CN101041354A - 汽车的控制装置以及汽车 - Google Patents

汽车的控制装置以及汽车 Download PDF

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Publication number
CN101041354A
CN101041354A CNA2007100072033A CN200710007203A CN101041354A CN 101041354 A CN101041354 A CN 101041354A CN A2007100072033 A CNA2007100072033 A CN A2007100072033A CN 200710007203 A CN200710007203 A CN 200710007203A CN 101041354 A CN101041354 A CN 101041354A
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torque
motor
wheel
control setup
automobile
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井村进也
松崎则和
伊藤恒平
藤原慎
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Hitachi Ltd
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Hitachi Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
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    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • 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
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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
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    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Power Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Auxiliary Drives, Propulsion Controls, And Safety Devices (AREA)
  • Arrangement And Driving Of Transmission Devices (AREA)

Abstract

本发明提供一种汽车控制装置，其在备有向后轮提供动力的电机的汽车中，能够在车辆进行转弯时，在后轮不横向滑动的范围内得到足够的驱动力和制动力。根据车辆转弯量和前轮扭矩来计算后轮不横向滑动的范围中的后轮制动力·驱动力，并连续地控制电机扭矩。具体来说，车辆转弯量越大，使电机扭矩的绝对值越小，前轮扭矩的绝对值越大，使电机扭矩的绝对值越大。

