+

WO2018123393A1 - Dispositif de commande de transmission de force motrice - Google Patents

Dispositif de commande de transmission de force motrice Download PDF

Info

Publication number
WO2018123393A1
WO2018123393A1 PCT/JP2017/042489 JP2017042489W WO2018123393A1 WO 2018123393 A1 WO2018123393 A1 WO 2018123393A1 JP 2017042489 W JP2017042489 W JP 2017042489W WO 2018123393 A1 WO2018123393 A1 WO 2018123393A1
Authority
WO
WIPO (PCT)
Prior art keywords
rotation
power source
engine
rotational
shaft
Prior art date
Application number
PCT/JP2017/042489
Other languages
English (en)
Japanese (ja)
Inventor
大貴 井上
Original Assignee
アイシン・エーアイ株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by アイシン・エーアイ株式会社 filed Critical アイシン・エーアイ株式会社
Publication of WO2018123393A1 publication Critical patent/WO2018123393A1/fr

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • 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
    • 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 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 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
    • B60K6/442—Series-parallel switching type
    • 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
    • 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 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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K6/485—Motor-assist type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • 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 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/14—Dynamic electric regenerative braking for vehicles propelled by AC motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/30—Control strategies involving selection of transmission gear ratio
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/06—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving electric generators
    • 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
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/089—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears all of the meshing gears being supported by a pair of parallel shafts, one being the input shaft and the other the output shaft, there being no countershaft involved
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • 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
    • 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
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • 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 power transmission control device mounted on a vehicle.
  • a switching mechanism for switching between transmission and reception of power transmission between the first power source, the first power source and the axle, a second power source for transmitting power to the axle, a switching operation of the switching mechanism, and A control unit configured to control operations of the first power source and the second power source, and transmitting power of the first power source to an axle according to a traveling state or the like while traveling by the second power source
  • the control unit adjusts the rotational speed of the first power source to make the switching mechanism switchable from the disconnected state to the connected state, and the power transmission control device shown in Patent Document 1 is known. It has become.
  • a first power source a first power source connected to the first power shaft and capable of adjusting the number of rotations of the first power shaft
  • a second power source connected to the first power shaft.
  • a second rotation shaft that rotates in conjunction with an axle, a first rotation number detection unit that detects the rotation number of the first rotation shaft, and a second rotation number detection unit that detects the rotation number of the second rotation shaft
  • a power transmission control device shown in Patent Document 2 having a control unit for controlling the motor has been known.
  • the first rotation shaft can be switched by the first power source so that the switching can be performed without using a synchronization mechanism such as a synchronizer ring. Control the rotation speed of
  • Patent Documents 1 and 2 adjust the rotational speed only by the first power source. For this reason, when using a power source which is difficult to adjust a high rotational speed with a high output, it becomes difficult to properly adjust the rotational speed. On the other hand, when using a motive power source capable of fine adjustment of the number of revolutions with a low output as the first motive power source, it takes time to adjust the number of revolutions, and rapid switching becomes difficult. Energy losses such as losses increase.
  • the present invention is provided with a switching mechanism that performs switching between power transmission and disconnection between a first rotation shaft to which a first power source and a second power source are connected, and a second rotation shaft that rotates in conjunction with an axle.
  • An object of the present invention is to provide a power transmission control device that switches the adjustment of the rotation speed of the first rotation shaft quickly and accurately when switching the switching mechanism from the disconnection state to the connection state while the vehicle is traveling.
  • the 1st power source which can be connected to the 1st axis of rotation, and can adjust the number of rotations of the 1st axis of rotation, and it is connected to the 1st axis of rotation.
  • a first rotation number detection unit that detects the rotation number of the rotation shaft
  • a second rotation number detection unit that detects the rotation number of the second rotation shaft
  • the first rotation shaft and the second rotation shaft
  • a control unit configured to control the connection switching operation of the switching mechanism and the operation of the first power source and the second power source, the control unit performing the switching
  • the first rotation number detection unit detects the number of rotations after switching, which is the number of rotations of the first rotation shaft when the switching mechanism is in the connected state, which is determined based on the number of rotations of the second rotation shaft
