CN102991487B - 车辆制动*** - Google Patents
车辆制动*** Download PDFInfo
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- CN102991487B CN102991487B CN201210330396.7A CN201210330396A CN102991487B CN 102991487 B CN102991487 B CN 102991487B CN 201210330396 A CN201210330396 A CN 201210330396A CN 102991487 B CN102991487 B CN 102991487B
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- 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
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Abstract
本发明涉及车辆制动***。在该车辆制动***中,如果在替换转换时,车辆的制动扭矩(T2)偏离所要求的制动扭矩(T1),则执行对于由电动发电机(MG)提供的制动扭矩(MG扭矩)的反馈校正,使得偏离(制动扭矩偏离ΔT)减小。从而,根据所要求的制动扭矩(T1)适当地控制组合扭矩(MG扭矩+ECB扭矩),而不管由液压制动器(62)提供的制动扭矩(ECB扭矩)的响应滞后如何。因此,抑制了由车辆的制动扭矩(T2)的瞬降导致的替换冲击。特别是,由于由电动发电机(MG)提供的制动扭矩(MG扭矩)在响应方面很出色,所以能够适当地抑制替换冲击,而不管由液压制动器(62)提供的制动扭矩(ECB扭矩)的响应滞后如何。
Description
技术领域
本发明涉及车辆制动***,并且更具体地,涉及用由旋转机提供的制动扭矩和由机械制动器提供的制动扭矩中的一个代替另一个的替换控制的改进。
背景技术
存在已知的用于车辆的制动控制***,其包括:(a)旋转机,至少用作发电机并且基于再生扭矩生成制动扭矩;(b)以及电气制动器控制装置,电气控制为车辆的车轮提供的机械制动器的制动扭矩,其中,(c)用由旋转机提供的制动扭矩和由机械制动器提供的制动扭矩中的一个代替另一个,同时保持目标制动扭矩。该类型的制动控制装置的示例是在日本专利申请公布No.2007-276655(JP 2007-27665A)中描述的装置,其装配有作为机械制动器的液压制动器。当就在车辆停止之前,车辆速度变为小于或等于预定速度时,车辆制动控制装置根据车辆速度的下降,线性地降低由旋转机提供的制动扭矩,同时线性地增加由液压制动器提供的制动扭矩。
然而,通常,机械制动器的响应低于基于旋转机的再生控制的制动扭矩的响应。响应的该差异有时导致整个车辆的制动扭矩瞬降的替换冲击。图6示出在由驾驶者的制动器操作所要求的要求的制动扭矩T1(此后称为“目标制动扭矩”)基本恒定的车辆的减速期间,在Vb至Va的车速范围内,由旋转机提供的制动扭矩(此后称为“MG扭矩”)被替换为由机械制动器提供的制动扭矩(此后称为“ECB扭矩”)的情况。虽然ECB扭矩命令值对应于MG扭矩线性地增加,但是实际ECB扭矩由于响应滞后而导致如由双点划线所示那样改变。结果,通过组合MG扭矩和ECB扭矩(其对应于车辆的制动扭矩)获得的组合扭矩如由虚线所示的那样瞬降而导致冲击。EDB扭矩的响应滞后取决于例如液压油的油温、多种值的制造精度的改变等。从而,EDB扭矩的响应滞后不总是相同,使得即使通过考虑ECB扭矩的响应滞后来延迟MG扭矩的改变,也很难实现组合扭矩的适应。
