CN101378926B - 用于车辆的控制装置及其控制方法 - Google Patents
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- B60K23/0808—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles for varying torque distribution between driven axles, e.g. by transfer clutch
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Abstract
驱动力控制部分(90B)首先改变前轮命令转矩(Tfcm)及后轮命令转矩(Trcm),使得每一个命令转矩均达到预定范围内的转矩。例如,如果后轮命令转矩(Trcm)先于前轮命令转矩(Tfcm)达到预定范围内的转矩,则驱动力控制部分(90B)对后轮命令转矩(Trcm)的改变进行限制(保持后轮命令转矩Trcm恒定),直至前轮命令转矩(Tfcm)达到预定范围内的转矩。在前轮命令转矩(Tfcm)及后轮命令转矩(Trcm)已经进入预定范围之后,驱动力控制部分(90B)解除对后轮命令转矩(Trcm)的改变的限制。因此,能够使包括对多个车轮进行驱动的多个动力源的车辆的车辆稳定性得到改进。
Description
技术领域
本发明涉及控制装置,具体而言,涉及用于包括驱动多个车轮的多个动力源的车辆的控制装置,并涉及其控制方法。
背景技术
公知包括驱动多个车轮的多个动力源的车辆以及用于这种车辆的控制装置。例如,日本专利申请公开号JP-A-2001-171378公开了一种用于四轮驱动车辆的控制装置,在该车辆中,前轮及后轮中任何一组能够被第一电动机驱动,而另一组能够被第二电动机驱动。
该控制装置根据驾驶员对输出操作装置的操作程度以及车辆速度来确定目标驱动力。然后,控制装置根据车辆状态或车辆运转状态来对前轮驱动力及后轮驱动力进行控制以从前轮侧及后轮侧输出目标驱动力。
在上述四轮驱动车辆中,通过将目标驱动力分配至前轮侧及后轮侧来确定前轮驱动力及后轮驱动力。基于此分配的驱动力被传递至前轮及后轮。但是,在上述四轮驱动车辆中,考虑到当驱动力传递至前轮及后轮时车辆稳定性以及对车辆行为的影响,驱动力随时间的改变率受到特定恒定值的限制。在一些情况下,前轮与后轮的驱动力改变率不同。
如果以上述方式对驱动力进行控制,则会发生以下情况,即在对车辆进行加速或减速时,前轮与后轮的驱动力的符号不同(例如,前轮驱动力的符号为负,而后轮驱动力的符号为正)。例如,在目标驱动力从负值变为正值以对车辆进行加速的情况下,前轮驱动力及后轮驱动力也从负值变为正值。如果后轮驱动力比前轮驱动力改变得更快,则易于发生以下情况,即尽管后轮驱动力为正值,但前轮驱动力保持为负值。
如果前轮和后轮的转矩的符号不同,并且前轮与后轮之间的转矩差异较大,则可以想到,例如在车辆在摩擦系数μ极低的道路上转弯的情况下,车辆稳定性会降低。但是,日本专利申请公开号JP-A-2001-171378并未揭示对上述问题的具体解决方法。
发明内容
本发明的目的在于提供一种能够改进车辆稳定性的用于车辆的控制装置,以及其控制方法。
本发明的情况可以概括为一种用于包括驱动多个车轮的多个动力源的车辆的控制装置。该控制装置包括要求驱动力计算部分以及驱动力控制部分。所述要求驱动力计算部分根据所述车辆的运转状态,来分别计算对所述多个动力源所要求的多个要求驱动力。所述驱动力控制部分根据所述多个要求驱动力,来对所述多个动力源分别输出多个命令驱动力。如果所述多个要求驱动力的至少一个要求驱动力的符号发生改变,则所述驱动力控制部分将与所述至少一个要求驱动力对应的所述命令驱动力改变为预定范围内的驱动力。在所述对应的命令驱动力改变为所述预定范围内的所述驱动力之后,所述驱动力控制部分对所述对应的命令驱动力的改变进行限制,直至所述多个命令驱动力的另一命令驱动力达到所述预定范围。在所述另一命令驱动力达到所述预定范围之后,所述驱动力控制部分解除对对应的所述命令驱动力的改变的限制,并使对应的所述命令驱动力遵循所述至少一个要求驱动力。
