WO2015046151A1 - 車両用駆動装置の制御装置 - Google Patents
車両用駆動装置の制御装置 Download PDFInfo
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- WO2015046151A1 WO2015046151A1 PCT/JP2014/075097 JP2014075097W WO2015046151A1 WO 2015046151 A1 WO2015046151 A1 WO 2015046151A1 JP 2014075097 W JP2014075097 W JP 2014075097W WO 2015046151 A1 WO2015046151 A1 WO 2015046151A1
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/48—Parallel type
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- 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
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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
- Y02T10/64—Electric machine technologies in electromobility
-
- 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
- Y02T10/72—Electric energy management in electromobility
Definitions
- the present invention relates to a control device for a vehicle drive device including a rotating electrical machine and a speed change mechanism mounted on, for example, a hybrid vehicle or an electric vehicle, and more specifically, when the speed change mechanism is switched from a travel range to a non-travel range.
- the present invention relates to a control device for a vehicle drive device that controls the rotation speed of an electric machine.
- hybrid vehicles in which an internal combustion engine and a motor / generator (hereinafter simply referred to as “motor”) are combined as a power source has been underway.
- a motor connected to an input shaft of a transmission mechanism and an internal combustion engine at a part of a general automatic transmission starter (for example, a torque converter).
- An engine connecting shaft that is driven and connected to the engine and an engine connecting clutch that engages and disengages (engages or disengages) the input shaft are arranged to constitute a parallel hybrid vehicle driving device by simple replacement Has been proposed (see Patent Document 1).
- the speed change mechanism for example, there is a stepped transmission that can form the sixth forward speed and the reverse speed by changing the speed stage by engaging / disengaging engagement elements such as a plurality of clutches and brakes. (See FIG. 2 of Patent Document 1).
- this transmission mechanism only the C-1 clutch and the one-way clutch are engaged, so that the first forward speed is established.
- the C-1 clutch and the one-way clutch are released, and, for example, the remaining battery capacity (SOC) is not less than a predetermined value.
- the engine connecting clutch is released, and the connection between the internal combustion engine, the motor, and the transmission mechanism is disconnected.
- an object of the present invention is to provide a control device for a vehicle drive device that can improve the responsiveness of engaging the engaging element of the speed change mechanism when the speed change mechanism is switched from the non-travel range to the travel range. To do.
- the control device (6) of the vehicle drive device (1) (see, for example, FIGS. 1 to 5) is on a transmission path between the rotating electrical machine (5) and the rotating electrical machine (5) and the wheels (10).
- a plurality of engaging elements (C-1, C-2, C-3, B-1, B-2, F-1), and the plurality of engaging elements (C-1, C-2, C-3, B-1, B-2, F-1) are changed based on the engagement state to form a plurality of shift stages, and a travel range state and a non-travel range state
- Vehicle drive device for controlling the vehicle drive device (1) comprising: a speed change mechanism (3) that can be switched between and a detection device (7) that can detect an output rotation speed of the speed change mechanism (3).
- a synchronous speed calculation unit (62) to perform When the speed change mechanism (3) is switched from the travel range state to the non-travel range state, the target rotational speed (N a ) of the rotating electrical machine (5) is equal to or less than the synchronous rotational speed (N 0 ), And a target speed calculator (63) that calculates a rotational speed that is lower than the synchronous rotational speed (N 0 ) by a predetermined rotational speed (N 1 ).
- the target rotation speed of the rotating electrical machine is synchronized with the speed change mechanism. Since the control is performed at or below the rotational speed, the responsiveness for engaging the engaging element in the speed change mechanism can be increased when the traveling range state is next switched.
- FIG. 1 is a schematic diagram showing a hybrid vehicle to which a vehicle drive device according to an embodiment is applied. It is a skeleton figure which shows the transmission mechanism of the vehicle drive device which concerns on embodiment. It is an action
- the vehicle drive device 1 according to the present embodiment is mounted on an FF (front engine / front drive) type vehicle, and the present embodiment describes a case where the vehicle drive device 1 is mounted on a hybrid vehicle. .
- FF front engine / front drive
- a hybrid vehicle (hereinafter simply referred to as “vehicle”) 100 has, as a drive source, a motor generator (hereinafter simply referred to as “motor”) (rotary electric machine), in addition to the internal combustion engine 2. 5 is configured as a hybrid vehicle.
- the vehicle 100 includes a vehicle drive device 1 that constitutes a power train, an internal combustion engine 2, and wheels 10.
- the vehicle drive device 1 is disposed between a transmission mechanism 3 provided on a power transmission path between the internal combustion engine 2 and the wheel 10, and between the transmission mechanism 3 and the internal combustion engine 2.
- An input unit 4 to which power is input and a control device 6 are provided.
- the output shaft 20 of the internal combustion engine 2 is drivingly connected to the internal combustion engine 2 via a damper (not shown), and the damper transmits power to the input unit 4 while absorbing the pulsation of the internal combustion engine 2. ing.
- the input unit 4 includes an engine connection clutch K0 that connects and disconnects power transmission between the output shaft 20 and the input shaft 30 of the speed change mechanism 3, and a motor 5 that is drivingly connected between the clutch K0 and the input shaft 30.
- the clutch K0 includes a plurality of inner friction plates that rotate integrally with the output shaft 20, and a plurality of outer friction plates that are coupled to a clutch drum that rotates integrally with the rotor of the motor 5 and the input shaft 30 of the transmission mechanism 3. It is constituted by a plate clutch.
- the motor 5 includes a rotor connected to a clutch drum, and a stator disposed to face the outer side in the radial direction of the rotor. Thus, the rotational speed of the input shaft 30 of the speed change mechanism 3, and the rotational speed N m of the motor 5 coincide.
- the speed change mechanism 3 is composed of a speed change mechanism that can change the transmission path based on the engagement state of a plurality of engagement elements (multi-plate clutch, brake, one-way clutch) to achieve the sixth forward speed and the reverse speed. Yes.
- the output shaft 31 of the speed change mechanism 3 is connected to the wheel 10 via a differential device D.
- the output shaft 31 is provided with a rotation speed sensor (detection device) 7 that detects the output rotation speed.
- the detailed configuration of the transmission mechanism 3 will be described later.
- the input unit 4 and the speed change mechanism 3 including the clutch K0 and the motor 5 are sequentially arranged from the internal combustion engine 2 side to the wheel 10 side.
- the control device 6 controls a hydraulic control device (not shown) to engage the clutch K0, while being driven and connected to the wheel 10 side.
- the clutch K0 is released and the internal combustion engine 2 and the wheel 10 are disconnected.
