CN101378925B - 车辆、其控制方法和制动装置 - Google Patents
车辆、其控制方法和制动装置 Download PDFInfo
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- CN101378925B CN101378925B CN200780004090XA CN200780004090A CN101378925B CN 101378925 B CN101378925 B CN 101378925B CN 200780004090X A CN200780004090X A CN 200780004090XA CN 200780004090 A CN200780004090 A CN 200780004090A CN 101378925 B CN101378925 B CN 101378925B
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Abstract
在制动过程中,基于电池的输入限制Win和制动踏板位置BP设定下限制Tm2min和Tm3min(S190),并且设定的下限制Tm2min和Tm3min限制从电动机MG2和MG3输出的再生转矩(S220)。这防止了当车辆速度被减小时由于液压制动器不能跟随电动机MG2和MG3输出的再生转矩的突然变化而引起的过剩制动力的输出和转矩冲击。
Description
技术领域
本发明涉及车辆、其控制方法和制动装置。
背景技术
提出了一种车辆(例如,参见专利文献1),其包括能够驱动前轮的前轮电动机MGf、能够驱动后轮的后轮电动机MGr和能够将电力传输进出这两个电动机MGf和MGr的电池,并在要求制动力时在电池的充电限制值的范围内驱动这两个电动机MGf和MGr。在此车辆中,在制动过程中,首先在电池的充电限制值的范围内设定用于驱动频率低的后轮电动机MGr的再生的转矩指令,然后在使用所设定的后轮电动机MGr的转矩指令和电池的充电限制值的限制下设定用于前轮电动机MGf再生的转矩指令,以执行前轮电动机MGf和后轮电动机MGr的再生控制。这防止了驱动频率高的前轮电动机MGf的发热。
专利文献1:日本专利早期公开公报No.2002-345105
发明内容
诸如以上所述车辆的机动车辆除了驱动电动机之外一般还包括用于施加制动力的被液压驱动的机械制动器,并且当能够通过电动机的再生控制施加的制动力不足时,机械制动器***作以获得所期望的制动力。为了防止在车辆停止时转矩冲击的发生,将由机械制动器提供的制动力在停止之前置换由电动机提供的制动力。此时,如果电动机的转矩指令如在以上所述车辆中仅仅由电池的充电限制值设定,则由于车速低时电动机的旋转速度较低,电动机被控制以输出大的再生转矩,并且液压驱动需要一定的时间,由此阻止了由电动机提供的制动力和由机械制动器提供的制动力之间平滑地协调,这会引起转矩冲击。当电池的充电限制严格时,这种现象显著地发生。
根据本发明的车辆,其控制方法和制动装置具有防止在制动过程中发生转矩冲击的目的。根据本发明的车辆、其控制方法和制动装置具有允许由电动机提供的制动力和由机械制动器提供的制动力之间的平滑协调的另一目的。此外,根据本发明的车辆、其控制方法和制动装置具有在制动过程中通过将更大量的动能再生为电力来增大能量效率的又一目的。
为了实现以上所述目的的至少一部分,根据本发明的车辆、其控制方法和制动装置采取了以下措施。
本发明涉及一种车辆,包括:制动力施加单元,其通过液压致动施加制动力;至少一个电动机,其能够输出再生转矩;蓄电单元,其能够将电力传输进出电动机;旋转速度检测单元,其检测电动机的旋转速度;输入限制设定单元,其基于蓄电单元的状态设定作为对蓄电单元进行充电时的最大允许电力的输入限制;制动要求检测单元,其检测对车辆所要求的制动要求;下限再生转矩设定单元,其基于检测到的制动要求和设定的输入限制设定作为从电动机输出的再生转矩的下限值的下限再生转矩;以及制动控制单元,其控制电动机和制动力施加单元,使得在基于检测到的电动机的旋转速度的电动机的额定转矩、设定的输入限制和设定的下限再生转矩的范围内从电动机输出再生转矩,并且将根据检测到的制动要求的制动力施加到车辆。
在本发明的车辆中,基于对车辆要求的制动要求和基于蓄电单元的状态设定为对蓄电单元进行充电时最大允许电力的输入限制设定作为从电动机输出的再生转矩的下限值的下限再生转矩,并且电动机和制动力施加单元被控制,使得在基于电动机旋转速度的电动机的额定转矩、蓄电单元的输入限制和下限再生转矩的范围内从电动机输出再生转矩,并且根据制动要求的制动力施加到车辆。这允许来自电动机的再生转矩被限制到基于蓄电单元的输入限制和制动要求设定的下限再生转矩,并且即使电动机的旋转速度被减小也防止超过下限再生转矩的较小(其绝对值较大)的再生转矩从电动机输出。即使电动机的旋转速度被减小,这也允许由电动机提供的制动力和由制动力施加单元提供的制动力之间的平滑协调,并防止由于由电动机提供的制动力和由制动力施加单元提供的制动力之间粗糙协调而引起的转矩冲击的发生。通过由电动机提供的再生转矩的输出,车辆的动能被再生为电力,由此增大了车辆的能量效率。作为制动请求,可以使用由操作者对制动踏板的操作量或者与之有关的物理量,例如,下压力、制动压力或者通过施加制动车辆的减速。对于下限再生转矩,再生转矩是负值。
在本发明的车辆中,下限再生转矩设定单元可以设定下限再生转矩,使得其绝对值随着设定的输入限制的绝对值变小而变小,并且下限再生转矩设定单元设定下限再生转矩,使得其绝对值随着检测到的制动要求变大而变小。此布置确保根据蓄电单元的输入限制和制动要求设定电动机的再生转矩。