预定范围内的驱动力可以包括零。优选地,多个命令驱动力在随时间经过的改变率方面彼此不同。
更优选地,多个动力源是第一动力源及第二动力源。第一动力源对多个车轮的两个前轮进行驱动。第二动力源对多个车轮的两个后轮进行驱动。
根据本发明,能够使包括驱动多个车轮的多个动力源的车辆的车辆稳定性得到改进。
附图说明
参考附图,本发明的上述及其他目的、特征以及优点将通过以下对优选实施例的描述变得清楚,其中使用类似的标号来表示类似的元件,其中:
图1是框图,示出了由根据本发明实施例的车辆的控制装置控制的车辆的整体结构;
图2是图1所示的控制装置90的控制框图;
图3是流程图,示出了在图2所示的转矩改变限制处理部分96中执行的处理;
图4是示意性地示出由图2所示的控制装置90控制的前轮命令转矩Tfcm及后轮命令转矩Trcm的改变的图;
图5是以表的形式示出了图2所示的转矩改变限制处理部分96的处理条件的图;
图6是示出在未执行转矩改变限制处理的情况下对图1所示的混合动力车辆100的前轮及后轮的转矩改变的模拟结果的图;以及
图7是示出在执行了转矩改变限制处理的情况下对图1所示的混合动力车辆100的前轮及后轮的转矩改变的模拟结果的图。
具体实施方式
以下将参考附图详细描述本发明的实施例。在附图中,相同的参考标号表示相同或相当的部分。
图1是框图,示出了由根据本发明的实施例的车辆的控制装置控制的车辆的整体结构。
参见图1,混合动力车辆100包括蓄电池10、电力转换部分20、电机(电动机)30、发动机40、动力分配机构50、电力产生器(发电机)60、减速器70以及前轮80a,80b。混合动力车辆100还包括电动发电机75、后轮85a,85b以及控制装置90。混合动力车辆100还包括加速器踏板装置110、加速器操作量传感器120以及车速传感器130。
由可充电二次蓄电池(例如,镍金属氢化物型或锂离子型二次蓄电池)来构造蓄电池10。电力转换部分20包括将从蓄电池10供应的直流电压转换为交流电压以驱动电动机30及电动发电机75的逆变器(未示出)。因为该逆变器被构造为能够进行双向电力转换,故其也具有将由电动机30或电动发电机75的再生制动操作产生的电力(交流电压)以及由发电机60产生的电力(交流电压)转换为直流电压以对蓄电池10进行充电的功能。
电力转换部分20还可包括对直流电压进行电平转换的升降压转换器(未示出)。设置上述升降压转换器使得能够用其振幅为高于来自蓄电池10的供应电压的电压的交流电压来对电动机30及电动发电机75进行驱动。因此,可以改进电动机驱动效率。
发动机40是使用汽油等作为燃料、将由燃料燃烧提供的热能转换为变为驱动力的动能、并由此输出动能的内燃机。动力分配机构50能够将来自发动机40的输出分配至经由减速器70传递至前轮80a,80b的路径,并分配至传递至发电机60的路径。通过从发动机40经由动力分配机构50传递的输出,发电机60旋转以产生电力。电力转换部分20使用由发电机60产生的电力作为用于蓄电池10的充电电力或者作为用于电动机30及电动发电机75的驱动电力。
通过从电力转换部分20供应的交流电电压,电动机30旋转地驱动。电动机30的输出经由减速器70传递至前轮80a,80b。此外,在电动机30处于再生制动操作状态(电动机30随着前轮80a,80b的减速而旋转)期间,电动机30起发电机的作用。
与电动机30类似,通过从电力转换部分20供应的交流电电压,电动发电机75旋转地驱动。电动发电机75的输出经由减速器(未示出)传递至后轮85a,85b。此外,在电动发电机75处于再生制动操作状态(电动发电机75随着后轮85a,85b的减速而旋转)期间,电动发电机75起发电机的作用。
加速器踏板装置110设定与由驾驶员下压的加速器踏板装置105上的下压力对应的加速器操作量。加速器操作量传感器120连接至加速器踏板装置110,并向控制装置90发送与加速器操作量α对应的输出电压。
车速传感器130向控制装置90发送与混合动力车辆100的车速V对应的输出电压。