  • a differential rotation calculation process for calculating a differential rotation which is a rotational speed difference obtained by subtracting the rotational speed of the first rotation shaft, and at least until
  • the rotation of the first rotary shaft is controlled by the second power source while controlling the first power source to a constant torque so as to make the differential rotation coincide with a second predetermined differential rotation smaller than the first predetermined differential rotation.
  • a second speed control process to control the Characterized in that it is executable configured is.
  • the first power source is an engine
  • the second power source is a motor generator
  • the control unit calculates a maximum torque that can be generated by the motor generator, and the maximum torque calculation process. It is possible to execute target engine torque calculation processing for calculating the torque of the engine that maximizes the fuel efficiency of the engine when the motor generator applies load torque to the engine within the calculated maximum torque range.
  • the engine torque is generated to coincide with the target engine torque calculated by the target engine torque calculation process, and at the same time the torque of the motor generator is generated.
  • Rotational speed change which is rotational speed change per unit time of one rotation axis It may be used as to control the first rotary shaft to a predetermined change rate.
  • the first power source is an engine
  • the second power source is a motor generator
  • the differential rotation calculated by the differential rotation calculation processing has a negative value
  • the first power source is an engine
  • the second power source is a motor generator
  • the first rotation speed control process when the differential rotation calculated by the differential rotation calculation process is a positive value, At the same time as generating the torque of the engine so as to increase the number of revolutions of the engine, power may be generated by the motor generator.
  • the first rotational speed control process for adjusting the rotational speed of the first rotary shaft by the first power source, and the second power source capable of adjusting the rotational speed with higher accuracy than the first power source By the second rotation speed control process of adjusting the rotation speed, it is possible to quickly and accurately adjust the rotation speed of the first rotation shaft for switching the switching mechanism from the disconnected state to the connected state.
  • FIG. 1 It is a motive power transmission block diagram of the power transmission control apparatus to which this invention is applied.
  • (A) is an enlarged view of the low speed input gear and the sleeve in a state in which the uplock occurs
  • (B) is an enlarged view of the splined low speed input gear and the sleeve.
  • It is a block diagram showing composition of a control part. It is a timing chart figure at the time of shift down. It is a characteristic graph of engine speed and torque of an engine.
  • FIG. 1 is a power transmission configuration diagram of a power transmission control device to which the present invention is applied
  • FIG. 2 (A) is an enlarged view of a low speed input gear and a sleeve in a state where an uplock occurs.
  • B) is a magnified view of the splined low speed input gear and sleeve.
  • the power transmission control device 1 is mounted on a vehicle such as a private car and controls power transmission to the pair of left and right wheels 2 and 3 of the vehicle.
  • the power transmission control device 1 includes a first rotation shaft 4, a second rotation shaft 8 that rotates in conjunction with the axles 6, 7, and a third different from the first rotation shaft 4 and the second rotation shaft 8. It is possible to adjust the rotation speed of the first rotation shaft 4 and the engine 11 provided so that the rotation speed of the first rotation shaft 4 can be adjusted by outputting power to the rotation shaft 9 and the first rotation shaft 4 A first motor generator 12 provided in this manner, and a second motor generator 13 provided to output power to the third rotating shaft 9 to adjust the number of rotations of the third rotating shaft 9; There is.
  • the power transmission control device 1 has a first switching mechanism 14 which is a switching mechanism for performing connection switching of power transmission between the first rotation shaft 4 and the second rotation shaft 8, and the second rotation.
  • a second switching mechanism 16 is provided to switch between power transmission and disconnection between the shaft 8 and the third rotation shaft 9.
  • the engine 11 is an example of a first power source
  • the first generator 12 is an example of a second power source
  • the second motor generator 13 is an example of a third power source.
  • the first motor generator 12 can adjust the rotational speed of the first rotary shaft 4 with higher accuracy than the engine 11.
  • the first switching mechanism 14 includes a hub 17 mounted so as to rotate integrally with the first rotation shaft 4 and a pair of input gears 18 and 21 mounted in a free rotation state on the first rotation shaft 4; A pair of output gears 23 and 24 mounted so as to rotate integrally with the second rotation shaft 8, and mounted so as to rotate together with the outer periphery of the hub 17, can slide in the axial direction of the first rotation shaft 4 And a sleeve 26.
  • One of the pair of input gears 18 and 21 is a small diameter low speed input gear 18, and the other is a large diameter high speed input gear 21.
  • the hub 17 is disposed between the pair of input gears 18 and 21.
  • One of the pair of output gears 23 and 24 is a large diameter low speed output gear 23 always meshing with the low speed input gear 18 and the other is a small diameter high speed output gear 24 always meshing with the high speed input gear 21.
  • Pieces 19 and 22 projecting toward the hub 17 are integrally formed on the input gears 18 and 21, respectively.