在本发明的车辆中,制动控制单元可以控制电动机,使得从电动机输出电动机的额定转矩、所设定的输入限制和下限再生转矩的范围内的最大再生转矩(其绝对值最小),并控制制动力施加单元,使得从制动力施加单元施加根据检测到的制动力要求的驱动力与由从电动机输出的再生转矩提供的制动力之间的差值的制动力。此布置将车辆的大量动能再生为电力。
在本发明的车辆中,制动控制单元可以控制电动机和制动力施加单元,使得当由旋转速度检测单元检测到的旋转速度是预定旋转速度或者更高时,在电动机的额定转矩、基于设定的输入限制的输入限制转矩和设定的下限再生转矩的范围内从电动机输出再生转矩,并且将根据检测到的制动要求的制动力施加到车辆,并可以控制电动机和制动力施加单元,使得当由旋转速度检测单元检测到的旋转速度低于预定旋转速度时,没有再生转矩从电动机输出,并且将根据检测到的制动要求的制动力施加到车辆。此布置防止在电动机停止时会发生的转矩冲击。
在本发明的车辆中,电动机可以是连接到不同车轴的多个电动机,并且下限再生转矩设定单元可以针对多个电动机的每个设定下限再生转矩,制动控制单元执行控制,使得在多个电动机的每个的额定转矩、设定的输入限制和针对多个电动机的每个设定的下限再生转矩的范围内从多个电动机的每个输出再生转矩。
此布置将来自每个电动机的再生转矩限制为基于蓄电单元的输入限制和制动要求和每个电动机的额定转矩设定的下限再生转矩,由此即使当每个电动机的旋转速度被减小时也防止较大的再生转矩从每个电动机输出。这允许由每个电动机提供的制动力和由制动力施加单元提供的制动力之间平滑的协调,并防止由于由任何一个电动机提供的制动力和由制动力施加单元提供的制动力之间的粗糙协调引起的转矩冲击的发生。
根据本发明的制动装置涉及一种制动装置,其将制动力施加到移动单元,该制动装置包括:制动力施加单元,其通过液压致动施加制动力;至少一个电动机,其能够输出再生转矩;蓄电单元,其能够将电力传输进出电动机;旋转速度检测单元,其检测电动机的旋转速度;输入限制设定单元,其基于蓄电单元的状态设定作为对蓄电单元进行充电时的最大允许电力的输入限制;制动要求检测单元,其检测对移动单元车辆所要求的制动要求;下限再生转矩设定单元,其基于检测到的制动要求和设定的输入限制将下限再生转矩设定为从电动机输出的再生转矩的下限值;以及制动控制单元,其控制电动机和制动力施加单元,使得在基于检测到的电动机的旋转速度的电动机的额定转矩、设定的输入限制和设定的下限再生转矩的范围内从电动机输出再生转矩,并且将根据检测到的制动要求的制动力施加到移动单元。
在根据本发明的制动装置中,基于对移动单元要求的制动要求和基于蓄电单元的状态设定为对蓄电单元进行充电时最大允许电力的输入限制设定作为从电动机输出的再生转矩的下限值的下限再生转矩,并且电动机和制动力施加单元被控制,使得在基于电动机旋转速度的电动机的额定转矩、蓄电单元的输入限制和下限再生转矩的范围内从电动机输出再生转矩,并且根据制动要求的制动力施加到移动单元。这允许来自电动机的再生转矩被限制到基于蓄电单元的输入限制和制动要求设定的下限再生转矩,并且即使电动机的旋转速度被减小也防止超过下限再生转矩的较小(其绝对值较大)的再生转矩从电动机输出。即使电动机的旋转速度被减小,这也允许由电动机提供的制动力和由制动力施加单元提供的制动力之间的平滑协调,并防止由于由电动机提供的制动力和由制动力施加单元提供的制动力之间粗糙协调而引起的转矩冲击的发生。通过由电动机提供的再生转矩的输出,车辆的动能被再生为电力,由此增大了移动单元的能量效率。对于下限再生转矩,再生转矩是负值。
本发明的车辆的控制方法涉及的车辆包括:制动力施加单元,其通过液压致动施加制动力;至少一个电动机,其能够输出再生转矩;以及蓄电单元,其能够将电力传输进出电动机。该控制方法包括以下步骤:基于对车辆要求的制动要求和作为对蓄电单元进行充电时的最大允许电力的输入限制将下限再生转矩设定为从电动机输出的再生转矩的下限值;以及控制电动机和制动力施加单元,使得在基于电动机的旋转速度的电动机的额定转矩、输入限制和设定的下限再生转矩的范围内从电动机输出再生转矩,并且将根据检测到的制动要求的制动力施加到车辆。
在车辆的控制方法中,基于对车辆要求的制动要求和基于蓄电单元的状态设定为对蓄电单元进行充电时最大允许电力的输入限制设定作为从电动机输出的再生转矩的下限值的下限再生转矩,并且电动机和制动力施加单元被控制,使得在基于电动机旋转速度的电动机的额定转矩、输入限制和下限再生转矩的范围内从电动机输出再生转矩,并且将根据制动要求的制动力施加到车辆。这允许来自电动机的再生转矩被限制到基于蓄电单元的输入限制和制动要求设定的下限再生转矩,并且即使电动机的旋转速度被减小也防止超过下限再生转矩的较小(其绝对值较大)的再生转矩从电动机输出。即使电动机的旋转速度被减小,这也允许由电动机提供的制动力和由制动力施加单元提供的制动力之间的平滑协调,并防止由于由电动机提供的制动力和由制动力施加单元提供的制动力之间粗糙协调而引起的转矩冲击的发生。通过由电动机提供的再生转矩的输出,车辆的动能被再生为电力,由此增大了车辆的能量效率。作为制动请求,可以使用由操作者对制动踏板的操作量或者与之有关的物理量,例如,下压力、制动压力或者通过施加制动车辆的减速。对于下限再生转矩,再生转矩是负值。
在车辆的控制方法的一个优选实施例中,控制方法包括以下步骤:将下限再生转矩设定成其绝对值随着输入限制的绝对值变小而变小,并且将下限再生转矩设定成其绝对值随着制动要求的绝对值变大而变小。此布置确保根据蓄电单元的输入限制和制动要求设定电动机的再生转矩。
