CN103338971A - 电动车辆及其控制方法 - Google Patents
电动车辆及其控制方法 Download PDFInfo
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- CN103338971A CN103338971A CN2011800515799A CN201180051579A CN103338971A CN 103338971 A CN103338971 A CN 103338971A CN 2011800515799 A CN2011800515799 A CN 2011800515799A CN 201180051579 A CN201180051579 A CN 201180051579A CN 103338971 A CN103338971 A CN 103338971A
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- 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
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- 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
- B60L15/2045—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 for optimising the use of energy
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- 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
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- 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
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- B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
- B60L50/51—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells characterised by AC-motors
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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
- 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
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- Y10S903/902—Prime movers comprising electrical and internal combustion motors
- Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
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- Automation & Control Theory (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Hybrid Electric Vehicles (AREA)
Abstract
在S10中,当判定为换挡档位为R档位以外的其他档位时(S10中“否”),ECU设定前进行驶用的***电压(S20)。另一方面,在S10中,当判定为换挡档位为R档位时(S10中“是”),ECU设定后退行驶用的***电压(S30)。将后退行驶用的***电压设定成高于对车辆的加速要求大小相同时的前进行驶用的***电压。
Description
技术领域
本发明涉及一种电动车辆及其控制方法,特别是涉及一种在蓄电装置和驱动电动机的驱动装置之间具有升压转换器的电动车辆及其控制方法。
背景技术
