cylinder operation for operating all cylinders can be performed, and the non-differential mode includes a full cylinder non-differential mode in which the engine performs the full cylinder operation, and the engine performs the partial cylinder operation.
- a partial cylinder non-differential mode to be implemented, and the predetermined condition may be set more strictly during execution of the partial cylinder non-differential mode than during execution of the full cylinder non-differential mode.
- ⁇ Partial cylinder operation has smaller engine friction torque than full cylinder operation. Therefore, when the partial cylinder non-differential mode is maintained, there is less loss than when the full cylinder non-differential mode is maintained. Therefore, the frequency of switching from the partial cylinder non-differential mode to the EV mode can be made lower than the frequency of switching from the all-cylinder non-differential mode to the EV mode while suppressing deterioration in system efficiency. According to this aspect, the operation frequency of the lock mechanism is lower during execution of the partial cylinder non-differential mode than that during execution of the all-cylinder non-differential mode, so that a decrease in durability of the lock mechanism can be further suppressed. On the other hand, during the execution of the full cylinder non-differential mode, it is easier to switch to the EV mode than during the execution of the partial cylinder non-differential mode, thereby improving the system efficiency.
- control device of the present invention when the predetermined condition is satisfied during the execution of the differential mode or the non-differential mode, and the vehicle is coasting, the combustion of the engine is stopped and the engine is stopped. You may switch to EV mode. According to this aspect, the system efficiency during coasting is improved.
- the vehicle 1 is configured as a hybrid vehicle in which a plurality of power sources are combined.
- the vehicle 1 includes an engine 3 and two motor generators 4 and 5 as driving power sources.
- the engine 3 is configured as an in-line four-cylinder internal combustion engine including four cylinders 10.
- the engine 3 can perform a partial cylinder operation in which two of the four cylinders 10 are deactivated and the remaining two are operated in addition to the full cylinder operation in which all the four cylinders 10 are operated.
- the engine 3 that performs the partial cylinder operation corresponds to being downsized to a low displacement engine, and therefore has an output characteristic with a lower output than when the full cylinder operation is performed.
- the engine 3 and the first motor / generator 4 are connected to a power split mechanism 6 as a differential mechanism.
- the first motor / generator 4 has a stator 4a and a rotor 4b.
- the first motor / generator 4 functions as a generator that generates power by receiving the power of the engine 3 distributed by the power split mechanism 6 and also functions as an electric motor driven by AC power.
- the second motor / generator 5 includes a stator 5a and a rotor 5b, and functions as an electric motor and a generator, respectively.
- the first motor / generator 4 corresponds to a motor / generator according to the present invention.
- Each motor / generator 4, 5 is connected to a battery 16 via a motor control device 15.
- the motor control device 15 converts the electric power generated by each motor / generator 4, 5 into direct current and stores it in the battery 16, and converts the electric power of the battery 16 into alternating current and supplies it to each motor / generator 4, 5.
- the power split mechanism 6 is configured as a single pinion type planetary gear mechanism.
- the power split mechanism 6 is a planetary that holds a sun gear S as an external gear, a ring gear R as an internal gear arranged coaxially with the sun gear S, and a pinion P meshing with these gears S and R so as to be able to rotate and revolve.
- Carrier C The engine torque output from the engine 3 is transmitted to the planetary carrier C of the power split mechanism 6.
- the rotor 4 b of the first motor / generator 4 is connected to the sun gear S of the power split mechanism 6.
- Torque output from the power split mechanism 6 via the ring gear R is transmitted to the output gear train 20.
- the output gear train 20 functions as an output unit for transmitting torque to the drive wheels 18.
- the output gear train 20 includes an output drive gear 21 that rotates integrally with the ring gear R of the power split mechanism 6, and an output driven gear 22 that meshes with the output drive gear 21.
- a second motor / generator 5 is connected to the output driven gear 22 via a gear 23. That is, the second motor / generator 5 is connected to the output gear train 20 via the gear 23.
- the gear 23 rotates integrally with the rotor 5 b of the second motor / generator 5. Torque output from the output driven gear 22 is distributed to the left and right drive wheels 18 via the differential device 24.
- the power split mechanism 6 is provided with a motor lock mechanism 25 as a lock mechanism.