在车辆的控制方法的另一个优选实施例中,控制方法包括以下步骤:控制电动机,使得从电动机输出电动机的额定转矩和设定的下限再生转矩的范围内的最大(其绝对值最小)再生转矩,并控制制动力施加单元,使得从制动力施加单元施加根据制动要求的驱动力和由从电动机输出的再生转矩提供的制动力之间的差值的制动力。此布置将更大量的车辆的动能再生为电力。
在车辆的控制方法的另一个优选实施例中,控制方法包括以下步骤:控制方法控制电动机和制动力施加单元,使得当旋转速度是预定旋转速度或者更高时,在电动机的额定转矩、基于输入限制的输入限制转矩和设定的下限再生转矩的范围内从电动机输出再生转矩,并且将根据制动要求的制动力施加到车辆,并控制电动机和制动力施加单元,使得当电动机的旋转速度低于预定旋转速度时,没有再生转矩从电动机输出,并且将根据制动要求的制动力施加到车辆。此布置防止在电动机停止时会发生的转矩冲击。
附图说明
图1示意性示出了根据本发明实施例的混合动力车辆20的构造;
图2是示出由混合动力电子控制单元70执行的制动控制例程的示例的流程图;
图3图示了电池50的电池温度Tb和输入和输出限制Win和Wout之间关系的示例;
图4图示了电池50的充电状态(SOC)和输入和输出限制Win和Wout的校正系数之间关系的示例;
图5图示了要求制动转矩设定对照图的示例;
图6图示了电动机的额定再生转矩的示例;
图7图示了输入限制Win和下限值Tmin(Tm2min和Tm3min)之间关系的示例;
图8图示了制动踏板位置BP和下限制Tmin(Tm2min和Tm3min)之间关系的示例;
图9图示了当电池50的输入限制Win的绝对值较小并且制动踏板85被比较深地下压时电动机MG2的旋转速度Nm2、转矩指令Tm2*和制动转矩指令Tbf*之间关系的示例;
图10示意性示出了根据变形例的混合动力车辆120的构造;以及
图11示意性示出了根据变形例的电动车辆220的构造。
具体实施方式
接着,将参照实施例描述用于实现本发明的最佳方式。图1是示意性示出根据本发明实施例的混合动力车辆20的构造。如所示,本实施例的混合动力车辆20包括:发动机22;三轴式动力分配和集成机构30,其经由阻尼器28连接到作为发动机22的输出轴的曲轴26;连接至动力分配和集成机构30并能够产生电力的电动机MG1;减速齿轮35,其连接至动力分配和集成机构30并经由齿轮机构60和差速齿轮61连接至前轮62a和62b;电动机MG2,其连接至减速齿轮35;经由差速齿轮63连接到后轮64a和64b的电动机MG3;以及混合动力电子控制单元70,其控制车辆的整个驱动***。
发动机22是利用诸如汽油或轻油之类的烃燃料来输出动力的内燃机。发动机电子控制单元(此后称作发动机ECU)24从用于检测发动机22的运转状态的各种传感器接收信号,并负责发动机22的运转控制,例如燃料喷射控制、点火控制和进气量调节控制。发动机ECU 24与混合动力电子控制单元70通信,以响应于从混合动力电子控制单元传输的控制信号控制发动机22的运转,同时根据需要将与发动机22的运转状态相关的数据输出到混合动力电子控制单元70。
动力分配和集成机构30包括:太阳轮31,其是外齿轮;齿圈32,其是内齿轮并与太阳轮31同心布置;多个小齿轮33,其与太阳轮31和齿圈32啮合;以及以允许其在各自的轴线上自由自转和自由公转的方式保持多个小齿轮33的行星轮架34。即,动力分配和集成机构30被构造为允许太阳轮31、齿圈32和行星轮架34作为旋转元件进行差速运动的行星齿轮机构。动力分配和集成机构30中的行星轮架34、太阳轮31和齿圈32分别与发动机22的曲轴26连接、与电动机MG1连接、并经由作为驱动轴的齿圈轴32a与减速齿轮35连接。在电动机MG1用作发电机的同时,从发动机22输出并通过行星轮架34输入的动力根据传动比被分配到太阳轮31和齿圈32。另一方面,在电动机MG1用作电动机的同时,从发动机22输出并通过行星轮架34输入的动力与从电动机MG1输出并通过太阳轮31输入的动力组合,并且合成的动力被输出至齿圈32。因而,输出至齿圈32的动力从齿圈轴32a经由齿轮机构60和差速齿轮61最终输入至驱动轮62a和62b。
所有电动机MG1、MG2和MG3是公知的同步电动发电机,其作为发电机和电动机被驱动。电动机MG1、MG2和MG3经由逆变器41、42和43将电力传输进出电池50。连接逆变器41、42和43与电池50的电线54构造成由逆变器41、42和43共用的正极母线和负极母线。此布置使由电动机MG1、MG2和MG3之一产生的电力能够被其它电动机消耗。电池50可以用电动机MG1、MG2和MG3之一产生的多余电力充电,并放电以补充电力不足。当电动机MG1、MG2和MG3之间达到电力平衡时,电池50既不充电也不放电。所有电动机MG1、MG2和MG3的运转由电动机电子控制单元40(以下称为电动机ECU)控制。电动机ECU 40接收为控制电动机MG1、MG2和MG3的运转所需的各种信号,例如来自用于检测电动机MG1、MG2和MG3的转子的旋转位置的旋转位置检测传感器44、45和46的信号,以及由电流传感器(未示出)测量的施加到电动机MG1、MG2和MG3的相电流。电动机ECU 40将开关控制信号输出至逆变器41、42和43。电动机ECU 40与混合动力电子控制单元70通信,以响应于从混合动力电子控制单元70传输的控制信号控制电动机MG1、MG2和MG3的运转,同时根据需要将与电动机MG1、MG2和MG3的运转状态相关的数据输出至混合动力电子控制单元70。