虽然在JP 2007-276655中,在替换控制之前,产生液压制动器的油压的电动油泵的运行速度增加,使得从替换控制的开始保证充足的量油。然而,该公开根本不考虑由于流阻导致的响应滞后,所以留下改进的空间。
而且,虽然在JP 2007-276655中,用由机械制动器提供的制动扭矩替换由旋转机提供的制动扭矩,但是在用由旋转机提供的制动扭矩代替由机械制动器提供的制动扭矩的情况下,可能存在由机械制动器的响应滞后导致的替换冲击。
发明内容
当旋转机的制动扭矩和机械制动器的制动扭矩相互替换时,本发明通过使得对通过组合由旋转机提供的制动扭矩(MG扭矩)和由机械制动器提供的制动扭矩(ECB扭矩)获得的组合扭矩(MG扭矩+ECB扭矩)进行的合适的控制,来抑制替换冲击,而不管机械制动器的制动扭矩的响应滞后如何。
本发明提供一种车辆制动***,包括:(a)旋转机(MG),该旋转机至少用作发电机并且能够基于再生扭矩生成制动扭矩;(b)第一制动控制装置,该第一制动控制装置电气控制为车轮提供的机械制动器的制动扭矩;以及(c)第二制动控制装置,该第二制动控制装置将由旋转机提供的制动扭矩和由机械制动器提供的制动扭矩中的一个替换为由旋转机提供的制动扭矩和由机械制动器提供的制动扭矩中的另一个,同时保持目标制动扭矩,如果车辆的制动扭矩在替换转换时与目标制动扭矩有偏差,则第二制动控制装置校正由旋转机提供的制动扭矩,使得偏差减小。
在上述车辆制动***中,如果在替换转换时,车辆的制动扭矩偏离目标制动扭矩,则由旋转机提供的制动扭矩被校正,使得偏差减小。从而,适当地控制旋转机和机械制动器的组合扭矩(对应于车辆的制动扭矩),而不管由机械制动器提供的制动扭矩的响应滞后如何,从而限抑制由车辆的制动扭矩的瞬降或瞬增导致的替换冲击。特别是,由于由旋转机提供的制动扭矩在响应上很出色,所以替换冲击被适当地抑制,而不管由机械制动器提供的制动扭矩的响应滞后如何。
附图说明
以下参考附图描述本发明的示例性实施例的特征、优点、以及技术和工业意义,在附图中,相同的附图标记指示相同的元件,并且其中:
图1是示出本发明被适当应用到的混合动力车辆的框架图,以及控制***的多个部分的总结构图;
图2是具体地描述由图1中所示的电子控制单元执行的制动扭矩替换控制的流程图;
图3是描述在图2中所示的制动扭矩替换控制的执行中使用的滑行-时间扭矩的示意图;
图4是示出当根据图2中所示的流程图执行制动扭矩的替换控制时,车速、要求的制动扭矩和多个部分的扭矩的改变的时间图的示例;
图5是示出图4中所示的从中减去滑行-时间扭矩的MG扭矩、ECB扭矩等的改变的放大时间图;以及
图6是示出根据相关技术的制动扭矩替换控制的示例的时间图。
具体实施方式
用作发电机的适当采用的旋转机是还能够用作电动机以产生动力-运行扭矩的电动发电机。而且,还可以采用不能用作电动机的发电机,并且可以分别提供发电机和电动机。虽然本发明适合应用于通过使用电动发电机作为驱动力源行驶的电动车辆,但是本发明还可以应用于装配有电动发电机和诸如内燃机等的通过燃料的燃烧产生动力的发动机的混合动力车辆。发动机连接至布置有电动发电机的动力传输路径,并且被构建为旋转地驱动与电动发电机驱动的相同的驱动轮,并且还可以被布置为使得经由例如摩擦啮合离合器等的连接-断开装置直接链接至电动发电机。而且,发动机还可以布置在与布置有电动发电机的动力传输路径(例如,后轮驱动侧)不同的动力传输路径上(例如,前轮驱动侧)。