- the motor lock mechanism 25 distributes the torque of the engine 3 to the first motor / generator 4 and the output gear train 20 while allowing the differential rotation between the engine 3 and the first motor / generator 4 to be in the state of the power split mechanism 6. It is possible to switch between a differential state in which the engine 3 and the first motor / generator 4 are prevented from rotating in a differential state and stop the torque distribution of the engine 3.
- the motor lock mechanism 25 is configured as a wet multi-plate type brake mechanism.
- the motor lock mechanism 25 may be configured as a meshing brake mechanism.
- the motor lock mechanism 25 is switched between an engaged state in which the rotation of the rotor 4b of the first motor / generator 4 is prevented and a released state in which the rotation of the rotor 4b is allowed. Switching between the engaged state and the released state of the motor lock mechanism 25 is performed by a hydraulic actuator (not shown).
- a hydraulic actuator not shown.
- the motor lock mechanism 25 When the motor lock mechanism 25 is operated to the engaged state, the rotation of the rotor 4b of the first motor / generator 4 is prevented. Thereby, the rotation of the sun gear S of the power split mechanism 6 is also prevented. For this reason, differential rotation between the engine 3 and the first motor / generator 4 is prevented. That is, when the motor lock mechanism 25 is operated to the engaged state, the distribution of the torque of the engine 2 to the first motor / generator 4 is stopped, and the power split mechanism 6 enters the non-differential state.
- Control of each part of the vehicle 1 is controlled by an electronic control unit (ECU) 30 configured as a computer.
- the ECU 30 performs various controls on the engine 3, the motor / generators 4 and 5, the motor lock mechanism 25, and the like.
- main control performed by the ECU 30 in relation to the present invention will be described.
- Various information on the vehicle 1 is input to the ECU 30.
- the rotational speed and torque of each motor / generator 4, 5 are input to the ECU 30 via the motor control device 15.
- the ECU 30 also includes an output signal of an accelerator opening sensor 32 that outputs a signal corresponding to the amount of depression of the accelerator pedal 31, an output signal of a vehicle speed sensor 33 that outputs a signal corresponding to the vehicle speed of the vehicle 1, and a battery 16.
- an output signal of the SOC sensor 34 that outputs a signal corresponding to the storage rate.
- the ECU 30 calculates the required driving force requested by the driver with reference to the output signal of the accelerator opening sensor 32 and the output signal of the vehicle speed sensor 33, and performs various operations so that the system efficiency for the required driving force is optimized.
- the vehicle 1 is controlled while switching modes. For example, the EV mode in which the combustion of the engine 3 is stopped is selected in a low load region where the thermal efficiency of the engine 3 is reduced. When the EV mode is selected in the low load region, the vehicle 1 is driven by the output torque of the second motor / generator 5. The EV mode is also selected during inertial traveling in which the vehicle 1 travels inertially while decelerating with the accelerator pedal 31 released.
- the regenerative control is performed by the second motor / generator 5, and the vehicle 1 is decelerated by the resistance due to the regenerative control.
- inertial running it is assumed that the power split mechanism 6 is in a differential state.
- the regenerative control is performed by the second motor / generator 5 and the first motor / generator 4 is operated with the engine speed being zero. Stop power generation and idle. As a result, energy for rotating the engine 3 whose combustion has been stopped is unnecessary, and the system efficiency is improved.
- the hybrid mode using the second motor / generator 5 as a driving source for driving together with the engine 3 is selected.
- the ECU 30 switches between a differential mode in which the power split mechanism 6 is in a differential state and a non-differential mode in which the power split mechanism 6 is in a non-differential state depending on the situation. Switching from the differential mode to the non-differential mode is performed, for example, when the first motor / generator 4 exceeds a permissible limit and becomes hot or when the differential mode is performed, the rotation of the first motor / generator 4 is negative.
- the fuel cut of the engine 3 is performed not only in the state in which the engine 3 outputs torque but also in the inertial running in the differential mode and the non-differential mode. It also includes a state where is idle.
- the differential mode includes a partial cylinder differential mode in which the engine 3 performs partial cylinder operation and an all cylinder differential mode in which the engine 3 performs full cylinder operation.
- the non-differential mode includes a partial cylinder non-differential mode in which the engine 3 performs partial cylinder operation and an all-cylinder non-differential mode in which the engine 3 performs full cylinder operation.