在车辆起动时,或在低速行驶时,或当车辆下缓坡轻载时,混合动力车辆100仅使用来自电动机30及电动发电机75的输出而不使用发动机40输出而行驶,以避免发动机效率较低的区域。在此情况下,除非需要暖机运转,否则发动机40的运转停止。在需要暖机运转的情况下,发动机40在怠速状态下运转。
在车辆通常行驶期间,发动机40起动,且来自发动机40的输出被动力分配机构50分配为用于前轮80a,80b的驱动力以及用于在发电机60处发电的驱动力。由发电机60产生的电力被用于驱动电动机30。因此,在车辆通常行驶期间,发动机40的输出与来自电动机30的辅助输出相结合被用于驱动前轮80a,80b。控制装置90控制动力分配机构50的动力分配比率,使得总效率变为最大。
在加速期间,发动机40的输出增大。发动机40的输出被动力分配机构50分配为用于前轮80a,80b的驱动力以及用于在发电机60处发电的驱动力。由发电机60的发电提供的电力被用于驱动电动机30及电动发电机75。即,在加速期间,电动机30以及电动发电机75的驱动力被加到发动机40的驱动力中,由此获得的驱动力被用于驱动前轮80a,80b及后轮85a,85b。
在减速及制动期间,电动机30通过前轮80a,80b旋转地驱动,并产生电力。类似的,电动发电机75通过后轮85a,85b旋转地驱动,并产生电力。通过电动机30以及电动发电机75的再生发电而回收的电力被电力转换部分20转换为直流电电压,并被用于对蓄电池10充电。
由此,混合动力车辆100具有发动机40、电动机30、发电机60以及电动发电机75作为多个动力源。多个动力源通过由发动机40、电动机30以及发电机60构成的动力源65(第一动力源)以及电动发电机75(第二动力源)构成。动力源65对混合动力车辆100的多个车轮的两个前轮80a,80b进行驱动。电动发电机75对多个车轮的两个后轮85a,85b进行驱动。
图2是图1所示控制装置90的控制框图。参见图2,控制装置90包括驱动力计算部分90A以及驱动力控制部分90B。
驱动力计算部分90A包括要求转矩确定部分91、后轮转矩分配比率计算部分92、相乘部分93以及加减部分94。
要求转矩确定部分91根据图1所示的混合动力车辆100的运转状态来确定要求驱动力(要求转矩F)。作为与混合动力车辆100的“运转状态”相关的信息,与来自图1所示的加速器操作量传感器120以及车速传感器130的加速器操作量α以及车速V相关的信息分别被发送至要求转矩确定部分91。要求转矩确定部分91对其中加速器操作量α、车速V以及要求转矩F对应地设置的映射图进行预存储,并通过参考此映射图来判定要求转矩F。
后轮转矩分配比率计算部分92根据各种传感器(包括图1所示的加速器操作量传感器120及车速传感器130)的输出来计算后轮转矩分配比率r,以在前轮与后轮之间实现理想的驱动力分配。
相乘部分93将后轮要求转矩rrq计算为要求转矩F与后轮转矩分配比率r的乘积(rrq=F×r)。加减部分94通过从要求转矩F减去后轮要求转矩rrq来计算前轮要求转矩frq(frq=F-rrq)。
驱动力控制部分90B包括校正处理部分95f,95r、转矩改变限制处理部分96、保护处理部分97f,97r以及动力源控制部分98。
校正处理部分95f根据前轮要求转矩frq的值来改变前轮命令转矩Tfcm的值。类似的,校正处理部分95r根据后轮要求转矩rrq的值来改变后轮命令转矩Trcm的值。
在本实施例中,在校正处理部分95f处确定前轮命令转矩Tfcm的改变率,在校正处理部分95r处确定后轮命令转矩Trcm的改变率,使得随时间经过的改变率(命令转矩值的改变量的大小)彼此不同。因此,例如,当图1所示的混合动力车辆100加速或减速时,可以考虑车辆稳定性及车辆行为来改变前轮的转矩以及后轮的转矩。
以下描述基于以下前提:后轮命令转矩Trcm的随时间经过的改变率比前轮命令转矩Tfcm的要大。在这里要注意,前轮命令转矩Tfcm的随时间经过的改变率也可比后轮命令转矩Trcm的要大,或者改变率也可彼此相同。