电池50在电池电子控制单元(以下称为电池ECU)52的控制下。电池ECU 52接收为控制电池50所需的各种信号,例如由设置在电池50的端子之间的电压传感器(未示出)所测量的端子间电压、由安装到与电池50的输出端子连接的电线54的电流传感器(未示出)所测量的充放电电流,以及由安装到电池50的温度传感器(未示出)所测量的电池温度。电池ECU 52根据需要,经由通信将与电池50的状态相关的数据输出至混合动力电子控制单元70。电池ECU 52基于由电流传感器测量的累计的充放电电流来计算电池50的充电状态(SOC)以控制电池50。
由来自制动致动器68的液压压力致动的液压制动器安装到前轮62a和62b以及后轮64a和64b中的每个。制动ECU69通过驱动控制调节来自制动致动器68的液压压力。由车轮速度传感器69a检测到的前轮62a和62b的车轮速度Vfl和Vfr和后轮64a和64b的车轮速度Vrl和Vrr经由未示出的输入端口输入到制动ECU69,并且到制动致动器68等的驱动信号从制动ECU69经由输出端口输出。制动ECU69与混合动力电子控制单元70通信,根据来自混合动力电子控制单元70的控制信号驱动和控制制动致动器68,并根据要求将与制动致动器68、前轮62a和62b以及后轮64a和64b的状态有关的数据输出到混合动力电子控制单元。
混合动力电子控制单元70构造为微处理器,微处理器包括CPU 72、存储处理程序的ROM 74、临时存储数据的RAM 76、以及未图示的输入输出端口和未图示的通信端口。混合动力电子控制单元70经由输入端口接收各种输入:来自点火开关80的点火信号、来自检测换档杆81的当前换档位置的换档位置传感器82的换档位置SP、来自测量加速踏板83的踩踏量的加速踏板位置传感器84的加速器开度Acc、来自测量制动踏板85的踩踏量的制动踏板位置传感器86的制动踏板位置BP、以及来自车辆速度传感器88的车辆速度V。如上所述,混合动力电子控制单元70经由通信端口与发动机ECU 24、电动机ECU 40、电池ECU 52和制动ECU69通信,以将各种控制信号传输进出发动机ECU24、电动机ECU 40、电池ECU 52和制动ECU69。
这样构造的本实施例的混合动力车辆20基于与驾驶员对加速踏板83的踩踏量相对应的加速踏板操作量Acc以及车速V的观测值来计算要输出至车辆的要求转矩。发动机22和电动机MG1、MG2以及MG3受到运转控制以与计算出的要求转矩相对应的所需动力水平驱动。发动机22和电动机MG1、MG2和MG3的运转控制选择性地进行转矩转换驱动模式、充放电驱动模式和电动机驱动模式之一。转矩转换驱动模式控制发动机22的运转,以输出与所需动力水平相当的动力量,同时驱动和控制电动机MG1、MG2和MG3以使从发动机22输出的全部驱动力借助于动力分配和集成机构30、以及电动机MG1、MG2和MG3而进行转矩转换并被输出。充放电驱动模式控制发动机22的运转以输出与所需动力水平和通过对电池50充电所消耗或者通过对电池50放电所供应的电力量的总和相当的动力量,同时驱动并控制电动机MG1、MG2和MG3以使得在对电池50充电或放电的同时,与所需动力水平相当的从发动机22输出的全部动力或者一部分动力借助于动力分配和集成机构30、以及电动机MG1、MG2和MG3进行转矩转换,并输出。电动机驱动模式停止发动机22的运转,并驱动和控制电动机MG2和或者MG3以输出与所需动力水平相当的动力量。
接着,将描述这样构造的实施例的混合动力车辆20的操作,具体地,在驾驶员下压制动踏板85时的制动过程中的操作。图2是示出由混合动力电子控制单元70执行的制动控制例程的示例的流程图。此例程以预定的时间间隔(例如,8msec的间隔)重复执行。
当执行制动控制例程时,混合动力电子控制单元70的CPU72首先输入诸如来自制动踏板位置传感器86的制动踏板位置BP、来自车辆速度传感器88的车辆速度V、电动机MG1、MG2和MG3的旋转速度Nm1、Nm2和Nm3、电池50的输入和输出限制Win和Wout、后轮要求分配比Dr等(步骤S100)数据。基于由旋转位置检测传感器44、45和46检测到的旋转位置计算电动机MG1、MG2和MG3的旋转速度Nm1、Nm2和Nm3中的每个,并通过通信将其从电动机ECU40输入。基于由安装到电池50的未示出的温度传感器检测到的电池50的电池温度Tb和电池50的充电状态(SOC)设定电池50的输入和输出限制Win和Wout,并通过通信将其从电池ECU52输入。可以通过以下来设定电池50的输入和输出限制Win和Wout:基于电池温度Tb设定输入和输出限制Win和Wout的基本值,基于电池50的充电状态(SOC)设定输出限制校正系数和输入限制校正系数,然后将所设定的输入和输出限制Win和Wout的基本值乘以校正系数。图3示出了电池温度Tb与输入和输出限制Win和Wout之间关系的示例,图4示出了电池50的充电状态(SOC)与输入和输出限制Win和Wout的校正系数之间关系的示例。后轮要求分配比Dr是通过未示出的以输出到后轮64a和64b的转矩与输出到前轮62a和62b的转矩和输出到后轮64a和64b的转矩之和的比率作为要求的后轮要求分配比设定处理来设定,并通过通信从制动ECU69输入。在本实施例的后轮要求分配比设定处理中,基于车辆速度V、在后述的图2的步骤S110中设定的要求制动转矩T*(在驱动过程中要求驱动转矩)、来自车轮速度传感器69a的车轮速度Vfl、Vfr、Vrl和Vrr等判定是否发生打滑、车辆是否正起动或者正急加速,以及判定车辆是否正减速,并且当判定以上均未满足时将后轮要求分配比Dr设定为零值;当判定发生滑移时将其设定为用于滑移的值;当判定车辆正起动或者正急加速时将其设定为用于起动或者急加速的值;当判定车辆正减速时将其设定为用于减速的值。用于减速的后轮要求分配比Dr例如可以是0.5或者0.4,使得在减速过程中,通过电动机MG2和MG3的再生控制能够取出更大量的电能。