Description

汽车的控制装置以及汽车
技术领域
本发明，涉及一种备有为后轮施加动力的电机的汽车的控制装置，特别是涉及一种作为车辆旋转时的电机扭矩的控制方法。
背景技术
作为车辆转弯时的后轮制动力的控制方法，例如有专利文献1所公开的方法。在该方法中，在车辆的横向加速度超过预先设定的阈值时，将制动器配管的迂回(bypass)通路遮断而减小后轮制动力，由此降低后轮横向滑动的危险性。
【专利文献1】特开平7-215188号公报
可是，如果如上述专利文献1所公开的方法那样，为是否将制动器配管的迂回通路遮断的控制，则很难将制动力控制到后轮横滑的边界附近。
发明内容
本发明的目的为，在车辆转弯时，能够在后轮不横向滑动的范围内得到充足的制动力，并进一步得到驱动力。
为了达到上述目的，本发明的汽车的控制装置，是备有将动力提供给后轮的电机的汽车的控制装置，其中，在车辆转弯时控制所述电机，使所述电机的扭矩相对于操舵角的变化连续地变化。
另外，为达到上述目的，本发明的汽车，前轮由发动机驱动，后轮由电机驱动，备有：前轮驱动扭矩检测机构，其对前轮的驱动扭矩进行检测；油门踏板传感器，其对油门踏板的踩入的有无进行检测；操舵角传感器，其对操舵角进行检测；电机扭矩检测机构，其对所述电机的扭矩进行检测；以及，控制装置，其控制所述电机，使在前轮扭矩一定时，随着操舵角变大电机扭矩的绝对值连续地变小。
按照本发明，能够在车辆转弯时通过连续地控制电机扭矩，而在后轮不横向滑动的范围内得到足够的制动力和驱动力。
附图说明
图1是应用实施例1的汽车的构成的一例。
图2是由电机控制器进行的控制的一例。
图3是目标制动扭矩的确定方法的一例。
图4是油门踏板未被踩下时的、后轮制动力的一例。
图5是应用实施例2的汽车的构成的一例。
图6是应用实施例3的汽车的构成的一例。
图中：1-发动机，2-变速器，3-发电机，4-车轮，5-电力线，6-能量存储器，7-电机，8-后差速器，9-前轮扭矩计算机构，10-车辆转弯量计算机构，11-电机控制器。
具体实施方式
本发明所涉及的汽车的控制装置，备有在车辆转弯时连续地对电机扭矩进行控制的电机控制机构。此时，可以备有车辆转弯量越大而将电机扭矩的绝对值越发减小的电机控制机构。另外，也可以备有前轮扭矩的绝对值越大而将电机扭矩的绝对值越发增大的电机控制机构。另外，也可以备有后轮负荷越小而将电机扭矩的绝对值越发减小的车辆转弯量计算机构。另外。也可以备有根据车辆横向加速度而计算车辆转弯量的车辆转弯量计算机构。另外，也可以备有根据操舵角和车辆速度而计算车辆转弯量的车辆转弯量计算机构。也可以备有根据偏转(yaw)角速度和车辆速度而计算车辆转弯量的车辆转弯量计算机构。另外，也可以备有根据车轮的旋转数而计算车辆旋转量的车辆旋转量计算机构。另外，也可以备有根据发动机、安装于发动机上的发电机、以及变速器的状态，计算前轮扭矩的前轮扭矩计算机构。另外，也可以备有根据制动器的状态，而计算前轮扭矩的前轮扭矩计算机构。另外，也可以备有根据车辆前后加速度和路面倾斜，计算后轮负荷的后轮负荷计算机构。另外，也可以备有根据车辆前后加速度、前轮扭矩以及电机扭矩，计算后轮负荷的后轮负荷计算机构。
本发明所涉及的汽车，在前轮由发动机所驱动，后轮由电机所驱动的汽车中，备有：检测前轮的驱动扭矩的前轮驱动扭矩检测机构；对油门踏板的踩入的有无进行检测的油门踏板传感器；检测操舵角的操舵角传感器；检测所述电机的扭矩的电机扭矩检测机构；以及，在前轮扭矩一定时以随着操舵角变大电机扭矩的绝对值连续减小的方式，对所述电机进行控制的控制装置。
以下，具体地说明实施例。
【实施例1】
图1是表示适用本发明的汽车的构成例。
由发动机1所产生的动力被传递到变速器2和发电机3。被传递到变速器2的动力，被分配到左右而被传递到前轮4a、4b。发电机3利用从发动机1传递而来的动力进行发电，并通过电力线5将电力提供给能量存储器6和电机7。
能量存储器6，由如下机构构成：蓄电池和电容器等存储能量的机构；以及由开关和对该开关进行控制的控制器构成并控制电力的接受和放出的机构。所贮存的电力也可以为了驱动电机7而使用。也可以用于汽车中备置的其他电器(启动机和送风机等)。
电机7根据电机控制器11的指令，进行动力运行(power running)或再生。在电机7进行动力运行时，使用从发电机3和能量存储器6供给的电力。在电机7进行再生时，将电力提供给能量存储器6。
电机7通过动力运行或再生而产生的扭矩，通过后差速器8而被分配到左右，并传递到后轮4c、4d。
图2中示出了以电机控制器11进行的控制的一例。
首先，在方框21中判断油门踏板和制动器踏板的状态。油门踏板的状态的判定，可以基于对其踩入量进行检测的油门踏板传感器的输出来进行；制动器踏板的状态的判定，可以基于在踩下制动器踏板时输出ON信号而在未踩下制动器踏板时输出OFF信号的制动器踏板传感器的输出来进行。另外，油门踏板传感器，通过检测出踩入量，能够对有无踩入进行检测。
在油门踏板被踩入且制动器踏板未被踩入时，在方框22中使电机7动力运行。不过，由于在几乎不存在前轮和后轮的旋转数差的情况下，考虑到即使仅利用前轮也能够充分地行走，因此也可以不使电机7动力运行。可以使用设于各轮的旋转速度传感器，检测前轮和后轮的旋转数差。
在油门踏板未被踩入实施发动机制动时，或制动器踏板被踩入时，在方框23中使电机7再生。不过，在存储于能量存储器6中的能量较大，不能进一步存储时，也可以不进行电机7的再生，通过制动器产生这部分的后轮扭矩。
图3中，示出了在使电机7动力运行或再生时电机7的目标扭矩的确定方法的一例。另外，方框31的计算可以通过前轮扭矩计算机构9进行，方框32的计算可以通过车辆转弯量计算机构10进行，方框33和34的计算可以通过电机控制器11进行。另外，以下以驱动车辆的方向为正、以使车辆制动的方向为负来表示扭矩和制动力·驱动力。
在方框31中，计算前轮的左右合计的扭矩Tf。前轮扭矩Tf，根据发动机扭矩Te、发电机扭矩Tg、发电机滑轮比Rg、变速器齿轮比Rt、制动器扭矩Tb(左右的合计)，通过以下式子计算出来。
Tf＝(Te+Tg×Rg)×Rt+Tb
根据油门开度和发动机旋转数，使用预先设定的发动机扭矩映射表(map)，求出发动机扭矩Te。发动机扭矩Te，一般在踩入油门时为正值，一般在未踩下油门踏板时为负值。在未踩下油门踏板时，具有如下倾向：即发动机旋转数越高，发动机摩擦扭矩变得越大，发动机扭矩Te变得越小(Te的绝对值越大)。