如果来自校正处理部分95f的前轮命令转矩Tfcm的值以及来自校正处理部分95r的后轮命令转矩Trcm的值满足转矩限制条件,则转矩改变限制处理部分96进行下述的转矩改变限制处理。
如果前轮命令转矩Tfcm超过上限值(下限值),则保护处理部分97f将前轮命令转矩Tfcm限制在上限值(下限值)内。类似的,如果后轮命令转矩Trcm超过上限值(下限值),则保护处理部分97r将后轮命令转矩Trcm限制在上限值(下限值)内。
动力源控制部分98根据前轮命令转矩Tfcm的值以及后轮命令转矩Trcm的值来对图1所示的动力源65及电动发电机75进行控制。具体而言,动力源控制部分98向这些动力源输出前轮命令转矩Tfcm及后轮命令转矩Trcm。
因此,控制装置90包括驱动力计算部分90A及驱动力控制部分90B。驱动力计算部分90A根据车辆的运转状态来对多个动力源(图1中的动力源65及电动发电机75)所要求的多个要求驱动力(前轮要求转矩frq以及后轮要求转矩rrq)进行计算。
驱动力控制部分90B根据前轮要求转矩frq以及后轮要求转矩rrq来向多个动力源输出多个命令驱动力(前轮命令转矩Tfcm以及后轮命令转矩Trcm)。
在前轮要求转矩frq以及后轮要求转矩rrq中至少一者的符号(例如,正或负)改变的情况下,驱动力控制部分90B将与符号改变的要求转矩相应的命令转矩改变为预定范围内的预定转矩(例如,零)。在相应命令转矩已经改变为预定范围内的预定转矩之后,驱动力控制部分90B限制相应命令转矩的改变,直至前轮命令转矩Tfcm及后轮命令转矩Trcm中的另一命令转矩达到预定范围(+Tpxnoarea或者-Tpxnoarea)。在另一命令转矩达到预定范围之后,驱动力控制部分90B解除对相应命令转矩改变的限制,并使相应命令转矩遵循要求转矩。
即,在车辆加速或减速的情况下,会发生前轮要求转矩frq(以及后轮要求转矩rrq)的符号的改变。驱动力控制部分90B首先改变前轮命令转矩Tfcm以及后轮命令转矩Trcm,使得每一个命令转矩均达到预定范围内的预定转矩。例如,在后轮命令转矩Trcm先于前轮命令转矩Tfcm达到预定范围内的预定转矩的情况下,驱动力控制部分90B对后轮命令转矩Trcm的改变进行限制(保持后轮命令转矩Trcm恒定),直至前轮命令转矩Tfcm达到预定范围。在前轮命令转矩Tfcm以及后轮命令转矩Trcm已经进入预定范围之后,驱动力控制部分90B解除对后轮命令转矩Trcm的改变的限制。因此,能够改进图1所示混合动力车辆100的车辆稳定性。此外,在已经解除了对后轮命令转矩Trcm的改变的限制之后,后轮命令转矩Trcm的符号改变到与后轮要求转矩rrq相同的符号。
图3是流程图,示出了在图2所示的转矩改变限制处理部分96中进行的处理。参见图3及图2,当该处理开始时,在步骤S1,分别从校正处理部分95f,95r将前轮命令转矩Tfcm的值以及后轮命令转矩Trcm的值输入至转矩改变限制处理部分96。在步骤S2,转矩改变限制处理部分96判定前轮命令转矩Tfcm和后轮命令转矩Trcm的转矩改变限制条件是否得到满足。
如果满足转矩改变限制条件(步骤S2为是),处理进行至步骤S3。在步骤S3,转矩改变限制处理部分96执行对前轮命令转矩Tfcm及后轮命令转矩Trcm中的一者的改变进行限制的转矩改变限制处理。另一方面,如果不满足转矩改变限制条件(步骤S2为否),则处理进行至步骤S4。在步骤S4,转矩改变限制处理部分96不执行转矩改变限制处理,而是将输入的前轮命令转矩Tfcm的值以及后轮命令转矩Trcm的值立即输出。在步骤S3或步骤S4的处理结束后,处理整体返回至步骤S1。
图4是示意性地示出由图2所示的控制装置90控制的前轮命令转矩Tfcm及后轮命令转矩Trcm的改变的图。
参见图4,在时刻t0之前,加速器操作量α为0%。此时的前轮命令转矩Tfcm及后轮命令转矩Trcm均为负。此外,在时刻t0之前,确定前轮命令转矩Tfcm与后轮命令转矩Trcm之间的分配,使得前轮命令转矩Tfcm的绝对值大于后轮命令转矩Trcm的绝对值。