- This embodiment is characterized by the control performed by the ECU 30 when switching from the differential mode or the non-differential mode to the EV mode.
- the ECU 30 switches from the differential mode or the non-differential mode to the EV mode when the power storage rate of the battery 16 becomes larger than a predetermined threshold value.
- the program of the control routine of FIG. 2 is stored in the ECU 30, and is read out in a timely manner and repeatedly executed at predetermined intervals.
- step S11 the ECU 30 determines whether or not the current traveling mode is the non-differential mode.
- the process proceeds to step S12, and the value of the threshold value Wth of the storage rate for determining whether or not to shift to the EV mode is set to ⁇ 1.
- the process proceeds to step S13, and the value of the threshold value Wth is set to ⁇ 1 ( ⁇ 1> ⁇ 1). That is, in the non-differential mode, the threshold value Wth is set to a larger value than in the differential mode.
- step S14 the ECU 30 acquires the storage rate W based on the output signal of the SOC sensor 34.
- step S15 the ECU 30 determines whether or not the acquired power storage rate W is greater than a threshold value Wth. When the power storage rate W is greater than the threshold value Wth, the process proceeds to step S16. On the other hand, when the power storage rate W is less than or equal to the threshold value Wth, the subsequent processing is skipped and the current routine is terminated. As a result, the traveling mode is maintained in the differential mode or the non-differential mode.
- step S16 the ECU 30 determines whether or not the non-differential mode is set. In the case of the non-differential mode, the process proceeds to step S17, and the motor lock mechanism 25 is operated from the engaged state to the released state to switch from the non-differential mode to the differential mode. On the other hand, in the differential mode, the operation of the motor lock mechanism 25 is unnecessary, so step S17 is skipped and the process proceeds to step S18.
- step S18 the ECU 30 outputs an engine rotation stop command to stop the combustion of the engine 3.
- the travel mode is switched to the EV mode, the engine speed decreases toward 0, and the first motor / generator 4 idles.
- the value of the threshold value Wth is set to a larger value in the non-differential mode than in the differential mode. Therefore, as shown in FIG. 3, in the non-differential mode, the engine rotation stop command is not output at time t0 when the power storage rate W exceeds ⁇ 1, and the non-differential mode is continued. Then, at time t1 when the power storage rate W exceeds ⁇ 1, which is larger than ⁇ 1, the motor lock mechanism 25 is operated from the engaged state to the released state, and an engine rotation stop command is output. Thereafter, the engine speed decreases toward zero. At a time t2, the engine speed becomes zero.
- the condition for switching to the EV mode is set more strictly when the non-differential mode is being performed than when the differential mode is being performed. Therefore, it is difficult to switch from the non-differential mode to the EV mode compared to switching from the differential mode to the EV mode. Therefore, the frequency of switching from the non-differential mode to the EV mode is lower than when the same conditions are set in the differential mode and the non-differential mode. That is, the operation frequency of the motor lock mechanism 25 is lower than when the same conditions are set in the two modes. Therefore, it is possible to improve system efficiency while suppressing a decrease in durability of the motor lock mechanism 25.
- a second embodiment of the present invention will be described with reference to FIGS.
- parameters set as conditions for switching to the EV mode are different from those of the control of the first mode, and a threshold value is set between the partial cylinder non-differential mode and the full cylinder non-differential mode. It is characterized by changing. Since the other configuration of the second embodiment is the same as that of the first embodiment, the description thereof is omitted.
- the maximum value of the accelerator opening increase rate is set as a condition for switching to the EV mode.
- the EV mode is switched to when the maximum value of the increase rate of the accelerator opening is less than the threshold value.
- the differential mode or the non-differential mode is maintained when the maximum value of the increase rate of the accelerator opening is equal to or greater than the threshold value.
- step S21 the ECU 30 determines whether or not the current traveling mode is the non-differential mode. In the case of the non-differential mode, the process proceeds to step S22. If it is not the non-differential mode, that is, if it is the differential mode, the process proceeds to step S25. In step S22, the ECU 30 determines whether or not the engine 3 is operated in the partial cylinder operation, that is, whether or not it is in the partial cylinder non-differential mode. In the case of the partial cylinder non-differential mode, the process proceeds to step S23. If it is not the partial cylinder non-differential mode, that is, if it is the full cylinder non-differential mode, the process proceeds to step S24.