然后,执行处理以基于输入的制动踏板位置BP和车辆速度V设定整个车辆所需的要求制动转矩T*(步骤S110)。在实施例中,通过以下设定要求制动转矩T*:事先计算制动踏板位置BP、车辆速度V和要求转矩T*之间的关系、将该关系存储在ROM74中作为要求制动转矩设定对照图,然后在接收到制动踏板位置BP和车辆速度V时从对照图得到相应的要求制动转矩T*。在图5中示出要求制动转矩设定对照图的示例。
然后,在步骤S100输入的并受到通过以下公式(1)的平滑操作的后轮要求分配比Dr,被设定为后轮执行分配比Dr*(步骤S120),并且通过从值1减去后轮分配要求分配比Dr并受到通过以下公式(2)的平滑操作而获得的前轮要求分配比(=1-Dr)被设定为前轮执行分配比Df*,其中公式(2)确定与公式(1)相同的时间常数(步骤S130)。因而,后轮要求分配比Dr的变化受到平滑处理以设定后轮执行分配比Dr*(前轮执行分配比Df*),由此防止后轮要求分配比Dr的快速变化引起后轮执行分配比Dr*(前轮执行分配比Df*)的快速变化。如果对前轮62a和62b的转矩输出响应与对后轮64a和64b的转矩输出响应完全一致,则即使在后轮执行分配比Dr*(前轮执行分配比Df*)快速变化的情况下,要求转矩T*能够被输出到车辆。然而,考虑到发动机22和电动机MG1、MG2和MG3的每个输出响应,实际上对前轮62a和62b的转矩输出响应和对后轮64a和64b的转矩输出响应之间有偏移,后轮执行分配比Dr*(前轮执行分配比Df*)的快速变化会在车辆中引起冲击。鉴于此,后轮要求分配比Dr的变化受到平滑操作以设定后轮执行分配比Dr*(前轮执行分配比Df*)。在公式(1)和(2)中,“k”是时间常数,并确定在从值0到值1的范围内。因而,前轮执行分配比Df*也可以通过从值1减去后轮执行分配比Dr*计算。
Dr*=k·前次Dr*+(1-k)·Dr...(1)
Df*=k·前次Df*+(1-k)·(1-Dr)...(2)
这样设定后轮执行分配比Dr*和前轮执行分配比Df*,然后所设定的后轮执行分配比Dr*和所设定的前轮执行分配比Df*各乘以要求制动转矩T*以设定后轮转矩Tr*和前轮转矩Tf*(步骤S140),将发动机22的目标旋转速度Ne*设定为基于车辆速度V的旋转速度,并将发动机22的目标转矩Te*设定为零值(步骤S150),并且将电动机MG1的转矩指令Tm1*设定为零值(步骤S160)。将发动机22的目标旋转速度Ne*设定为基于车辆速度V的旋转速度,以当加速踏板83被下压时从发动机22快速地输出要求动力。作为基于车辆速度V的旋转速度,车辆速度V越高,就可以使用越高的旋转速度。
接着,将车辆速度V与用于完成电动机MG2或者电动机MG3的再生控制的阈值Vref进行比较(步骤S170)。可以使用为5km/h或者10km/h等的阈值。
当车辆速度V是阈值Vref或者更高时,基于电动机MG2旋转速度Nm2得到电动机MG2的额定再生转矩Tm2lim为旋转速度为Nm2时从电动机MG2能够输出的再生转矩的最大值(当再生符号为负时是最小值),并且基于电动机MG3的旋转速度Nm3得到在旋转速度Nm3时电动机MG3的额定再生转矩Tm3lim(步骤S180)。在实施例中,通过以下得到额定再生转矩Tm2lim和Tm3lim:事先将电动机MG2和MG3的旋转速度Nm2和Nm3和电动机MG2和MG3的额定再生转矩Tm2lim和Tm3lim之间的关系存储在ROM74中作为额定再生转矩设定对照图,并在接收到电动机MG2和MG3的旋转速度Nm2和Nm3时从对照图得到相应的额定再生转矩Tm2lim和Tm3lim。在图6中示出电动机的额定再生转矩的示例。
然后,基于电池50的输入限制Win和制动踏板位置BP将下限制Tm2min和Tm3min设定为可以从电动机MG2和MG3输出的转矩的下限值(步骤S190),并且基于电池50的输入限制Win设定基于输入限制Win的电动机MG2和MG3的转矩限制(输入限制转矩)Tm2Win和Tm3Win(步骤S200和S210)。在本实施例中,通过以下设定下限制Tm2min和Tm3min:事先确定输入限制Win、制动踏板位置BP和下限制Tm2min和Tm3min之间的关系,并将该关系存储在ROM74中作为下限制设定对照图,然后在接收到输入限制Win和制动踏板位置BP时从对照图得到相应的下限制Tm2min和Tm3min。在图7中示出输入限制Win和下限制Tmin(Tm2min和Tm3min)之间的关系的示例,图8中示出了制动踏板位置BP和下限制Tmin(Tm2min和Tm3min)之间的关系的示例。在本实施例中,如在图7中所示,下限制Tmin设定成输入限制Win的绝对值变得越大(值变得越小),下限制Tmin的绝对值就变得越大(值变得越小),并且如在图8中所示,下限制Tmin设定成制动踏板位置BP变得越大(值变得越小),下限制Tmin的绝对值就变得越大(值变得越小)。可以通过以下来设定输入限制转矩Tm2Win和Tm3Win:根据用于通过电动机MG2和MG3根据电动机MG2和MG3的再生方面的额定值而有效地再生电力的分配比Km分配电池50的输入限制Win以计算电动机输入限制Win2和Win3(步骤S200),并将所计算出的电动机输入限制Win2和Win3除以电动机MG2和MG3的旋转速度Nm2和Nm3(步骤S210)。