- the control device 6 is configured by a computer (ECU), for example, and based on the output rotational speed that is a signal from the rotational speed sensor 7 of the transmission mechanism 3 and the accelerator opening degree from the accelerator pedal 8, the target shift speed of the transmission mechanism 3 is set. Is calculated.
- the computer constituting the control device 6 includes, for example, a CPU, a RAM that temporarily stores various data, a ROM that stores programs for executing various operations, and an input / output interface circuit.
- the control device 6 is connected to each part of the vehicle 100 and controls each part.
- the control device 6 is connected to an accelerator opening sensor (not shown) that detects the opening of the accelerator pedal 8, and can detect the accelerator opening (including ON / OFF) between 0 and 100%. In the present embodiment, the control device 6 determines that the accelerator pedal 8 is in an off state when the accelerator opening is 0%, while the accelerator pedal 8 is in an on state when the accelerator opening exceeds 0%. (See FIG. 5). However, the determination criterion of the control device 6 is not limited to this. A threshold value of the accelerator opening is set in advance, and when the accelerator opening is equal to or less than the threshold, it is determined that the accelerator pedal 8 is in the off state. On the other hand, when the accelerator opening exceeds the threshold value, it may be determined that the accelerator pedal 8 is in the on state.
- control device 6 is connected to a lever switch (not shown) that detects the position of the shift lever 9 so that the shift range of the shift lever 9 can be detected.
- the shift range of the shift lever 9 includes a travel range (D range, etc.) and a non-travel range (N range, P range).
- the control device 6 includes a target shift speed calculation unit 61, a synchronous speed calculation unit 62, a target speed calculation unit 63, and a speed control unit 64.
- the target shift speed calculation unit 61 calculates the target shift speed of the speed change mechanism 3 based on the output rotation speed.
- the synchronous speed calculation unit 62 calculates the synchronous rotational speed N 0 of the input shaft 30 of the transmission mechanism 3 that is synchronized with the output rotational speed at the target shift stage. It has become.
- Target speed calculator 63 when the transmission mechanism 3 is switched from the D range (drive range) state to the N range (non-driving range) state, the target rotational speed N a of the motor 5, the synchronous rotational speed N 0 or less In addition, the calculation is performed so that the rotation speed is equal to or higher than the rotation speed N 1 lower than the synchronous rotation speed N 0 (see FIG. 5).
- Speed control unit 64 is adapted to control the rotational speed N m of the motor 5 at the target rotation speed N a.
- the predetermined rotational speed N 1 is set to a speed larger than the amplitude of the motor rotational speed N m generated based on at least one of the performance of the motor 5 and the accuracy of the rotational speed sensor 7. 1 is, for example, 50 rpm.
- a transmission mechanism 3 suitable for use in an FF type (front engine, front drive) vehicle is an input of the transmission mechanism 3 that can be connected to an internal combustion engine 2 (see FIG. 1) as a drive source. It has a shaft 30.
- the transmission mechanism 3 includes a friction engagement element (clutch C-1, clutch C-2, clutch C-3, brake B-1, brake B-2) and a one-way clutch F-1 as a plurality of engagement elements.
- the transmission path is changed based on the engagement state of the plurality of engagement elements to form a plurality of shift stages, and can be switched between the traveling range state and the non-traveling range state.
- a plurality of engagement elements, the one-way clutch rotates idly when at least one of forming a predetermined gear position by engaging the engaging elements, and a low motor rotational speed N m than the synchronous rotational speed N 0 F-1 is included, and the target shift speed is a shift speed at which the one-way clutch F-1 is engaged.
- the speed change mechanism 3 includes a planetary gear SP and a planetary gear unit PU on the input shaft 30.
- the planetary gear SP is a so-called single pinion planetary gear that includes a sun gear S1, a carrier CR1, and a ring gear R1, and the carrier CR1 has a pinion P1 that meshes with the sun gear S1 and the ring gear R1.
- the planetary gear unit PU has a sun gear S2, a sun gear S3, a carrier CR2, and a ring gear R2 as four rotating elements.
- the carrier CR2 meshes with the long pinion PL that meshes with the sun gear S2 and the ring gear R2, and the sun gear S3. It is a so-called Ravigneaux type planetary gear having a short pinion PS that meshes with each other.
- the sun gear S1 of the planetary gear SP is connected to a boss portion that is integrally fixed to the mission case 32, and the rotation is fixed. Further, the ring gear R1 is in the same rotation as the rotation of the input shaft 30 (hereinafter referred to as “input rotation”). Further, the carrier CR1 is decelerated by the input rotation being decelerated by the fixed sun gear S1 and the ring gear R1 that rotates, and is connected to the clutch C-1 and the clutch C-3.
- the sun gear S2 of the planetary gear unit PU is connected to a brake B-1 comprising a band brake so as to be freely fixed to the transmission case, and is connected to the clutch C-3 and is connected to the carrier via the clutch C-3.
- the deceleration rotation of CR1 can be freely input.
- the sun gear S3 is connected to the clutch C-1, so that the decelerated rotation of the carrier CR1 can be input.
- the carrier CR2 is connected to a clutch C-2 to which the rotation of the input shaft 30 is input, and the input rotation can be freely input via the clutch C-2.
- B-2 rotation in one direction with respect to the transmission case 32 is restricted via the one-way clutch F-1, and rotation can be fixed via the brake B-2.
- the ring gear R2 is connected to a counter gear 33 having the same meaning as the output shaft 31, and the counter gear 11 is connected to the wheel 10 via the output shaft 31 and the differential device D.
- the speed change mechanism 3 configured as described above includes the clutches C-1 to C-3 and the brakes B-1 to B1 at the first forward speed to the sixth forward speed and the reverse speed as shown in the operation table of FIG.
- B-2 one-way clutch F-1
- a gear ratio of the shift speed is formed with a good step ratio.
- each shift control is executed by re-engaging these clutches C-1 to C-3 and brakes B-1 to B-2, and at the time of driving the first forward speed at each shift speed (for example, Except at the time of starting), two of the clutches C-1 to C-3 and the brakes B-1 to B-2 are engaged to achieve each gear stage.
- the control device 6 determines whether or not the vehicle 100 is traveling based on the output from the rotational speed sensor 7 or the like (step S1). When the control device 6 determines that the vehicle 100 is not traveling, the determination is executed again. Incidentally, if at a stop, the rotational speed of the output shaft 31 is 0, since the synchronous rotational speed N 0 even becomes 0, the control device 6 of the motor rotational speed N m based on the synchronous rotational speed N 0 It does not have to be controlled.
- control device 6 When the control device 6 detects that the output rotation speed of the output shaft 31 is greater than 0 by the rotation speed sensor 7 and determines that the vehicle 100 is traveling, the control device 6 determines the position of the shift lever 9. By detecting, it is determined whether or not the shift lever 9 is switched from the D range to the N range (step S2). When the control device 6 determines that the D range is not switched to the N range, the determination is performed again.