- step S23 the ECU 30 sets the threshold value dAmaxth of the maximum value dAmax of the accelerator opening increase rate to ⁇ 2.
- step S24 the ECU 30 sets the value of the threshold value dAmaxth to ⁇ 2.
- step S25 the ECU 30 sets the threshold dAmaxth value to ⁇ 2.
- the relationship of ⁇ 2 ⁇ 2 ⁇ 2 is established between ⁇ 2, ⁇ 2, and ⁇ 2. That is, in the differential mode, the threshold value dAmaxth is set larger than in the non-differential mode. Furthermore, in the case of the non-differential mode, the value of the threshold value dAmaxth is different between the partial cylinder non-differential mode and the full cylinder non-differential mode. During execution of the partial cylinder non-differential mode, the threshold value dAmaxth is smaller than during execution of the all-cylinder non-differential mode.
- step S26 the ECU 30 calculates the maximum value dAmax of the increase rate of the accelerator opening before the time Tx.
- the ECU 30 calculates and sequentially stores the accelerator opening and the rate of increase based on the accelerator opening sensor 32, and specifies the maximum value at the time before Tx time from the stored values. Is implemented.
- step S27 the ECU 30 determines whether or not the maximum value dAmax of the accelerator opening increase rate is less than the threshold value dAmaxth. If the maximum value dAmax is less than the threshold value dAmaxth, the process proceeds to step S28. If the maximum value dAmax is equal to or greater than the threshold value dAmaxth, the subsequent processing is skipped and the current routine is terminated. As a result, the traveling mode is maintained in the differential mode or the non-differential mode.
- step S28 the ECU 30 determines whether or not the non-differential mode is set. In the non-differential mode, the process proceeds to step S29, and the motor lock mechanism 25 is operated from the engaged state to the released state to switch from the non-differential mode to the differential mode. On the other hand, since the operation of the motor lock mechanism 25 is unnecessary in the differential mode, step S29 is skipped and the process proceeds to step S30.
- step S30 the ECU 30 outputs an engine rotation stop command to stop the combustion of the engine 3.
- the travel mode is switched to the EV mode, the engine speed decreases toward 0, and the first motor / generator 4 idles.
- the threshold dAmaxth is set to a larger value in the non-differential mode than in the differential mode.
- the maximum value dAmax of the accelerator opening increase rate is set more strictly when the non-differential mode is being executed than when the differential mode is being executed.
- the 2nd form can aim at the improvement of system efficiency, suppressing the fall of the endurance of motor lock mechanism 25 like the 1st form.
- the friction torque of the engine 3 is smaller than in the full cylinder operation. Therefore, when the partial cylinder non-differential mode is maintained, there is less loss than when the full cylinder non-differential mode is maintained. Therefore, the frequency of switching from the partial cylinder non-differential mode to the EV mode can be made lower than the frequency of switching from the all-cylinder non-differential mode to the EV mode while suppressing deterioration in system efficiency.
- the determination period Tx from time t1 to time t2 is EV mode.
- the partial cylinder non-differential mode is maintained without shifting to.
- the motor lock mechanism 25 is operated from the engaged state to the released state, and an engine rotation stop command is output. Thereafter, the engine speed decreases toward zero.
- the engine speed becomes zero.
- the operation frequency of the motor lock mechanism 25 is lower during the execution of the partial cylinder non-differential mode than that during the execution of the all cylinder non-differential mode. Further suppression is possible. On the other hand, during the execution of the full cylinder non-differential mode, it is easier to switch to the EV mode than during the execution of the partial cylinder non-differential mode, thereby improving the system efficiency.
- the control of the third mode is the same as that of the second mode except for parameters set as conditions for switching to the EV mode.
- the increase amount ⁇ A of the accelerator opening at a predetermined time ⁇ T is set as a condition for switching to the EV mode.
- the mode is switched to the EV mode.
- the differential mode or the non-differential mode is maintained when the increase amount ⁇ of the accelerator opening is equal to or greater than the threshold value.