在时刻t0之后,加速器操作量α从0%变为100%以使混合动力车辆加速。因为图2所示的要求转矩F的符号从负变为正,故前轮要求转矩frq以及后轮要求转矩rrq的符号均从负变为正。因此,前轮命令转矩Tfcm以及后轮命令转矩Trcm均变为正向。
归因于在图2所示的校正处理部分95f,95r处的上述处理,相较于前轮命令转矩Tfcm,后轮命令转矩Trcm的命令转矩值随时间经过的改变率更大。在时刻t0与时刻t1之间,后轮命令转矩Trcm的值先于前轮命令转矩Tfcm的值达到转矩反向允许区域中的值。图4所示的“转矩反向允许区域”是跨过零的预定范围(从-Tpxnoarea至+Tpxnoarea的范围)。
在时刻t1,后轮命令转矩Trcm的值达到零。另一方面,在时间点t1,前轮命令转矩Tfcm的值是转矩反向允许区域之外的值(Tfcm<-Tpxnoarea)。因此,图2所示的转矩改变限制处理部分96限制后轮命令转矩Trcm的升高,直至前轮命令转矩Tfcm进入转矩反向允许区域。因此,在时刻t1至时刻t2的时段期间,使后轮命令转矩Trcm保持不变为零。
当前轮命令转矩Tfcm的值在时刻t2达到-Tpxnoarea时,转矩改变限制处理部分96解除对后轮命令转矩Trcm改变的限制。转矩改变限制处理部分96升高后轮命令转矩Trcm以遵循后轮要求转矩rrq。此外,转矩改变限制处理部分96持续升高前轮命令转矩Tfcm。因此,在时刻t3,前轮命令转矩Tfcm的值以及后轮命令转矩Trcm的值达到满足特定分配比率的值。
在时刻t4之后,加速器操作量α从100%变为0%以使混合动力车辆减速。此时,因为要求转矩F的符号从正变为负,故前轮要求转矩frq以及后轮要求转矩rrq的符号均从正变为负。因此,前轮命令转矩Tfcm以及后轮命令转矩Trcm均变为负向。但是,此时,归因于在图2所示校正处理部分95f,95r处的处理,相较于前轮命令转矩Tfcm,后轮命令转矩Trcm的命令转矩值随时间经过的改变率也更大。
在时刻t5,后轮命令转矩Trcm的值达到零。另一方面,在时间点t5,前轮命令转矩Tfcm的值是转矩反向允许区域之外的值(Tfcm>+Tpxnoarea)。因此,类似于车辆加速时的情况,图2所示的转矩改变限制处理部分96限制后轮命令转矩Trcm的下降,直至前轮命令转矩Tfcm进入转矩反向允许区域。因此,在时刻t5至时刻t6的时段期间,后轮命令转矩Trcm保持不变为零。
当前轮命令转矩Tfcm的值在时刻t6达到+Tpxnoarea时,转矩改变限制处理部分96解除对后轮命令转矩Trcm的改变的限制。转矩改变限制处理部分96使后轮命令转矩Trcm下降并遵循后轮要求转矩rrq。此外,转矩改变限制处理部分96继续使前轮命令转矩Tfcm下降。
如图4所示,在时刻t2之后的时段期间或在时刻t6之后的时段期间,前轮命令转矩Tfcm与后轮命令转矩Trcm的符号变成相反。但是,即使两个命令转矩的符号相反,通过设定转矩反向允许区域的合适宽度,也可使前轮命令转矩Tfcm与后轮命令转矩Trcm之间的差减小。因此,根据本发明,能够使包括对多个车轮进行驱动的多个动力源的车辆的车辆稳定性得到改进。
如果在图4所示的转矩改变限制处理中禁止后轮命令转矩Trcm的升高及下降直至前轮命令转矩Tfcm达到零,则完全可以防止前轮与后轮之间转矩符号不同这种情况。但是,在此情况下,存在车辆相对于驾驶员对加速器踏板的操作而响应延迟的可能性。通过如图4所示设定转矩反向允许区域作为跨过零范围,可在前轮命令转矩Tfcm以及后轮命令转矩Trcm变为零之前产生驱动力,由此能够改进车辆的响应性。
图5是以表的形式示出了图2所示的转矩改变限制处理部分96的处理条件的图。
参见图5,条件1至4是在要求转矩F(即,前轮要求转矩frq以及后轮要求转矩rrq)为正的情况下的处理条件,而条件5至8是在要求转矩F为负的情况下的处理条件。也将参考图4来描述图5所示的条件。
在前轮命令转矩Tfcm≥0,后轮命令转矩Trcm<-Tpxnoarea的情况下(条件1),禁止前轮命令转矩Tfcm的升高。如果在图4中前轮命令转矩Tfcm及后轮命令转矩Trcm互换,则在后轮命令转矩Trcm升高的同时在时刻t1至时刻t2的时段期间禁止前轮命令转矩Tfcm的升高。此时,条件得到满足。