- the control device 6 determines that the D range has been switched to the N range during traveling, and the control device 6 Based on the operation table (see FIG. 3), all the friction engagement elements of the speed change mechanism 3 are released, and the clutch C-1 is also released (step S3). Further, the control device 6, in accordance with the switching from the D range of the shift range by the driver to the N range, so as to reduce the motor rotational speed N m as appropriate. Note that the transmission mechanism 3 is in the travel range state from the time (t1) when the shift lever 9 is switched from the D range to the N range by the driver until the time (t2) when the clutch C-1 is released. , it is not necessary to control the predetermined rotational speed N 1 becomes lower as than synchronous rotational speed N 0 of the motor rotational speed N m.
- the control device 6 determines whether or not there is a differential rotation between the input side and the output side of the clutch C-1, that is, whether there is a difference in rotational speed (step S4).
- the control device 6 the rotational speed of the input side of the clutch C-1 is obtained as the motor rotation speed N m.
- the control device 6 determines that the rotational speed on the output side of the clutch C-1 is the rotational speed of the output shaft 31 detected by the rotational speed sensor 7 at that time and the speed of the shift stage when it was in the D range immediately before. Acquired as the synchronous rotation speed N 0 calculated from the gear ratio. That is, the differential rotation is a difference between the synchronous rotation speed N 0 and the motor rotation speed N m (see FIG. 5).
- the control device 6 determines that there is no differential rotation, it determines that the clutch C-1 is completely engaged, and further proceeds to release the clutch C-1 (step S3).
- the release of the clutch C-1 includes not only complete release but also slipping at least to the extent that differential rotation occurs.
- the control device 6 determines that there is a differential rotation, and the speed change mechanism 3 switches to the non-traveling range state. calculating a synchronous rotational speed N 0 at this point (step S5).
- the target shift speed calculation unit 61 constantly calculates the target shift speed of the speed change mechanism 3 based on the output rotation speed.
- the synchronous speed calculation unit 62 also synchronizes the rotational speed N 0 of the input shaft 30 of the transmission mechanism 3 synchronized with the output rotational speed at the target shift stage based on the calculated gear ratio of the target shift stage and the output rotational speed. Is calculated.
- synchronous rotational speed N 0 is a schematically constant value in FIG. 5, is actually a value that varies in response to changes in vehicle speed
- synchronous speed computing unit 62 the synchronous rotational speed N 0 by computing all times, always enabled retrieve the current synchronous rotational speed N 0.
- the control device 6 determines that the clutch C-1 is released at t2 (see FIG. 5)
- the control device 6 changes the control method of the motor 5 from the torque control to the motor rotation speed N.
- m is switched to rotational speed control for controlling so as to target rotational speed N a.
- the target speed calculation unit 63 calculates the target rotation speed N a so as to be lower than the synchronous rotation speed N 0 by a predetermined rotation speed N 1 , and the speed control unit 64 calculates the motor rotation speed N m as the target rotation speed N a.
- the motor 5 is controlled by rotational speed control (step S6).
- the synchronous rotation speed N 0 -the predetermined rotation speed N 1 becomes less than 0, the motor rotation speed N m is set to 0 rpm.
- the control device 6 of the vehicle drive device 1 of this embodiment when the speed change mechanism 3 is switched from the D range to the N range, the motor rotation speed N m the speed change mechanism 3 Synchronization Since the control is performed close to the rotational speed N 0 , the responsiveness of the engagement of the clutch C-1 when the control is switched to the D range next time, compared with the case where the control is performed so as to be far away from the synchronous rotational speed N 0 . Can be high.
- the control device 6 of the vehicle drive device 1 of this embodiment since the control of the motor rotation speed N m near the synchronous rotational speed N 0 of the speed change mechanism 3, largely from the synchronous rotational speed N 0 The differential rotation becomes smaller than that in the case where the control is performed so as to be separated, the heat generated in the clutch C-1 engaged with the clutch can be reduced, and the durability of the clutch C-1 can be improved.
- control device 6 of the vehicle drive device 1 of this embodiment when the target speed calculator 63, the transmission mechanism 3 is switched from the D range to the N range, the target rotation speed N a of the motor 5 The calculation is performed so that the rotational speed N 1 is lower than the synchronous rotational speed N 0 .
- the driving force from the motor 5 may be transmitted to the power transmission path of the transmission mechanism 3.
- the control device 6 of the vehicle drive device 1 of this embodiment when the speed change mechanism 3 is switched from the D range to the N range, the motor rotation speed N m synchronous rotation at that time It is lower than the speed N 0. For this reason, even if an on-fail occurs in the clutch C-1, the driving force of the motor 3 is not transmitted to the wheels 10, and it is possible to prevent an unintended output torque from being generated.
- the one-way clutch F-1 is provided in the transmission mechanism 3, and when the on-fail occurs in the clutch C-1, the driving force of the motor 3 is idled by the one-way clutch F-1. without being transmitted to the wheels 10, for example, even without transmission mechanism such one-way clutch F-1, slower than the synchronous rotational speed N 0 if the oN failure has occurred to the clutch C-1 Since the wheel 10 is not accelerated by the driving force of the rotating motor 3, it is possible to prevent an unintended output torque from being generated in any case.
- the control device 6 of the vehicle drive device 1 of this embodiment the target speed calculator 63, a predetermined rotational speed N 1, generated on the basis of at least one of the precision of the performance and the rotational speed sensor 7 of the motor 5 is computed so that a large rotational speed than the amplitude of the motor rotation speed N m.
- the control device 6 of the vehicle drive device 1 of this embodiment since a large rotational speed than the amplitude of the motor rotation speed N m the predetermined rotational speed N 1, the motor rotation speed N m even amplitude occurs, the motor rotation speed N m is always lower than the synchronous rotational speed N 0 at that time. For this reason, the driving force of the motor 3 is not transmitted to the wheel 10, and it is possible to prevent unintended output torque from being generated.
- the plurality of engagement elements of the speed change mechanism 3 are engaged with the clutch C-1 to form the first forward speed stage and are synchronized with each other.
- the rotation speed N 0 includes a one-way clutch F-1 to idle when the rotational speed of the input shaft 30 is low, the target gear position is to be a shift speed one-way clutch F-1 are engaged. Therefore, when the motor rotation speed N m is lower than the synchronous rotational speed N 0, since the one-way clutch F-1 is idling, it is suppression of the driving force of the motor 5 is transmitted to the wheels 10, unintended Generation of output torque can be prevented.
- the predetermined rotational speed N 1 may be set to a speed larger than the pulsating amplitude of the motor rotation speed N m generated based on at least one of the performance of the motor 5 and the accuracy of the rotation speed sensor 7. And can vary depending on the requirements.