上述旋转机经由例如混合型摩擦啮合装置等的连接-断开装置连接至动力传输路径。旋转机的再生扭矩是由通过再生控制产生的、旋转机本身的旋转阻力提供的扭矩。基于再生扭矩,预定的制动扭矩经由自动变速器等的动力传输路径被施加至车轮。关于为车轮提供的机械制动器,广泛采用的是一种例如通过液压缸以摩擦力的形式产生制动扭矩的液压制动器。可以采用的其他机械制动器包括电动型机械制动器等。
本发明的制动控制装置具有制动扭矩分配控制设备,该制动扭矩分配控制设备执行如下控制,即,通过将目标量划分为由旋转机提供的制动扭矩和由机械制动器提供的制动扭矩来实现诸如要求的制动扭矩等的目标制动扭矩。制动扭矩分配控制设备被构建为,使得例如,如果基于电动发电机的再生扭矩的制动扭矩达到其最大值,则通过由机械制动器提供的制动扭矩补偿目标制动扭矩的不足,如果有的话。或者,制动扭矩分配控制部可以以预定比例将目标制动扭矩分为基于电动发电机的再生扭矩的制动扭矩和由机械制动器提供的制动扭矩,例如每个都为50%等。从而,可以采用多种模式。在目标制动扭矩以预定比例被分配给前轮和后轮的情况下,如果基于电动发电机的再生扭矩的制动扭矩仅施加于前轮侧或后轮侧,则仅仅将该车轮侧(前轮或后轮侧)上的制动扭矩设置为在电动发电机和机械制动器之间划分制动扭矩的控制的目标就够了。
用于在保持目标制动扭矩(替换控制执行条件)的同时,执行将由旋转机提供的制动扭矩和由机械制动器提供的制动扭矩中的一个代替由旋转机提供的制动扭矩和由机械制动器提供的制动扭矩中的另一个的替换控制的条件被设置为使得例如,除了别的情况之外,在就在车辆停止之前,车速变为等于或小于预定车速的情况下,或者在由于电池的剩余电量、温度等导致限制基于旋转机的制动控制的情况下,将由机械制动器提供的制动扭矩替换为由旋转机提供的制动扭矩。替换控制被设计成使得例如,由旋转机提供的制动扭矩和由机械制动器提供的制动扭矩随着车速的改变而线性地减小或增加。或者,由旋转机提供的制动扭矩和由机械制动器提供的制动扭矩也可以线性地减小或增加,而不管车速如何改变,或者可以按照改变的预定的非线性模式而减小或增加,并且还有的其他方式也是可能的。而且,由旋转机提供的制动扭矩可以完全替换为由机械制动器提供的制动扭矩,或者基于旋转机的制动扭矩的一部分可以被替换为由机械制动器提供的制动扭矩。本发明还可应用于由于存储在电池中的剩余电力的减小等导致由机械制动器提供的制动扭矩被替换为由旋转机提供的制动扭矩的情况。
在替换转换时车辆的制动扭矩偏离目标制动扭矩的情况下,期望对于校正由旋转机提供的制动扭矩使得制动扭矩的偏差减小的控制例如是根据偏差量寻找校正量,使得车辆的制动扭矩变为等于目标制动扭矩的反馈控制。或者,根据偏差的值是正还是负,由旋转机提供的扭矩可以一次增加或减小预定的固定量。其他多种控制方式也是可能的。可以例如从车辆加速度、车辆重量等寻找车辆的制动扭矩。顺便提及,替换转换的时间是指下述时间段,即在由旋转机提供的制动扭矩或由机械制动器提供的制动扭矩的替换中,从至少一个制动扭矩增加或减小的时间到通过增加或减小另一个制动扭矩车辆的制动扭矩变为等于目标制动扭矩的时间。
下文中参考附图详细地描述本发明的实施例。图1是包括本发明适合应用到的混合动力车辆10的驱动***的框图的总体结构图。该混合动力车辆10包括作为驱动力源的发动机12,其是内燃发动机,诸如汽油发动机、柴油发动机等,通过燃料的内燃产生动力,并且该混合动力车辆10包括用作电动机和发电机的电动发电机。然后,发动机12和电动发电机MG的输出经由为流体传动装置的扭矩变换器14、涡轮轴16和C 1离合器18被传送至自动变速器20,并且然后经由自动变速器20的输出轴22和差动齿轮装置24传送至左驱动轮和右驱动轮26。扭矩变换器装配有直接联接泵推动器和涡轮推动器的闭锁离合器(L/U离合器)30。油泵32整体连接至泵推动器。油泵32通过发动机12或电动发电机MG被机械地旋转驱动,以生成油压并且将其提供给油压控制装置28。闭锁离合器30通过在油压控制装置28中提供的电磁型油压控制阀、开关阀等被啮合或释放。电动发电机MG用作旋转机。