  • the hub 17 is disposed so as to be sandwiched between the pair of pieces 19 and 22 and is adjacent to both.
  • Spline teeth 26a are formed at equal intervals, so that the outer periphery of the hub 17 and the inner periphery of the sleeve 26 are spline-connected.
  • Spline teeth 19a are formed on the outer periphery of each of the pieces 19 and 22 at equal intervals so as to enable spline connection with the inner periphery of the sleeve 26.
  • FIG. 2 shows the state of the low speed input gear 18 and the sleeve 26, but the state of the high speed input gear 21 and the sleeve 26 is the same.
  • the first switching mechanism 14 performs gear change switching in the connected state as well as the connection and disconnection switching. Further, according to the above configuration, the hub 17, the pair of pieces 19 and 22, and the sleeve 26 constitute dog clutches 27 and 28 for connecting and disconnecting power by spline coupling / uncoupling. In other words, the first switching mechanism 14 is a dog clutch type switching mechanism.
  • the engagement start position to be in the state is set.
  • the hub 17 and the sleeve 26 are always splined, the sleeve 26 and the pieces 19 and 22 are not always splined, and the splined state is released and the splined. Switching from one of the states to the other and the other to the other is performed. For this reason, in order for the pieces 19 and 22 and the sleeve 17 to be smoothly splined in connection with the sliding of the sleeve 26, the facing tips of the spline teeth 19a and 26a of the both are pointed in a bowl shape, respectively. Chamfers 19a1 and 26a1 are formed.
  • the number of rotations is such that the rotation difference ⁇ N is a target rotation difference which is a predetermined value within an optimum range which is a value sufficiently smaller than the rotation speed N1 and the rotation speed N2 and larger than 0.
  • the rotation difference ⁇ N is made the target rotation difference by matching the rotation speed of the first rotation shaft 4 to the rotation speed after switching which is a predetermined value by the engine 11 and the first motor generator 12.
  • the post-switching rotational speed is the rotational speed of the second rotary shaft 8 at that time, and after switching of the dog clutches 27 and 28 which are to be switched from the disconnected state to the connected state in the first switching mechanism 14 It can be obtained from the reduction ratio of the first switching mechanism 14 in.
  • the power of the second rotation shaft 8 is transmitted to the differential mechanism 33 via the drive gear 31 and the driven gear 32.
  • the differential mechanism 33 distributes the power from the second rotating shaft 8 to the left and right axles 6 and 7.
  • the left and right wheels 2 and 3 may be the rear wheels or front wheels of the vehicle.
  • the second switching mechanism 16 is a hub 34 mounted so as to rotate integrally with the third rotation shaft 9, and a gear supported in an idle state on the third rotation shaft 9 and always meshing with the drive gear 31.
  • 36 and a sleeve 38 mounted on the outer periphery of the hub 34 so as to be integrally rotatable and slidable in the axial direction of the third rotation shaft 9.
  • the gear 36 integrally has a piece 37 projecting toward the hub 34.
  • the hub 34, the gear 36 including the piece 37, and the sleeve 38 are configured the same as or substantially the same as the hub 17, the input gears 18 and 21 including the pieces 19 and 22, and the sleeve 26. Therefore, the piece 37 and the sleeve 38 constitute a dog clutch 39. That is, the second switching mechanism 16 is also a dog clutch type switching mechanism, similarly to the first switching mechanism 14.
  • Control of connection / disconnection switching of the three dog clutches 27, 28, 39 is performed by a control unit 42 shown in FIG.
  • FIG. 3 is a block diagram showing the configuration of the control unit.
  • the control unit 42 is configured by one microcomputer or a plurality of microcomputers interconnected by CAN or the like.
  • one of the plurality of microcomputers constituting the control unit 42 may be an ECU which is a dedicated microcomputer for controlling the engine 2.
  • a first rotation sensor 43 which is a first rotation number detection unit that detects the rotation number of the first rotation shaft 4, and a second rotation that detects the rotation number of the second rotation shaft 8.
  • the second rotation sensor 44 which is a number detection unit
  • the third rotation sensor 46 which is a third rotation number detection unit that detects the number of rotations of the third rotation shaft 9, and the position detection unit that detects the slide position of the sleeve 26
  • the first position sensor 47 which is the second position sensor 47
  • the second position sensor 48 which is a position detection unit that detects the slide position of the sleeve 38, are connected.
  • the engine 11, the first motor generator 12 and the second motor generator 13, and the first actuator 29 and the second actuator 41 are connected to the output side of the control unit 26.
  • Each of the first actuator 29 and the second actuator 41 includes an electric motor or the like for generating a driving force for sliding the sleeves 26, 38.
  • control unit 42 When switching from the motor non-operating state to the motor operating state by the second switching mechanism 16 while the vehicle is traveling, the control unit 42 first performs the third rotation shaft by the second motor generator 13 as described above.
  • the rotational speed of 9 is adjusted to synchronously rotate the sleeve 38 and the piece 37 with the target rotational difference, and in this state, the dog clutch 39 is switched from the disconnected state to the connected state.
  • One of the two dog clutches 27 and 28 is used to switch down from the high speed state to the low speed state by the first switching mechanism 14 or switch up from the low speed state to the high speed state while the vehicle is traveling.
  • the sleeve 26 is slid from the pressing completion position of the dog clutches 27, 28 by the first actuator 29 to the engagement release position, and the first switching mechanism 14 is in the connection state