在前轮命令转矩Tfcm≥0,后轮命令转矩Trcm≥-Tpxnoarea的情况下(条件2),前轮命令转矩Tfcm及后轮命令转矩Trcm升高而不受处理。如果在图4中前轮命令转矩Tfcm与后轮命令转矩Trcm互换,则前轮命令转矩Tfcm及后轮命令转矩Trcm从时刻t2起升高。此时,条件2得到满足。
在前轮命令转矩Tfcm<-Tpxnoarea并且后轮命令转矩Trcm≥0的情况下(条件3),禁止后轮命令转矩Trcm升高。在图4中,在时刻t1至时刻t2的时段期间,禁止后轮命令转矩Trcm升高,且前轮命令转矩Tfcm升高。此时,条件3得到满足。
在前轮命令转矩Tfcm≥-Tpxnoarea并且后轮命令转矩Trcm≥0的情况下(条件4),前轮命令转矩Tfcm及后轮命令转矩Trcm升高而不受处理。从图4中的时刻t2起,前轮命令转矩Tfcm及后轮命令转矩Trcm升高。此时,条件4得到满足。
在前轮命令转矩Tfcm≤0并且后轮命令转矩Trcm>Tpxnoarea的情况下(条件5),禁止前轮命令转矩Tfcm的下降。如果在图4中前轮命令转矩Tfcm与后轮命令转矩Trcm互换,则在后轮命令转矩Trcm下降的同时,在时刻t5至时刻t6的时段期间禁止前轮命令转矩Tfcm的下降。此时,条件5得到满足。
在前轮命令转矩Tfcm≤0并且后轮命令转矩Trcm≤Tpxnoarea的情况下(条件6),前轮命令转矩Tfcm及后轮命令转矩Trcm下降而不受处理。如果在图4中前轮命令转矩Tfcm与后轮命令转矩Trcm互换,则前轮命令转矩Tfcm及后轮命令转矩Trcm从时刻t6起下降。此时,条件6得到满足。
在前轮命令转矩Tfcm>Tpxnoarea并且后轮命令转矩Trcm≤0的情况下(条件7),禁止后轮命令转矩Trcm的下降。在图4中,在时刻t5至时刻t6的时段期间,禁止后轮命令转矩Trcm的下降,并且前轮命令转矩Tfcm下降。此时,条件7得到满足。
在前轮命令转矩Tfcm≤Tpxnoarea并且后轮命令转矩Trcm≤0的情况下(条件8),前轮命令转矩Tfcm及后轮命令转矩Trcm下降而不受处理。在图4中从时刻t6起,前轮命令转矩Tfcm及后轮命令转矩Trcm下降。此时,条件8得到满足。
图6是示出在未执行转矩改变限制处理的情况下对图1所示的混合动力车辆100的前轮及后轮的转矩改变的模拟结果的图。
参见图6,示出了在加速器操作量从某个值返回至0%时发生的前轮转矩的改变(前轮要求转矩及前轮命令转矩)以及后轮转矩的改变(后轮要求转矩及后轮命令转矩)。此外,时刻t0是起转矩改变的基准的作用的时刻。
在时刻t0至时刻t1的时段期间,加速器操作量α>0。在此时段期间,前轮要求转矩及前轮命令转矩均为正值,后轮要求转矩及后轮命令转矩均为零。
从时刻t1起,前轮要求转矩根据加速器操作量α的急剧减小而急剧下降。在时刻t11,前轮要求转矩达到零,但前轮命令转矩的符号仍然为正。对此的原因是前轮命令转矩的改变受到图2中校正处理部分95f的限制(执行校正处理)。
在时刻t11至时刻t12的时段期间,后轮要求转矩及后轮命令转矩均从零下降。因此,后轮命令转矩为负。另一方面,在此时段期间,前轮命令转矩是下降的正值。即,在此时段期间,前轮命令转矩的符号与后轮命令转矩的符号相反。
图7是示出在执行了转矩改变限制处理的情况下对图1所示的混合动力车辆100的前轮及后轮的转矩改变的模拟结果的图。在图7中,时刻t0,t1,t11,t12分别与图6中的时刻t0,t1,t11,t12对应。
类似于图6所示的结果,当加速器操作量α在时刻t1时急速下降时,在时刻t11到时刻t12的时段期间,后轮要求转矩从零下降。此时,归因于转矩改变限制处理,后轮命令转矩的值继续保持为零,直至前轮命令转矩达到转矩反向允许区域内的值。
当前轮命令转矩在时刻t12达到转矩反向允许区域内的值时,后轮命令转矩的值开始下降(变为负向)。在时间点t12,尽管前轮和后轮的命令转矩的符号不同,但相较于图6,两者之间的命令转矩的差较小。在图6及图7中,前轮命令转矩的值及后轮命令转矩的值在时刻t2均为负。