- step S31 the ECU 30 determines whether or not the current traveling mode is the non-differential mode. In the case of the non-differential mode, the process proceeds to step S32. If it is not the non-differential mode, that is, if it is the differential mode, the process proceeds to step S35. In step S32, the ECU 30 determines whether or not the engine 3 is operated in the partial cylinder operation, that is, whether or not it is in the partial cylinder non-differential mode. In the case of the partial cylinder non-differential mode, the process proceeds to step S33. If it is not the partial cylinder non-differential mode, that is, if it is the full cylinder non-differential mode, the process proceeds to step S34.
- step S33 the ECU 30 sets the value of the threshold value ⁇ Ath of the increase amount ⁇ A in the predetermined time ⁇ T of the accelerator opening to ⁇ 3.
- step S34 the ECU 30 sets the threshold value ⁇ Ath to ⁇ 3.
- step S35 the ECU 30 sets the threshold value ⁇ Ath to ⁇ 3.
- the relationship of ⁇ 3 ⁇ 3 ⁇ 3 is established between ⁇ 3, ⁇ 3, and ⁇ 3. That is, in the differential mode, the threshold value ⁇ Ath is set larger than in the non-differential mode. Further, in the case of the non-differential mode, the value of the threshold value ⁇ Ath differs between the partial cylinder non-differential mode and the full cylinder non-differential mode. During execution of the partial cylinder non-differential mode, the threshold value ⁇ Ath is smaller than during execution of the all-cylinder non-differential mode.
- step S36 the ECU 30 calculates the increase amount ⁇ A of the accelerator opening before the time Tx.
- the ECU 30 sequentially stores the accelerator opening based on the accelerator opening sensor 32, and obtains the difference between the accelerator opening before Tx + ⁇ T time and the accelerator opening before Tx time based on the stored data. Is implemented.
- step S37 the ECU 30 determines whether or not the increase amount ⁇ A of the accelerator opening is less than the threshold value ⁇ Ath. If the increase amount ⁇ A is less than the threshold value ⁇ Ath, the process proceeds to step S38. If the increase amount ⁇ A is greater than or equal to the threshold value ⁇ Ath, the subsequent processing is skipped and the current routine is terminated. As a result, the traveling mode is maintained in the differential mode or the non-differential mode.
- step S38 the ECU 30 determines whether or not the non-differential mode is set. In the non-differential mode, the process proceeds to step S39, and the motor lock mechanism 25 is operated from the engaged state to the released state to switch from the non-differential mode to the differential mode. On the other hand, since the operation of the motor lock mechanism 25 is unnecessary in the differential mode, step S39 is skipped and the process proceeds to step S40.
- step S40 the ECU 30 outputs an engine rotation stop command to stop the combustion of the engine 3.
- the travel mode is switched to the EV mode, the engine speed decreases toward 0, and the first motor / generator 4 idles.
- the threshold value ⁇ Ath is set to a larger value than in the differential mode.
- the conditions for switching to the EV mode are set more strictly when the non-differential mode is being executed than when the differential mode is being executed.
- the 3rd form can aim at improvement of system efficiency, suppressing the fall of the endurance of motor lock mechanism 25 like the 1st form.
- the increase amount ⁇ A at the predetermined time ⁇ T was ⁇ 3 or more before the time t1, so the determination period Tx from the time t1 to the time t2 shifts to the EV mode. Without maintaining the partial cylinder non-differential mode.
- the motor lock mechanism 25 is operated from the engaged state to the released state, and an engine rotation stop command is output. Thereafter, the engine speed decreases toward zero.
- the engine speed becomes zero.
- the motor lock mechanism 25 is operated less frequently during the partial cylinder non-differential mode than during the full cylinder non-differential mode. A decrease in durability of the mechanism 25 can be further suppressed.
- the full cylinder non-differential mode it is easier to switch to the EV mode than during the execution of the partial cylinder non-differential mode, thereby improving the system efficiency.
- the control of the fourth mode is the same as that of the second or third mode except for parameters set as conditions for switching to the EV mode.
- the absolute value grad of the downward slope of the road surface on which the vehicle 1 travels is set as a condition for switching to the EV mode.
- the mode is switched to the EV mode.
- the differential mode or the non-differential mode is maintained when the absolute value grad of the downward gradient is equal to or greater than the threshold value.
- step S41 the ECU 30 determines whether or not the current traveling mode is a non-differential mode. In the case of the non-differential mode, the process proceeds to step S42. If it is not the non-differential mode, that is, if it is the differential mode, the process proceeds to step S45.