在发动机12和电动发动机MG之间提供经由节气阀38直接联接发动机12和电动发动机MG的K0离合器34。K0离合器34是单片或多片摩擦离合器,其通过液压缸进入摩擦啮合,并且被布置为在扭矩变换器14的油腔40内的浸油状态。K0离合器34是液压型摩擦啮合装置,并且用作将发动机12连接至动力传输路径并且使其从动力传输路径断开的连接-断开装置。电动发电机MG经由逆变器42连接至电池44。而且,自动变速器20是行星齿轮型等的有级变速型自动变速器,其中,变速率不同的多个齿轮速度取决于多个液压型摩擦啮合装置(离合器和制动器)的啮合/释放状态。自动变速器20的换挡控制通过在油压控制装置中提供的电磁型油压控制阀、开关阀等来执行。离合器C1用作自动变速器20的输入离合器,并且还经历由油压控制装置28的啮合-释放控制。
驱动轮26和从动轮(未示出)中的每个都提供有液压制动器62,通过液压缸使液压制动器62机械地生成制动扭矩(此后还称为“ECB扭矩”),并且制动扭矩由液压制动控制装置60控制。ECB是电气控制动器的缩写。液压制动控制装置60包括电磁型油压控制阀、开关阀等,并且根据从电子控制单元70输出的制动器控制信号电气控制每个液压制动器62的制动扭矩。液压制动器62用作机械制动器。而且,液压制动控制装置用作第一制动控制装置。
电子控制单元70包括具有CPU、ROM、RAM、输入输出接口等的微型计算机。使用RAM的暂时存储功能,电子控制单元70根据预先存储在ROM中的程序执行信号处理。电子控制单元70被提供有来自加速器操作量传感器46的表示加速器踏板的操作量(加速器操作量)的信号Acc,并且还被提供有来自制动器下压力传感器48的表示制动器踏板上的下压力(制动器下压力)的信号。而且,电子控制单元70被提供有来自发动机转速传感器50的发动机12的转速(发动机转速)NE、来自MG转速传感器52的电动发电机MG的转速(MG转速)、来自涡轮转速传感器54的涡轮轴16的转速(涡轮转速)NT、以及来自车速传感器56的输出轴22的转速(对应于车速V的输出轴转速)。各种控制必须的各种其他信息也可以提供给电子控制单元70。
电子控制单元70包括混合动力控制设备72、传动比换挡控制设备74、滑行-时间控制设备76以及制动控制设备80。混合动力控制设备72控制发动机12和电动发电机MG的操作。例如,混合动力控制设备72根据诸如加速器操作量(驾驶者要求的驱动力)Acc、车速V等的车辆的操作状态,在多个预定车辆行驶模式之间切换,多个预定车辆行驶模式包括车辆通过仅使用发动机12作为驱动力源行驶的发动机模式、车辆通过仅使用电动发电机MG作为驱动力源行驶的电动机模式、车辆通过使用发动机12和电动发电机MG行驶的发动机和电动机模式等。传动比换挡控制设备74通过控制在油压控制装置28中提供的电磁型油压控制阀、开关阀等切换多个液压型摩擦啮合装置的啮合/释放状态。由于这样的操作,传动比换挡控制设备74根据通过使用诸如加速器操作量Acc、车速V等的车辆的操作状态作为参数预先确定的换挡映射图(shift map),在自动变速器20的多个齿轮速度之间切换。