  • the other of the two dog clutches 27 and 28 is switched from the disconnected state to the connected state to switch the first switching mechanism 14 from the connected state to the disconnected state.
  • the speed reduction ratio is different before and after switching from one of the high speed state and the low speed state to the other or from the other. It is necessary to perform synchronous processing to match the target rotational difference. In other words, it is necessary to make the first rotational shaft 4 coincide with the post-switching rotational speed.
  • the adjustment of the rotational speed to the post-switching rotational speed of the first rotating shaft 4 is performed using both the engine 11 and the first motor generator 12.
  • the control unit 42 first obtains the post-switching rotational speed from the rotational speed of the second rotation sensor 44 detected by the second rotation sensor 44, and subsequently, the calculated post-switching rotation
  • a differential rotation calculation process 42a is performed to calculate a differential rotation which is the difference between the number and the rotational speed of the first rotation shaft 4 detected by the first rotation sensor 43.
  • the differential rotation is a value obtained by subtracting the number of rotations of the first rotation shaft 4 detected by the first rotation sensor 43 from the number of rotations after switching. For this reason, when the differential rotation is negative, the first rotation number is reduced, which is the control content at the time of the shift up. On the other hand, when the differential rotation is positive, the first rotation number is increased, which is the control content at the time of the shift down.
  • the control unit 42 executes the differential rotation calculation process 42a, and based on the calculation result, the first rotation by the engine 11 until the differential rotation becomes equal to or less than a predetermined first predetermined differential rotation.
  • a first rotation speed control process 42b is performed to control the rotation speed so that the rotation speed of the shaft 4 approaches the after-switching rotation speed.
  • the control unit 42 may adjust the rotation speed of the second rotation shaft 8 using the first motor generator 12 together.
  • the post-switching rotational speed also changes sequentially as the rotational speed of the second rotation shaft 8 changes with the passage of time.
  • the control unit 42 executes the differential rotation calculation processing 42 a, and the calculation result is Based on the first motor generator 12, the rotational speed of the first rotary shaft 4 is controlled by the first motor generator 12 while controlling the engine 11 to a constant torque so that the differential rotation matches the predetermined second predetermined differential rotation.
  • the second rotation speed control process 42c to control is performed.
  • the second predetermined differential rotation is set to a value smaller than the first predetermined differential rotation and to a value close to zero or zero.
  • the intention to make the engine 11 constant at 0 or a predetermined small torque during execution of the second rotation speed control process 42c is to prevent the influence of engine friction.
  • FIG. 4 is a timing chart at the time of downshifting.
  • the contents of the first rotation speed control process 42 b and the second rotation speed control process 42 c are as shown in FIG.
  • the control unit 42 executes the first rotation speed control process 42b by the engine 11 that performs large output and rough adjustment of the rotation speed. Further, at this time, the control unit 42 uses the first motor generator 12 as a supplement.
  • the fuel is cut to the engine 11 While generating electric power by the first generator 12 to generate a constant torque as a resistance.
  • the power generated in this manner is charged into a battery or the like.
  • the control unit 42 performs the second rotation speed control process by the first motor generator 12 capable of adjusting the rotation speed of the first rotation shaft 8 with high accuracy after the execution of the first rotation speed control process 42 b. Execute 42c.
  • the value of the differential rotation can be more rapidly 0 or near 0 when executing the second rotational speed control process 42c. It is possible to match the second predetermined differential rotation which is
  • FIG. 5 is a characteristic graph of engine speed and torque.
  • the control unit 42 calculates the maximum torque that can be generated by the second motor generator 12, and the second motor generator 12 within the range of the maximum torque calculated by the maximum torque calculation process 42 d.
  • the target engine torque calculation process 42e for calculating the torque of the engine 11 which maximizes the fuel efficiency of the engine 11 when the load torque is applied to the engine 11 can be respectively executed.
  • the control unit 42 generates the torque of the engine so as to coincide with the target engine torque calculated by the target engine torque calculation process 42e in the first rotation speed control process 42b, and at the same time the first motor generator A torque of 12 is generated, and the first rotation shaft 4 is controlled such that the rotation speed change rate, which is the rotation speed change per unit time of the first rotation shaft 4, becomes a predetermined change rate.
  • the synchronous processing of the rotational speed for switching the connection of the dog clutches 27 and 28 can be executed accurately and quickly, and the fuel efficiency of the engine 11 is achieved. Also improve. Incidentally, since the power generation efficiency by the first motor generator 12 is improved as the absolute value of the differential rotation is larger, it is possible to achieve both the speeding-up of the synchronous processing and the increase of the fuel efficiency.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • General Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Structure Of Transmissions (AREA)
  • Control Of Transmission Device (AREA)