发电机扭矩通常为负值。根据发电机旋转数和发电机发电量使用预先设定的发电机扭矩映射表来求出。并具有如下倾向：即发电机旋转数越低、或发电机发电量越大，发电机扭矩Tg越小(Tg的绝对值越大)的倾向。
变速器齿轮比Rt，是将当前的齿轮位置的变速比与最终减速比相乘的结果。
制动器扭矩Tb通常为负值。根据制动器踏板的踩入量，使用预先设定的制动器映射表求出。并具有制动器踏板的踩入量越大，制动器扭矩Tb越小(Tb的绝对值越大)的倾向。
在方框32中，计算车辆转弯量ay。车辆转弯量ay，作为车辆横向加速度的当前值或车辆横向加速度的预测值。在将车辆转弯量ay作为车辆横向加速度的预测值的情况下，能够在电机7中存在应答滞后的情况下，消除其影响影响，或减弱其影响。
可以使用横向加速度传感器测定车辆横向加速度的当前值。或者，根据车辆速度V和旋转半径r，通过V×V/r进行计算。可以根据车辆速度V和操舵角、或车辆速度V和偏转角、或车辆速度V和内外轮的旋转数差，使用预先设定的映射表来求出。为此，可以在车辆中适当设置横向加速度传感器、操舵角传感器、偏转角传感器，或者根据其他传感器的输出通过计算求出必要的信息。
车辆横向加速度的预测值，可以根据车辆速度V和旋转半径的预测值r’，通过V×V/r’进行计算。根据车辆速度V和操舵角，使用预先设定的映射表，来求出旋转半径的预测值r’。由于从操舵起到实际产生横向加速度需要一定时间，因此能够求得车辆横向急速度的预测值。
在方框33中，计算后轮的左右合计的制动力·驱动力的目标值Fr。在前轮扭矩Tf为正时(驱动车辆时)，根据前轮扭矩Tf、转弯量ay、轮胎半径rt以及预先设定的常数k1、k2，通过以下式子，计算目标后轮制动力·驱动力Fr。
【数1】
Fr = k 1 × ( Tf × rt ) 2 - k 2 × ay 2 …(数1)
另外，在前轮扭矩Tf为负时(对车辆进行制动时)，根据前轮扭矩Tf、转弯量ay、轮胎半径rt以及预先设定的常数k3、k4，通过以下式子，计算目标后轮制动力·驱动力Fr。
【数2】
Fr = - k 3 × ( Tf × rt ) 2 - k 4 × ay 2 …(数2)
其中，(数1)、(数2)中，当根式中的计算结果为负时，均将Fr置为零。
若后轮制动力·驱动力一定，则车辆转弯量越大后轮越容易横向打滑，若使用该式，则车辆转弯量越大后轮制动力·驱动力的绝对值越小，因此能够降低后轮发生横滑的可能性。另外，若使用该式，则若前轮扭矩的绝对值小后轮制动力的绝对值也小，因此只要驾驶员以前轮不横滑的方式驾驶，后轮就也不易发生横滑。
另外，k1、k3并非常数，可以由后轮负荷所确定。由于后轮负荷越小所需后轮制动力·驱动力也越小，因此可以利用设定为后轮载荷越小k1和k3越小的映射表来确定。
后轮载荷可以由后轮的悬架的收缩量求得。或者，根据车辆重量m、平坦路静止时施加于后轮的重量mr、重力加速度g、车辆的重心高度h、轴距(wheel base)l、车辆前后加速度ax、路面倾斜θ(θ在爬坡路时为正)，通过mr×g+m×g×h/l×(ax+tanθ)计算出来。使用倾斜传感器来测定路面倾斜θ。或者，可根据车辆重量m、重力加速度g、车辆前后加速度ax、车辆总制动力·驱动力F(前轮制动力·驱动力Ff和后轮制动力·驱动力Fr之和)，通过arcsin{F/(m×g)-ax/g}计算。
另外，在方框33中，可以取代用(式1)、(式2)进行计算，使用预先根据(式1)、(式2)制成的映射表来求出。
在方框34中，计算电机7的目标扭矩Tm。根据目标后轮制动力·驱动力Fr、轮胎半径rt、后差速器8的齿轮比Rr，通过以下式子计算电机7的目标扭矩Tm。
Tm＝Fr×rt×Rt
按照以上，确定电机7的目标扭矩Tm。电机控制器11，基于该值而使电机7动力运行或再生。
图4表示在应用本发明的汽车中，未踩下油门踏板而行驶时的前轮扭矩的绝对值、操舵角、电机扭矩的绝对值的一例。在前轮扭矩一定时，随着操舵角增大，电机扭矩的绝对值连续地变小。通过该控制，能够在后轮不横向滑动的范围内得到足够的制动力。这种控制，对在后轮容易横向滑动的状况中需要较大制动力的低μ的下坡道路，特别有效。
另外，在踩下油门踏板行驶的情况下，在前轮扭矩一定时，随着操舵角变大，电机扭矩连续地变小，从而能够在后轮不横向滑动的范围内得到足够的驱动力。
按照上述那样，在车辆转弯时，通过连续地控制电机扭矩，能够在后轮不横向滑动的范围内得到足够的驱动力和制动力。能够得到足够的驱动力，在车辆的加速性能和爬坡性能方面较为有利。能够得到足够的制动力，在安全性和能量再生方面较为有利。
【实施例2】
图5表示应用本发明的汽车的其他构成例。
图5的构成是在图1的构成中，添加能量耗散机构12和切换开关13。
能量耗散机构12，例如是电阻较大的电路，能够将由电机7所再生的能量变换为热量等而耗散。
切换开关13，通常连接着电力线5和能量存储器6，但是在贮存于能量存储器6中的能量较大不能在进一步储存的情况下，并需要由电机7进行再生时，将电力线5和能量耗散机构12连结，使由电机7所再生的能量耗散。
另外，也可以不设置能量存储器6而仅设置能量耗散机构12。
图5的结构中，与图1的结构同样，也能够在后轮不横向滑动的范围中得到足够的驱动力和制动力。
【实施例3】
图6中，示出了应用本发明的汽车的其他构成例。
图6的构成，可以从图1的构成中去掉后差速器8，并设置两个电机。
电机7a仅通过减速器8a向后轮4c传递扭矩，电机7b仅通过减速器8b向后轮4d传递扭矩。另外，也可以不设置减速器8a、8b。
电机7a和电机7b，分别由电机控制器11所控制。根据目标后轮制动力·驱动力Fr，轮胎半径rt，减速器7a、7b的减速比Rr’，以及目标扭矩修正值ΔTma、ΔTmb，通过以下的式子计算电机7a的目标扭矩Tma、电机7b的目标扭矩Tmb。
Tma＝(Fr×rt/2)×Rr′+ΔTma
Tmb＝(Fr×rt/2)×Rr′+ΔTmb
目标后轮制动力·驱动力Fr，由与实施例1相同的方法确定。
在右转弯时，在前轮横向滑动而不能充分转弯的情况下，使ΔTma比ΔTmb大。在左转弯时，在前轮横向滑动而不能充分转弯的情况下，使ΔTmb比ΔTma大。该ΔTma、ΔTmb的值，根据车辆速度、操舵角、偏转角等，使用预先设定的映射表来求得。
图6的构成中，与图1的构成相同，也能够在后轮不横向滑动的范围内得到足够的驱动力和制动力。