滑行-时间控制设备76在加速器操作量Acc为零,即,加速器关闭(滑行行驶)的车辆滑行时间,通过电动发电机MG的再生控制对电池44充电,并且在车辆停止时或者在就在车辆停止之前的低车速时,通过电动发电机MG的动力运行控制使电动发电机MG产生预定的蠕变扭矩。由图3中的实线所示的滑行-时间扭矩表示当车辆滑行时再生扭矩(制动侧)和动力-运行扭矩(驱动侧)的控制图案的示例。在图形中,车速V被用作参数。
制动控制设备80根据基于制动器踏板下压操作等向其输入的所要求的制动扭矩Tbk,控制电动发电机MG和液压制动器控制装置60,使得获得所要求的制动扭矩Tbk。即,制动控制设备80控制如何将根据制动器抑制力Brk、车速V等确定的所要求的制动扭矩Tbk分布到驱动轮26侧和从动轮侧(未示出),即,控制所要求的制动扭矩Tbk到驱动轮26侧和从动轮侧的分布部分。然后,制动控制设备80控制用于驱动轮26侧的所要求的制动扭矩T1如何分为基于电动发电机MG的再生控制(还称为电力生成控制)的制动扭矩和由液压制动器62提供的制动扭矩,即,控制所要求的制动扭矩T1到电动发电机MG和液压制动器62的分配部分。而且,制动控制设备80包括作为功能的制动扭矩分配控制设备82、替换控制设备84以及反馈校正设备86。
制动扭矩分配控制设备82例如控制由电动发电机MG提供的制动扭矩(此后还称为MG扭矩),使得通过仅使用MG扭矩执行制动,直到电动发电机MG的再生扭矩达到最大再生扭矩tmgmx为止。然后,当由电动发电机MG提供的制动扭矩(MG扭矩)未达到所要求的制动扭矩T1时,制动扭矩分配控制设备82以液压制动器62提供的制动扭矩(此后还称为ECB扭矩)填充所要求的制动扭矩T1的不足。结果,当车辆减速时,可以有效地给电池44充电,同时通过电动发电机MG的再生控制生成预定的制动扭矩。在图3中,点划线示出在滑行期间操作制动器的情况,在该情况下,所要求的制动扭矩T1被加到滑行-时间扭矩Tpbs。关于用于未获得电动发电机MG的制动扭矩的从动轮侧的制动扭矩,执行控制,使得由液压制动器62提供预定的制动扭矩。所要求的制动扭矩T1用作用于驱动轮侧的目标制动扭矩。
替换控制设备84优先考虑由制动扭矩分配控制设备82执行的MG扭矩和ECB扭矩的分配控制,控制就在车辆停止之前的MG扭矩和ECB扭矩。替换控制设备84逐步减小由电动发电机MG提供的制动扭矩(MG扭矩),并且用液压制动器62提供的制动扭矩(ECB扭矩)逐步替换MG扭矩,并且根据图2中所示的流程图执行信号处理。在通过替换控制设备84执行替换控制期间,反馈校正设备86执行由电动发电机MG提供的制动扭矩(MG扭矩)的反馈校正,使得车辆的制动扭矩T2变为等于目标制动扭矩,即,所要求的制动扭矩T1。图2的流程图中的步骤S9到S12起到反馈校正设备86的作用。图2的流程图所示的处理在预定循环时间内被重复执行,使得MG扭矩逐步由ECB扭矩替换,如图4和图5的时间图中所示。图4示出包括滑行-时间扭矩Tpbs的扭矩改变。通过电动发电机MG获得滑行-时间扭矩Tbps,而不管替换控制如何,并且仅仅所要求的制动扭矩T1经历用ECB扭矩替换MG扭矩。为了便于理解,图5示出通过从MG扭矩减去滑行-时间扭矩Tpbs获得的扭矩的改变。在图5中,MG-侧替换扭矩Tmgs是通过从图4中所示的MG扭矩减去滑行-时间扭矩Tpbs获得的扭矩。
在图2中的步骤S1中,电子控制单元70读取车速V。在步骤S2中,电子控制单元70从制动扭矩分配控制设备82读取驱动轮侧的所要求的制动扭矩T1。在步骤S3,确定车速V是否已经减小到预定的替换开始车速Vb。当建立V≤Vb时,始于步骤S4的替换控制开始。在图4至图6的时间图中,时间t1是车速V下降到替换开始车速Vb并且从而开始替换控制的时间。在步骤S3中V≤Vb的满足是用于执行替换的条件。