如上所述,根据本实施例,控制装置90在改变前轮命令转矩Tfcm及后轮命令转矩Trcm时对两个命令转矩中的一者的改变进行限制,直至另一者达到预定范围(假定命令转矩的前者达到预定范围内的预定转矩值)。因此,根据本实施例,能够使包括对多个车轮进行驱动的多个动力源的车辆的车辆稳定性得到改进。
此外,根据本实施例,通过将转矩反向允许区域设定为跨过零范围,能够在前轮命令转矩Tfcm及后轮命令转矩Trcm变为零之前产生驱动力。因此,可以改进车辆的响应性。
在以上描述中,多个动力源由驱动两个前轮的第一动力源以及驱动两个后轮的第二动力源构成。但是,本发明还可应用于设置了分别对多个车轮(例如,四个车轮)进行驱动的多个动力源(例如,四个动力源)的车辆。
应当理解,本申请中揭示的实施例在各个方面均非限制性的而是示例性的。本发明的范围并非由以上描述,而是由本申请的权利要求界定,并意在包括落入与本申请的权利要求等同的含义及范围内的各种修改。
Claims (5)
1.一种用于车辆的控制装置(90),所述车辆包括对多个车轮(80a,80b,85a,85b)进行驱动的多个动力源(65,75),所述控制装置包括:要求驱动力计算部分(90A)以及驱动力控制部分(90B),所述要求驱动力计算部分根据所述车辆的运转状态,来分别计算对所述多个动力源(65,75)要求的多个要求驱动力(frq,rrq),所述驱动力控制部分根据所述多个要求驱动力(frq,rrq),来对所述多个动力源(65,75)分别输出多个命令驱动力(Tfcm,Trcm),所述控制装置的特征在于:
如果所述多个要求驱动力(frq,rrq)的至少一个要求驱动力的符号发生改变,则所述驱动力控制部分(90B)将与所述至少一个要求驱动力对应的命令驱动力(Tfcm,Trcm)改变为预定范围内的预定驱动力,在所述对应的命令驱动力改变为所述预定范围内的所述预定驱动力之后,所述驱动力控制部分(90B)对所述对应的命令驱动力的改变进行限制,直至所述多个命令驱动力(Tfcm,Trcm)的另一命令驱动力达到所述预定范围,在所述另一命令驱动力达到所述预定范围之后,所述驱动力控制部分(90B)解除对所述对应的命令驱动力的改变的限制,并使所述对应的命令驱动力遵循所述至少一个要求驱动力。
2.根据权利要求1所述的用于车辆的控制装置,其中
所述预定范围内的所述预定驱动力包括零。
3.根据权利要求1所述的用于车辆的控制装置,其中
所述多个命令驱动力(Tfcm,Trcm)在随时间经过的改变率方面彼此不同。
4.根据权利要求1至3中任一项所述的用于车辆的控制装置,其中
所述多个动力源(65,75)是第一动力源(65)及第二动力源(75),其中,所述第一动力源(65)对所述多个车轮(80a,80b,85a,85b)的两个前轮(80a,80b)进行驱动,而所述第二动力源(75)对所述多个车轮(80a,80b,85a,85b)的两个后轮(85a,85b)进行驱动。
5.一种用于车辆的控制方法,所述车辆包括对多个车轮(80a,80b,85a,85b)进行驱动的多个动力源(65,75),所述控制方法包括以下步骤:
根据所述车辆的运转状态,来分别计算对所述多个动力源(65,75)要求的多个要求驱动力(frq,rrq);
如果所述多个要求驱动力(frq,rrq)的至少一个要求驱动力的符号发生改变,则将与所述至少一个要求驱动力对应的命令驱动力改变为预定范围内的预定驱动力;
在所述对应的命令驱动力改变为所述预定范围内的所述预定驱动力之后,对所述对应的命令驱动力的改变进行限制,直至另一命令驱动力达到所述预定范围;并且
在所述另一命令驱动力达到所述预定范围之后,解除对所述对应的命令驱动力的改变的限制,并使所述对应的命令驱动力遵循所述至少一个要求驱动力。
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JP3402638B2 (ja) | 1992-12-19 | 2003-05-06 | マツダ株式会社 | 車両の駆動装置 |