- step S42 the ECU 30 determines whether or not the engine 3 is operated in the partial cylinder operation, that is, whether or not it is in the partial cylinder non-differential mode. In the case of the partial cylinder non-differential mode, the process proceeds to step S43. If it is not the partial cylinder non-differential mode, that is, if it is the full cylinder non-differential mode, the process proceeds to step S44.
- step S43 the ECU 30 sets the threshold gradth value of the absolute value grad of the descending slope to ⁇ 4.
- the ECU 30 sets the value of the threshold gradth to ⁇ 4.
- step S45 the ECU 30 sets the value of the threshold gradth to ⁇ 4.
- the relationship of ⁇ 4 ⁇ 4 ⁇ 4 is established between ⁇ 4, ⁇ 4, and ⁇ 4. That is, in the differential mode, the threshold gradth value is set larger than in the non-differential mode. Further, in the non-differential mode, the value of the threshold gradth is different between the partial cylinder non-differential mode and the full cylinder non-differential mode. The value of the threshold gradth is smaller during the partial cylinder non-differential mode than during the full cylinder non-differential mode.
- step S46 the ECU 30 determines whether or not the road surface on which the vehicle 1 travels is a downward slope.
- the road gradient is acquired by the ECU 30 based on a signal from a gradient sensor (not shown).
- step S47 the ECU 30 acquires the absolute value grad of the downward gradient based on the signal from the gradient sensor.
- step S48 the ECU 30 determines whether or not the absolute value grad of the downward gradient is less than the threshold value gradth. If the absolute value grad of the downward gradient is less than the threshold gradth, the process proceeds to step S49. If the absolute value grad of the downward gradient is equal to or greater than the threshold gradth, the subsequent processing is skipped and the current routine is terminated. As a result, the traveling mode is maintained in the differential mode or the non-differential mode.
- step S49 the ECU 30 determines whether or not the non-differential mode is set. In the non-differential mode, the process proceeds to step S50, and the motor lock mechanism 25 is operated from the engaged state to the released state to switch from the non-differential mode to the differential mode. On the other hand, in the differential mode, the operation of the motor lock mechanism 25 is unnecessary, so step S50 is skipped and the process proceeds to step S51.
- step S51 the ECU 30 outputs an engine rotation stop command to stop the combustion of the engine 3.
- the travel mode is switched to the EV mode, the engine speed decreases toward 0, and the first motor / generator 4 idles.
- the threshold gradth value is set to a larger value in the non-differential mode than in the differential mode.
- the absolute value grad of the downward gradient is less than ⁇ 4 or ⁇ 4 than the opportunity for it to be less than ⁇ 4. Therefore, the conditions for switching to the EV mode are set more strictly when the non-differential mode is being executed than when the differential mode is being executed.
- the 4th form can aim at improvement of system efficiency, suppressing the fall of the endurance of motor lock mechanism 25 like the 1st form.
- the engine rotation stop command is not output at time t0 when the absolute value grad of the downward gradient becomes less than ⁇ 4, and the partial cylinder non-differential mode is continued. .
- the motor lock mechanism 25 is operated from the engaged state to the released state and an engine rotation stop command is output. Thereafter, the engine speed decreases toward zero.
- the engine speed becomes zero.
- the operation frequency of the motor lock mechanism 25 is lower during execution of the partial cylinder non-differential mode than during execution of the full cylinder non-differential mode. Therefore, a decrease in durability of the motor lock mechanism 25 can be further suppressed.
- the full cylinder non-differential mode it is easier to switch to the EV mode than during the execution of the partial cylinder non-differential mode, thereby improving the system efficiency.
- the present invention is not limited to the above embodiments, and can be implemented in various forms within the scope of the gist of the present invention.
- the present invention is applied to a hybrid vehicle that includes two motor generators and one motor generator and the engine are connected to a differential mechanism.
- the present invention can also be applied to a hybrid vehicle that is connected to a differential mechanism.
- the engine is not limited to a cylinder deactivation engine. Therefore, the present invention can also be applied to a hybrid vehicle including a normal engine in which each cylinder is operated.
- the lock mechanism for switching the differential mechanism from the differential state to the non-differential state is not limited to the one that prevents the rotation of the motor / generator itself.