在步骤S4中,确定替换控制执行标记F1是否开启(on)。如果F1=ON,则立即执行始于步骤S8的处理。如果F1=OFF,则执行始于步骤S5的处理。替换控制执行标记F1在初始状态下为关闭(off),并且在初始或第一次执行始于步骤S4的替换控制时,在步骤S5中被开启。从而,在V≤Vb之后第一次执行步骤S4时,F1=OFF。随后,在步骤S5中,建立F1=ON。从随后的执行循环开始,紧接在步骤S4之后执行始于步骤S8的处理。
在步骤S6中,在替换控制开始时所要求的制动扭矩T1被存储在RAM等中。然后,在步骤S7中,所估计的路面阻力Fr被计算,并且存储在RAM等中。通过使用车辆加速度a、所估计的传动轴扭矩Tpest、差动齿轮传动比DEF、轮胎直径WR和参考车辆重量M,例如根据以下表达式(1)可以找到所估计的路面阻力Fr。在该实施例中,通过使用所估计的路面阻力Fr和在开始替换控制时出现的所要求的制动扭矩T1来执行一系列替换控制处理。然而,还可以通过连续地更新所要求的制动扭矩T1和所估计的路面阻力Fr来执行替换控制。
Fr=M×a-Tpest×DEF/WR...(1)
在步骤S8中,计算MG-侧替换扭矩Tmgs的前馈值(FF值)Tff。前馈值Tff是用于在车速V从替换开始车速Vb降低到替换结束目标车速Va的时段期间用ECB扭矩替换MG扭矩的值。使用当前车速V、替换结束目标车速Va、替换开始车速Vb和所要求制动扭矩T1,根据以下表达式(2)找到前馈值Tff。如果车速V以基本恒定的改变率下降,则前馈值Tff以如图5中的虚线所示的恒定的改变率改变(假设制动侧被限定为正侧,则减小)。在图4到图6的时间图中,时间t2是车速V下降到替换结束目标车速Va的时间,并且在时间t1到t2的时段内执行替换控制。
Tff=T1×(V-Va)/(Vb-Va)...(2)
此时,ECB扭矩命令值被输出到液压制动器控制装置60,其中ECB扭矩命令值表示通过从所要求的制动扭矩T1减去前馈值获得的ECB-侧替换扭矩Tecbs,如以下表达式(3)中所示。然后,根据ECB扭矩命令值(ECB-侧替换扭矩Tecbs),控制由液压制动器62提供的制动扭矩(ECB扭矩)。ECB扭矩命令值对应于前馈值Tff(其是图6中的MG扭矩)的减小而增加,如图5和图6中的点划线所示。然而,由于油压等的响应滞后,导致实际ECB扭矩改变具有延迟,如双点划线所示。图6示出通过输出前馈值Tff而不改变值Tff来控制MG扭矩的相关技术的示例。由于在响应方面出色的MG扭矩根据基本等于前馈值Tff的值而改变,所以ECB扭矩的响应滞后立即降低整个车辆的组合扭矩(对应于车辆的制动扭矩T2),如图6中的虚线所示。
Tecbs=T1-Tff...(3)
返回参考图2,在步骤S8之后的步骤S9中,计算车辆的制动扭矩T2。例如使用所估计的路面阻力Fr、滑行-时间扭矩Tpbs、车辆加速度a、差动齿轮传动率DEF、轮胎直径WR和参考车辆重量M,根据以下表达式(4)找到车辆的制动扭矩T2。
T2=(M×a-Fr-Tpbs)×WR/DEF...(4)
在步骤310中,通过从所要求的制动扭矩T1中减去车辆的制动扭矩T2来计算制动扭矩偏差ΔT(=T1-T2)。然后,在步骤S11中,基于制动扭矩偏差ΔT,例如根据以下表达式(5)计算MG-侧替换扭矩Tmgs的反馈校正值(FB值)Tfb。在表达式(5)中,Tp是成比例的并且被表达为Tp=α×ΔT,并且Ti是积分项并且被表达为Ti=Ti(先前值)+β×ΔT。通过考虑MG扭矩的响应等适当地确定系数α和β,使得制动扭矩偏差ΔT变为基本为零并且T1≈T2。
Tfb=Tp+Ti...(5)