作为顾及环境的车辆,混合动力车辆(Hybrid Vehicle)、电力汽车(Electric Vehicle)等电动车辆受到关注。这些电动车辆中,搭载蓄电装置、逆变器及由逆变器驱动的电动机来作为车辆行驶用的动力源。此外,混合动力车辆中,还搭载发动机来作为动力源。
并且,在这种电动车辆中,在蓄电装置和驱动电动机的逆变器之间具有升压转换器的车辆为人所知,上述升压转换器将向逆变器供给的供给电压(以下也称为“***电压”)升高至蓄电装置的电压以上。
日本特开2009-131079号公报(专利文献1)公开了具有这种升压转换器的电动车辆。在该车辆中,设置用于供用户发出进行低燃耗行驶的指示的经济模式开关。当经济模式开关接通时,使***电压的上限值从普通上限值下降到限制上限值。这样一来,可限制***电压,并进行低燃耗行驶(参照专利文献1)。
专利文献
专利文献1:日本特开2009-131079号公报
专利文献2:日本特开2010-119158号公报
专利文献3:日本特开2010-98876号公报
专利文献4:日本特开2009-225614号公报
发明内容
关于上述日本特开2009-131079号公报公开的技术,在通过限制***电压来实现改善燃耗方面是有效的,但在后退入库过台阶时等要求谨慎的加速器操作的后退行驶时,可能无法获得驾驶员所期望的驱动力。
因此,本发明的目的在于,在电动车辆中,实现改善燃耗的同时,提高后退行驶时的驾驶性能。
根据本发明,电动车辆具有:电动机,产生车辆驱动力;蓄电装置;驱动装置,驱动电动机;电压转换装置;及控制装置,控制电压转换装置。电压转换装置设置在驱动装置和蓄电装置之间,且构成为,使驱动装置的输入电压(***电压)升高至比蓄电装置的电压高的电压。并且,控制装置控制将***电压设定成,后退行驶时的***电压高于对车辆的加速要求(油门开度、要求驱动力、要求输出等)的大小相同的情况下的前进行驶时的***电压。
优选:在前进行驶时,控制装置设定***电压的上限,以限制***电压;在后退行驶时,控制电压相对于前进行驶时而变更***电压的上限设定,以缓解前进行驶时的***电压的限制。
优选:控制装置将***电压的上限设定成后退行驶时高于前进行驶时。
优选:控制装置将根据驾驶员的加速要求而设定的***电压设定成后退行驶时高于前进行驶时。
优选:电动车辆还具有用于供驾驶员选择普通模式及节约模式的任一模式的输入装置。并且,通过输入装置选择了节约模式的情况下,在前进行驶时,控制装置设定***电压的上限,以相对于普通模式时而限制***电压,在后退行驶时,控制装置相对于前进行驶时而变更***电压的上限设定,以缓解前进行驶时的***电压的限制。
优选:电动车辆还具有产生前进驱动力的内燃机。
另外,根据本发明,控制方法是电动车辆的控制方法。电动车辆具有:电动机,产生车辆驱动力;蓄电装置;驱动装置,驱动电动机;电压转换装置。电压转换装置设置在驱动装置和蓄电装置之间,且构成为,使驱动装置的输入电压(***电压)升高至比蓄电装置的电压高的电压。并且,控制方法包括:第一步骤,设定前进行驶用的***电压;及第二步骤,设定后退行驶用的***电压。
优选:第一步骤包括设定前进行驶用的***电压的上限的步骤。第二步骤包括设定后退行驶用的***电压的上限的步骤。
优选:第一步骤包括设定前进行驶用的***电压的上限以限制***电压的步骤。第二步骤包括设定后退行驶用的***电压的上限以缓解前进行驶时的***电压的限制的步骤。
优选:电动车辆还具有用于供驾驶员选择普通模式及节约模式的任一模式的输入装置。并且,第一步骤包括以下步骤:在通过输入装置选择了节约模式的情况下,设定前进行驶用的***电压的上限,以相对于普通模式时而限制***电压。第二步骤包括以下步骤:在通过输入装置选择了节约模式的情况下,设定后退行驶用的***电压的上限,以缓解前进行驶时的***电压的限制。
优选:电动车辆还具有产生前进驱动力的内燃机。
发明效果
根据本发明,将***电压设定成,后退行驶时的驱动装置的输入电压(***电压)高于对车辆的加速要求的大小相同的情况下的前进行驶时的驱动装置的输入电压(***电压),所以每当进行前进行驶/后退行驶时均可考虑到燃耗、驾驶性能来设定适当的***电压。因此,可实现改善燃耗的同时,提高后退行驶时的驾驶性能。
附图说明
图1是表示作为实施方式1的电动车辆的一例所示的混合动力车辆的整体构成的框图。
图2是表示混合动力车辆的动力总成构成的框图。
图3是与***电压的设定相关的ECU的功能框图。
图4是表示***电压的设定例的图。
图5是表示***电压的其他设定例的图。
图6是用于说明与***电压的设定处理相关的处理顺序的流程图。
图7是用于说明与***电压的设定处理相关的其他处理顺序的流程图。