- the power transmission path from the differential mechanism to the motor / generator is separated by a clutch, and the lock mechanism is implemented in such a manner that the elements on the differential mechanism side are fixed. It is also possible to switch to the differential state.
- the condition for switching to the EV mode during the implementation of the non-differential mode can be changed to that of the differential mode. Strictly set compared to the current conditions.
- making the threshold values different is only an example. For example, by making the threshold value of one parameter common to the differential mode and the non-differential mode, and in the case of the non-differential mode, weighting the conditions by other parameters, The conditions for switching to the EV mode can be set more strictly than the conditions during the execution of the differential mode.
- condition may be set so that the transition to the EV mode becomes difficult during execution of the non-differential mode as compared to during execution of the differential mode.
- this invention can also be implemented by combining at least 2 form among the 1st-4th forms mentioned above.
- Each of the second to fourth modes is suitable for coasting when the accelerator pedal is released or when the accelerator pedal is decelerated below a predetermined value. It is not premised on deceleration. Therefore, it is possible to implement these modes during steady running or acceleration when the engine or the second motor / generator outputs torque.
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- Transportation (AREA)
- Automation & Control Theory (AREA)
- General Engineering & Computer Science (AREA)
- Hybrid Electric Vehicles (AREA)
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Abstract
Description
図1に示すように、車両1は複数の動力源を組み合わせたハイブリッド車両として構成されている。車両1は、エンジン3と、2つのモータ・ジェネレータ4、5とを走行用の動力源として備えている。エンジン3は4つの気筒10を備えた直列4気筒型の内燃機関として構成されている。エンジン3は、4つの気筒10の全てを稼働する全気筒運転の他に、4つの気筒10のうちの2つを休止し、残りの2つを稼働する部分気筒運転を実施できる。部分気筒運転を実施するエンジンン3は、低排気量エンジンにダウンサイジングされたことに相当するので、全気筒運転を実施する場合よりも低出力の出力特性を有する。
次に、図4及び図5を参照しながら本発明の第2の形態を説明する。第2の形態の制御は、EVモードへ切り替えるための条件として設定されるパラメータが第1の形態の制御と異なるとともに、部分気筒非差動モードと全気筒非差動モードとの間で閾値を変更することに特徴がある。第2の形態のその他の構成等は第1の形態と同じであるので説明を省略する。本形態においては、アクセル開度の増加率の最大値がEVモードへ切り替えるための条件として設定される。本形態はアクセル開度の増加率の最大値が閾値未満の場合にEVモードへ切り替える。換言すれば、本形態はアクセル開度の増加率の最大値が閾値以上の場合には差動モード又は非差動モードが維持される。
次に、図6及び図7を参照しながら本発明の第3の形態を説明する。第3の形態の制御は、EVモードへ切り替えるための条件として設定されるパラメータを除き第2の形態と同一である。本形態においては、アクセル開度の所定時間ΔTでの増加量ΔAがEVモードへ切り替えるための条件として設定される。本形態はアクセル開度の増加量ΔAが閾値未満の場合にEVモードへ切り替える。換言すれば、本形態はアクセル開度の増加量Δが閾値以上の場合には差動モード又は非差動モードが維持される。
次に、図8及び図9を参照しながら本発明の第4の形態を説明する。第4の形態の制御は、EVモードへ切り替えるための条件として設定されるパラメータを除き第2又は第3の形態と同一である。本形態においては、車両1が走行する路面の下り勾配の絶対値gradがEVモードへ切り替えるための条件として設定される。本形態は下り勾配の絶対値gradが閾値未満の場合にEVモードへ切り替える。換言すれば、本形態は下り勾配の絶対値gradが閾値以上の場合には差動モード又は非差動モードが維持される。