Abstract

La présente invention aborde le problème de la fourniture d'un dispositif de commande de transmission de force motrice qui est équipé d'un mécanisme de commutation pour enclencher et désenclencher la transmission de la force motrice entre un premier arbre rotatif ayant une première source de force motrice et une seconde source de force motrice reliée à celui-ci, et un second arbre rotatif tournant conjointement avec un essieu, et qui, lorsque le mécanisme de commutation passe d'un état enclenché à un état désenclenché pendant le déplacement d'un véhicule, modifie rapidement et avec précision le réglage de la fréquence de rotation du premier arbre rotatif. Une unité de commande exécute : un premier traitement de commande de fréquence de rotation pour commander la fréquence de rotation du premier arbre rotatif à l'aide d'au moins la première source de force motrice jusqu'à ce que la différence de rotation devienne égale ou inférieure à une première différence de rotation prédéterminée; et, une fois la différence de rotation devenue égale ou inférieure à la première différence de rotation prédéterminée suite au premier traitement de commande de la fréquence de rotation, un second traitement de commande de la fréquence de rotation pour commander la fréquence de rotation du premier arbre rotatif à l'aide de la seconde source de force motrice, qui est capable d'ajuster la fréquence de rotation avec une grande précision, tout en amenant la première source de force motrice jusqu'à un couple fixe, de telle sorte que la différence de rotation corresponde à une seconde différence de rotation prédéterminée inférieure à la première différence de rotation prédéterminée.
PCT/JP2017/042489 2016-12-27 2017-11-28 Dispositif de commande de transmission de force motrice WO2018123393A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2016-253215 2016-12-27
JP2016253215A JP6729355B2 (ja) 2016-12-27 2016-12-27 動力伝達制御装置