接着,将前轮转矩Tf*除以作为电动机MG2与前轮62a和62b的旋转速度之比的传动比G2的值、额定再生转矩Tm2lim、下限制Tm2min和输入限制转矩Tm2Win中的最大值(其绝对值为最小值)设定为电动机MG2的转矩指令Tm2*,将后轮转矩Tr*除以作为电动机MG3与后轮64a和64b的旋转速度之比的传动比G3的值、额定再生转矩Tm3lim、下限制Tm3min和输入限制转矩Tm3Win中的最大值(其绝对值为最小值)设定为电动机MG3的转矩指令Tm3*(步骤S220),将作为由液压制动器施加到前轮62a和62b的转矩的制动转矩指令Tbf*设定为通过从前轮转矩Tf*减去电动机MG2的转矩指令Tm2*乘以传动比G2获得的值,将作为待由液压制动器施加到后轮64a和64b的转矩的制动转矩指令Tbr*设定为通过从后轮转矩Tr*减去电动机MG3的转矩指令Tm*乘以传动比G3获得的值(步骤S230)。然后,目标旋转速度Ne*和目标转矩Te*传输到发动机ECU24,转矩指令Tm1*、Tm2*和Tm3*传输到电动机ECU40,制动转矩指令Tbf*和Tbr*传输到制动ECU69(步骤S280),然后该例程结束。已经接收到目标旋转速度Ne*和值为零的目标转矩Te*的发动机ECU24执行诸如发动机22中的进气量控制、燃料喷射控制或者点火控制的控制,使得发动机22独立地以目标旋转速度Ne*运转。已经接收到转矩指令Tm1*、Tm2*和Tm3*的电动机ECU40执行逆变器41、42和43的开关元件的开关控制,使得转矩指令Tm1*的转矩(值为零)从电动机MG1输出,转矩指令Tm2*的转矩从电动机MG2输出,并且转矩指令Tm3*的转矩从电动机MG3输出。已经接收到制动转矩指令Tbf*和Tbr*的制动ECU69控制制动致动器68,使得与制动转矩指令Tbf*相对应的制动力施加到前轮62a和62b,与制动转矩指令Tbr*相对应的制动力施加到后轮64a和64b。因而,通过由电动机MG2和电动机MG3的再生控制提供的制动力和由液压制动器提供的制动力,可以将与要求制动转矩T*相对应的制动力施加到前轮62a和62b和后轮64a和64b。
当在步骤S170中判定车辆速度V低于阈值Vref时,判定用于将由电动机MG2和电动机MG3的再生控制提供的制动力全部置换为由液压制动器提供的制动力的制动转矩置换处理是否完成(步骤S240)。当制动转矩置换处理尚未完成时,执行制动转矩置换处理(步骤S250),由制动转矩置换处理设定的包括转矩指令Tm2*和Tm3*和制动转矩指令Tbf*和Tbr*的值传输到发动机ECU24、电动机ECU40和制动ECU69(步骤S280),然后该例程结束。在本实施例中,通过将电动机MG2的转矩指令Tm2*和电动机MG3的转矩指令Tm3*朝向零值逐渐增大和将制动转矩指令Tbf*和Tbr*减小(增大指令的绝对值)与之相同量来执行制动转矩置换处理。制动转矩置换处理不是本发明的核心,因而省略其更详细的描述。利用这种控制,即使在将由电动机MG2和电动机MG3的再生控制提供的制动力全部置换为由液压制动器提供的制动力的过程中,由电动机MG2和电动机MG3的再生控制提供的制动力和由液压制动器提供的制动力也允许与要求制动转矩T*相对应的制动力施加到前轮62a和62b和后轮64a和64b。
当在步骤S240中判定制动转矩置换处理完成时,将电动机MG2的转矩指令Tm2*和电动机MG3的转矩指令Tm3*设定为零值(步骤S260),将前轮转矩Tf*设定为前轮62a和62b的制动转矩指令Tbf*,将后轮转矩Tr*设定为后轮64a和64b的制动转矩指令Tbr*(步骤S270),所设定的值传输到发动机ECU24、电动机ECU40和制动ECU69(步骤S280),然后该例程结束。因而,由液压制动器提供的制动力允许与要求制动转矩T*相对应的制动力施加到前轮62a和62b和后轮64a和64b,因而防止了停止时转矩冲击的发生。
现在,假设电池50的输入限制Win的绝对值较小(该值较大)并且比较深地下压制动踏板85的情况。在图9中示出了此时电动机MG2的旋转速度Nm2和转矩指令Tm2*和制动转矩指令Tbf*之间关系的示例。在附图中,实线示出了转矩指令Tm2*,并且前轮转矩Tf*除以传动比G2的值与转矩指令Tm2*之间的差示出前轮62a和62b的制动转矩指令Tbf*。当电池50的输入限制Win的绝对值较小时,将电动机MG2和MG3的下限制Tm2min和Tm3min设定成比较大(其绝对值较小)。当车辆速度V较高,并且电动机MG2和MG3的旋转速度Nm2和Nm3较高时,将输入限制转矩Tm3Win和Tm3Win(在附图中,Win2=恒定曲线上的相应点)设定成大于(其绝对值小于)下限制Tm2min和Tm3min,因而将输入限制转矩Tm2Win和Tm3Win设定为转矩指令Tm2*和Tm3*,电动机MG2和MG3被驱动和控制。电动机MG2和MG3的旋转速度Nm2和Nm3随着车辆速度V减小而减小,随之,输入限制转矩Tm2Win和Tm3Win也被设定成较小(其绝对值较大)。因而,将输入限制转矩Tm2Win和Tm3Win和下限制Tm2min和Tm3min中较大者(其绝对值较小者)设定为转矩指令Tm2*和Tm3*,电动机MG2和MG3被驱动和控制。当车辆速度V被减小达到阈值Vref(在附图中,Vref·G2的旋转速度)时,执行制动转矩置换处理以将由电动机MG2和MG3提供的制动力置换为由液压制动器提供的制动力。另一方面,假定没有通过下限制Tm2min和Tm3min限制的转矩限制的比较示例。当车辆速度V被减小达到阈值Vref时将在电动机输入限制Win2和Win3在恒定曲线上的点处的情况下的输入限制转矩Tw2Win和Tm3Win设定为转矩指令Tm2*和Tm3*,并且电动机MG2和MG3被驱动和控制。当车辆速度V几乎达到阈值Vref时,输入限制转矩Tm2Win和Tm3Win随着车辆速度V的变化而突然变小(其绝对值变大),转矩指令Tm2*和Tm3*也突然变小,同时制动转矩指令Tbf*和Tbr*突然变大(其绝对值变小)。