Claims (3)
- エンジンと、
モータ・ジェネレータと、
前記エンジンと前記モータ・ジェネレータとが連結された差動機構と、
前記差動機構の状態を、前記エンジンと前記モータ・ジェネレータとの差回転を許容する差動状態と、前記エンジンと前記モータ・ジェネレータとの差回転を阻止する非差動状態との間で切り替え可能なロック機構と、を備え、
前記差動機構の状態が前記差動状態で前記エンジンの燃焼が停止したEVモードと、前記差動機構の状態が前記差動状態で前記エンジンの回転が継続する差動モードと、前記差動機構の状態が前記非差動状態で前記エンジンの回転が継続する非差動モードとを実施可能なハイブリッド車両に適用され、
前記差動モード又は前記非差動モードの実施中に所定の条件が成立した場合に前記エンジンの燃焼を停止して前記EVモードへ切り替える制御装置であって、
前記非差動モードの実施中は前記差動モードの実施中に比べて前記所定の条件が厳格に設定されているハイブリッド車両の制御装置。 - 前記エンジンは、複数の気筒を有し、前記複数の気筒のうちの一部の気筒を休止し残りの気筒を稼働する部分気筒運転と前記複数の気筒の全ての気筒を稼働する全気筒運転とを実行可能であり、
前記非差動モードには、前記エンジンが前記全気筒運転を実施する全気筒非差動モードと、前記エンジンが前記部分気筒運転を実施する部分気筒非差動モードとが含まれ、
前記部分気筒非差動モードの実施中は前記全気筒非差動モードの実施中に比べて前記所定の条件が厳格に設定されている請求項1の制御装置。 - 前記差動モード又は前記非差動モードの実施中に前記所定の条件が成立し、かつ前記車両が惰性走行の場合に前記エンジンの燃焼を停止して前記EVモードへ切り替える請求項1又は2の制御装置。
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PCT/JP2013/053423 WO2014125585A1 (ja) | 2013-02-13 | 2013-02-13 | ハイブリッド車両の制御装置 |
CN201380001289.2A CN104114428B (zh) | 2013-02-13 | 2013-02-13 | 混合动力车辆的控制装置 |
US14/115,490 US9216736B2 (en) | 2013-02-13 | 2013-02-13 | Control device for hybrid vehicle |
JP2013552755A JP5704259B2 (ja) | 2013-02-13 | 2013-02-13 | ハイブリッド車両の制御装置 |
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JP2009012532A (ja) * | 2007-07-02 | 2009-01-22 | Toyota Motor Corp | ハイブリッド車両用駆動装置の制御装置 |
JP2010036880A (ja) * | 2008-07-11 | 2010-02-18 | Aisin Aw Co Ltd | ハイブリッド駆動装置 |
JP2010127074A (ja) * | 2008-11-25 | 2010-06-10 | Hitachi Automotive Systems Ltd | 車両制御装置 |
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JP3783714B2 (ja) * | 2004-01-22 | 2006-06-07 | トヨタ自動車株式会社 | ハイブリッド車の制御装置 |
JP2007246054A (ja) | 2006-03-20 | 2007-09-27 | Toyota Motor Corp | ハイブリッド車両の制御装置 |
US8888636B2 (en) * | 2008-11-19 | 2014-11-18 | Honda Motor Co., Ltd. | Power output apparatus |
JP5417926B2 (ja) | 2009-03-24 | 2014-02-19 | 日産自動車株式会社 | ハイブリッド車両のモード切換制御装置 |
JP2010241386A (ja) * | 2009-04-09 | 2010-10-28 | Toyota Motor Corp | ハイブリッド車両およびその制御方法 |
WO2010137653A1 (ja) * | 2009-05-27 | 2010-12-02 | トヨタ自動車株式会社 | ハイブリッド車両の制御装置 |
JP5408506B2 (ja) * | 2011-04-20 | 2014-02-05 | アイシン・エィ・ダブリュ株式会社 | 車両用駆動装置 |
CN103987601B (zh) * | 2012-11-30 | 2016-09-07 | 丰田自动车株式会社 | 混合动力车辆的控制装置 |
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JP2009012532A (ja) * | 2007-07-02 | 2009-01-22 | Toyota Motor Corp | ハイブリッド車両用駆動装置の制御装置 |
JP2010036880A (ja) * | 2008-07-11 | 2010-02-18 | Aisin Aw Co Ltd | ハイブリッド駆動装置 |
JP2010127074A (ja) * | 2008-11-25 | 2010-06-10 | Hitachi Automotive Systems Ltd | 車両制御装置 |
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US9216736B2 (en) | 2015-12-22 |
CN104114428B (zh) | 2016-10-12 |
JP5704259B2 (ja) | 2015-04-22 |
US20150336567A1 (en) | 2015-11-26 |
JPWO2014125585A1 (ja) | 2017-02-02 |
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