图8是表示实施方式2中的混合动力车辆的动力总成构成的框图。
图9是用于说明实施方式2中的与***电压的设定处理相关的处理顺序的流程图。
具体实施方式
以下参照附图详细说明本发明的实施方式。此外,对附图中相同或相当的部分附加相同的附图标记,并且省略重复说明。
(实施方式1)
图1是表示作为实施方式1的电动车辆的一例所示的混合动力车辆的整体构成的框图。参照图1,混合动力车辆100具有:蓄电装置10;ECU(Electronic Control Unit:电子控制单元)15;PCU(Power ControlUnit:动力控制单元)20;动力输出装置30;传动齿轮40;前轮50L、50R;及后轮60L、60R。
蓄电装置10是可再次充电的直流电源,例如由镍氢、锂离子等的二次电池构成。蓄电装置10例如配置在后座80的后方部,与PCU20电连接并向PCU20供给直流电压。并且,蓄电装置10从PC20接收由动力输出装置30发电产生的电力而进行充电。
PCU20综合表示混合动力车辆100内所需的电力转换器。PCU20包括使从蓄电装置10供给的电压升压的转换器、对包含于动力输出装置30的电动发电机进行驱动的逆变器等。
ECU15接收来自表示驾驶状况/车辆状况的各种传感器(未图示)的信号。来自各种传感器的信号包括:表示换挡杆的位置的换挡位置信号SP、与加速器踏板的踏下量对应的油门开度信号、表示车辆速度的车速信号等。并且,ECU15根据来自各种传感器的信号来执行与混合动力车辆100相关的各种控制。
动力输出装置30作为车辆的驱动力源进行设置,包括电动发电机MG1、MG2及发动机。它们经由动力分配装置(未图示)机械性地连接。并且,根据混合动力车辆100的行驶状况,经由动力分配装置,在上述三者之间进行驱动力的分配及结合,结果为,前轮50L、50R被驱动。传动齿轮40将从动力输出装置30输出的动力传递至前轮50L、50R,并且将从前轮50L、50R接收的旋转力传递至动力输出装置30。这样一来,动力输出装置30将发动机及电动发电机的动力经由传动齿轮40传递至前轮50L、50R,从而驱动前轮50L、50R。并且,动力输出装置30接收前轮50L、50R对电动发电机的旋转力并发电,将其发电产生的电力供给到PCU20。
并且,PCU20按照来自ECU15的控制指示,使从蓄电装置10接收的直流电压升压,并且将该升压的直流电压转换为交流电压,从而驱动包含于动力输出装置30的电动发电机MG1、MG2。并且,PCU20在电动发电机MG1、MG2进行再生动作时,按照来自ECU15的控制指示,将电动发电机MG1、MG2发电产生的交流电压转换为直流电压,对蓄电装置10进行充电。
图2是表示混合动力车辆100的动力总成构成的框图。参照图2,混合动力车辆100包括:蓄电装置10;SMR(System Main Relay:***主继电器)105;PCU20;ECU15;电动发电机MG1、MG2;发动机ENG;动力分配装置134;传动齿轮40;及前轮50R、50L。
动力分配装置134与发动机ENG、电动发电机MG1及传动齿轮40结合,在它们之间分配动力。例如,可将具有太阳轮、行星齿轮架及齿圈的三个旋转轴的行星齿轮用作动力分配装置134,这三个旋转轴分别与电动发电机MG1、发动机ENG及传动齿轮40的旋转轴连接。电动发电机MG2的旋转轴与传动齿轮40的旋转轴连接。即,电动发电机MG2和传动齿轮40具有相同的旋转轴,其旋转轴与动力分配装置134的齿圈连接。
发动机ENG产生的动能通过动力分配装置134分配给电动发电机MG1和传动齿轮40。并且,发动机ENG作为驱动车辆前进的同时驱动电动发电机MG1的动力源进行动作。电动发电机MG1、MG2既可作为发电机发挥功能,又可作为电动机发挥功能,但电动发电机MG1主要作为发电机进行动作,电动发电机MG2主要作为电动机进行动作。详细而言,电动发电机MG1接收由动力分配装置134分配的发动机ENG的输出的一部分而进行发电。并且,电动发电机MG1从蓄电装置10接收电力供给而作为电动机进行动作,转动曲轴而起动发动机ENG。
电动发电机MG2由蓄积于蓄电装置10的电力及电动发电机MG1发电产生的电力中的至少一方驱动。并且,电动发电机MG2的驱动力经由传动齿轮40传递至前轮50R、50L的驱动轴。并且,在车辆制动时,电动发电机MG2由前轮50R、50L驱动而作为发电动机进行动作。此时,由电动发电机MG2发电产生的电力经由PCU20充电到蓄电装置10中。
SMR105设置在蓄电装置10和PCU20之间,在车辆行驶时等,对应来自ECU15的指令而接通。