电动机MG2和MG3被逆变器42和43的开关元件的开关控制所控制,因而转矩指令Tm2*和Tm3*能够充分地跟随突然变化,而液压制动器通过基于改变到制动致动器68的未示出的电磁阀的电流的占空比的控制阀的操作和基于该阀的操作的液压油的流入和流出被控制,因而制动转矩指令Tbf*和Tbr*的突然变化有时不能够被跟随。在此情况下,过剩的制动力施加到车辆而引起转矩冲击。在比较示例中,当车辆速度V达到阈值Vref,并且制动转矩置换处理被执行时,待被置换的由电动机MG2和MG3提供的制动力(转矩指令Tm2*和Tm3*)较大,这要求制动转矩指令Tbf*和Tbr*的变化增大,由此引起超过根据要求制动转矩T*的制动力的制动力临时施加到车辆。这对驾驶员提供了由施加到车辆的不期望的制动力引起的不舒适感觉。在本实施例中,为了消除这种不便,基于电池50的输入限制Win和制动踏板位置BP设定下限制Tm2min和Tm3min,并且下限制Tm2min和Tm3min限制从电动机MG2和MG3输出的再生转矩。具体地,将下限制Tm2min和Tm3min设定成通过液压制动器的控制能够充分跟随输入限制转矩Tm2Win和Tm3Win随着车辆速度V的变化的变化,并且下限制Tm2min和Tm3min限制从MG2和MG3输出的再生转矩,由此防止由液压制动器的控制引起的过剩制动力的输出不能跟随该变化,防止由此引起的转矩冲击,并防止在停止前的制动转矩置换处理中会发生的不期望的制动力的输出。
根据如上所述的实施例的混合动力车辆20,在制动过程中,基于电池50的输入限制Win和制动踏板BP设定下限制Tm2min和Tm3min,并且所设定的下限制Tm2min和Tm3min限制从电动机MG2和MG3输出再生转矩,由此防止当车辆速度V被减小时引起的不便,例如,由液压制动器的控制引起的过剩制动力的输出不能够跟随该变化,防止由此引起的转矩冲击,并防止了在停止前的制动转矩置换处理中会发生的不期望的制动力的输出。这允许由电动机MG2和MG3对制动力的施加和由液压制动器对制动力的施加之间的平滑地协调。此外,在制动过程中,更大量的车辆动能能够被再生为电力,由此增大车辆的能量效率。
在本实施例的混合动力车辆20中,在制动过程中,基于电池50的输入限制Win和制动踏板位置BP设定下限制Tm2min和Tm3min,但是代替制动踏板位置BP,驾驶员下压制动踏板85的下压力或者未示出的制动主缸的压力(制动压力)等可以用来设定下限制Tm2min和Tm3min。此外,车辆的减速可以用来设定下限制Tm2min和Tm3min。
在本实施例的混合动力车辆20中,当车辆速度V被减小以达到阈值Vref时,在制动力置换处理中将由液压制动器施加的制动力置换由电动机MG2和MG3施加的制动力,但是可以不执行这样的置换。
在本实施例的混合动力车辆20中,在制动过程中,通过前轮执行分配比Df*和后轮执行分配比Dr*分配用于将要求制动转矩T*施加到前轮62a和62b和后轮64a和64b的制动力,再生转矩从电动机MG2输出用于前轮转矩Tf*,并且再生转矩从电动机MG3输出用于后轮转矩Tr*。然而,再生转矩可以从电动机MG2输出用于前轮转矩Tf*,而再生转矩可以不从电动机MG3输出用于后轮转矩Tr*,或者再生转矩可以不从电动机MG2输出用于前轮转矩Tf*,而再生转矩可以从电动机MG3输出用于后轮转矩Tr*。在此情况下,可以相对于输出再生转矩以执行控制的电动机设定输入限制转矩和下限制转矩。
在本实施例的混合动力车辆20中,通过平滑操作设定后轮执行分配比Dr*(前轮执行分配比Df*),但是可以通过诸如比率处理的其它平缓变化处理来设定后轮执行分配比Dr*(前轮执行分配比Df*)。
在本实施例的混合动力车辆20中,发动机22、动力分配和集成机构30和电动机MG1和MG2连接到前轮62a和62b,电动机MG3连接到后轮64a和64b,但是发动机22、动力分配和集成机构30和电动机MG1和MG2可以连接到后轮64a和64b,电动机MG3可以连接到前轮62a和62b。
在本实施例的混合动力车辆20中,经由动力分配和集成机构30将来自发动机22的动力输出到前轮62a和62b,但是如图10所示,变形的混合动力车辆120可以包括连接到发动机22的曲轴26的内转子132和连接到与前轮62a和62b连接的驱动轴的外转子134,并包括在电磁作用输入输出电力和动力的情况下将发动机22的动力的一部分输出到前轮62a和62b的一对转子电动机130。
此外,本发明可以应用到包括能够将动力输出到前轮的电动机和能够将动力输出到后轮的电动机的任何类型的车辆。例如,本发明可以应用到包括将动力输出到前轮的发动机和将动力输出到后轮的混合动力车辆,或者如图11所示,本发明可以应用到包括连接到前轮62a和62b并能够产生电力的电动机230和连接到后轮64a和64b,并能够产生电力的电动机240的电动车辆220。此外,本发明可以应用到仅仅包括将动力输出到前轮的电动机或者仅仅包括将动力输出到后轮的类型的车辆。在这些情况下,电动机可以设置在前轮或者后轮的每个中。
在本实施例中,混合动力车辆已经图示为本发明的实施例,但是本发明可以应用到除了汽车以外的车辆中,或者除了车辆之外的移动单元中。本发明可以是将制动力施加到移动单元的制动装置,或者车辆或者制动装置的控制方法。
以上所述的实施例和修改的示例在所有方面都认为是图示性的而非限制性的。在不脱离本发明主要特征的范围或者精神的情况下可以有许多修改、改变和替换。
工业应用性
本发明可应用在车辆或者制动装置的制造产业中。
Claims (14)
1.一种车辆,包括:
制动力施加单元,其通过液压致动施加制动力;
至少一个电动机,其能够输出再生转矩;
蓄电单元,其能够将电力传输至所述电动机和从所述电动机传输电力;
旋转速度检测单元,其检测所述电动机的旋转速度;