- the target speed calculating unit 63 when the speed change mechanism 3 is switched from the running range state to the non-driving range state (t2 in FIG. 5), the target rotational speed N a of the motor 5 synchronous rotational speed N 0 - has been described for calculating the predetermined rotational speed N 1 of the rotational speed so as the target rotational speed N a of the motor 5 synchronized rotation speed N 0 - becomes the rotational speed of a predetermined rotating speed N 1
- the calculation timing is not limited to this. For example, it may be a time point when the shift lever 9 is switched from the D range to the N range (t1 in FIG.
- the transmission mechanism 3 is switched to the non-traveling range state when the N range is selected by the shift lever 9 has been described, but the present invention is not limited thereto.
- the clutch of the transmission mechanism 3 is released by the control of the control device 6, A state that is the same as when the N range is selected can also be included in the non-traveling range state of the transmission mechanism 3.
- the speed control unit 64 is a part of a computer (ECU) constituting the control device 6
- the speed control unit 64 is interposed between the ECU and the motor 5, and is a driver circuit for driving the motor 5
- the control device 6 is a broad control device including the driver circuit and the ECU. You may do it.
- ECU includes a target gear position calculation unit 61 and the synchronous speed calculator 62 and the target speed calculating unit 63 includes a speed control unit 64 obtains the target rotation speed N a a target speed calculator 63 controls the motor rotational speed N m.
- the present invention is not limited to this and may be applied to the forward 8-speed stage.
- the present invention is not limited to this.
- the case where the speed change mechanism that forms the gear stage by engaging the two engaging elements has been described, but the present invention is not limited to this.
- the engagement element is a friction engagement element.
- the present invention is not limited to this, and the engagement element is a dog clutch (meshing clutch). May be.
- the vehicle drive device 1 is applied to a hybrid vehicle.
- the drive device according to the present invention is not limited to this, and can be applied to all vehicles equipped with a rotating electrical machine such as an electric vehicle.
- the control device for the vehicle drive device can be used for a vehicle drive device mounted on a vehicle including a rotating electrical machine as a drive source, and particularly when the speed change mechanism is switched from the non-travel range state to the travel range state. It is suitable for use in those that are required to improve the response of clutch engagement.
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- Automation & Control Theory (AREA)
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- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
出力回転速度に基づいて変速機構(3)の目標変速段を算出する目標変速段算出部(61)と、出力回転速度と目標変速段のギヤ比とに基づいて、目標変速段で出力回転速度に同期する変速機構(3)の入力軸(30)の同期回転速度(N0)を演算する同期速度演算部(62)と、変速機構(3)が走行レンジ状態から非走行レンジ状態に切り換えられた場合に、回転電機(5)の目標回転速度(Na)を、同期回転速度(N0)以下、かつ同期回転速度(N0)より所定回転速度(N1)低い回転速度以上になるよう演算する目標速度演算部(63)と、回転電機(5)の回転速度(Nm)を目標回転速度(Na)に制御する速度制御部(64)と、を備える。