随后,在步骤S12中,通过合计前馈值Tff和反馈校正值Tfb来计算MG-侧替换扭矩Tmgs。在步骤S13中,通过将滑动-时间扭矩Tpbs加到MG-侧替换扭矩Tmgs来计算MG扭矩命令值Tpcm。然后,根据MG扭矩命令值Tpcm控制电动发电机MG的扭矩,并且从而MG扭矩和MG-侧替换扭矩Tmgs对应于实际ECB扭矩而改变,如由图4和图5中的实线所示。由此,使得由图4中的虚线所示的组合扭矩改变为等于通过将滑动-时间扭矩Tpbs加到所要求的制动扭矩T1而获得的扭矩,并且在图5中,由虚线所示的组合扭矩(对应于车辆的制动扭矩T2)保持为基本等于所要求的制动扭矩T1的恒定值。即,抑制了由图6中所示的组合扭矩的瞬降导致的替换冲击的发生。
在实施例中用于混合动力车辆10的制动控制设备中,如果车辆的制动扭矩T2在替换转换时偏离所要求的制动扭矩T1,则执行对于电动发电机MG的制动扭矩(MG扭矩)的反馈校正,使得偏差(制动扭矩偏差ΔT)减小。从而,根据所要求的制动扭矩T1适当地控制组合扭矩(MG扭矩+ECB扭矩),而不管由液压制动器62提供的制动扭矩(ECB扭矩)的响应滞后如何,从而抑制了由车辆的制动扭矩T2的瞬降导致的替换冲击。特别是,由于由电动发电机MG提供的制动扭矩(MG扭矩)在响应方面很出色,所以由图6中所示的组合扭矩(对应于车连过的制动扭矩T2)的瞬降导致的替换冲击可以被适当地抑制,而不管由液压制动器62提供的制动扭矩(ECB扭矩)的响应滞后如何。
虽然参考附图描述了本发明的实施例,但是上述实施例仅是示例,并且将理解,本发明可以基于本领域普通技术人员的知识,以多种改变和改进来实现。
Claims (2)
1.一种车辆制动***,其特征在于包括:
旋转机(MG),所述旋转机至少用作发电机并且能够基于再生扭矩生成制动扭矩;
第一制动控制装置(60),所述第一制动控制装置电气控制为车轮提供的机械制动器的制动扭矩;以及
第二制动控制装置(80),所述第二制动控制装置将由所述旋转机提供的所述制动扭矩和由所述机械制动器提供的所述制动扭矩中的一个替换为由所述旋转机提供的所述制动扭矩和由所述机械制动器提供的所述制动扭矩中的另一个,同时保持目标制动扭矩;
其中,
如果车辆的制动扭矩在替换转换时与所述目标制动扭矩有偏差,则所述第二制动控制装置(80)校正由所述旋转机(MG)提供的所述制动扭矩,使得所述偏差减小,
所述第二制动控制装置(80)执行寻找对于由所述旋转机提供的所述制动扭矩的校正量的反馈控制,使得所述车辆的制动扭矩变为等于所述目标制动扭矩,
所述第二制动控制装置(80)通过从所述目标制动扭矩减去所述车辆的制动扭矩计算制动扭矩偏差,并且根据所述制动扭矩偏差计算对于由所述旋转机提供的所述制动扭矩的所述校正量,并且
所述第二制动控制装置(80)通过使用所述车辆的速度和所述目标制动扭矩来计算前馈值,并且根据所述前馈值计算由所述机械制动器提供的所述制动扭矩。
2.根据权利要求1所述的车辆制动***,其特征在于
如果所述车辆的速度变为小于或等于预定值,则所述第二制动控制装置(80)将由所述旋转机提供的所述制动扭矩和由所述机械制动器提供的所述制动扭矩中的一个替换为由所述旋转机提供的所述制动扭矩和由所述机械制动器提供的所述制动扭矩中的另一个,同时保持所述目标制动扭矩。
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CN1521046A (zh) * | 2002-12-17 | 2004-08-18 | �ղ��Զ�����ʽ���� | 协调制动控制*** |
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