输入限制设定单元,其基于所述蓄电单元的状态来设定作为对所述蓄电单元进行充电时的最大允许电力的输入限制;
制动要求检测单元,其检测对所述车辆所要求的制动要求;
下限再生转矩设定单元,其基于所检测到的制动要求和所设定的输入限制来设定作为从所述电动机输出的再生转矩的下限值的下限再生转矩;以及
制动控制单元,其控制所述电动机和所述制动力施加单元,使得当车辆速度是用于完成所述电动机的再生控制的阈值或者更高时,在基于所检测到的所述电动机的旋转速度的所述电动机的额定转矩、基于所设定的输入限制的输入限制转矩和所设定的下限再生转矩的范围内从所述电动机输出所述再生转矩,并且将根据所检测到的制动要求的制动力施加到所述车辆,其中,所述输入限制转矩是其绝对值随着所检测到的所述电动机的旋转速度变小而变大的转矩。
2.根据权利要求1所述的车辆,其中,所述下限再生转矩设定单元设定所述下限再生转矩,使得其绝对值随着所设定的输入限制的绝对值变小而变小。
3.根据权利要求1所述的车辆,其中,所述下限再生转矩设定单元设定所述下限再生转矩,使得其绝对值随着所检测到的制动要求的绝对值变大而变小。
4.根据权利要求1所述的车辆,其中,所述制动控制单元控制所述电动机,使得从所述电动机输出处于所述电动机的所述额定转矩和所设定的下限再生转矩的范围内的最大再生转矩,并控制所述制动力施加单元,使得从所述制动力施加单元施加根据所检测到的制动要求的驱动力与由从所述电动机输出的所述再生转矩提供的制动力之间的差值的制动力。
5.根据权利要求1所述的车辆,其中,所述制动控制单元控制所述电动机和所述制动力施加单元,使得当所述车辆速度低于所述阈值时,没有再生转矩从所述电动机输出。
6.根据权利要求1所述的车辆,其中,所述电动机是连接到不同车轴的多个电动机。
7.根据权利要求6所述的车辆,其中,所述下限再生转矩设定单元针对所述多个电动机的每个设定下限再生转矩,
所述制动控制单元执行控制,使得在所述多个电动机的每个的额定转矩、基于所设定的输入限制的输入限制转矩和针对所述多个电动机的每个所设定的下限再生转矩的范围内从所述多个电动机的每个输出再生转矩。
8.根据权利要求1所述的车辆,其中,所述制动要求检测单元检测与操作者对制动踏板的操作有关的物理量。
9.一种制动装置,其将制动力施加到移动单元,所述制动装置包括:
制动力施加单元,其通过液压致动施加制动力;
至少一个电动机,其能够输出再生转矩;
蓄电单元,其能够将电力传输至所述电动机和从所述电动机传输电力;
旋转速度检测单元,其检测所述电动机的旋转速度;
输入限制设定单元,其基于所述蓄电单元的状态来设定作为对所述蓄电单元进行充电时的最大允许电力的输入限制;
制动要求检测单元,其检测对所述移动单元所要求的制动要求;
下限再生转矩设定单元,其基于所检测到的制动要求和所设定的输入限制来设定作为从所述电动机输出的再生转矩的下限值的下限再生转矩;以及
制动控制单元,其控制所述电动机和所述制动力施加单元,使得当车辆速度是用于完成所述电动机的再生控制的阈值或者更高时,在基于所检测到的所述电动机的旋转速度的所述电动机的额定转矩、基于所设定的输入限制的输入限制转矩和所设定的下限再生转矩的范围内从所述电动机输出所述再生转矩,并且将根据所检测到的制动要求的制动力施加到所述移动单元,其中,所述输入限制转矩是其绝对值随着所检测到的所述电动机的旋转速度变小而变大的转矩。
10.一种车辆的控制方法,所述车辆包括:制动力施加单元,其通过液压致动施加制动力;至少一个电动机,其能够输出再生转矩;以及蓄电单元,其能够将电力传输至所述电动机和从所述电动机传输电力,
所述控制方法包括以下步骤:
基于对所述车辆要求的制动要求和作为对所述蓄电单元进行充电时的最大允许电力的输入限制来设定作为从所述电动机输出的再生转矩的下限值的下限再生转矩;并且
控制所述电动机和所述制动力施加单元,使得当车辆速度是用于完成所述电动机的再生控制的阈值或者更高时,在基于所述电动机的旋转速度的所述电动机的额定转矩、基于所设定的输入限制的输入限制转矩和所设定的下限再生转矩的范围内从所述电动机输出所述再生转矩,并且将根据所述制动要求的制动力施加到所述车辆,其中,所述输入限制转矩是其绝对值随着所检测到的所述电动机的旋转速度变小而变大的转矩。
11.根据权利要求10所述的车辆的控制方法,将所述下限再生转矩设定成其绝对值随着所述输入限制的绝对值变小而变小。
12.根据权利要求10所述的车辆的控制方法,将所述下限再生转矩设定成其绝对值随着所述制动要求的绝对值变大而变小。
13.根据权利要求10所述的车辆的控制方法,控制所述电动机,使得从所述电动机输出处于所述电动机的所述额定转矩和所设定的下限再生转矩的范围内的最大再生转矩,并控制所述制动力施加单元,使得从所述制动力施加单元施加根据所述制动要求的驱动力与由从所述电动机输出的所述再生转矩提供的制动力之间的差值的制动力。
14.根据权利要求10所述的车辆的控制方法,其中,所述控制方法控制所述电动机和所述制动力施加单元,使得当所述车辆速度低于所述阈值时,没有再生转矩从所述电动机输出。
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JP4839864B2 (ja) | 2011-12-21 |
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CN101378925A (zh) | 2009-03-04 |
US20090051304A1 (en) | 2009-02-26 |
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