Description
本発明は、例えばハイブリッド車両や電気車両等に搭載される回転電機及び変速機構を備える車両用駆動装置の制御装置に係り、詳しくは、変速機構を走行レンジから非走行レンジに切り換えた場合に回転電機の回転速度を制御する車両用駆動装置の制御装置に関する。
近年、内燃エンジンとモータ・ジェネレータ(以下、単に「モータ」という)とを動力源として組合せたハイブリッド車両の開発が進められている。このようなハイブリッド車両に用いられるハイブリッド駆動装置の一形態として、一般的な自動変速機の発進装置(例えばトルクコンバータ等)の部分に、変速機構の入力軸に駆動連結されたモータと、内燃エンジンに駆動連結されるエンジン連結軸と該入力軸とを係脱(係合又は解放)するエンジン接続用クラッチと、を配置して、簡易な置換でパラレル式のハイブリッド車用駆動装置を構成するものが提案されている(特許文献1参照)。
このハイブリッド車用駆動装置では、変速機構として、例えば、複数のクラッチやブレーキ等の係合要素の係脱により変速段が切り換えられて前進6速段及び後進段を形成し得る有段変速機が適用されている(特許文献1の図2参照)。この変速機構では、C-1クラッチとワンウェイクラッチのみが係合状態になることで、前進1速段が形成されるようになっている。このハイブリッド車用駆動装置では、走行中に変速機構がDレンジからNレンジに切り換えられるとC-1クラッチ及びワンウェイクラッチが解放され、更に、例えばバッテリの残容量(SOC)が所定値以上であればエンジン接続用クラッチが解放されて、内燃エンジンとモータと変速機構との連結が切り離される。
この状態で、変速機構がNレンジから再度Dレンジに切り換えられる際のC-1クラッチ係合の応答性を向上する必要がある。
しかしながら、特許文献1のハイブリッド車用駆動装置では、変速機構がNレンジからDレンジに切り換えられた際にクラッチ等の係合要素を係合する応答性向上については、何ら考慮されていなかった。
そこで、変速機構が非走行レンジから走行レンジに切り替えられた場合に、変速機構の係合要素を係合する応答性を向上させることができる車両用駆動装置の制御装置を提供することを目的とする。
本車両用駆動装置(1)の制御装置(6)は(例えば図1乃至図5参照)、回転電機(5)と、前記回転電機(5)及び車輪(10)の間の伝達経路上に配置されると共に、複数の係合要素(C-1,C-2,C-3,B-1,B-2,F-1)を有し、前記複数の係合要素(C-1,C-2,C-3,B-1,B-2,F-1)の係合状態に基づき前記伝達経路を変更して複数の変速段を形成し、走行レンジ状態と非走行レンジ状態とに切り換え可能な変速機構(3)と、前記変速機構(3)の出力回転速度を検出可能な検出装置(7)と、を備える車両用駆動装置(1)を制御するための車両用駆動装置(1)の制御装置(6)であって、
前記出力回転速度に基づいて前記変速機構(3)の目標変速段を算出する目標変速段算出部(61)と、
前記出力回転速度と目標変速段のギヤ比とに基づいて、前記目標変速段で前記出力回転速度に同期する前記変速機構(3)の入力軸(30)の同期回転速度(N0)を演算する同期速度演算部(62)と、
前記変速機構(3)が前記走行レンジ状態から前記非走行レンジ状態に切り換えられた場合に、前記回転電機(5)の目標回転速度(Na)を、前記同期回転速度(N0)以下、かつ前記同期回転速度(N0)より所定回転速度(N1)低い回転速度以上になるよう演算する目標速度演算部(63)と、
前記回転電機(5)の回転速度(Nm)を前記目標回転速度(Na)に制御する速度制御部(64)と、を備えることを特徴とする。
前記出力回転速度に基づいて前記変速機構(3)の目標変速段を算出する目標変速段算出部(61)と、
前記出力回転速度と目標変速段のギヤ比とに基づいて、前記目標変速段で前記出力回転速度に同期する前記変速機構(3)の入力軸(30)の同期回転速度(N0)を演算する同期速度演算部(62)と、
前記変速機構(3)が前記走行レンジ状態から前記非走行レンジ状態に切り換えられた場合に、前記回転電機(5)の目標回転速度(Na)を、前記同期回転速度(N0)以下、かつ前記同期回転速度(N0)より所定回転速度(N1)低い回転速度以上になるよう演算する目標速度演算部(63)と、
前記回転電機(5)の回転速度(Nm)を前記目標回転速度(Na)に制御する速度制御部(64)と、を備えることを特徴とする。
本車両用駆動装置の制御装置によると、変速機構が走行レンジ(例えばDレンジ)状態から非走行レンジ(例えばNレンジ)状態に切り換えられた場合に、回転電機の目標回転速度を変速機構の同期回転速度以下、かつその近くに制御しているので、次に走行レンジ状態に切り換えられた際に変速機構内の係合要素を係合する応答性を高くすることができる。
なお、上記カッコ内の符号は、図面と対照するためのものであるが、これは、理解を容易にするための便宜的なものであり、請求の範囲の構成に何等影響を及ぼすものではない。
以下、本発明の実施の形態に係る車両用駆動装置1を図1乃至図3に沿って説明する。尚、本実施の形態に係る車両用駆動装置1は、FF(フロントエンジン・フロントドライブ)タイプの車両に搭載されるものであり、本実施の形態ではハイブリッド車両に搭載した場合について説明している。
図1に示すように、ハイブリッド車両(以下、単に「車両」という)100は、駆動源として、内燃エンジン2の他に、後述するモータ・ジェネレータ(以下、単に「モータ」という)(回転電機)5を備えたハイブリッド車両として構成されている。この車両100は、パワートレーンを構成する車両用駆動装置1と、内燃エンジン2と、車輪10とを備えている。車両用駆動装置1は、内燃エンジン2と車輪10との間の動力の伝達経路上に設けられる変速機構3と、該変速機構3と内燃エンジン2との間に配置され、内燃エンジン2からの動力が入力される入力部4と、制御装置6とを備えている。
内燃エンジン2の出力軸20は、不図示のダンパを介して内燃エンジン2に駆動連結されており、該ダンパが、内燃エンジン2の脈動を吸収しつつ入力部4に動力を伝達するようになっている。
入力部4は、出力軸20と変速機構3の入力軸30との間の動力伝達を断接するエンジン接続用のクラッチK0と、該クラッチK0と入力軸30との間に駆動連結されるモータ5と、を備えている。クラッチK0は、出力軸20と一体回転する複数の内摩擦板と、モータ5のロータ及び変速機構3の入力軸30と一体回転するクラッチドラムに連結される複数の外摩擦板とを備えた多板クラッチによって構成されている。モータ5は、クラッチドラムに連結されたロータと、該ロータの径方向外側に対向配置されたステータとを有して構成されている。従って、変速機構3の入力軸30の回転速度と、モータ5の回転速度Nmとは一致する。
変速機構3は、例えば複数の係合要素(多板クラッチ、ブレーキ、ワンウェイクラッチ)の係合状態に基づき伝達経路を変更して前進6速段及び後進段を達成し得る変速機構から構成されている。変速機構3の出力軸31は、ディファレンシャル装置Dを介して車輪10に接続されている。また、出力軸31には、出力回転速度を検出する回転速度センサ(検出装置)7が設けられている。変速機構3の詳細な構成については、後述する。
以上のように、車両用駆動装置1は、内燃エンジン2側から車輪10側に向かって、クラッチK0とモータ5とからなる入力部4及び変速機構3が順次配置されており、内燃エンジン2及びモータ5の両方を駆動させて車両100を走行させるハイブリッド走行の場合には、制御装置6によって油圧制御装置(不図示)を制御してクラッチK0を係合させる一方、車輪10側に駆動連結されたモータ5の駆動力だけで走行するEV走行の場合には、クラッチK0を解放して、内燃エンジン2と車輪10とを切り離すようになっている。