PCU20包括:转换器110;电容器120;电动机驱动控制器131、132;转换器/逆变器控制部140。在该实施方式1中,电动发电机MG1、MG2是交流电动机,电动机驱动控制器131、132由逆变器构成。以下,也将电动机驱动控制器131(132)称为“逆变器131(132)”。
转换器110基于来自转换器/逆变器控制部140的控制信号Scnv,将正极线103及负极线102之间的电压VH(***电压)升高至蓄电装置10的电压Vb以上。转换器110例如由电流可逆型的升压斩波电路构成。
逆变器131、132分别与电动发电机MG1、MG2对应地设置。逆变器131、132彼此并联地连接到转换器110,基于来自转换器/逆变器控制部140的控制信号Spwm1、Spwm2,分别驱动电动发电机MG1、MG2。
转换器/逆变器控制部140基于从ECU15接收的控制指令(***电压VH的设定、电动发电机MG1、MG2的转矩目标等),来生成用于分别驱动转换器110及电动发电机MG1、MG2的控制信号Scnv、Spwm1、Spwm2。并且,转换器/逆变器控制部140将该生成的控制信号Scnv、Spwm1、Spwm2分别输出至转换器110及逆变器131、132。
ECU15由电子控制单元构成,通过利用CPU(中央处理单元)执行预先存储的程序的软件处理和/或专用电子电路的硬件处理,来进行车辆的行驶控制、蓄电装置100的充电放电控制、***电压VH的设定等各种控制。并且,ECU15生成用于驱动PCU20的控制指令,将该生成的控制指令输出至PCU20的转换器/逆变器控制部140。
图3是与***电压VH的设定相关的ECU15的功能框图。参照图3,ECU15包括换挡档位判定部150、***电压控制部152。
换挡档位判定部150基于表示换挡杆的位置的换挡位置信号SP,来判定换挡档位。此外,换挡档位例如存在前进行驶时供选择的D档位、后退行驶时供选择的R档位、非行驶时供选择的N档位等。
***电压控制部152基于车辆的要求驱动力来设定***电压VH。此外,要求驱动力基于油门开度、车辆速度等进行计算。此处,***电压控制部152在通过换挡档位判定部150判定为换挡档位是R档位时,相对于R档位以外的其他换挡档位(D档位等)而变更***电压VH的设定。以下具体进行说明。
通过将***电压VH限制在比最大值低的电压以下(以下也称为“升压限制”),可抑制转换器110及逆变器131、132(图2)中的电力损失。其结果是,可改善燃耗。因此,在本实施方式1中,为了改善燃耗,只要加速器被踏板不踏下规定量以上即可实施升压限制。但是,若不论运行状况如何而一律实施升压限制,则在后退入库的情况下过台阶时等需要谨慎的加速器操作的后退行驶时,有可能无法获得驾驶员所期望的车辆驱动力。因此,在本实施方式1中,当换挡档位是R档位的情况下,相对于选择了R档位以外的其他换挡档位时(D档位等)而变更***电压VH的设定。并且,将***电压VH设定成,后退行驶时的***电压VH高于对车辆的加速要求(油门开度、要求驱动力、要求输出等)的大小相同时的前进行驶时的***压力VH。
并且,***电压控制部152将***电压VH的设定输出至PCU20的转换器/逆变器控制部140(图2)。
图4是表示***电压VH的设定例的图。参照图4,横轴表示车辆的要求驱动力,纵轴表示***电压VH的设定值。曲线k1表示R档位以外的其他换挡档位下供选择的前进行驶用的***电压VH的设定,曲线k2表示R档位时供选择的后退行驶用的***电压VH的设定。
当要求驱动力较小时,***电压VH被设定为下限值V1。当要求驱动力超出规定值时,随着要求驱动力的增加,***电压VH的设定也变高。前进行驶时(曲线k1),***电压VH的上限被设定为限制值V2,***电压VH被限制在限制值V2以下。另一方面,在后退行驶时(曲线k2),***电压VH的上限被设定为上限值V3,解除前进行驶时的升压限制。
此外,在图4中,在R档位和除R档位以外的其他换挡档位(D档位等)下变更***电压VH的上限设定,但也可在R档位和除R档位以外的其他换挡档位(D档位等)下变更***电压VH自身。
图5是表示***电压VH的其他设定例的图。参照图5,曲线k3表示除R档位以外的其他换挡档位下供选择的前进行驶用的***电压VH的设定,曲线k4表示R档位下供选择的后退行驶用的***电压VH的设定。
当要求驱动力超出规定值时,随着要求驱动力的增加,***电压VH的设定也变高,如图所示,前进行驶时(曲线k3)的***电压VH设定为比不实施升压限制的后退行驶时(曲线k4)的***电压VH低的值。换言之,前进行驶时,设定***电压VH,以实施升压限制,在不实施升压限制的后退行驶时,***电压VH设定为比实施升压限制的前进行驶时高的值。