US6484932B1 (en) * | 1999-04-09 | 2002-11-26 | John P. Kinney | Method and apparatus for communicating ultraviolet (UV) radiation information |
JP3646643B2 (ja) | 1999-10-08 | 2005-05-11 | トヨタ自動車株式会社 | 4輪駆動車の制御装置 |
FR2799417B1 (fr) | 1999-10-08 | 2009-01-23 | Toyota Motor Co Ltd | Dispositif de controle de vehicule, notamment pour la repartition des forces de traction avant-arriere |
JP4120335B2 (ja) * | 2002-09-26 | 2008-07-16 | 日産自動車株式会社 | 4輪駆動車の駆動力配分制御装置 |
US20040176999A1 (en) | 2003-03-05 | 2004-09-09 | Estese Keenan A. | Personalized and geographical based advertisement for streaming media formats |
US6909959B2 (en) | 2003-03-07 | 2005-06-21 | Stephen James Hallowell | Torque distribution systems and methods for wheeled vehicles |
DE602005026646D1 (de) * | 2004-04-27 | 2011-04-14 | Toyota Motor Co Ltd | Fahrzeugfahrstufensteuerung |
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US6484832B1 (en) * | 1999-08-27 | 2002-11-26 | Toyota Jidosha Kabushiki Kaisha | Apparatus for controlling automotive vehicle having a plurality of drive power sources |
EP1533166A2 (en) * | 2003-11-18 | 2005-05-25 | Fuji Jukogyo Kabushiki Kaisha | Drive power controller for hybrid vehicle |
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KR100979682B1 (ko) | 2010-09-02 |
EP1981729A1 (en) | 2008-10-22 |
DE602007010732D1 (de) | 2011-01-05 |
US20090088919A1 (en) | 2009-04-02 |
AU2007213430A1 (en) | 2007-08-16 |
AU2007213430B2 (en) | 2010-11-11 |
KR20080106512A (ko) | 2008-12-08 |
WO2007091172A1 (en) | 2007-08-16 |
EP1981729B1 (en) | 2010-11-24 |
CN101378926A (zh) | 2009-03-04 |
JP2007210417A (ja) | 2007-08-23 |
JP4291823B2 (ja) | 2009-07-08 |
US7974759B2 (en) | 2011-07-05 |
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