制御装置6は、例えばコンピュータ(ECU)により構成され、変速機構3の回転速度センサ7からの信号である出力回転速度とアクセルペダル8からのアクセル開度とに基づいて変速機構3の目標変速段を算出するようになっている。制御装置6を構成するコンピュータは、例えばCPUと、各種データを一時的に記憶するRAMと、各種演算を実行するためのプログラムを記憶するROMと、入出力インターフェース回路と、を備えている。制御装置6は、車両100の各部に接続されており、各部を制御するようになっている。
制御装置6は、アクセルペダル8の開度を検出する不図示のアクセル開度センサに接続され、アクセル開度(オンオフも含む)を0~100%の間で検出可能になっている。本実施の形態では、制御装置6は、アクセル開度が0%である場合にアクセルペダル8がオフ状態であると判断する一方、アクセル開度が0%を超える場合にアクセルペダル8がオン状態であると判断するようになっている(図5参照)。但し、制御装置6の判断基準としては、これには限られず、アクセル開度の閾値を予め設定しておき、アクセル開度が閾値以下である場合にアクセルペダル8がオフ状態であると判断する一方、アクセル開度が閾値を超える場合にアクセルペダル8がオン状態であると判断するようにしてもよい。更に、制御装置6はシフトレバー9の位置を検出する不図示のレバースイッチに接続され、シフトレバー9のシフトレンジを検出可能になっている。シフトレバー9のシフトレンジとしては、走行レンジ(Dレンジ等)及び非走行レンジ(Nレンジ、Pレンジ)がある。
制御装置6は、図1に示すように、目標変速段算出部61と、同期速度演算部62と、目標速度演算部63と、速度制御部64とを備えている。目標変速段算出部61は、出力回転速度に基づいて変速機構3の目標変速段を算出するようになっている。同期速度演算部62は、出力回転速度と目標変速段のギヤ比とに基づいて、目標変速段で出力回転速度に同期する変速機構3の入力軸30の同期回転速度N0を演算するようになっている。目標速度演算部63は、変速機構3がDレンジ(走行レンジ)状態からNレンジ(非走行レンジ)状態に切り換えられた場合に、モータ5の目標回転速度Naを、同期回転速度N0以下、かつ同期回転速度N0より所定回転速度N1低い回転速度以上になるよう演算するようになっている(図5参照)。速度制御部64は、モータ5の回転速度Nmを目標回転速度Naに制御するようになっている。また、所定回転速度N1は、モータ5の性能及び回転速度センサ7の精度の少なくとも一方に基づき発生するモータ回転速度Nmの振幅よりも大きな速度に設定するものとし、ここでは所定回転速度N1を、例えば50rpmとしている。
次に、変速機構3の概略構成について図2に沿って説明する。図2に示すように、例えばFFタイプ(フロントエンジン、フロントドライブ)の車両に用いて好適な変速機構3は、駆動源としての内燃エンジン2(図1参照)に接続し得る変速機構3の入力軸30を有している。
また、変速機構3は、複数の係合要素として、摩擦係合要素(クラッチC-1、クラッチC-2、クラッチC-3、ブレーキB-1、ブレーキB-2)及びワンウェイクラッチF-1を備え、複数の係合要素の係合状態に基づき伝達経路を変更して複数の変速段を形成し、走行レンジ状態と非走行レンジ状態とに切り換え可能になっている。また、複数の係合要素は、少なくとも1つの係合要素と共に係合することで所定変速段を形成し、かつ、同期回転速度N0よりもモータ回転速度Nmが低い場合に空転するワンウェイクラッチF-1を含み、目標変速段はワンウェイクラッチF-1が係合される変速段としている。
変速機構3は、入力軸30上において、プラネタリギヤSPと、プラネタリギヤユニットPUとが備えられている。プラネタリギヤSPは、サンギヤS1、キャリヤCR1、及びリングギヤR1を備えており、該キャリヤCR1に、サンギヤS1及びリングギヤR1に噛合するピニオンP1を有している所謂シングルピニオンプラネタリギヤである。
また、プラネタリギヤユニットPUは、4つの回転要素としてサンギヤS2、サンギヤS3、キャリヤCR2、及びリングギヤR2を有し、該キャリヤCR2に、サンギヤS2及びリングギヤR2に噛合するロングピニオンPLと、サンギヤS3に噛合するショートピニオンPSとを互いに噛合する形で有している所謂ラビニヨ型プラネタリギヤである。
プラネタリギヤSPのサンギヤS1は、ミッションケース32に一体的に固定されているボス部に接続されて回転が固定されている。また、リングギヤR1は、入力軸30の回転と同回転(以下「入力回転」という。)になっている。更に、キャリヤCR1は、固定されたサンギヤS1と入力回転するリングギヤR1とにより、入力回転が減速された減速回転になると共に、クラッチC-1及びクラッチC-3に接続されている。
プラネタリギヤユニットPUのサンギヤS2は、バンドブレーキからなるブレーキB-1に接続されてミッションケースに対して固定自在となっていると共に、クラッチC-3に接続され、該クラッチC-3を介してキャリヤCR1の減速回転が入力自在となっている。また、サンギヤS3は、クラッチC-1に接続されており、キャリヤCR1の減速回転が入力自在となっている。
更に、キャリヤCR2は、入力軸30の回転が入力されるクラッチC-2に接続され、該クラッチC-2を介して入力回転が入力自在となっており、また、ワンウェイクラッチF-1及びブレーキB-2に接続されて、ワンウェイクラッチF-1を介してミッションケース32に対して一方向の回転が規制されると共に、ブレーキB-2を介して回転が固定自在となっている。そして、リングギヤR2は、出力軸31と同義となるカウンタギヤ33に接続されており、該カウンタギヤ11は、出力軸31及びディファレンシャル装置Dを介して車輪10に接続されている。
上記のように構成された変速機構3は、図3に示す作動表のように前進1速段~前進6速段及び後進段において、各クラッチC-1~C-3、ブレーキB-1~B-2、ワンウェイクラッチF-1が作動することにより、良好なステップ比をもって変速段のギヤ比を形成する。また、これらの複数のクラッチC-1~C-3、ブレーキB-1~B-2同士を掴み換えすることで各変速制御が実行され、各変速段において前進1速段の駆動時(例えば発進時)を除き、各クラッチC-1~C-3、ブレーキB-1~B-2のうちの2つが係合されて各変速段が達成される。
次に、本実施の形態の車両用駆動装置1の動作について、図4のフローチャート及び図5のタイムチャートに沿って説明する。
図5に示すように、シフトレンジがDレンジにあり、アクセルペダル8がオン状態であり、モータ5が回転速度Nmで回転することで、車両100が走行しており、t0においてアクセルペダル8が運転者によりオフ操作されたものとする。この時点では、制御装置6によるモータ5の制御方法は、トルク制御になっている。
図4に示すように、制御装置6は、回転速度センサ7からの出力等に基づいて、車両100が走行しているか否かを判断する(ステップS1)。制御装置6が、車両100が走行していないと判断した場合は、再度判断を実行する。尚、停車中であれば、出力軸31の回転速度は0であり、同期回転速度N0も0になってしまうので、制御装置6は同期回転速度N0に基づいてモータ回転速度Nmを制御しなくてもよい。