图6是用于说明与***电压VH的设定处理相关的处理顺序的流程图。此外,该流程图的处理每隔一定时间或每当规定条件成立时从主程序调出而执行。
参照图6,ECU15判定换挡档位是否为R档位(步骤S10)。此外,换挡档位基于表示换挡杆的位置的换挡位置信号SP来判定。
当判定换挡档位为R档位以外的其他档位时(步骤S10中“否”),ECU15设定前进行驶用的***电压VH(步骤S20)。例如,按照图4的曲线k1、图5的曲线k3,并基于车辆的行驶驱动力来设定***电压VH。
另一方面,在步骤S10中判定为换挡档位为R档位时(步骤S10中“是”),ECU15设定后退行驶用的***电压VH(步骤S30)。例如,按照图4的曲线k2、图5的曲线k4,并基于车辆的行驶驱动力来设定***电压VH。
此外,以上是根据车辆的行驶驱动力设定***电压VH,但也可根据油门开度、车辆的要求功率等其他对车辆的加速要求相关的参数,来设定***电压VH。
如上所述,根据本实施方式1,将***电压VH设定成,后退行驶时的***电压VH高于对车辆的加速要求的大小相同时的前进行驶时的***电压,因此每当进行前进行驶/后退行驶时可设定考虑到了燃耗、驾驶性能的适当的性能电压VH。因此,根据本实施方式1,可实现改善燃耗的同时,提高后退行驶时的驾驶性能。
(变形例)
图7是用于说明与***电压VH的设定处理相关的其他处理顺序的流程图。此外,该流程图的处理也是每隔一定时间或每当规定条件成立时从主程序调出而执行的。
参照图7,在步骤S110中判定为可实施升压限制时(步骤S110中“是”),ECU15判定换挡档位是否为R档位(步骤S120)。
当判定为换挡档位为R档位以外的其他档位时(步骤S120中“否”),ECU15实施升压限制(步骤S130)。此外,关于升压限制,如图4所示,可通过降低***电压VH的上限设定来实现,如图5所示,也可通过降低***电压VH自身的设定来实现。
另一方面,在步骤S120中,当判定为换挡档位为R档位时(步骤S120中“是”),ECU15在执行着升压限制的情况下解除升压限制(步骤S140)。即,按照图4的曲线k2、图5的曲线k4,并基于车辆的行驶驱动力来设定***电压VH。
如上所述,通过该变形例,也可获得与实施方式1相同的作用效果。
(实施方式2)
图8是表示实施方式2中的混合动力车辆的动力总成构成的框图。参照图8,该混合动力车辆在图2所示的混合动力车辆100的构成中,还包括经济模式开关145,并取代ECU15而包括ECU15A。
经济模式开关145是供驾驶员选择普通模式及节约模式的任一模式的开关。当经济模式开关145接通时,节约模式被选择。并且,在接通了经济模式145的情况下,在前进行驶时,ECU15A设定***电压VH的上限,以相对于普通模式时而限制***电压VH。另一方面,在后退行驶时,相对于前进行驶时而变更***电压VH的上限设定,以缓解前进行驶时的上述升压限制。即,在后退行驶时,解除前进行驶时所实施的升压限制。
此外,ECU15A的其他功能与实施方式1中的ECU15相同。并且,混合动力车辆的其他构成也与图2所示的混合动力车辆100相同。
图9是用于说明与实施方式2中的***电压VH的设定处理相关的处理顺序的流程图。此外,该流程图的处理也是每隔一定时间或每当规定条件成立时从主程序调出而执行的。
参照图9,该流程图在图7所示的流程图中,取代步骤S110而包括步骤S115。即,ECU15A判定经济模式开关145是否为接通(步骤S115)。
并且,当判定为经济模式开关145为接通时(步骤S115中“是”),ECU15A使处理移至步骤S120,判定换挡档位是否为R档位。另一方面,在步骤S115中,当判定为经济模式开关145为断开时(步骤S115中“否”),ECU15A使处理移至步骤S150。
如上所述,在本实施方式2中,设置供使用者选择低燃耗行驶的经济模式开关145。并且,经济模式开关145由驾驶员接通时实施升压限制,在后退行驶时,相对于前进行驶时而变更***电压VH的设定,以缓解升压限制。这样一来,在由驾驶员接通了经济模式开关145时,可设定考虑到了低燃耗行驶和后退行驶时的驾驶性能的适当的***电压VH。因此,通过本实施方式2,也可实现改善燃耗的同时,提高后退行驶时的驾驶性能。
此外,在上述各实施方式中,作为电动车辆,说明了将发动机ENG的动力输出至驱动轴及电动发电机MG1的至少一方的串联/并联型混合动力车辆,但本发明也可适用于其他形式的混合动力车辆。例如,本发明也可适用于仅为了驱动电动发电机MG1而使用发动机ENG、仅通过电动发电机MG2产生车辆的驱动力的所谓串联型混合动力车辆。