Publications (1)

Publication Number Publication Date
WO2018123393A1 true WO2018123393A1 (fr) 2018-07-05

Family

ID=62707453

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2017/042489 WO2018123393A1 (fr) 2016-12-27 2017-11-28 Dispositif de commande de transmission de force motrice

Country Status (2)

Country Link
JP (1) JP6729355B2 (fr)
WO (1) WO2018123393A1 (fr)

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2016159645A (ja) * 2015-02-26 2016-09-05 スズキ株式会社 ハイブリッド車両
JP2016210313A (ja) * 2015-05-11 2016-12-15 アイシン・エーアイ株式会社 駆動装置

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2016159645A (ja) * 2015-02-26 2016-09-05 スズキ株式会社 ハイブリッド車両
JP2016210313A (ja) * 2015-05-11 2016-12-15 アイシン・エーアイ株式会社 駆動装置

Also Published As

Publication number Publication date
JP2018103860A (ja) 2018-07-05
JP6729355B2 (ja) 2020-07-22

Similar Documents

Publication Publication Date Title
US8480535B2 (en) Control device for electric rotating machine in hybrid-type power transmission
US9469294B2 (en) Hybrid vehicle
CN104214283B (zh) 具有电动机‑发电机的自动化的手动变速器
US10875409B2 (en) Power transmission control device
WO2009134241A3 (fr) Groupe propulseur avec un arbre d’entrée et synchronisation de vitesse du moteur et procédé de changement de vitesse dans un groupe propulseur
KR20130115618A (ko) 하이브리드 차량의 자동화 수동변속기
RU2619358C2 (ru) Способ синхронизации шестерни на валу коробки передач
JP2011098679A (ja) 機械式自動変速機の制御装置
JP2013035403A (ja) ハイブリッド車両
JP5331387B2 (ja) 変速機及び変速機の制御方法
JP2013060043A (ja) 車両の動力伝達装置
WO2018123393A1 (fr) Dispositif de commande de transmission de force motrice
WO2017095298A1 (fr) Procédé de changement de vitesse dans une boîte de vitesses, boîte de vitesses et véhicule
JP5634967B2 (ja) ハイブリッド車両及びその制御方法
JP2018066413A (ja) 変速機の制御装置
JP5367445B2 (ja) 車両の動力伝達制御装置
SE540845C2 (en) A method for gear shifting in a gearbox, a gearbox and a vehicle
CN115397688B (zh) 在混合动力总成中换挡鼓的学习的方法
JP6558149B2 (ja) ハイブリッド車両用駆動装置
JP5734693B2 (ja) 車両制御装置
JP2020034046A (ja) 車両の制御装置
JP2012236508A (ja) ハイブリッド車両の駆動装置及びハイブリッド車両
JP2013035404A (ja) ハイブリッド車両及びその制御方法
WO2018124218A1 (fr) Dispositif de commande de transmission de puissance
JP2021518511A (ja) ハイブリッド推進自動車用トランスミッションのギアボックスアクチュエータを制御する方法およびシステム

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 17888988

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 17888988

Country of ref document: EP

Kind code of ref document: A1

点击 这是indexloc提供的php浏览器服务，不要输入任何密码和下载