制御装置6が、回転速度センサ7により出力軸31の出力回転速度が0より大きいことを検出し、車両100が走行していると判断した場合は、制御装置6は、シフトレバー9の位置を検出することにより、シフトレバー9がDレンジからNレンジに切り換えられたか否かを判断する(ステップS2)。制御装置6が、DレンジからNレンジに切り換えられていないと判断した場合は、再度判断を実行する。
そして、t1(図5参照)において、シフトレンジが運転者によりDレンジからNレンジに切り換えられると、制御装置6が、走行中にDレンジからNレンジに切り換えられたと判断し、制御装置6は、作動表(図3参照)に基づいて、変速機構3の摩擦係合要素を全て解放し、クラッチC-1をも解放する(ステップS3)。また、制御装置6は、運転者によるシフトレンジのDレンジからNレンジへの切り換えに応じて、モータ回転速度Nmを適宜低下するようにする。尚、運転者によりシフトレバー9がDレンジからNレンジに切り換えられた時点(t1)からクラッチC-1が解放される時点(t2)までの間では、変速機構3は走行レンジ状態であるので、モータ回転速度Nmを同期回転速度N0よりも所定回転速度N1低くなるよう制御しなくてもよい。
そして、制御装置6は、クラッチC-1の入力側と出力側との間で差回転、即ち回転速度に差があるか否かを判断する(ステップS4)。ここでは、制御装置6は、クラッチC-1の入力側の回転速度は、モータ回転速度Nmとして取得する。また、制御装置6は、クラッチC-1の出力側の回転速度は、その時点で回転速度センサ7により検出された出力軸31の回転速度と、直前にDレンジにあった時の変速段のギヤ比と、から算出した同期回転速度N0として取得する。即ち、差回転は、同期回転速度N0とモータ回転速度Nmとの差となる(図5参照)。
制御装置6が、差回転が無いと判断した場合は、クラッチC-1が完全係合していると判断し、クラッチC-1の解放動作を更に進める(ステップS3)。尚、ここでのクラッチC-1の解放とは、完全に解放するだけでなく、少なくとも差回転が生じる程度にスリップさせることも含む。t2(図5参照)において、クラッチC-1が解放されると、制御装置6が、差回転があると判断し、変速機構3は非走行レンジ状態に切り換わるので、同期速度演算部62がこの時点での同期回転速度N0を演算する(ステップS5)。尚、制御装置6では、目標変速段算出部61が、出力回転速度に基づいて変速機構3の目標変速段を常時算出している。また、同期速度演算部62は、算出された目標変速段のギヤ比と出力回転速度とに基づいて、目標変速段で出力回転速度に同期する変速機構3の入力軸30の同期回転速度N0を演算するようになっている。ここで、同期回転速度N0は、図5中では模式的に一定値であるが、実際には車速の変化に応じて変化する値であり、同期速度演算部62は同期回転速度N0を常時演算して、常に現在の同期回転速度N0を取得可能になっている。また、t2(図5参照)において、制御装置6が、クラッチC-1が解放されていると判断した場合は、制御装置6は、モータ5の制御方法を、トルク制御から、モータ回転速度Nmが目標回転速度Naになるように制御する回転速度制御に切り換える。
そして、目標速度演算部63は、目標回転速度Naを同期回転速度N0よりも所定回転速度N1低くなるよう演算し、速度制御部64が、モータ回転速度Nmを目標回転速度Naに制御してモータ5を回転速度制御により制御する(ステップS6)。ここで、同期回転速度N0-所定回転速度N1が0未満になった場合は、モータ回転速度Nmは0rpmとする。
これにより、t3(図5参照)において、モータ回転速度Nmが同期回転速度N0よりも所定回転速度N1低くなる。よって、制御装置6は、モータ回転速度Nmを変速機構3の同期回転速度N0の所定回転速度N1=50rpmの僅差に制御しているので、シフトレバー9が再度Dレンジに切り換えられた際に、クラッチC-1の係合の応答性が高くなる。また、t3以降でクラッチC-1にオンフェールが発生したとしても、モータ回転速度Nmは同期回転速度N0より低いので、モータ5の駆動力が車輪10に伝達されることはなく、意図しない出力トルクを発生させてしまうことはない。
以上説明したように、本実施の形態の車両用駆動装置1の制御装置6によると、変速機構3がDレンジからNレンジに切り換えられた際に、モータ回転速度Nmを変速機構3の同期回転速度N0の近くに制御しているので、同期回転速度N0から大きく離れるように制御する場合に比べて、次にDレンジに切り換えられた際にクラッチC-1の係合の応答性を高くすることができる。また、本実施の形態の車両用駆動装置1の制御装置6によると、モータ回転速度Nmを変速機構3の同期回転速度N0の近くに制御しているので、同期回転速度N0から大きく離れるように制御する場合に比べて差回転が小さくなり、クラッチ係合にかかるクラッチC-1に発生する発熱を低減することができ、クラッチC-1の耐久性を向上させることができる。
また、本実施の形態の車両用駆動装置1の制御装置6では、目標速度演算部63は、変速機構3がDレンジからNレンジに切り換えられた場合に、モータ5の目標回転速度Naを同期回転速度N0より所定回転速度N1低くなるよう演算している。
ここで、例えば、クラッチC-1が常時オン(係合状態)になるオンフェールが発生してしまった場合は、モータ5からの駆動力が変速機構3の動力伝達経路に伝達されてしまう虞がある。これに対し、本実施の形態の車両用駆動装置1の制御装置6によれば、変速機構3がDレンジからNレンジに切り換えられた場合に、モータ回転速度Nmはその時点での同期回転速度N0より低くなっている。このため、クラッチC-1にオンフェールが発生したとしても、モータ3の駆動力は車輪10に伝達されることはなく、意図しない出力トルクを発生させてしまうことを防止できる。尚、本実施の形態では、変速機構3にワンウェイクラッチF-1が設けられており、クラッチC-1にオンフェールが発生した場合にモータ3の駆動力はワンウェイクラッチF-1により空転されて車輪10に伝達されることはないが、例えば、このようなワンウェイクラッチF-1を有しない変速機構であっても、クラッチC-1にオンフェールが発生した場合に同期回転速度N0より低速回転するモータ3の駆動力によって車輪10が加速してしまうことはないので、いずれの場合も意図しない出力トルクを発生させてしまうことを防止できる。
また、本実施の形態の車両用駆動装置1の制御装置6では、目標速度演算部63は、所定回転速度N1を、モータ5の性能及び回転速度センサ7の精度の少なくとも一方に基づき発生するモータ回転速度Nmの振幅よりも大きな回転速度になるよう演算している。
ここで、例えば、モータ回転速度Nmを目標回転速度Naに一致させようとしても、モータ5の性能や出力軸回転速度を検出する回転速度センサ7の精度等によっては、モータ回転速度Nmに脈動し得る振幅が発生してしまい、目標回転速度Naに正確に一致できない可能性もある。クラッチC-1のオンフェール発生の際に、モータ回転速度Nmが振幅によって同期回転速度N0よりも高い回転速度になってしまうと、モータ5の駆動力が車輪10に伝達されて、意図しない出力トルクを発生させてしまう可能性がある。これに対し、本実施の形態の車両用駆動装置1の制御装置6によれば、所定回転速度N1をモータ回転速度Nmの振幅よりも大きな回転速度にするので、モータ回転速度Nmの振幅が発生しても、モータ回転速度Nmはその時点での同期回転速度N0より常に低くなる。このため、モータ3の駆動力は車輪10に伝達されることはなく、意図しない出力トルクを発生させてしまうことを防止できる。