并且,本发明也可适用于不具有发动机ENG而仅通过电力行驶的电动汽车、取代蓄电装置10而具备燃料电池作为直流电源的燃料电池车等。
此外,如上所述,电动发电机MG2和本发明中的“电动机”的一个实施例对应,逆变器132和本发明中的“驱动装置”的一个实施例对应。并且,转换器110和本发明中的“电压转换装置”的一个实施例对应,ECU15、ECU15A和本发明中的“控制装置”的一个实施例对应。而且,经济模式开关145和本发明中的“输入装置”的一个实施例对应,发动机ENG和本发明中的“内燃机”的一个实施例对应。
本次公开的实施方式从所有角度而言应考虑为示例,并非进行限定。本发明的范围并非上述实施方式的说明,而是如权利要求范围所示,包括和权利要求范围均等含义及在范围内的所有变更。
附图标记
10蓄电装置
15、15A ECU
20PCU
30动力输出装置
40传动齿轮
50L、50R前轮
60L、60R后轮
100电动车辆
105SMR
110转换器
120电容器
131、132逆变器
134动力分配装置
140转换器/逆变器控制部
145经济模式开关
150换挡档位判定部
152***电压控制部
MG1、MG2电动发电机
ENG发动机
Claims (11)
1.一种电动车辆,具有:
电动机(MG2),产生车辆驱动力;
蓄电装置(10);
驱动装置(132),驱动所述电动机;
电压转换装置(110),设置在所述驱动装置和所述蓄电装置之间,且构成为,使所述驱动装置的输入电压升高至比所述蓄电装置的电压高的电压;及
控制装置(15),控制所述电压转换装置;
所述控制装置将所述输入电压设定成,后退行驶时的所述输入电压高于对车辆的加速要求的大小相同的情况下的前进行驶时的所述输入电压。
2.根据权利要求1所述的电动车辆,其中,在前进行驶时,所述控制装置设定所述输入电压的上限,以限制所述输入电压;在后退行驶时,所述控制装置相对于前进行驶时而变更所述输入电压的上限设定,以缓解前进行驶时的所述输入电压的限制。
3.根据权利要求1所述的电动车辆,其中,所述控制装置将所述输入电压的上限设定成后退行驶时高于前进行驶时。
4.根据权利要求1所述的电动车辆,其中,所述控制装置将根据驾驶员的加速要求而设定的所述输入电压设定成后退行驶时高于前进行驶时。
5.根据权利要求1所述的电动车辆,其中,
还具有用于供驾驶员选择普通模式及节约模式的任一模式的输入装置(145),
通过所述输入装置选择了所述节约模式的情况下,在前进行驶时,所述控制装置设定所述输入电压的上限,以相对于所述普通模式时而限制所述输入电压,在后退行驶时,所述控制装置相对于前进行驶时而变更所述输入电压的上限设定,以缓解前进行驶时的所述输入电压的限制。
6.根据权利要求1至5中的任一项所述的电动车辆,其中,还具有产生前进驱动力的内燃机(ENG)。
7.一种电动车辆的控制方法,所述电动车辆(100)具有:
电动机(MG2),产生车辆驱动力;
蓄电装置(10);
驱动装置(132),驱动所述电动机;及
电压转换装置(110),设置在所述驱动装置和所述蓄电装置之间,且构成为,使所述驱动装置的输入电压升高至比所述蓄电装置的电压高的电压;
所述控制方法包括:
第一步骤,设定前进行驶用的所述输入电压;及
第二步骤,设定后退行驶用的所述输入电压。
8.根据权利要求7所述的电动车辆的控制方法,其中,
所述第一步骤包括设定前进行驶用的所述输入电压的上限的步骤,
所述第二步骤包括设定后退行驶用的所述输入电压的上限的步骤。
9.根据权利要求7所述的电动车辆的控制方法,其中,
所述第一步骤包括设定前进行驶用的所述输入电压的上限以限制所述输入电压的步骤,
所述第二步骤包括设定后退行驶用的所述输入电压的上限以缓解前进行驶时的所述输入电压的限制的步骤。
10.根据权利要求7所述的电动车辆的控制方法,其中,
所述电动车辆还具有用于供驾驶员选择普通模式及节约模式的任一模式的输入装置(145),
所述第一步骤包括以下步骤:在通过所述输入装置选择了所述节约模式的情况下,设定前进行驶用的所述输入电压的上限,以相对于所述普通模式时而限制所述输入电压,
所述第二步骤包括以下步骤:在通过所述输入装置选择了所述节约模式的情况下,设定后退行驶用的所述输入电压的上限,以缓解前进行驶时的所述输入电压的限制。
11.根据权利要求7至10中的任一项所述的电动车辆的控制方法,其中,所述电动车辆还具有产生前进驱动力的内燃机(ENG)。
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