Claims (10)

1、一种汽车的控制装置，该汽车备有将动力提供给后轮的电机，其特征在于，
在车辆转弯时控制所述电机，使所述电机的扭矩相对于操舵角的变化连续地变化。
2、根据权利要求1所述的汽车的控制装置，其特征在于，
车辆转弯量越大，使所述电机的扭矩的绝对值越小。
3、根据权利要求1所述的汽车的控制装置，其特征在于，
前轮扭矩的绝对值越大，使所述电机的扭矩的绝对值越大。
4、根据权利要求1所述的汽车的控制装置，其特征在于，
后轮负荷越小，使所述电机的扭矩的绝对值越小。
5、根据权利要求2所述的汽车的控制装置，其特征在于，
所述车辆转弯量，通过根据车辆横向加速度的计算、根据操舵角和车辆速度的计算、根据偏转角速度和车辆速度的计算或根据车轮旋转数的计算的其中之一，进行计算来求出。
6、根据权利要求3所述的汽车的控制装置，其特征在于，
所述前轮扭矩，由发动机、安装于发动机上的发电机、以及变速器的状态而计算。
7、根据权利要求3所述的汽车的控制装置，其特征在于，
所述前轮扭矩，根据制动器的状态进行计算。
8、根据权利要求4所述的汽车的控制装置，其特征在于，
所述后轮负荷，根据车辆前后加速度和路面倾斜进行计算。
9、根据权利要求4所述的汽车的控制装置，其特征在于，
所述后轮负荷，根据车辆前后加速度、所述前轮扭矩、以及所述电机的扭矩进行计算。
10、一种汽车，前轮由发动机驱动，后轮由电机驱动，备有：
前轮驱动扭矩检测机构，其对前轮的驱动扭矩进行检测；
油门踏板传感器，其对油门踏板的踩入的有无进行检测；
操舵角传感器，其对操舵角进行检测；
电机扭矩检测机构，其对所述电机的扭矩进行检测；以及，
控制装置，其控制所述电机，使在前轮扭矩一定时，随着操舵角变大电机扭矩的绝对值连续地变小。
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