また、本実施の形態の車両用駆動装置1の制御装置6では、変速機構3の複数の係合要素は、クラッチC-1と共に係合することで前進1速段を形成し、かつ、同期回転速度N0よりも入力軸30の回転速度が低い場合に空転するワンウェイクラッチF-1を含み、目標変速段はワンウェイクラッチF-1が係合される変速段であるようにしている。このため、モータ回転速度Nmが同期回転速度N0より低くなった場合に、ワンウェイクラッチF-1が空転するので、モータ5の駆動力が車輪10に伝達されることが抑制され、意図しない出力トルクを発生させてしまうことを防止できる。
尚、以上説明した本実施の形態の車両用駆動装置1の制御装置6においては、t2以降に同期回転速度N0より低くする所定回転速度N1を50rpmにした場合について説明したが、これには限られない。この所定回転速度N1は、モータ5の性能及び回転速度センサ7の精度の少なくとも一方に基づき発生するモータ回転速度Nmの脈動し得る振幅よりも大きな速度に設定すればよく、設定する車両100や要求される条件によって異ならせることができる。
また、本実施の形態においては、目標速度演算部63は、変速機構3が走行レンジ状態から非走行レンジ状態に切り換えられた時点(図5のt2)で、モータ5の目標回転速度Naを同期回転速度N0-所定回転速度N1の回転速度になるよう演算する場合について説明したが、モータ5の目標回転速度Naを同期回転速度N0-所定回転速度N1の回転速度になるよう演算するタイミングはこれには限られない。例えば、シフトレバー9がDレンジからNレンジに切り換えられた時点(図5のt1)としてもよく、あるいは、シフトレバー9がDレンジからNレンジに切り換えられた時点(図5のt1)から所定時間経過後の時点としてもよい。但し、DレンジからNレンジに切り換えられたシフトレバー9が、すぐにDレンジに切り換えられる可能性を考慮すると、シフトレバー9がNレンジに切り換えられた時点(図5のt1)、または本実施の形態のようにその直後の時点(図5のt2)とすることが好ましい。
また、本実施の形態においては、シフトレバー9によりNレンジが選択されることにより変速機構3が非走行レンジ状態に切り換わる場合について説明したが、これには限られない。例えば、シフトレバー9によりDレンジが選択された状態でも、例えば、アクセルペダル8がオフ状態にされ車両100が惰行走行する場合に、制御装置6の制御により変速機構3のクラッチ等が解放され、Nレンジが選択されたのと同様になる状態も、変速機構3の非走行レンジ状態に含めることができる。
また、本実施の形態においては、速度制御部64が、制御装置6を構成するコンピュータ(ECU)の一部である場合について説明したが、これには限られない。例えば、速度制御部64を、ECUとモータ5との間に介在され、モータ5を駆動するためのドライバ回路とし、制御装置6を、このドライバ回路とECUとを含めた広義の制御装置とするようにしてもよい。この場合、ECUは、目標変速段算出部61と同期速度演算部62と目標速度演算部63と、を備え、速度制御部64は、目標速度演算部63から目標回転速度Naを取得して、モータ回転速度Nmを制御する。
また、本実施の形態においては、変速機構3として前進6速段の機構を適用した場合について説明したが、これには限られず、前進8速段等に適用してもよい。また、本実施の形態の車両用駆動装置1においては、2つの係合要素を係合することで変速段を形成する変速機構を適用した場合について説明したが、これには限られず、3つ又は4つの係合要素を係合することで変速段を形成する変速機構に適用してもよい。また、本実施の形態の車両用駆動装置1においては、係合要素が摩擦係合要素である場合について説明したが、これには限らず、係合要素はドグクラッチ(噛合式のクラッチ)であってもよい。
また、本実施の形態においては、車両用駆動装置1をハイブリッド車両に適用する場合について説明した。しかしながら、本発明に係る駆動装置は、これに限られず、例えば、電気車両等、回転電機を備えた車両の全般に適用することができる。
本車両用駆動装置の制御装置は、駆動源として回転電機を備える車両に搭載される車両用駆動装置に用いることが可能であり、特に変速機構が非走行レンジ状態から走行レンジ状態に切り換えられる場合のクラッチ係合の応答性を向上することが求められるものに用いて好適である。
1 車両用駆動装置
3 変速機構
5 モータ(回転電機)
6 制御装置
7 回転速度センサ(検出装置)
10 車輪
30 入力軸
61 目標変速段算出部
62 同期速度演算部
63 目標速度演算部
64 速度制御部
C-1 クラッチ(係合要素)
C-2 クラッチ(係合要素)
C-3 クラッチ(係合要素)
B-1 ブレーキ(係合要素)
B-2 ブレーキ(係合要素)
F-1 ワンウェイクラッチ(係合要素)
N0 同期回転速度
N1 所定回転速度
Na 目標回転速度
Nm モータ回転速度(回転電機の回転速度)
3 変速機構
5 モータ(回転電機)
6 制御装置
7 回転速度センサ(検出装置)
10 車輪
30 入力軸
61 目標変速段算出部
62 同期速度演算部
63 目標速度演算部
64 速度制御部
C-1 クラッチ(係合要素)
C-2 クラッチ(係合要素)
C-3 クラッチ(係合要素)
B-1 ブレーキ(係合要素)
B-2 ブレーキ(係合要素)
F-1 ワンウェイクラッチ(係合要素)
N0 同期回転速度
N1 所定回転速度
Na 目標回転速度
Nm モータ回転速度(回転電機の回転速度)
Claims (4)
- 回転電機と、前記回転電機及び車輪の間の伝達経路上に配置されると共に、複数の係合要素を有し、前記複数の係合要素の係合状態に基づき前記伝達経路を変更して複数の変速段を形成し、走行レンジ状態と非走行レンジ状態とに切り換え可能な変速機構と、前記変速機構の出力回転速度を検出可能な検出装置と、を備える車両用駆動装置を制御するための車両用駆動装置の制御装置であって、
前記出力回転速度に基づいて前記変速機構の目標変速段を算出する目標変速段算出部と、
前記出力回転速度と目標変速段のギヤ比とに基づいて、前記目標変速段で前記出力回転速度に同期する前記変速機構の入力軸の同期回転速度を演算する同期速度演算部と、
前記変速機構が前記走行レンジ状態から前記非走行レンジ状態に切り換えられた場合に、前記回転電機の目標回転速度を、前記同期回転速度以下、かつ前記同期回転速度より所定回転速度低い回転速度以上になるよう演算する目標速度演算部と、
前記回転電機の回転速度を前記目標回転速度に制御する速度制御部と、を備える、
ことを特徴とする車両用駆動装置の制御装置。 - 前記目標速度演算部は、前記変速機構が前記走行レンジ状態から前記非走行レンジ状態に切り換えられた場合に、前記回転電機の前記目標回転速度を前記同期回転速度より所定回転速度低くなるよう演算する、
ことを特徴とする請求項1に記載の車両用駆動装置の制御装置。 - 前記目標速度演算部は、前記所定回転速度を、前記回転電機の性能及び前記検出装置の精度の少なくとも一方に基づき発生する前記回転電機の回転速度の振幅よりも大きな回転速度になるよう演算する、
ことを特徴とする請求項1又は2に記載の車両用駆動装置の制御装置。 - 前記変速機構の前記複数の係合要素は、少なくとも1つの係合要素と共に係合することで所定変速段を形成し、かつ、前記同期回転速度よりも前記入力軸の回転速度が低い場合に空転するワンウェイクラッチを含み、前記目標変速段は前記ワンウェイクラッチが係合される変速段である、
ことを特徴とする請求項1乃至3のいずれか1項に記載の車両用駆動装置の制御装置。
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